Remember when Hyundai was just that “nice but boring” carmaker your parents trusted for reliable grocery getters? Well, those days are officially dead and buried, now being quietly mocked in a corner by the Ioniq 5 N, a 601-horsepower slap in the face to the idea that electric cars are all glorified appliances. This EV doesn’t just exist; it barges into the room, shotgun in hand, and demands your attention.

It’s not just that the Ioniq 5 N is fast—although it’s stupid fast—it’s that it manages to cram a level of driving engagement into its hefty, practical frame that feels borderline illegal. On paper, it’s the kind of car that seems destined to make you question your loyalty to internal combustion. But promises on paper don’t always hold up in the real world, so we spent a week living with this modern muscle EV to find out if it’s truly the game-changer Hyundai claims, or just a flash in the pan with a fading battery.

QUICK FACTS

Photos Brad Anderson/Carscoops

We first drove the car during its Australian launch in February on several twisty roads and a racetrack and were blown away. However, it’s difficult to thoroughly test a car for just a few hours on the road and on a track. You have to actually live with it to understand it and accurately determine what’s good and what’s not so good about it. As such, we recently spent a week with the Ioniq 5 N to see how it deals with the rigors of everyday life and to discover if it is indeed the game-changing EV we thought it was after our initial test.

What makes it special?

The Ioniq 5 N is unlike anything else Hyundai’s N division has built before it. Prior to this car’s launch, N had only ever made hot hatches/sedans and a hotted-up version of the Kona crossover. All of its other cars produce between 201 hp and around 280 hp. So when it was revealed the company was launching a car with horsepower and performance to rival a Porsche Taycan, the world took notice.

More: 2025 Hyundai Ioniq 5 N Launched In Korea With Enhanced Drift Function And More Standard Kit

A key reason why the Ioniq 5 N is special is its powertrain. An 84 kWh battery pack is found beneath the skin and mated to two electric motors. A front-mounted motor delivers 235 hp (175 kW) and 370 Nm (273 lb-ft) of torque, while located at the rear is a punchier motor with 406 hp (303 kW) and 400 Nm (295 lb-ft). All up, the EV churns out 601 hp (448 kW). An extra 40 hp is unlocked when using the N Grin Boost function for 10-second bursts.

When jumping back behind the wheel of the car for the first time in more than 6 months, the immediacy and sheer power of the thing reminded me of just how exhilarating driving a high-powered electric car can be. If you’ve never experienced this feeling, do yourself a favor and try to arrange a test drive of a fast EV. Launching off the line in a car like this Hyundai feels akin to being on the world’s quickest rollercoaster, slamming your head back into the seat and making your face feel like Jell-O.

The carmaker says the Ioniq 5 N can hit 62 mph (100 km/h) in just 3.4 seconds, but we managed to record a best time of 3.1 seconds. That’s the same time we set with an Audi RS e-tron GT a few months ago and exemplifies the league of performance cars that the Ioniq 5 N can compete with.

Limited range but quick charging

Of course, performing successive launches in the 5 N quickly depletes the battery pack. Hyundai’s official claim is that the car can travel up to 448 km (278 miles) on a charge, but that’s almost impossible to achieve in the real world. Based on our experience, owners who drive their vehicles in urban environments, through city streets, and along highways, may get around 350 km (217 miles) if they’re having a little bit of fun on the way and tapping into the EV’s performance.

Photos Brad Anderson/Carscoops

While such a range figure isn’t terrible, it’s also not great. After all, the Ioniq 5 N is not a lightweight, two-door sports car that owners may use a few times a month. It is a big, practical family car that should be able to do everything a family car can, including long road trips, something it struggles with in Australia given the country’s woeful network of EV chargers. The limited range won’t be such a big deal in other markets, where 350 kW DC fast chargers are more readily available. Plugged in, it can be charged from 10-80% in just 18 minutes.

More: Hyundai Ioniq 5 N Is An Unlikely Rival To Audi’s RS7 Performance

During our time with the Ioniq 5 N, we were able to find a 350 kW charger and plugged it in for 25 minutes. In that time, the charger delivered 57.61 kWh of energy, which is about 68% of the pack’s total capacity. Charging speeds peaked at just shy of 240 kW, making this one of the quickest-charging EVs out there.

Superb handling, lots of modes to choose from

One of the most impressive things about the Ioniq 5 N is its handling. Despite weighing 2,230 kg (4,916 lbs), it hides its weight very well and loves nothing more than being hustled up a mountain road. The grip is absolutely tremendous and it’s very difficult to unsettle the car no matter how bad the road surface may be, a testament to the engineers who tuned the suspension.

Photos Brad Anderson/Carscoops

However, like other Hyundai N products, the adjustable suspension is best left in Normal mode as the Sport and Sport+ settings are too firm for the road. Similarly, the steering’s Normal mode is best and becomes too heavy in other modes. Some of the Ioniq 5 N’s dizzying array of driving modes and features are largely useless on the street. These include things like the N Drift Optimizer, N Torque Distribution that allows you to adjust the front and rear power bias, N Pedal, which maximizes brake regeneration, and N race modes.

Excluding these modes, there’s still plenty to play with. One of the Ioniq 5 N’s most recognizable features is N Active Sound+, which offers three different sound profiles. The first – and most interesting – is Ignition that aims to mimic the sound of Hyundai N’s combustion models. It does a good job of recreating the sound of an engine but does sound a little too much like you’re gaming on a PlayStation. One mode that’s hard to critique is N e-Shift, as it does a brilliant job of imitating an eight-speed dual-clutch.

One of the best things about all these modes is that they can easily be switched off, making the Ioniq 5 N feel quite docile and perfect for cruising around town. While the ride is firm even in its softest setting, the car feels right at home on suburban streets and is just as good at fetching groceries as it is embarrassing supercars from the traffic lights.

Hyundai has also equipped the Ioniq 5 N with Highway Driving Assist 2. This system includes adaptive cruise control with stop-and-go and lane-centering assistance like previous iterations of the tech suite but adds highway lane change assist. If you’re on a multi-lane highway with well-marked lines, all you have to do is flick on the turn signal, and the car will automatically change lanes for you. The system works well, although its usefulness is up for debate.

The tires don’t last

One of the key advantages of EVs is that they generally require less mechanical upkeep than combustion-powered cars. While that will probably also hold true for the Ioniq 5 N, this thing will chew through tires like you wouldn’t believe.

More: Hyundai Ioniq 5 N Sets New EV Records At Pikes Peak

As standard, it comes standard with specially-developed Pirelli P-Zero Corsa tires measuring 275/35 ZR21 at all four corners. These tires provide monumental levels of grip but have an almost unbelievably low treadwear rating of just 80. By comparison, typical Michelin Pilot Sport 4S tires have a treadwear rating of 300, and even competition-spec semi-slicks like the Toyo R888R have a 100 treadwear rating. It’s hardly a surprise then that our test car, with less than 7,000 km (~4,300 miles) on the odometer, only had about 1 mm of tread left.

Photos Brad Anderson/Carscoops

A spacious cabin, but with lots of hard plastics

The cabin of the Ioniq 5 N is good, just like the regular model. It’s a little bit of a shame Hyundai has ditched the sliding center console of the standard car in favor of a fixed unit and the fact the seats are manually-adjustable at this price point feels a little cheap. On the flip side, the front seats themselves are very comfortable over long journeys and also hold you in position well.

The 3,000 mm (118-inch) wheelbase means rear passengers have plenty of legroom, and a tilt function for the backrests is a nice feature. With a flat floor, it’s also possible to ferry three adults in the rear in relative comfort. Rear cargo space is only okay at 480 liters (16.9 cubic-feet) and is 80 liters (2.8 cubic-feet) less than the standard Ioniq 5. There’s also no frunk, as the N’s sound generator is located up front. There’s also too much hard, black, scratchy plastic found throughout. It’s fine on a regular car but isn’t so nice when you’re spending AU$120,000 (~$76,800).

Verdict

As is often the case, living with the Ioniq 5 N revealed a few minor foibles that we didn’t notice when first testing the car. Despite these imperfections, though, it’s still an absolute animal that provides great driving thrills, proving that EVs don’t have to be boring.

As a technical exercise, it’s remarkable and will likely remain the driver-focused EV benchmark in its segment until someone comes up with something even better. But we wouldn’t buy one. We’d rather get an i30 N Sedan and pocket the extra AU$60,000 (~$38,400).

Photo Credits: Brad Anderson/Carscoops

We’re constantly hearing about an EV downturn and how automakers are changing their electrification strategies because consumers aren’t consuming. And sure, sales of electric cars are down in countries like Germany, but in the US people are still buying EVs, and they’re buying more of them than they did 12 months ago.

EV registrations climbed 5 percent in October versus the same month in 2023, topping out at 101,403, according to data from S&P Global Mobility. And it wasn’t Tesla driving that growth, but legacy automakers.

Related: Global EV Sales Shatter Records In November Thanks To China’s Unstoppable Growth

Chevrolet’s EV sales jumped 38 percent to 6,741 helped by demand for the Blazer and Equinox, while Cadillac Lyriq registrations grew threefold to 2,489 and the Hummer shifted 1,015 electric trucks, four times as many as it did last October. 

Like the Equinox, Honda’s Prologue, which is built on the same GM platform and in the same Mexican GM plant, wasn’t available in 2023, but made its presence felt this year. It found 4,168 homes, only 12 fewer than Chevy did of its version. Hyundai’s Ioniq 5 facelift also gave its sales numbers the desired nip and tuck, boosting registrations from 3,555 to 4,485.

Although the overall number of EV sales is up, the rate of growth has slowed and some models registered fewer deliveries than previously. The Ford Mustang Mach-E, for instance, was down from 3,949 to 3,479 according to S&P Global Mobility’s spreadsheet and Rivian R1S sales dropped by more than 500 to 2,456. There are also fears that the EV segment relies heavily on tax credit availability to boost demand, and public interest could wane if Trump pulls the plug on the incentives when he takes office.

BEST SELLING EVs USA

Tesla’s registration numbers actually fell by 1.8 percent, and if you remove Tesla from the equation, EV sales increased not by 5 percent, but by 11 percent. And this isn’t a blip for Tesla: the automaker’s numbers have fallen in seven of the first 10 months of 2024, Auto News reports, and that’s despite the facelifted Model 3 and Cybertruck being new for this year. While the Model 3 gained ground, the Model Y fell back, sales tumbling from more than 25,000 to under 22,000.

But before anyone gets the idea that Tesla is falling behind in the EV race, we should make clear that it still outperformed the second best-selling brand’s EV models six times over. Or every single brand in the 2nd to 12th spots combined.

EV REGISTRATIONS USA

November is crunch time for automakers, with year-end targets looming and holiday deals in full swing. For Hyundai, it was a strong finish as the Korean carmaker posted its best-ever November sales performance in the U.S. with a total of 76,008 vehicles delivered. That marks an 8% increase compared to the same month last year, fueled in part by the rising popularity of its electrified models.

Among the standout performers is the Ioniq 5, which racked up 4,989 sales in November—more than double its numbers from the same time last year. This marks the EV’s best month in the U.S. since its launch, even with the recent announcement of the updated 2025MY landing in dealerships soon. Strong incentives, including attractive lease offers, undoubtedly played a key role in its success.

More: New Hyundai Ioniq 9 Lands With Three-Rows And Massive 110.3 kWh Battery

By comparison, the Ioniq 6 sedan delivered just 1,121 units. While that’s a far cry from the Ioniq 5’s numbers, it’s still a significant improvement over September’s 599 units. Clearly, Hyundai’s electric sedans still have some catching up to do, but the growing consumer appetite for its SUVs is hard to ignore.

Other hybrid and plug-in hybrid models also had strong performances, including the Santa Fe HEV, Tucson HEV, and Tucson PHEV, which all posted their best-ever November sales. Hyundai’s strategy to offer electrified options across its most popular models is paying off.

A Sonata Surprise

Not all the buzz is reserved for the EVs. The biggest surprise came from an unlikely source: the Hyundai Sonata. Long considered a shrinking segment, sedans don’t typically deliver massive sales gains, but the Sonata bucked that trend with a 200% increase year-over-year. A total of 6,971 units sold last month contributed to a 46% boost in year-to-date sales.

Meanwhile, the Palisade maintained its momentum, recording a solid 33% year-to-date sales increase compared to 2023. In contrast, the Santa Fe SUV and Santa Cruz pickup truck struggled to keep pace, with year-to-date sales down by 12% and 11%, respectively.

Looking at the bigger picture, Hyundai’s top three best-sellers in the U.S. market for 2024 remain the Tucson (185,954 units), Elantra (125,113 units), and Santa Fe (105,701 units).

More: New EV Sales Up 7%, Used EVs 64% Up Over Last Year

Hyundai Motor America CEO Randy Parker credits this record-breaking November to the growing success of its electrified models, which have seen a 77% increase in EV sales year-to-date and 104% jump in hybrid sales. Parker’s optimism extends into 2025, as he highlighted the debut of the U.S.-built Ioniq 9, a three-row EV SUV with a massive 110.3-kWh battery that’s scheduled to hit the market next year. “We can’t wait to bring it to market,” Parker noted.

Below is a detailed breakdown of Hyundai’s U.S. sales for November 2024 compared to the same period last year.

HYUNDAI US SALES

The Hyundai Motor Group is recalling 208,107 electric vehicles in the United States as they can suffer a loss of drive power. The problem centers on the integrated charging control unit, which can be damaged and prevent the 12-volt battery from charging.

The recall is broken up into two parts and one includes 62,872 Kia EV6s from the 2022-2024 model years. The second part is larger as it involves 145,235 vehicles including the 2022-2024 Hyundai Ioniq 5, 2023-2025 Hyundai Ioniq 6, 2023-2024 Genesis G80 Electrified, 2023-2025 Genesis GV70 Electrified, and 2023-2025 Genesis GV60.

More: Hyundai, Kia, Genesis Recall Nearly Every Single e-GMP EV In America

According to the government, the integrated charging control unit may be damaged from transient high voltage and thermal cycling over time. This can eventually prevent the 12-volt battery from charging, leading it to gradually drain. If this occurs, drivers will be warned something is amiss and may experience “progressive reductions of motive power.” If they continue, the vehicle may eventually lose all drive power.

The EV6s were involved in a recall earlier this year, but a supposedly ‘fixed’ vehicle experienced a loss of drive power in May. This sparked an investigation and Kia eventually found “88 unique cases that allege loss of motive power” following the initial recall. Thankfully, no crashes, injuries, fatalities or fires were reported.

On the Hyundai and Genesis side, there were 57 reports between March 25 and November 5 of this year. None resulted in any injuries or crashes.

Owner notifications are slated to be sent out in the coming weeks and the remedy will see dealers inspect and replace the integrated charging control unit, as well as its fuse, as necessary. In addition, dealers will install updated software that “optimizes thermal management and peak voltage during operation.” Unfortunately for technicians, this is a huge pain as the fix for the EV6 is 26 steps long and involves removing underbody paneling as well as taking out the rear seat.

California has long been a hotbed for electric vehicles in the USA, and through the first nine months of this year, EVs accounted for 22.2% of all new vehicle sales across the state, according to the California New Car Dealers Association (CNCDA). While this represents only a modest increase from the EV share reported over the same period last year, it’s significantly more than the 9.1% share they had in 2021.

Between January and September, 1,320,708 new light vehicles (across all powertrains) were registered across the Golden State. This marks a 1.7% decline from the same period in 2021, with 362,881 cars (down 13.1%) and 957,827 light trucks (up 3.4%). By the end of the year, 1.75 million new vehicles are expected to be registered in California—a slight drop from the 1.77 million delivered last year and a considerable decline from pre-COVID years, when annual sales between 2015 and 2019 consistently hit or exceeded 1.89 million units.

Read: SEMA Sues California To Block Sweeping EV Mandate

What’s particularly interesting is the proportion of recent sales that have been for BEVs and hybrids. Sales of BEVs have jumped to 293,109 units, or a 22.2% share of the market year-to-date, slightly higher than the 21.5% share they had through all of 2023. The proportion of traditional hybrid vehicles sold this year has also risen, with 182,469 being registered to new homes. Hybrids now accounted for 13.8% of the total market.

In contrast, plug-in hybrid sales are lagging behind BEVs and standard hybrids. Only 45,244 units were sold in the first nine months of the year, holding steady at a 3.4% market share—the same as their share through all of 2023.

Gasoline-powered vehicles remain by far the most popular powertrain choice in California. Of all the new light vehicles sold in the state this year, 58.3% have gas engines. BEVs are the next most popular at 22.2%, followed by hybrids at 13.8%, plug-in hybrids at 3.4%, and diesel-powered ICE models at 2.3%. Altogether, the combined market share of BEVs, hybrids, PHEVs, and fuel cell vehicles has reached 39.4%.

The best selling EVs

When it comes to BEV dominance, Tesla remains the undisputed heavyweight champion in California. According to CNCDA data, the Tesla Model Y towers over the competition with a staggering 105,693 new registrations from January to September this year, making it the state’s best-selling BEV by a margin that’s almost embarrassing for its rivals. Its smaller sibling, the Tesla Model 3, comes in second with 34,219 units, while the Hyundai Ioniq 5—an up-and-comer in the EV space—takes a distant third with just 11,711 units sold. If the Model Y was a politician, it’d be running unopposed.

However, Tesla’s overall performance in California tells a more nuanced story. The company’s EV market share in the state has slipped by 8.5% compared to last year, marking a full 12 months of incremental declines, according to CNCDA. And while Tesla may still own the lion’s share of the BEV segment, the competition is sharpening its claws. Brands like Kia, BMW, and Hyundai are quietly but consistently chipping away, each posting year-to-date EV market share gains of 1.4%, 1.3%, and 1.3%, respectively.

Toyota the overall leader, Tesla second

Looking beyond BEVs to the broader automotive landscape in California, Toyota comfortably claims the top spot across all powertrains with 215,402 registrations so far this year, holding a commanding 16.3% market share. Tesla settles for second place with a 12.1% share, while Honda rounds out the top three, capturing 10.9% of the market.

Image Credit: Experian Automotive via CNCDA

Hyundai unveiled the facelifted Ioniq 5 earlier this year, but they’re filling in all the details by releasing pricing, ranges, and equipment. Furthermore, since the model is now made in America, the EV is eligible for a $3,750 federal tax credit when purchased. Of course, leasing it unlocks the full $7,500.

Without further ado, the entry-level Ioniq 5 SE RWD Standard Range starts at $42,500 before a $1,475 destination fee. That’s a sizable jump as the 2024 model began at $41,800 and had a lower $1,395 destination charge, despite needing to be shipped across the Pacific.

More: 2025 Hyundai Ioniq 5 Packs More Range, NACS Port And New XRT Trim

Besides being more expensive, the 2025 Ioniq 5 now comes standard with a larger 63 kWh battery pack. That’s 5 kWh more than its predecessor and this increases the EPA range from 220 miles to 245 miles.

When it comes time to charge, owners can take advantage of the newly standard NACS port that enables them to access Tesla’s Supercharger Network. The car also comes with a CCS adapter, which means customers have access to approximately 36,000 chargers. If they manage to find a 350 kW DC fast charger, they can take the battery from 10-80% in around 20 minutes.

2025 Hyundai Ioniq 5 Pricing

Long Range variants now have a battery capacity of 84 kWh. That’s up from 77.4 kWh and it means rear-wheel drive variants can travel 318 miles between charges, which is up from 303 miles. Mainstream all-wheel drive trims see their range increase from 260 miles to 290 miles, while the range-topping Limited sees a smaller increase from 260 miles to 269 miles.

The Ioniq 5 XRT is all-new for 2025 and it features a dual-motor all-wheel drive system as well as 259 miles of range. That’s on the short side, but the car is notable for featuring a lifted suspension and unique 18-inch wheels wrapped in all-terrain tires. The $55,400 EV also has clearance maximizing bumpers, digital camouflage cladding, and an upgraded interior with special upholstery as well as all-weather floor mats.

Hyundai Ioniq 5 Range Changes

Changes to the rest of the lineup are more modest, but include modified bumpers, an updated rear spoiler, and a new rear windshield wiper. They’re joined by more aerodynamic wheels and a revamped color palette that adds Atlas White Matte, Ecotronic Gray Matte, and Celadon Gray Matte.

Inside, there’s a new center console, revised climate controls, and additional physical switchgear. Drivers will also find a new steering wheel and a handful of minor tweaks.

The 2025 Ioniq 5 will arrive at dealerships by the end of the year, while Kia’s updated EV6 shouldn’t be too far behind.

Hyundai has just pulled the covers off its latest ‘rolling lab’ model, dubbed the RN24. The car follows in the footsteps of the RN22e and N Vision 74, serving as a testbed for high-performance technologies and motorsport features that will shape future electrified vehicles from the N division.

In creating the RN24, Hyundai’s engineers wanted to fit their most powerful powertrain into the smallest possible package they could muster. As such, they’ve developed a custom World Rally Championship-inspired EV chassis and then dropped the 641 hp powertrain of the Hyundai Ioniq 5 N. Remarkably, the car even features the same 84 kWh battery pack as the Ioniq 5 N, despite the wheelbase being shortened by a considerable 13.3 inches (340 mm).

Read: Hyundai Confirms N Vision 74’s Production After All

A laundry list of features ensures the RN24 is no mere prototype. For example, it has a WRC Powertrain Drive Control Logic system that allows drivers to adjust the power, acceleration sensitivity, regenerative brake sensitivity, and power balance using steering wheel buttons, features similar to those of Hyundai’s current WRC cars.

Additionally, the technical demonstrator has a dedicated ‘Rally Mode’ that optimizes torque distribution inspired by the i20 N Rally 1 WRC, while there’s even a new e-Handbrake to initiate some epic powerslides. A new version of the N Active Sound+ system of the Ioniq 5 N has also been added. It now includes two side speakers, and the rear fenders double as soundboxes, helping to enhance the soundtrack.

You’ll no doubt have noticed the RN24 is almost entirely void of bodywork and instead uses an exoskeleton-style exposed roll cage. It also has the same rear wing as Hyundai’s TCR race cars. Despite the various weight-saving measures employed, the RN24 still tips the scales at an estimated 4,144 lbs (1,880 kg), or roughly 350 kg (771 lbs) less than the Ioniq 5 N it borrows its powertrain from.

“RN24 exemplifies Hyundai N’s commitment to advancing electric motorsport technology by prioritizing the driving experience rather than spec numbers,” vice president of N Brand Management Group, Joon Park said in a statement. “This Rolling Lab proves that there remains untapped potential for high-performance EVs and with new technologies ahead, there is much to look forward to.”

If the RN24 is a taste of what’s to come, the future of the N division looks promising.