Pertamina Mandalika International Circuit, an FIA Grade 2 circuit that is part of the MotoGP roster, is a 4.3km circuit with a good mix of high and mid-speed corners that make for an engaging drive. It is also the third circuit that I have ever driven on, and thanks to Hyundai Asia Pacific, I've got to do so with a pretty amazing car - the Ioniq 5 N.
I've read about the Ioniq 5 N's success at the Pikes Peak Hill Climb, watched videos of it drifting and bombing down race tracks, and I've also heard countless praises about the car from my colleagues and peers. Great track, great machine, it was a thoroughly enjoyable experience and I'm here to tell you all about it.
Let's start with some numbers
In case you aren't familiar with the car, the Ioniq 5 N is the first EV by Hyundai's high-performance division - 'N'. Hyundai's N cars are developed in its R&D centre located in Namyang, which consists of world-class engineers and facilities, then refined on the legendary Nurburgring Nordschleife.
448kW (601bhp) and 740Nm of torque is the headline after the Ioniq 5 has been massaged into N guise. It even comes with an N Grin Boost feature that further bumps the output to a maximum of 478kW (641bhp) and 770Nm of torque for up to 10 seconds. The tremendous power allows it to complete the century sprint in 3.4 seconds and go on to reach a top speed of 260km/h.
Thoroughly designed with performance driving in mind
Power is important, but just having a copious amount of it doesn't necessarily make the car a joy to drive. And this is where the Ioniq 5 N shines. Be it an EV or a conventional internal combustion engine powered car, making it track-ready requires lots of work on all areas - you'll want it to handle well, and you'll also need excellent brakes so that you can shave off enough speed before a turn (you've probably read about the Xiaomi SU7 braking woes on track).
On the outside, it might be tempting to assume most modifications to be aesthetic, but Hyundai's N division has done much more to alter the car's performance than you would expect.
The chassis rigidity is enhanced with the use of additional adhesives and welding points. The specially tuned electronically controlled suspension works hand in hand with the stiffened chassis to offer excellent handling.
Meanwhile, an Electronic Limited Slip Differential ensures steadfast delivery of power while enhancing cornering performance - there's also the N Torque Distribution feature that allows the driver to specify the torque split between the front and rear wheels. Designed for track duties, the high-performance brakes on the Ioniq 5 N offer excellent stopping power with great modulation.
Not just great on paper, but actually a hoot to drive on track
All the enhancements from the base Ioniq 5 make the N version a great fun to drive on Mandalika circuit. There's plenty of power and acceleration to go fast on the straights, the car turns in nicely with sufficient feedback to let you know that you are in control. Set the torque distribution to a rear bias and the car truly comes alive mid-corner, displaying the desirable turning characteristics in line with rear-wheel drive cars. Throughout our track session, the brakes remained dependable and highly effective.
To be frank, the only downside of the Ioniq 5 N as a track machine is the limited range. Even though it is equipped with a large 84 kWh battery pack, the demanding nature of track driving managed to drain the battery considerably - unlike with an engine, you can't go as many laps before you have to stop to recharge the battery.
It almost doesn't matter that there isn't a mechanical heart in it
Those that know me know just how much I love my internal combustion engines (I own a modified Mitsubishi Lancer that I thoroughly enjoy driving on the track), and how I lean towards cars with engines for track duty.
Noise, a sense of control and connection to the car - these are the unique traits that an engine-equipped car adds to the driving experience. Most electric cars never come close in these aspects as they tend to be quiet, smooth and rather soulless.
Not the Ioniq 5 N though - part of its repertoire includes simulated engine noises, and simulated gear shifts. Yes, all these fake noises and gear shifts seem like a cheesy idea. But the aural feedback and the jerk of the 'gear shifts', along with the varying torque output on each simulated gear, work together to trick your body into thinking it's all real.
It was particularly apparent when we switched to the N Launch Control mode, ceasing the simulated gear shifts - I was still anticipating the gear shifts that never come.
I have always been afraid of the day when engines go extinct, that I will no longer be able to enjoy all those great sensations behind the wheel. The Ioniq 5 N has shown that when done right, an EV can still be fun and engaging to drive.
There's no substitute for the mechanical feedback and noises that an actual engine makes, but the electric Ioniq 5 N gave a driving experience that comes close enough. This surely make the future seem a little hopeful for car enthusiasts like you and me.
