Suttie’s seven days… with a Hyundai Ioniq 5 N
Could Hyundai’s 650hp electric performance hatch tempt die-hard petrolheads to the EV side? Al Suttie gives it a spin for a week.
Hyundai Ioniq 5 N
List price (BiK): £64,945 (2%) CO2: 0g/km Economy: 278 miles Test efficiency: 208 miles
Monday
The Hyundai Ioniq 5 N is one of the hot tickets of 2024, so a bit of time with this EV hot hatch is very welcome. Mind you, calling a car with up to 650hp on tap a hot hatch shows how far we have come when not so very long ago a decent contender in this class would have made 200hp. Of course, the N has the likes of the Volkswagen Golf R and Mercedes-AMG A35 in its sights, plus some other sports car offerings.
Tuesday
You certainly cannot miss the Ioniq 5 N when it comes in this aptly named Performance Blue. There are also other cues, such as the unique 21-in wheels, front bumper, and side skirts. But it’s what’s under the skin that is, perhaps, more telling about Hyundai’s commitment to making this a serious performance car – there are 42 extra welds to stiffen the body. A drive on some favourite roads will tell tomorrow if this makes a difference.
Wednesday
A trip into Fife, my old stamping ground, and time on some quiet, fantastic roads. The IONIQ 5 N is in its element on these stretches where its power allows for assured, rapid overtaking of any traffic. The car is poised in corners and the quicker than a standard IONIQ 5 steering gives way more feedback than almost any other EV I’ve driven. Through corners, the N has that essential sports car feel that makes it really enjoyable.
Thursday
Another stint on Fife finest tarmac this morning and some tighter lanes on a visit to see Formula 1 double World Champion Jim Clark’s statue in Kilmany. The size of the IONIQ 5 comes into play here and the N is not as playful as, say, a Ford Fiesta ST200. Part of that is the width of the N but also it’s 2.2-tonne heft. On these roads, the tyres and suspension are working overtime to cope, though the brakes and regenerative braking are impressive.
Friday
With a 0-62mph time of 3.4 seconds when you use the full 650hp – you access this with the NGB button on the steering wheel – the N is rapid in a way only supercars usually are. There isn’t quite the drama, though, which is common to fast EVs. On some point-to-point roads again today, it also feels like a good bit of the N’s power is devoted to overcoming its weight rather than catapulting it out of corners.
Saturday
Playing around with the various driving options and settings, I’ve come to the conclusion there are only two worth bothering with. Either you stick with the full comfort offering and enjoy the IONIQ 5 N as a very quick but refined machine, or you stick it into the setting that apes a petrol-powered hot hatch. This gives an almost convincing engine sound and artificial gear changes via the steering wheel paddles. It makes the car more engaging, which seems odd it needs to mimic an ICE car when it’s an EV.
Sunday
The rest of the Ioniq 5 N is much like the standard car – classy, extremely well put together, and roomy. My time with the car worked out with a range of 208 miles for a full charge – decent enough for a car of this performance, and you could easily extend that by driving a little less enthusiastically. The key question is would this car tempt me away from an ICE rival? It’s a brilliant car, but just not the fast hatch for me in this instance.
John Challen
John previously edited International Fleet World magazine, and brings a wealth of knowledge and experience to the role, having been in automotive journalism for more than 20 years. Over those two decades, he has researched and written about a vast range of automotive topics, including fleet, EVs, engineering, design, retail and the aftermarket.
