As Hyundai’s N performance arm approaches the launch of its first-ever track-friendly EV, we got the chance to visit the world-famous Laguna Seca raceway in California to test drive the Hyundai IONIQ 5 N. Be sure to check out the full video review below.
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The Hyundai IONIQ 5 N has finally arrived
It’s been nearly two years since we first learned of an N-brand version of the relatively new Hyundai IONIIQ 5 EV when it was featured in a teaser video shared by the Korean automaker during the global premiere of the IONIQ 6.
As the first all-electric Hyundai model to adorn the “N” performance badge, a lot has been leading up to our recent test drive, but the details Hyundai has shared along the way have been quite encouraging.
While first customers await their own track-capable IONIQ 5 N, Hyundai invited some media out to Monterey, California, to experience the unique EV and its various drive elements where else but Laguna Seca.
Hyundai IONIQ 5 N kicks the door in on EV motorsports
As you’ll see in my first-drive review video below, the Hyundai IONIQ 5 N is more than just an EV that can corner and simulate gear shifts. Its reinforced structure, low profile, and boosted specs compared to the standard crossover make the N model the first true all-electric racing car beyond the 0-60 mph straightaway.
The Hyundai N team was clever in essentially utilizing the same footprint as the original IONIQ 5 but optimizing it for tight maneuvers and aerodynamics. For example, the N model is slightly longer, wider, and lower in height than the original 5, with larger wheels and wider tires (custom Pirelli P ZEROs).
The 5 N features an integrated drive axle, the same as in the Elantra N, which was also available to drive at Laguna Seca on an autocross course. Hyundai N also implemented rack-type motor-driven power steering, which is more rigid. Lastly, the suspension layout is precisely the same as the IONIQ 5, but each component in the new EV variant is entirely unique to the N variant.
N-Brand exclusive components decorate the EV’s exterior, from a new custom front bumper and grille with active air flaps to wheel arches and a rear spoiler that allows air to flow more easily. In true Hyundai fashion, the (speedy) devil is in the little details. The IONIQ 5 N features a unique black aluminum badge, a bright orange racing stripe, and “N” logos throughout.
I loved the subtle nod to the racetrack by implementing checkered flags in unassuming spots like the rear reflectors, door panels, and base frames. If you’ve driven the original IONIQ 5, you won’t notice a massive veer from its interior in the N-version. However, those few changes are quite an upgrade, especially from a racing comfort perspective.
The seats are sportier buckets styled with Alcantara, resembling more of a track car while still offering air conditioning for those whose backs tend to sweat when they’re trying the corkscrew at Laguna Seca for the first time. The center console was also completely redesigned for function and more comfort. By that, we mean it has more cushioning and padding with fewer moving parts, so if your leg keeps bumping it during hot laps, it won’t bother you.
The steering wheel is the centerpiece of the Hyundai IONIQ 5 N’s interior. It provides a comfortable grip and easy access to drive modes and other vehicle functions, such as regenerative braking and N e-Shift.
Navigating Laguna Seca in the Hyundai IONIQ 5 N
Before I took to the famous raceway in California, I got the chance to take the 5 N out in streets around the area and get feel for it… you know, at regular speeds. First impressions were that it was definitely an IONIQ – smooth right, that recognizable EV hum, and excellent i-Pedal regenerative braking.
Once I got out around some curvy roadways, I switched through the 5 N’s drive modes using the new steering buttons. That’s when I first experienced the EV’s N Active Sound+. I recommend checking out my initial reaction in the video below. This feature is wild and never something I thought I’d like, but I truly did.
I did three runs at Laguna Seca in the Hyundai IONIQ 5 N, each consisting of a lead lap behind a professional driver (both of which will be racing up Pike’s Pike for Hyundai this summer), followed by three hot laps.
Each run, we explored a different drive style the IONIQ 5 N had to offer, including N Race mode that enables the use of N Grin Boost for 10 seconds of maximum horsepower, and N e-Shift, where the driver can manually “shift gears” from the steering wheel – both of which are accompanied by the Active Sound+.
I’m admittedly not much of an experienced track driver, so the looming thought of racing around Laguna Seca in someone else’s shiny car had me a little anxious, but as a passenger EV that can essentially double as a track car, the Hyundai IONIQ 5 N was the perfect vessel for me to test drive the famous track, and I was immediately hooked.
I genuinely felt the rear electronic limited-slip differential (e-LSD) and N electronically controlled suspension (ECS) components in the 5 N’s chassis, which helped keep the BEV super sticky around corners while still giving me the freedom to whip that tail end around if I wanted… or a couple of times when I wasn’t trying to (came in a little hot on turn six the first couple runs!)
While I was a fan of the simulated engine noises, I didn’t like N e-Shift and turned it off halfway through the first lap. I could see how a more traditional racing enthusiast could have more fun with this. Still, as a younger person who (don’t kill me) has never driven a manual, I don’t see the need to pretend like you’re switching gears, especially since the car just buzzes at you but doesn’t have a clutch or anything. It also significantly slows the EV down in that mode, pass for me.
By my third run, I had those tires squealing and got to use N Grin Boost a couple of times on straightaways to really feel the full 641 horsepower of the 5 N. I felt like I was in a Fast and Furious race or something, hitting my “NOS” button to break someone’s heart and take their pink slips. I definitely would have kept someone’s Hyundai IONIQ 5 N, that’s for sure.
Specs, pricing, and our video review
Overall, I think the Hyundai IONIQ 5 N is a genuinely superb vehicle. Is it going to be for everyone? Absolutely not. Most consumers will be more than happy with an SEL or Limited version of the standard IONIQ 5 and save a little cash.
However, if you come from the racing world and like cornering and track days, this might be the perfect car for you. You get all the same design features as the award-winning IONIQ 5 (albeit significantly lower range because of all its power – 221 miles), but also a slew of N-specific add-ons included from both a performance and aesthetic level.
Keep in mind that this is still an 800V platform and can recharge 10-80% in just 18 minutes. I personally like that Hyundai is selling the IONIQ 5 N as an all-in-one package model with everything included. It costs $66,100 before taxes and fees and includes everything mentioned above and then some.
At that price, it is Hyundai’s most expensive version of the IONIQ 5 (about $8,500 more than the Limited AWD trim), but that’s still a pretty reasonable price if you compare it to other crossovers on the market – none of which you can actually take to a track and do more than drag race and maybe some autocross.
I’ve never really had any interest in visiting racetracks, let alone driving on them, but now that there’s a viable BEV option that not only looks cool as hell but can also perform, I’m digging it. I finally see what all those combustion fans get so excited about. I feel the IONIQ 5 N is an excellent bridge between both groups of enthusiasts, providing a vehicle that both traditional race fans and clean energy BEV enthusiasts can get excited about together.
This car will definitely have a crowd around it on track days, and I think that’s an awesome idea for the future of electric motorsports. As promised, here’s my video review, including some loud drive footage of the Hyundai IONIQ 5 N at Laguna Seca.
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“Honda hydrogen is open for business,” says David Perzynski, assistant manager of hydrogen solutions development at American Honda. “(We have) the fuel cell technology, the expertise, and the supply chain to power a variety of zero-emissions products, including commercial trucking and stationary power generation.”
The company arrived with a more developed version of its Peterbilt 579EV-based HFC semi concept, which is based on one of that brand’s existing BEVs and uses the Honda fuel cell as a range-extending generator for its 120 kWh battery … or, rather, it would – if it was ever plugged into a charger.
On battery power alone, the big Pete is good for up to 150 miles of fully loaded range. With the fuel cell along for the piggyback ride, however, the truck’s range climbs to more than 500 miles at an 82,000 lb. combined vehicle weight.
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More than just a range-extender
Honda envisions a world where its hydrogen fuel cell is used in much more than transportation and logistics applications. At the ACT Expo, Honda had a scale mock-up of what a hospital-sized hydrogen backup generator could look like – and hinted that such an installation might soon become a reality.
This is all very normal for Honda
Honda FCX hydrogen fuel cell concept; via Honda.
If it seems weird that Honda is pushing hydrogen so hard these days, it shouldn’t. Honda’s been developing hydrogen fuel cells for nearly forty years, and put its first hydrogen fuel cell car (the FCX concept, above) all the way back in 1999.
Since then, it’s put a number of hydrogen fuel cell-powered vehicles into series production, including the innovative Honda CR-V HFC hybrid that lets you fill the car’s 17.7 kWh battery with electrons at home for up to 29 miles of all-electric driving, then fill up the hydrogen tank for another 241 miles of driving … and they’re not stopping there.
We had a chance to chat with David Perzynski on Quick Charge last year, where he talked us through some of Honda’s hydrogen plans in more detail. You can check it out, below.
Volkswagen of America is recalling nearly 5,700 2025 VW ID. Buzz vans because the NHTSA says the third-row bench seat is too spacious. (For real.)
According to the National Highway Traffic Safety Administration (NHTSA), the third-row bench is physically wide enough for three people, but it’s only designed to hold two, so it’s only equipped with two seat belts. That mismatch violates Federal Motor Vehicle Safety Standard number 208, which covers occupant crash protection. A bench that invites three passengers but only protects two isn’t just awkward – it’s a safety risk. It simply makes it too easy to squeeze that third person in the back “just that once” without a seatbelt, and that’s inviting trouble.
Volkswagen will fix the ID. Buzz issue by having dealers install “fixed unpadded trim parts” that adjust the seat’s usable width, and they’ll do it for free, because recall repairs are always free. It’ll probably be hard plastic on the seat to ensure a third person can’t squeeze in. Owner notification letters are expected to go out starting June 20, 2025.
Volkswagen has reported that, to date, there have been “no field claims known” of safety issues caused by the extra-wide third row bench seat.
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Electric vehicle charging and battery storage specialists Zenobē have inked a deal with Canadian leasing company 7Gen to fund more than 500 commercial EVs and their associated charging infrastructure.
Last week, Zenobē agreed to provide up to $48 million (Canadian) in debt financing to 7Gen to help expand its vehicle-as-a-service electric truck leasing program across Canada.
7Gen supports fleet operators with a comprehensive set of vehicle leasing and financing solutions that cover EV charger deployment, energy management systems, and ongoing operational support for Canadian fleet customers operating electric trucks, vans, and school buses.
Zenobē secured $1.6 billion in equity from its joint majority shareholders KKR and M&G Infracapital to fuel its global expansion into EVs and grid-scale batteries back in 2023. Since then, it’s grown to support more than 2,000 EVs and 120 charging depots across markets in the UK, Europe, Australia, and New Zealand.
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“We’re bringing our innovative funding approach to Canada and specifically to 7Gen,” says Steven Meersman, Co-Founder and Director of Zenobē. “We see momentum behind decarbonization in Canada’s supportive government policies and the clean, affordable power that will ensure a lower total cost of ownership for zero-emissions vehicles. We look forward to sharing our global experience electrifying over 120 depots to benefit 7Gen, its fleet customers and the wider electric fleet market in Canada.”
That innovative funding strategy is something Steven and I had a chance to discuss this week at the ACT Expo in Anaheim, California. “We’re being very careful in the way we approach the North American market,” he said (paraphrasing). “The market is fairly littered with the graves of other UK EV companies that have tried to find a foothold here and failed, so we’re being very careful about our partners.”
Despite living just a few minutes from his Chicago HQ, I’d never met Steven before this week. He’s a super-interesting guy and you will definitely learn a thing or two about how to build a multimillion dollar energy management company like Zenobē from our upcoming podcast (stay tuned for that). But the news here is 7Gen.
“Zenobē’s debt financing supports 7Gen’s next growth step and allows us to help our customers step up the pace of their EV adoption and benefit immediately from operational cost savings,” says Frans Tjallingii, CEO, 7Gen. “Zenobē’s team is well aligned with ours and we are thrilled to partner to scale our impact in Canada together.”
The company will begin rolling out its Zenobē-funded electric trucks in the coming weeks, with new partners and projects set to be announced shortly.
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