First Impressions in the Mountain Mist
As I approached the car that morning, the matte “Performance Blue” glistened against the fog, an intentional nod to Hyundai’s N heritage. But it wasn’t the paint that struck me, it was the stance. This was no silent city crawler. Massive 21-inch wheels wrapped in sticky Pirelli P Zero rubber, gaping intakes, an aggressive front splitter, and a chunky rear spoiler whispered one thing: “Let’s misbehave.”
Sliding into the driver’s seat, a snug, bolstered bucket that felt purpose-built for lateral Gs, I noticed the interior had shed the soft, open lounge feel of the regular Ioniq 5. Dark headliner. Fat three-spoke steering wheel. N-mode buttons staring at me, red and blue like some kind of high-voltage weapon trigger.
The roads were still damp from the night’s chill. Perfect.
The Drive, More Simulation, More Sensation
Firing up the Ioniq 5 N doesn’t deliver the rumble of pistons waking up. But what happens instead is something strangely theatrical, an electric hum, a synthesized growl, a whiff of arcade nostalgia mixed with genuine automotive theater.
I tapped the red “N Grin Boost” button, I’m not making this up, that’s what it’s called, and the car unleashed all 650 horses, nearly instantly. The dual motors (one on each axle) deliver 478 kW (650 hp) and 770 Nm of torque for ten glorious seconds. Ten seconds that feel like being launched off an aircraft carrier.
The simulated shift jolts through the speakers and into your spine with each gear click, all programmed to mimic the mechanical dance of a DCT gearbox. But it’s not just audio. There’s a programmed interruption in power, just like a real upshift. It’s artificial, sure. But effective? Absolutely.
Riding up the steep serpentines of Rotwand, I felt the car’s electronically controlled suspension adapt like it was learning with every turn. The steering was heavy, deliberate, a far cry from the floaty feel in most EVs. Body roll? Virtually nonexistent.
Coming out of hairpins, I floored it, and the Ioniq 5 N rocketed forward. 0–100 km/h in 3.4 seconds. But what really floored me was the 60–100 sprint, a blistering 1.6 seconds. It’s the kind of surge that makes your stomach float, and your brain say “nope” while your foot says “again.”
The Interior, More Racer, Less Lounge
Most EVs lean into calm, comfort, and minimalism. Not this one.
The first thing I noticed was the way my knees fit snugly around the center console’s padded supports, clearly built with racetrack punishment in mind. The N-badged sport seats kept me locked in like a fighter jet pilot, but they weren’t bone-jarringly stiff.
Above me, the dark Alcantara-like headliner added a sense of cocooned aggression. Every material, every stitch screamed function over fashion, but still looked sharp enough to make Audi’s S line look vanilla.
And then there’s the steering wheel, thick, tactile, and loaded with intent. The blue drive-mode button toggles between Eco, Normal, Sport, and various N modes. The red one? That’s your adrenaline dealer. Hit it, and the beast is uncaged.
Technical Data, Beneath the Beast
| Specification | Details |
| Engine Type | Dual Electric Motors (AWD) |
| Max Power | 448 kW (609 hp) |
| Boosted Power (N Grin Boost) | 478 kW (650 hp) |
| Max Torque | 770 Nm |
| 0-100 km/h | 3.4 seconds |
| Top Speed | 260 km/h |
| Battery Capacity (Net) | 84.0 kWh |
| Range (WLTP) | 448 km |
| Charging (DC Fast) | Up to 350 kW |
| Brakes (Front/Rear) | 400 mm / 360 mm discs |
| Weight | 2,275 kg |
| Trunk Space | 480, 1,540 liters |
| Base Price (Germany) | €74,900 |
Performance Meets Play, Drifting in the Alps
I won’t lie. I tried the Drift Mode. How could I not?
With the rear motor exclusively powering the wheels and the front one slumbering, the Ioniq 5 N feels like a rear-wheel-drive hooligan from the old school. You need to provoke it, stab the throttle mid-corner, counter-steer early, and suddenly, you’re sideways, grinning like a lunatic.
It’s not subtle. It’s not sterile. It’s raw, and that’s what makes it so addictive. You forget the weight. You forget it’s electric. You forget the price (almost). You just drive.
Range Anxiety? Not Here
Now, let’s talk numbers. I wasn’t exactly driving like a monk. My consumption hovered around 28 kWh/100 km during spirited mountain runs. That’s steep. But when I dialed things down and cruised back through the valleys at sunset, I managed a much more reasonable 20–21 kWh.
With its 84 kWh battery, the Ioniq 5 N can comfortably cross 375–450 km on a full charge in normal conditions. But push hard, and that range dips below 250 km. Fair? For a car that dances with the M3s and Taycan 4Ss of the world? Absolutely.
And with 350 kW DC fast-charging support, 10–80% takes just over 20 minutes. Long enough for a snack and some selfies with the Rotwand’s stunning peaks.
Why This Car Matters
The Ioniq 5 N is more than a high-performance EV. It’s a love letter to driving, disguised as a science project. It has no business being this fun. And yet, Hyundai has turned what should be a soulless electric family hauler into a rear-happy, face-melting, gear-simulating machine that actually connects you to the road.
They’ve built a sports car for people who thought EVs couldn’t make you feel something. And you don’t need Nürburgring lap times to see that, just a tight alpine pass, a red button, and a few brave minutes with your right foot fully committed.
Conclusion, More Heart Than Hype
I left the Rotwand that evening with a different feeling than usual. Not just the satisfaction of a day well-driven, but the weird, electric glow of surprise. The Ioniq 5 N isn’t perfect, it’s expensive, heavy, and drinks electrons like an overcaffeinated teenager.
But man, does it deliver on its promise.
It made me laugh, shout, and even pause to admire how far we’ve come, from roaring combustion to synthesized fury, without losing the soul. And that’s something no spec sheet can fully capture.
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