2024 Hyundai Ioniq 5 N review: Ridiculous.

Hyundai N’s first hot electric car has received much hype – but is the Ioniq 5 N a good daily EV and a driver’s car to satisfy petrolheads?

Automotive media globally have been gushing over the Hyundai Ioniq 5 N.

It marks the Namyang division’s first performance electric vehicle with headline-catching simulated engine noises and gear shifts, it’s the largest model yet as a medium hatchback-SUV crossover, and it’s the first vehicle that costs more than $100K in Australia.

Coined the first EV for petrolheads, does the Ioniq 5 N signal that the electric future can still be exciting and satisfying as the excellent i30 N?

NOTE: The press vehicle was provided by Hyundai Motor Australia for a seven-day independent evaluation. We have no commercial arrangements with the company and it had no editorial control.

Vehicle tested:

Model	2024 Hyundai Ioniq 5
Variant	Ioniq 5 N
Starting price	$111,000 (before on-road costs)
Exterior colour	Ecotronic Grey
Interior colour	Alcantara and leather black interior
Options	Vision Roof ($4000)
Country made	South Korea

Design and quality.

The Hyundai Ioniq 5 N represents a unique mix of retro, futuristic and sporty styling.

While it’s marketed as a medium electric SUV, the Ioniq 5 is more of a deceptively large hatchback crossover. As per the regular model, it looks like no other new car with a futuristic-retro exterior, edgy 45-degree side body creases, and pixel motif design theme across its head- and tail-lights.

The Ioniq 5 N adds the sporty flare with a 18mm lower ride, protruding side skirts and rear bumper, debuts EV N-exclusive luminous orange contrasting strips, flat matte black badging, an air intake front moustache, and prominent 21-inch silver alloy wheels.

The sports body kit in particular adds 80mm in total length and 50mm in total width, while the lower ride has shortened the overall height by 20mm compared to the regular car.

A pallette of glossy exterior colours are free-of-charge, with matte-finish paint costing a reasonable $1000 extra – which includes the option for a matte version of the hero Hyundai N Performance Blue for the first time.

However, the Ioniq 5 N interior isn’t as unique and doesn’t feel worth the almost $120K drive-away price.

Hyundai N’s first electric model introduces a redesigned centre console that’s shifted up the front, a middle open-type tray, racy perforated leatherette steering wheel, black headliner, dark grey interior switches and door handles, discreet Performance Blue accents, and cleverly adapts the pixel square motifs to a race flag design.

The N Light suede and leather front bucket seats feature light up N logos whenever the vehicle is unlocked or the doors are open.

While the South Korean automaker has attempted to make the Ioniq 5 N’s interior feel unique, it still doesn’t feel as sporty compared to the petrol-powered i30 Sedan N.

The 64-colour selectable ambient lighting is unchanged – and a far cry from the Kia EV6’s mood lighting strips.

Interior material quality is unchanged as well, so there are slightly firmer plastics and vinyl atop the dashboard, centre console, and lower door cards and glovebox – despite the ~$24K premium over the regular top-spec Ioniq 5 Epiq AWD.

The related Genesis GV60 EV certainly feels much more premium and worthy of the ~$120K drive-away price – the same money as the Ioniq 5 N.

Practicality.

2024 Hyundai Ioniq 5 N dimensions:

Length x width x height	4715 x 1940 x 1585mm
Wheelbase	3000mm
Ground clearance	142mm
Boot space (min / rear seats folded)	480 / 1540 litres
Frunk space	N/A
Rear seat split fold	60:40
Child seat anchors	2x ISOFIX + 3x top tethers

The high-performance Ioniq 5 N compromises on some cargo space, but it still provides a commodious interior fit for families.

The standard electric tailgate opens to a 480-litre boot (80 litres less than the regular Ioniq 5), yet there’s still more than enough usable space. It now features LED boot illumination.

Disappointingly, it still doesn’t offer any bag hooks, but has a cargo net as standard. Underfloor storage is capable of storing charging cables – which is needed as the frunk has been removed on the Ioniq 5 N to make way for a larger front electric motor.

While the Tesla Model Y rival offers a hands-free tailgate function (by standing behind for a few seconds with the proximity key), with the auto unlock function enabled, walking past the front doors will annoyingly disable the feature.

When closing the electric tailgate, there’s no button to lock all doors remotely, unlike the Ioniq 6 electric sedan.

You’ll also need to be particularly careful at the boot to avoid rubbing your pants on the sporty gloss black rear bumper, as it protrudes more prominently and tends to stick dirt and dust.

Inside, the Hyundai Ioniq 5 N is just as family-friendly as the regular model.

The Electric Global Modular Platform (E-GMP) affords a long 3000mm wheelbase, resulting in plenty of legroom and headroom for rear passengers.

The floor is naturally higher due to the battery pack, and the lower-mounted front bucket seats mean rear occupants can’t stretch out their feet underneath as much.

Sitting three abreast is comfortable with a wide body and flat floor. As per the regular model, there’s built-in window sunshades, B-pillar mounted air vents, and the rear bench can slide forwards/backwards and recline manually in a 60:40 split.

The Ioniq 5 N exclusively features an Alcantara centre and leather outer seat material – but it doesn’t offer heated rear seats and the front N Light bucket seats don’t have seatback pockets.

The optional fixed panoramic Vision Roof is now a hefty $4000 extra (previously $2000), but brings some welcome natural light into the otherwise dark interior with a built-in electrically operated roof shade. Bright LED lights across the front and rear rows illuminate the interior well at night.

Front row occupants benefit from a redesigned centre layout – including a slightly small centre armrest cubby, and an open type tray with pop-out cup holders and rubberised surface.

Headlining the Ioniq 5 N’s interior is an ergonomic front centre console with a Qi wireless charging pad, a space on the side enough to place the car key, and knee pads on each side.

The glovebox is a decent size, but doesn’t offer the unique sliding drawer mechanism anymore in line with the regular Ioniq 5 facelift. Inside door pockets are all small, though.

Additionally, the front N Light sports bucket seats provide good support, but can feel slightly firm on longer drives.

The Ioniq 5 N’s seats are manually adjustable only – in order to fit them lower due to the higher floor from the EV battery underneath – and has no base cushion angle adjustment, and no lumbar support.

Fortunately, both front seats offer three-level heating and ventilation functionality – with the latter not available on the Kia EV6 GT rival, despite having the same seat design. The driver has a two-stage heated steering wheel.

Unlike the regular model, the Ioniq 5 N also doesn’t auto dip-down the wing mirrors when reversing to avoid curbing those large 21-inch alloys either, which is disappointing given its hefty price tag.

Technology.

2024 Hyundai Ioniq 5 N tech features:

12.3-inch touchscreen powered by ccNC	12.3-inch driver instrument display with N theme
Wireless Apple CarPlay and wireless/wired Android Auto	Head-up display with N theme
OTA software update capability	Eight-speaker Bose premium audio
Built-in maps with connected navigation	5x USB-C charging ports + 2x 12-volt sockets
Bluelink connected services with remote mobile app	Interior vehicle-to-load (V2L) plug
Qi wireless charging pad	Proximity key with auto unlocking and pop-out flush door handles

The Ioniq 5 N is the first variant to debut Hyundai’s latest operating system ahead of the facelift – and finally brings Bluelink mobile app connectivity in Australia.

Running on the South Korean carmaker’s latest Connected Car Navigation Cockpit (ccNC) operating system, it performs well with slicker animations and a more modern user interface.

However, it has lost the unique software pixel motifs and no longer offers a more legible light mode during the day compared to the old Standard Gen5W Navigation software.

Wireless Apple CarPlay and Android Auto also finally feature, with the latter integrating with Google’s Fast Pair and connecting quickly every time when starting the EV.

However, the Qi wireless charging pad lacks fan cooling – and smartphones tend to overheat quickly over time and stop juicing up, particularly on hotter days.

There are three USB-C charging ports up the front row to compensate, which are all easy to reach due to the Ioniq 5 N’s centre console redesign – unlike the regular model.

The dual 12.3-inch displays now adopt a black bezel, instead of the previous retro white design, and still offer a dedicated row of touchscreen shortcut buttons and dials.

Beneath are fiddly two-zone climate controls. While a dedicated panel is welcome – instead of being relegated within the touchscreen – the touch-sensitive buttons are tiny, which can be tricky to press accurately.

Unlike the facelifted regular Ioniq 5, the flagship N still buries the heated/ventilated seat and heated steering wheel controls within the touchscreen.

There’s a dedicated touch-sensitive icon to open the touchscreen pop-up, but it has a slow software transition. That’s in contrast to pressing the climate icon above which immediately opens and allows you to access the seat and wheel controls anyway. Having both buttons seem gratuitous.

Meanwhile, the 12.3-inch driver’s instrument display has a simple UI with several pages, drive mode themes, and depicts navigation directions from the built-in map or Android Auto (not Apple CarPlay). The Ioniq 5 N exclusively offers a sporty N mode theme with displays showing the battery temperature, electric motors temperature, and G-Force meter.

Similarly, the head-up display (HUD) has been improved with better clarity compared to the previous regular model. Switching on N mode changes the projection with a racy rev band theme, prominent speedometer and, when the N e-Shift function is enabled, the gear count.

The Ioniq 5 N is the first variant in Australia to finally introduce Hyundai Bluelink connected services with a built-in SIM card enabling connected navigation routing, weather and calendar apps, voice control and, importantly, remote mobile app connectivity.

As per other new Hyundai cars, it allows owners to conveniently check the remaining battery percentage and range, charging speed status, remotely start the climate control, seat heating/ventilation, capture a photo of the 360-degree camera system, and more.

Safety.

2024 Hyundai Ioniq 5 N safety features:

Front AEB with vehicle/pedestrian/cyclist/junction turning/direct oncoming detection	Digital rear-view camera mirror
Low-speed rear and side AEB	360-degree surround view camera system
Blind-spot assist	Blind-spot cameras
Rear cross-traffic assist	Front, side and rear parking sensors
Lane-centring and lane-keep assist	Lead vehicle departure alert
Evasive steering assist	Smart Parking Assist/Remote Smart Parking Assist
Adaptive cruise control (map based)	Rear occupant alert (logic based)
HDA2 with auto lane change assist	Door open warning and assist
Speed limit assist	Full LED headlights with auto high beam function
Bluelink emergency services calling & remote location tracking	Full LED tail-lights

The Hyundai Ioniq 5 N comes with a range of well-calibrated safety assistance technologies.

This includes front, side and rear automatic emergency braking (AEB), blind-spot assist, rear cross-traffic assist, and lane-keep and lane-centring assist – which are all refined and non-intrusive.

Following the Kia EV9 electric SUV, the Ioniq 5 N debuts Highway Driving Assist 2 (HDA2) in Australia, which is only enabled on approved highways and is a more advanced version of adaptive cruise control and lane-centring assist.

It can automatically change lanes – albeit under certain conditions and very slowly – and slows down slightly on curves based on navigation data. HDA2 also shows Tesla-style blobs of surrounding vehicles in the instrument cluster and HUD.

However, despite HDA2, the Ioniq 5 N doesn’t feature a hands-on detection sensor – so it often nagged when it didn’t sense pressure on the steering wheel.

The 360-degree camera system and blind-spot cameras are clear and help with manoeuvring this deceptively large EV.

But, when the N mode instrument display theme is enabled, the blind-spot camera view is shrinked too small on the side and is more difficult to see.

Reflecting the standard Ioniq 5, the full LED headlights are sub-par with limited reach performance at night. The N also still doesn’t have the adaptive matrix LED function as found on the facelifted model.

While the addition of a rear wiper is welcome, it’s negated by the standard-fit digital camera rear-view mirror which provides a clearer and wider angle view of what’s behind.

Moreover, the European-mandated speed limit assist system is helpful at keeping drivers speed in check. It defaults to on every time starting the vehicle, with now quieter chimes every time a new sign is detected and warning tones when going past the detected limit.

However, it isn’t always reliable, sometimes detects the wrong sign, and still warns in school zones outside school zone times on our tester – despite this no longer happening in models such as the Hyundai Kona and Kia EV9.

The Hyundai Ioniq 5 N has not been tested by the Australasian New Car Assessment Program (ANCAP). The regular pre-facelift Ioniq 5 received the full five star safety rating under less strict 2021 criteria, which does not apply to the N.

Range and charging.

2024 Hyundai Ioniq 5 N battery and charging specs:

Claimed driving range (WLTP combined)	448km
Claimed energy efficiency (WLTP combined)	21.2kWh/100km
Battery size and type	80kWh usable est. (84kW gross) lithium-ion battery
Battery voltage	697 volts
Max AC / DC charging speed	10.5kW / 240kW (est.)
Bidirectional charging	Interior V2L
Connector type	Type 2 / CCS2

After a week driving a mix of urban, highway and regional windy roads, the Hyundai Ioniq 5 N indicated an energy consumption of 21.9kWh/100km.

This results in about 365km real-world driving range from a full 100 per cent charge, based on an 80kWh estimated usable battery size (Hyundai only officially quotes the gross figure).

However, since the Ioniq 5 N uses a conventional lithium-ion type battery, an 80 per cent daily charge limit is generally recommended to maintain good battery health – meaning the everyday usable range is around 292km.

Despite the larger fourth-generation 84kWh (gross) lithium-ion battery, as carried by the facelifted regular Ioniq 5, the N’s tested range is rather unimpressive – but expected for a high performance EV.

For context, the Kia EV6 GT we tested last year was more efficient and had similar real-world range, despite a smaller battery capacity, and the Ioniq 5 N’s energy consumption is more akin to the much larger Kia EV9 GT-Line electric SUV in our experience.

Fortunately, the Ioniq 5 N at least comes standard with an energy-efficient heat pump.

Additionally, it features an accessible Type 2 CCS charging port located at the rear-right quarter of the vehicle.

The flap opens electrically and there’s a cap on the bottom DC pin portion, with the introduction of a new subtle light to provide better visibility of the port in dark conditions, mirroring the updated Ioniq 5.

When plugged in on an 350kW DC, 800-volt ultra-fast public charging station, the Hyundai Ioniq 5 N impressively refilled from 18 to 80 per cent in just 17 minutes.

The session averaged 174kW DC, with a 261kW peak – which is the highest we’ve seen from a Hyundai Motor Group E-GMP vehicle. The faster peak rate explains why the company claims it has the same charging time as the previous model, despite having a 7kWh (gross) larger battery pack.

We also noticed the Ioniq 5 N’s cooling fans were very loud from the outside when ultra-fast charging – due to added battery cooling hardware and software for race track use.

Active battery preconditioning is available automatically when using the built-in maps or manually via a button in the touchscreen’s EV settings.

Hyundai claims charging off the more common 50kW DC fast public charging stations will see a 10 to 80 per cent recharge take about 70 minutes.

As for home charging to 80 per cent, expect to charge in about one night on an installed 7kW single-phase AC charger or three to five nights off a standard household plug.

An interior vehicle-to-load (V2L) plug underneath the rear seats can power any device with a domestic socket – but the exterior V2L adapter is a $595 option even on the priciest Ioniq 5 N.

Driving.

2024 Hyundai Ioniq 5 N powertrain specs:

Electric motor	Dual permanent magnet synchronous motors
Power	448kW (standard) / 478kW (N Grin Boost)
Torque	740Nm (standard) / 770Nm (N Grin Boost)
Transmission	Single speed
Drive Type	AWD
Claimed 0-100km/h time	3.5 seconds (3.4 seconds with N Grin Boost)
Tare weight	2230kg
Towing (unbraked / braked)	N/A

The Hyundai Ioniq 5 N is the closest an EV has to achieve an internal combustion engine’s (ICE) visceral driving satisfaction – but is too large and heavy to be a true i30 N successor.

With dual electric motors producing a combined 448kW of power and 740Nm of torque (or 478kW/770Nm in the 10-second N Grin Boost mode), there’s not doubt the Ioniq 5 N is blisteringly fast – and drivers will never utilise the full power on public roads safely and legally.

But, straight line speed isn’t the Ioniq 5 N’s only focus. It’s about having fun.

Hyundai’s engineers have implemented trick N Active Sound+ driving noises, including Ignition (an ICE Hyundai N), Supersonic (inspired by fighter jets), and Evolution (futuristic N).

Ignition in particular is the most realistic yet for a simulated ICE engine sound and truly adds to driver engagement – sounding like a lower frequency, muffled version of the i30 N. However, it annoyingly drones like a continuously variable transmission (CVT) when simply enabled.

That’s where a separate button to enable N e-Shift mode truly transforms the Ioniq 5 N into a pseudo petrol-engined hot hatch with an imitation eight-speed dual-clutch transmission (DCT) – yet ironically limits the instant EV power.

Simulated idling sounds, gears that jolt the interior on every upshift and downshift, and even exhaust crackles and pops when bouncing off the rev limiter all lift the driving experience.

A press of the clicky steering wheel paddle shifter maximises the engagement by switching into manual mode to play with each gear’s rev band and use engine braking – which cleverly is just regenerative braking and turns on the brake lights.

Drivers can also adjust the interior volume from 0 to 20 and activate the exterior speaker to echo the simulated driving sounds – but I fouind this option was too quiet from the outside, unlike the raucous i30 N.

There’s no doubt that the Ioniq 5 N doesn’t feel truly authentic, but is the closest yet an EV has come to providing the thrill of an ICE engine.

Furthermore, the N app highlights where the Ioniq 5 N is best suited to exploit its full potential: the closed-circuit track.

Hyundai provides an almost endless list of modes to maximise motor power and battery cooling for use on the race track – which all looks quite confusing at first glance – in addition to two customisable N modes and two programmable N steering wheel buttons.

Unfortunately, the custom N modes don’t automatically link to the manual gear shifting, so you’ll need to program at least one N button to quickly toggle the N e-Shift feature, then tap the steering wheel paddle to enter into manual mode. It’s a few button presses too many.

Unfortunately, the Hyundai Ioniq 5 N is simply too large and heavy.

Weighing in at more than 2.2 tonnes with a large 84kWh (gross) battery, long and wide dimensions, feels a world away from the nimble i30 N small car when tackling corners – which is about 700kg lighter.

The larger 400mm diameter ventilated front brake rotors also had a loud creaking sound on our tester when creeping at low speeds – more pronounced than typical EVs when transitioning between the regen and physical brake.

Meanwhile, the front electric motor is noticeably more noisy with a hissing sound heard in the cabin when moving.

With a bespoke Australian ride and handling tune, the Ioniq 5 N masks its large 21-inch forged alloy wheels and sporty, low-profile Pirelli P-Zero HN (275/35) tyres well.

But, the suspension is still firmer than the regular model with it rebounding more sharply from bumps and noise insulation is generally good, until you drive it on coarse chip roads.

The power steering rack is also tuned a touch heavier, but doesn’t lighten up at low speeds so it can take some more effort while parking. This is exacerbated by the Ioniq 5 N’s wider 12.42-metre turning circle.

The driving position is good and low – thanks to the manually adjustable front bucket seats – despite the lack of a memory setting or lumbar support.

However, as is the case with most new Hyundai Motor Group vehicles, the steering wheel can block some elements of the instrument display, depending on your driving position. I found the centre armrest too short for my driving position, as it’s not adjustable.

Moreover, the South Korean carmaker offers a range of regenerative braking modes, from off to i-Pedal, conveniently toggled via the clicky steering wheel paddles.

Unlike previous Hyundai’s, the latter is now a true one-pedal driving system as it permanently keeps the rear brake lights on when stopped without touching the brake pedal.

Warranty and servicing.

2024 Hyundai Ioniq 5 N capped-price servicing prices:

2 years/30,000km	4 years/60,000km	6 years/90,000km
$625	$625	$625

The Hyundai Ioniq 5 N is covered by a five-year, unlimited kilometre vehicle warranty and an eight-year/160,000km battery warranty.

Servicing is required every two years/30,000km (whichever occurs first) with prices fixed for the lifetime of the vehicle.

After the first four years/60,000km, it would cost $1250 to service the Ioniq 5 N ($30 more than the regular model) – with the first services capped at $625, before jumping to $1221 on the 10-year/150,000km checkup.

Unlimited roadside assistance is also included, provided owners service it with Hyundai each time.

Meanwhile, Bluelink connected services are included with the vehicle for the first five years. It is expected to be a paid subscription thereafter.

The Ioniq 5 N doesn’t include a spare tyre, but has a tyre patch-up mobility kit stored underneath the boot floor.

Price and rivals.

2024 Hyundai Ioniq 5 N pricing (excluding on-road costs):

Ioniq 5 N
$111,000

Starting prices are accurate as at the time of publication and excludes mandatory on-road costs (unless labelled as ‘drive-away’).

The Hyundai Ioniq 5 N is priced from $111,000 before on-road costs in Australia. Therefore, the Luxury Car Tax (LCT) applies.

It’s sold in one flagship variant, with two options: matte exterior paint ($1000) and the fixed Vision Roof ($4000). All glossy exterior colours are free-of-charge.

As tested, the sporty EV is about ~$120K drive-away depending on the state – which puts it against the closely related and identically-priced Genesis GV60 Performance AWD.

The Hyundai Ioniq 5 N directly competes with a range of high performance medium-sized EVs, including:

• Tesla Model Y Performance – from $82,900
• Polestar 4 Long Range Dual Motor – from $92,150
• Ford Mustang Mach-E GT – from $97,990
• Kia EV6 GT – from $99,590 (full review)
• Genesis GV60 Performance AWD – from $111,000 (full review)

Other alternatives to the Ioniq 5 N include:

• Abarth 500e – from $58,900
• MG 4 XPower – from $59,990 drive-away
• BYD Seal Performance – from $68,748
• Volvo EX30 Twin Motor Performance Ultra – from $71,290
• Tesla Model 3 Performance – from $80,900
• Audi RS6 Performance – from $251,000
• Porsche Taycan Turbo Cross Turismo – from $310,400

Would I pick the 2024 Hyundai Ioniq 5 N?

The Hyundai Ioniq 5 N is unashamably an EV for petrolheads.

The medium electric crossover represents a good first step to demonstrate that the electric sports car future can be fun and engaging. The Ioniq 5 N has a dual personality that’s quiet yet loud, with a generally comfortable daily ride, practical family-friendly interior, and rapid powertrain mated with engaging software trickery.

Importantly, it’s the first EV that has been born into a petrolhead car culture and community of Hyundai N fans. This is the key underrated selling point.

However, it’s a compromised all-rounder. The Ioniq 5 N doesn’t really excel in any one area – it provides less range, is less comfortable, and the brakes are more creeky than the regular Ioniq 5. I also wish the N’s exterior speakers were much louder on the outside to truly replicate the obnoxious i30 N.

Then, there’s the question of price. At about $120K drive-away, it’s double the cost of the Hyundai i30 N – which produces genuine engine noise and exhaust crackles and pops, and is simply more fun to drive.

At the Ioniq 5 N’s price point, I’d strongly suggest considering the Genesis GV60 Performance with a much more luxurious interior, similar simulated engine noises and gear shifters, and better efficiency. Meanwhile, the Kia EV6 GT isn’t as engaging and comfortable as the Ioniq 5 N, but is just as fast, cheaper and arguably has a more sporty design.

The Ioniq 5 N is a good first step – but what we need is a small and light sporty electric car, similar to the MG 4, that’s attainable to more people.

Photographs by Henry Man

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