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There is something deeply appealing in taking a family hatchback and turning it into a monster. Clearly Hyundai agrees as the N version of the INONIQ 5 is so heavily revised that it almost deserves a new model number. The great thing about starting with a ‘5’ is that the hot version retains all of the practicality of the base car such as a big boot, a hatch opening, 5 seats and an airy cabin, but adds serious performance and driver focussed features.
Core to the performance boost as a duel motor set up that kicks out more than 600 bhp. This ensures that 0-62 mph is dispatched in 3.4 seconds and on track it will keep going until 161 mph. That in anyone’s book is fast for a road biased family hatchback. However the great thing about the N is that Hyundai hasn’t just focussed on straight line performance, in fact we would say that is more of a biproduct. Where it really excels is providing fun in the corners.
Yes there are massive 275 section tyres front and rear which gives a good platform to lean on, but if pulling shapes is more your thing it is easy to get the 5 on the move thanks to an adjustable chassis and there are specific drive modes to build confidence including a ‘drift optimiser’ for on track use. Once you are comfortable you can also turn everything off. Hyundai hasn’t skimped on features, but two stand outs are a ‘gearbox’ simulator which includes a torque interrupt on up shifts, and the ability to move power between the two motors, enabling anything from 100% front wheel drive to 100% rear wheel drive. This is a brilliant feature as having the option to go rear wheel drive is great, but also edging the bias forwards or rearwards does have a noticeable result allowing the driver to fine tune the balance to their preference.
Of course with that level of performance available and a 2.2 tonne kerb weight, you are going to want some serious stopping power and that is why Hyundai has fitted 21 inch front discs with a 4 piston calliper backed up by 19 inch rear discs. We remember when those were large wheel sizes never mind brake discs! So the 5 stops and goes with equal aplomb, and whilst the suspension is on the firmer side it doesn’t stop this from being a very realistic daily driver which is why we like that the dashboard and steering wheel have a good mix of physical controls as well as the ubiquitous screens. This makes every day tasks like climate control and drive mode selections easy and intuitive to complete.
If there is one area where usability is slightly compromised it is range, which is fine but not exemplary as a result of slightly underwhelming efficiency. However this is mitigated by the ability to use Ultra Rapid chargers with a peak power draw of 240 kW enabling a 10 – 80% charge in as little as 18 minutes. This is partly due to the INOIQ 5’s 800 volt architecture which is unusual in this class.
The IONIQ 5 N is a brilliant mix of bonkers performance hatchback with a well thought through interior and driver focussed features such as the ‘gearbox’, drive modes / stability programmes, and the ability to move power front to back. Despite the performance on offer it is a usable everyday car which turns into a monster at will. We like it. We like it a lot.
Read our full Hyundai IONIQ 5 N electric review
Estimated real world range: 194 – 278 miles
Official range: 278 miles
Official electricity consumption: 212 Wh/km
Battery pack: 84 kWh (net) lithium ion; 8 year / 100,000 mile warranty
Recharge time: 7 kW charge approx 11 hours 30 mins (10 – 100%); 11 kW charge approx 7 hours 35 mins; Rapid CCS 50 kW 1 hour 10 mins (10 – 80%); Ultra Rapid CCS 240 kW 18 – 36 mins
Please note that CO2 emissions quoted for electric cars are not directly comparable to diesel and petrol cars. This is because CO2 emissions quoted are calculated by Green Car Guide and include the emissions created at the power station turning fuel (e.g. gas etc) into electricity and in transmitting and distributing the electricity to an end user. They do not include the actual production of the fuel (e.g. gas extraction and refinery emissions). Petrol and diesel emissions are supplied by car manufacturers and are based solely on the fuel burnt in the engine (tailpipe emissions) and do not include the production of the fuel or distribution to a fuel station. In practice this means that electric car emissions are over-estimated relative to petrol and diesel. For instance if an electric car, a petrol car, and a diesel car are all reported to emit 100 g/km CO2, the electric car actually has lower emissions.
