Hyundai has spent the past decade quietly becoming one of the most credible electric car manufacturers in the business. The Soul EV was an early disruptor, the Kona Electric brought real-world usability and the Ioniq 5 and 6 proved that efficiency and design could coexist. What none of them did was hit you in the feels.

The Ioniq 5 N changes that. It is not simply Hyundai’s most entertaining EV to date — it is one of the first electric cars from a mainstream manufacturer that can genuinely be described as a driver’s car.

Hyundai’s N performance division was formed in 2012 with a clear remit: inject excitement into the brand. With former BMW M engineering boss Albert Biermann at the helm, N quickly earned its stripes with the i20 N and i30 N — cars that balanced modern engineering with old-school engagement.

“We found it impossible not to admire the sheer effort poured into making a heavy electric crossover genuinely fun to drive”

Electrifying that philosophy was always going to be a challenge. EVs are heavy, near-silent and place efficiency over driving pleasure, traits that rarely align with massive grins on a race track or favoured B road. But rather than chasing ludicrous power figures (something many EV manufacturers have been caught doing), Hyundai focused on something far harder to engineer: feel.

More than just a number

While the Ioniq 5 N shares its basic architecture with the standard car, the similarities largely end there. The body structure has been significantly reinforced, with 42 additional weld points, longer structural adhesive bonding and a strengthened steering column, all designed to improve rigidity and steering response.

Power comes from a meticulously tuned 84kWh battery feeding dual motors on each axle. In normal operation, output sits north of 600hp, but activate N Grin Boost and peak power rises to 650hp for short bursts. That’s enough to dispatch 0–62mph in 3.4 seconds with launch control engaged, while top speed is capped at 162mph.

Yet the Ioniq 5 N never feels stupidly fast. Even with N Launch Control optimising grip from the all-wheel-drive system, the acceleration feels comparable to other high-performance EVs rather than overwhelming. Instead, Hyundai’s engineers have landed on what feels like the right amount of power — enough to excite, not so much that it dominates the experience or leaves occupants reaching for the sick bag.

Masking a kerb weight north of 2.2 tonnes is no small task, but Hyundai throws software, chassis tuning and sheer ingenuity at the problem. The result is a car that feels far lighter and more agile than the numbers suggest.

“While the Ioniq 5 N shares its basic architecture with the standard car, the similarities largely end there”

The N-tuned braking system plays a huge role here. Larger discs and uprated hardware cope easily with repeated hard use, while a powerful regenerative braking system is blended so seamlessly with the hydraulic setup that it’s almost impossible to tell where one ends and the other begins.

Despite being fully ‘by-wire’ — with no physical connection between pedal and brakes — there’s genuine feel underfoot. Even on track, braking remains predictable, confidence-inspiring and easy to modulate, something few EVs manage.

Fake noise

Climb into the deeply bolstered bucket seats and the Ioniq 5 N immediately feels serious. Switching between Eco and Sport is straightforward, but the real magic happens inside the various N Modes.

Here, Hyundai’s Active Sound Plus system comes into play. On paper, pumping artificial engine noise into the cabin sounds like a gimmick. In practice, it’s one of the most convincing implementations yet. Throttle mapping, gear shifts and even overrun pops are synchronised so convincingly that the brain quickly buys into the illusion.

This becomes even more effective when paired with N e-shift — Hyundai’s simulated eight-speed dual-clutch transmission.

Paddle shifts cut torque to the e-motors momentarily, introduce a rev limiter and even refuse upshifts if the ‘gear’ is too high for the virtual rev range. It’s absurdly clever, and after a few minutes, it’s genuinely easy to forget you’re driving an EV.

Get this thing on the track and all of these clever illusions come to life, tricking the brain into thinking you are behind the wheel of a potent uber-hatch, rather than a heavy EV. It does wonders for the travel sickness that so often blights EV circuit sessions, too.

But Hyundai hasn’t stopped at sound and gear simulation. N Drift Optimizer — developed with input from former Ford Performance engineer Tyrone Johnson — alters torque delivery to favour the rear axle and encourages oversteer.

In theory, it allows drivers to turn in, pin the throttle and balance the slide on steering input alone. In practice, it takes commitment and space. Prolonged drifts demand quick reactions and restraint, and it’s easy to spin if you’re clumsy with inputs, but it’s a much softer learning curve than trying this without the tech.

With the stability systems relaxed, the front end feels sharp and direct, while the rear can be coaxed into playful slides. It’s a heavy car doing things heavy cars really shouldn’t.

Track day ready, weekday friendly

Hyundai hasn’t forgotten that this is still a family EV. After a hard session on circuit, a dedicated battery conditioning mode manages thermal loads and allows rapid charging almost immediately. Plug in and the Ioniq 5 N can top up in around 20 minutes — enough time to grab a coffee before heading back out.

Pop the car back into Eco mode and the theatrics disappear. No fake noise, no simulated shifts — just a refined, quiet EV with around 278 miles of range, space for five adults and a large boot. It’s slightly firmer than a standard Ioniq 5, but still comfortable enough for daily use.

“On paper, pumping artificial engine noise into the cabin sounds like a gimmick. In practice, it’s one of the most convincing implementations yet”

After a full day on one of Spain’s most hilarious race circuits and multiple days testing on UK roads, we found it impossible not to admire the sheer effort poured into making a heavy electric crossover genuinely fun to drive. Yes, it would have been easier to start with a lighter platform and fewer electronic tricks, but that’s not the reality of modern EVs.

Alas, at £64,956, the Ioniq 5 N isn’t cheap. But considering the performance, track capability and its ability to revert back into a quiet family car, it represents strong value for a car that’s in a league of its own.

More importantly, the technology showcased here will only improve as EV platforms become lighter and more efficient. There’s a strong chance we’ll look back on the Ioniq 5 N as the car that kick-started truly accessible electric performance — and proved that EVs don’t have to be boring.

Prices start at £68,500. See Hyundai for more.