As EVs slowly fill out the assorted segments of the car market, it looks like each different day brings us a brand new possibility. The most recent kid-on-the-block within the efficiency class is the Hyundai Ioniq 5N – with The Pushed attending the latest two day launch of the brand new mannequin variant.
In terms of Hyundai efficiency ‘N’ automobiles, Hyundai market them as having three pillars to their design: these being enjoyable to drive, on a regular basis usability and race observe succesful efficiency.
The Ioniq 5N is, nevertheless, Hyundai’s first totally electrical N automotive – and as such has large footwear to fill with regard to their earlier inner combustion engine (ICE) N vehicles.
It is also becoming a member of EV efficiency vehicles such because the (way more costly) Porsche Taycan and Audi e-tron GT, in addition to its (barely) cheaper platform sibling the Kia EV6 GT.
So how did the Ioniq 5N going to measure as much as this considerably daunting assortment of benchmarks? Fortunately, Hyundai gave the attendees two days (and three units) of driving circumstances to strive it out on their ‘three pillars’.
Day one consisted of preliminary metropolis and motorway driving, adopted by winding 100 km/h nation roads. Day two was a ‘critical’ day of full bore driving on the Sydney Motorsport Park.
To lift the bar additional, Hyundai themselves admit they had been benchmarking the Porsche Taycan of their testing and improvement. Actually, having now pushed each plus the Kia EV6 GT, I discovered the driving and dealing with extra akin to the Porsche that the Kia, so one field ticked there.
One other query to be answered was how lengthy it could final underneath racetrack circumstances.
Albert Biermann (till lately the top of R&D at Hyundai and lead engineer behind Hyundai’s N automotive vary) mentioned in a video interview from his residence in Germany that to be a correct N automotive, a observe oriented EV needed to be able to sustained track-day kind use. (Presumably to dispel the picture of efficiency EVs having poor ranges when pushed – successfully the racing model of the now successfully lifeless idea of ‘vary anxiousness’ for highway use EVs).
To handle this – in the course of the improvement part Albert specified this at the least of two laps of the well-known Nürburgring in Germany – or for extra typical track-days (akin to we spent on day two): 20 minutes on-track, 20 minutes recharging to 80% adopted by one other 20 minutes of observe driving.
To attain this, Hyundai have upped the battery system to offer 48% extra energy from an 8% larger battery – all with a lower than 1% enhance in battery weight. Battery cooling capability has been nearly doubled, plus battery preconditioning packages added for drag or observe occasions. (30 to 40 levels C for drag, 20 to 30 levels C for observe).
Inside
For the N model, sports-style seats, with guide adjustment, have been swapped in, in addition to a really sensible console (for bracing one’s leg in opposition to in onerous cornering).
The drivers show has additionally been customised to mirror the wants of extra ‘prepared’ driving – together with temperature readouts for the motors and battery consumption by lap plus the heads-up show (HUD) shifts to a racing mode when a race mode is chosen.
The steering wheel is particular to the Ioniq 5N, together with quite a lot of different inside styling modifications to indicate it because the N model.
Exterior
Much like the approaching updates to the usual Ioniq 5 vary, the rear spoiler has been lengthened and a rear wiper added. For the N-line, an orange line insert has been added to the bumpers and sides, together with particular N-line entrance and rear bumpers. N line 21 inch wheels are a part of the package deal, with Pirelli P-Zero 275/35 rubber fitted to them.
Efficiency and aerodynamic modifications
These are what has been modified compared to a typical Ioniq 5 and embrace:
Entrance motor energy elevated by 60%/torque up by 31%;
Rear motor energy up by 47%/torque up by 12%;
elevated motor controller capability with improved electronics to deal with increased masses;
Stiffened chassis, physique and suspension factors;
Digital restricted slip differential;
Bigger diameter brakes and improved brake cooling;
Quite a few suspension, steering, and drive axle modifications;
Improved underbody aerodynamics to cut back drag and enhance downforce;
Regenerative braking packages modified to surrender to 0.6G from regen alone, in addition to coordination of it with torque vectoring plus sustaining regen throughout ABS and ESC activation.
Driving
Hyundai themselves admit that they benchmarked the 5N in opposition to the Taycan – and having pushed each in addition to the Kia EV6 GT, I used to be actually discovering it extra akin to the Taycan that the EV6 GT.
Round city, the Ioniq 5N was very effectively behaved with surprisingly little of the harshness that may be anticipated of 35 profile tyres. It was actually not a super-soft journey, however the suspension modifications Motorway driving the identical.
The seating was very comfy and effectively finding (the latter being what you’ll count on of sports-style seating) – what was barely extra stunning was I felt no soreness or stiffness on the primary day after driving for a number of hours.
(Though maybe I’m simply the best dimension particular person for the seating – among the attendees did point out a little bit of stiffness on the half-way level).
One function I haven’t talked about up to now is the simulated rev vary gear choice/DSG clutch and V8 engine sound. It was each extraordinarily effectively accomplished and … imagine it or not … added to the driving expertise.
Sure, if somebody had instructed me I might love the sound and really feel of a simulated torque band, DSG clutch motion and roar of a V8 motor in an EV, I might have instructed them they had been nuts.
Nevertheless, to paraphrase a line from The Matrix: ‘Sadly, nobody might be instructed what the 5N expertise is. You must expertise it for your self’. So I’ll nearly actually be scripting this with readers considering the identical factor. (All I can say to that’s drive it first, THEN come again and inform me I’m fallacious 😉
In line with Albert Biermann, the quantity of effort that went into this function was immense. Two engineering groups had been put to work on it, with the transient to make it really feel the identical because the DSG expertise of their ICE N vehicles.
One other factor to notice was that Albert focussed the groups on getting the V8 sound and really feel nearly as good as potential … however nowhere close to as a lot work was put into the opposite two sound choices.
Having tried the opposite two that attempt to simulate jet fighter and F1 automotive sounds – I might positively agree and provides the previous an A+ grade, and the latter two an E, returned with the remark ‘might do higher’.
Day two noticed us hit the observe at Sydney Motorsport Park. This was the place the automotive might present its full potential for observe day efficiency. At 5 laps at a time, the vehicles would do two stints at this tempo (about 20 minutes driving) earlier than their 20 minute recharge to 80% and off once more.
The tyres, however, had been exhibiting distinct indicators of damage on the finish of a half-day session. At $800 to $1000 every, all I can say is I used to be grateful Hyundai had been paying. Then again, folks shopping for these for observe enjoyable know this is likely one of the costs of motorsport.
Pricing and choices
The Ioniq 5N is priced at $111,000 plus on-road prices. In Victoria, that may equate to round $121,000 on the highway. There are by the way in which solely two choices – a panoramic glass roof for a further $2000 and matte paint (out there after June this 12 months) for $1000.
That makes it nearly $10,000 dearer than its platform stablemate the EV6 GT – however to me, for a efficiency EV, the Ioniq 5N could be the choose of the 2, regardless of the distinction in value. Then again, an AWD equal Taycan would begin at over $200,000 – and to be sincere: for enjoyable per greenback, the Hyundai wins.
Summing up
As a automotive, I might say Hyundai have hit their three N pillars effectively. It’s enjoyable to drive, offers on a regular basis usability and race observe succesful efficiency. They’ve set a benchmark for different producers to satisfy – together with the Taycan because it doesn’t do regenerative braking anyplace close to in addition to the Hyundai. Then again, it might not be but able to tackle a Bathurst 1000 – however that day is unquestionably getting nearer!
As for its get together trick of simulated V8 sounds and torque bands – sure they’re enjoyable, however like drifting they aren’t as quick as merely switching to full EV mode and experiencing the total, clean torque from 0 to 100% that an EV affords over an ICE equal.
EV N options
N Torque Distribution
Optimises physique management / torque distribution
Devoted torque / regenerative braking maps
N Drift Optimiser
Aids drivers to slip automotive and maintain drifts
Torque kick (emulates M/T clutch kick)
N Launch Management
Prompts N Grin Increase
3 highway grip ranges (low / med / excessive)
0-100k/h = 3.4 seconds
N Race
Dash / Endurance modes
Balances max. energy output vs. driving distance
N Battery Preconditioning (NBP)
Drag / Monitor mode
Battery optimisation through pre-heating or pre-cooling
IONIQ 5 N Specs (February 2024)
Electrical motors
Motor kind – entrance
Everlasting magnet synchronous motor driving entrance wheels
Motor kind – rear
Everlasting magnet synchronous motor driving rear wheels
Most energy – entrance motor / rear motor (with N Grin Increase)
166 kW / 282 kW (175 kW / 303 kW)
Most torque – entrance motor / rear motor (with N Grin Increase)
350 Nm / 390 Nm (370 Nm / 400 Nm)
Most energy – complete (with N Grin Increase)
448 kW (478 kW)
Most torque – complete (with N Grin Increase)
740 Nm (770 Nm)
Battery
Battery kind
Liquid cooled Lithium-ion
Capability
84.0 kWh
Output (with N Grin Increase)
432 kW (535 kW)
Voltage
697 V
Cooling system
Energetic Air Flap (AAF) – entrance decrease air consumption shutters
●
On-board AC charger
Charging capability (most)
10.5 kW
Normal charging time (10 to 100%)
Approx 10hr 50min at 7kW
Charging port
Sort 2 (IEC 62196-2 Sort 2)
On-board DC quick charger
Charger compatibility
400 / 800 V
50 kW quick charging time (10 to 80%)
Approx. 70min
350 kW ultra-fast charging time (10 to 80%)
Approx. 18min
Charging port
CCS Combo2 (IEC 62196-3 Configuration FF)
Moveable emergency charging cable
Sort
In-cable management field (ICCB) with home 3-pin plug enter
Output capability (most)
230 V, 10 A
Charging plug
Sort 2 (IEC 62196-2 Sort 2)
Normal charging time (230 V at most charging capability – 10 to 100%)
Approx. 40hr
Car To Load (V2L)
Output capability (most)
250 V, 3.6 kW, 15 A
Connector – inside
Home 3-pin plug output
Transmission
Discount gear – Entrance
Single velocity discount gear with canine clutch (DAS)
Discount gear – Rear
Single velocity discount gear
Gear ratio
Discount gear – Entrance
2.2647
Discount gear – Rear
2.2632
Ultimate gear
4.7060
Differential
Entrance
Differential with Torque Vectoring Management (TVC)
Rear
Digital-Restricted Slip Differential (E-LSD)
Driveline
AWD Sort
HTRAC Twin Motor with Disconnector Actuator System (DAS)
Steering
Sort
Rack mounted Motor Pushed Energy Steering (R-MDPS), rack & pinion
Minimal turning circle diameter between kerbs / partitions
12.42
Variety of steering wheel turns lock to lock
2.29
Steering wheel diameter
370 mm
Suspension
Entrance
MacPherson strut
Rear
Multi-link
Damping management system
Digital Management Suspension (ECS)
Brakes
Booster
Built-in Digital Brake (IEB)
Entrance brake kind
Ventilated disc with 4 piston monobloc calipers and air guides
Entrance disc dimensions
400 mm x 34 mm
Rear brake kind
Ventilated disc with single piston sliding calipers and air guides
Rear disc dimensions
360 mm x 20 mm
Aerodynamics
Coefficient of drag (Cd)
0.313
Weight
Tare Mass
2,230 kg
Gross Car Mass (GVM)
2,660 kg
Permissible Axle Weight (PAW) – entrance
1,315 kg
Permissible Axle Weight (PAW) – rear
1,433 kg
Roof rack load restrict
80 kg
Towing Capability
Braked
N/A
Un-braked
N/A
Most tow ball weight
N/A
Trailer pre-wiring package deal
–
Vitality consumption*
Electrical driving effectivity (kWh/100km) Mixed:
21.2
All Electrical Vary (AER)
448 km
Efficiency
Most velocity
260 km/h
0 ~ 100 km/h (with N Grin Increase)
3.5 sec (3.4 sec)
80 ~ 120 km/h (with N Grin Increase)
1.9 sec (1.8 sec)
0 ~ 400 m (with N Grin Increase)
11.7 sec (11.5 sec)
100 ~ 0 km/h
40.2 m
Dimensions
Exterior
Size
4,715 mm
Width
1,940 mm
Peak
1,585 mm
Wheelbase
3,000 mm
Wheel observe – entrance / rear
1,667 mm / 1,672.2 mm
Minimal floor clearance
142 mm (152 mm for battery)
Inside
Head room entrance / rear (with elective Imaginative and prescient roof)
1,010 / 982 mm (993 mm / 953 mm)
Leg room entrance / rear
1,060 mm / 1,013 mm
Shoulder room entrance / rear
1,465 mm / 1,470 mm
Hip room entrance / rear
1,368 mm / 1,362 mm
Cargo space entrance – VDA
N/A
Cargo space rear – VDA (minimal / most)
480 L / 1,540 L
Wheels & tyres
Wheel kind
Cast alloy with aerodynamic inserts
Wheel dimensions
21 x 9.5J +45
Tyre kind
Pirelli P-Zero HN
Tyre dimensions
275/35R21 103Y XL
Bryce Gaton is an knowledgeable on electrical automobiles and contributor for The Pushed and Renew Economic system. He has been working within the EV sector since 2008 and is at present working as EV electrical security coach/supervisor for the College of Melbourne. He additionally offers assist for the EV Transition to enterprise, authorities and the general public by means of his EV Transition consultancy EVchoice.