“Hills don’t matter much:” An electric rev-head takes Ioniq 5N for a “hot lap”

Petrol fumes, crackling backfires, screeching tyres and exhaust emissions hit you first. Then we picked up a couple of N brand merchandise items, and tried to find the Ioniq 5N pits.  There they are!

Hunkered down over 21 inch forged wheels and custom Pirelli rubber, this is no ordinary Ioniq 5. Baby “N blue”, brutish and angular, the front sports a red-trimmed black scoop which directs air to radiators to cool the 84kWh batteries and two motors. The distinctive pixel lights of the original Ioniq 5 gaze ahead, hungry for road.

From the side, it’s big. 5 metres. A diagonal crease, the black B pillar disappears between tinted windows and there is more red trim under a black skirt.

At the rear a massive diffuser, micro-spoilers and a pixel light bar on the hatch hide a generous boot. This racey car can also take you on holiday, with

Greeted by gracious Hyundai hosts, I’m foisted with administrative tasks, prepped to drive. I wait amidst the cluster of EV enthusiasts who’ve glimpsed sustainable motorsport on the horizon, helmet ready, go-pro poised, nervous with anticipation.

A white Ioniq 5N pulls in.  That one has to go for a charge, I’m told.  Patience petal, I tell myself, soon you’ll put the pedal to the metal.

The blue car returns and I’m ushered into a stunning cockpit dominated by a steering wheel festooned with N buttons and an overwhelming array of data across two screens.

A brief introduction from my driver trainer, Martin, a twist of the gear stalk to “D”, and we’re waiting briefly for the track to reopen for the next session.  Go!

I ask if there’s a pit lane speed limit.

No, so go. Go!

I hit the accelerator hard and the Ioniq N responds immediately, leaping forward without a hint of wheelspin as I’m pushed back into the sports bucket seats.

I catch the speedo digits flashing past 140 km/h and  we’re on the first corner, Martin urging me to “braaaaake!”.  I lift and regen kicks in before I’ve got my right foot over to the brake – amatuer move.

Pulling up to 0.6G, strong regen saves a lot of the work that the huge 400mm front discs and 360mm rear discs need to do.

A 2.2 tonne car takes some stopping.

I turn into T1 and the car is just where I want it to be. I apply power up the hill and it’s as if we are going downhill. With up to 478kW of power and 770Nm of torque, hills don’t matter much.

It’s an “out” lap on an unfamiliar track, so I take it relatively easy, especially as the chicane opens up at the top of the circuit.  The steering is responsive, the active suspension and low centre of gravity help get what should be a tub around every corner nicely. It feels heavy at times, but still very connected to the track.

As I finish my out lap we head onto the main straight, foot flat to the floor.  My first “hot lap” is total fun. I’ve a better understanding of brake points and drive through the corners, hitting apex after apex.

The motors whir and I can hear the tyres crying for mercy.  At one point during an uphill right-hander, the back steps out a little, but traction control adjusts and we shoot over the little rise unperturbed. Martin reminds me to push the N Grin Boost and we go just shy of 250km/h across the finish line.

On my second hot lap Martin asked me to engage N e-shift. The steering wheel paddles are active and the soundscape kicks in. It’s loud and just like an ICE car, simulating 8 gears and using regenerative resistance on downshifts.  It’s definitely fun, but it can’t be as fast.

Hot laps done, we proceed back to the pits on the “in” lap.  I’m ecstatic, grinning from ear to ear.  What a blast!

There is a lot more to this car though, and I want to understand it more.

Hyundai has flown Albert Biermann, who headed-up the design and engineering team tasked with applying Hyundai’s N philosophy to the Ioniq 5, to provide insights into how the boffins were able to resolve the many conflicting design imperatives and solve the technical challenges posed by racing conditions.

Albert is introduced by Till Wartenberg – Vice President N Brand and Motorsport – and  talks to the three pillars of N: corner rascal, everyday sports car, and race track capability.  Tick. Tick. Tick.

As EV enthusiasts strain to hear Albert’s Tech Talk over the ICE cacophony, they nevertheless hang on his every word. Albert elaborates the 20-20-20 goal.  20 minutes on track. 20 recharging. 20 minutes on track. Sprint races.

He highlights the performance of the Ioniq 5N at Nurburgring Nordschlieffer, with consecutive laps under 8 minutes – a feat very few cars have achieved.

During Q&A I ask Thomas whether Hyundai intend to go racing with these cars soon. Thomas is diplomatic but positive that, given a little time for motorsport to adjust to the realities of EVs, there could be a competition of some sort involving the Ioniq 5N on Australian racetracks within a couple of years.

When the talking is over, the driving resumes, and as I wait with my son for his walk-up driving opportunity I watch drivers emerge from the Ioniq 5 Ns with smiles nearly as wide as the 2m it strides.

It would be a couple of hours, so we go to the Figure 8 Track and Andrew registers to drive the Kona EV. As we wait, we notice the track has gone red flag.

There has been a collision between two ICE vehicles at the far side of the track and one or both have caught fire extensively.  Plumes of acrid smoke spew into the sky and blow our way as the fire resists determined efforts to put it out.  Some people think only EVs are a fire hazard.

My son later finds his way into the Ioniq 5N driver’s seat and has the time of his life, insisting he went faster than me. I may have kindled a burning desire to race.

I’m left with a lot of impressions and emotions, and a good dose of the reality of taking EVs into the performance zone.

I’ve completed my order and can’t wait to get my Ioniq 5N in early 2024, to take it to a racetrack, play with the settings, and explore the limits of this phenomenal new EV.