With or with out it the N’s dynamics are first charge, particularly given it is a 2200kg efficiency automobile. As a results of the mass there may be notable pitch beneath acceleration and roll in cornering, even with the dampers stiffened, however the steering weights up properly to allow you to lean in opposition to it. You’d barely know the brakes are by-wire too. It may have extra pedal resistance beneath heavy observe braking, however then would possibly really feel too obstructive on the street.
Turn-in is nice, significantly in the event you settle the nostril first by path braking. I don’t suppose a Porsche Taycan turns this effectively, or has this unbelievable stage of adjustability, even in the event you go away the ability stability alone by not pitching the N into its rear-drive mode. The rear motor is extra highly effective than the entrance anyway, the tyres are 275/35 R21 Pirelli P Zeros all-around and the burden distribution have to be pretty even.
As a consequence – and with stability management off, which N says means you’re completely by yourself – the Ioniq turns giant mid-corner grip right into a slide on nook exit. It even desires to ease into light oversteer in high-speed corners. The final Ford Focus RS did this, however to not this extent, and never this controllably both. It’s “not a drift car,” says Tyrone Johnson, “but it can be made to drift”. And it’s nonetheless nice enjoyable in the event you’re exact and don’t let it.
The drift optimiser is a novelty. Hyundai wettened a skid pan so we may play with it. The throttle response is simply too sharp to simply enter a protracted slide, however as a technique to observe automobile management it’s big enjoyable. Look out for viral movies of homeowners sliding into lamp posts in moist retail outlet automobile parks.
But the automobile is significantly satisfying on the street, too. European Ns have a softer damper setup than the unique prototype we drove – Hyundai even does some tuning within the UK – however the vertical management unsuprisingly stays considerbly tighter than that of your normal Ioniq 5. Direction adjustments really feel sharp and correct, with pleasingly exact steering. There’s additionally ok compliance and a eager edge to proceedings. As effectively because the Focus RS, there are hints of Mercedes-AMG A45 and even Mitsubishi Evo about it, although it’s extra mature and multi-faceted than all of these. I’d drive this over most of them.
And certain, at 2.2 tonnes the N is not any fairy, however a pedigree driving place and high-quality synthesis of steering behaviour, roll charges and throttle/brake response contrive to shrink it – definitely to the extent that you simply really feel assured barrelling into bends, teasing the chassis. Pushed onerous, the pure mid-corner stability neatly smudges all 4 tyres throughout the street floor whereas sustaining terrific momentum. It’s a bit just like the outdated Volkswagen Golf R Estate on this sense, solely with much less adjustability on a lifted ‘throttle’ however extra – way more – when again on the ability.
As for isolation over longer distances, the 5 N is fairly compelling. Another key takeaway from our drive Castellolí Circuit and on the encompassing routes was that, in its softer damper setting, the Ioniq 5 N might be splendidly laid again.
Just how laid again? It was telling when, after a day on observe, we hopped into one other Ioniq 5 N for the boring run to the airport. Heading out alongside Castellolí’s entry street, I caught myself pondering: “Ah, nice to be back in something quiet, comfy and gloriously undemanding.” But after all, it was the exact same automobile, simply within the default, sat-back drive mode relatively than with all of the N shenanigans ramped up.