Road and Track magazine recently compared I5N with BMW M3 manual and picked I5N more fun to drive. Epic.

@@bbokdoong I'm not too surprised. The current M3 is so bloated and heavy so even having a manual won't make it more fun. The only BMW M car that is still somewhat fun to drive is the M2.

it isnt going to be electric, its going to be a hybrid

The unique potential of this type of car is really incredible if you think about it.

@@RichAbe23 Not to me.... I don't need my EV making fake car noises...

Every manufacturer could sell some DLC of their makes iconic engine sounds

This is a solid step in the right direction that will force everyone else to follow suit. Now provide this at lower price points!

Drive a Hyundai but it sounds like a Ferrari, too bad you can't download upgrades to make it shift like a Ferrari

@@bbokdoong I suppose that's not too bad if you consider a current M2 has about the same range on a full tank and that has much less power.

@@Warrior11117 thanks for sharing! SG has a point. Macan is superior from an engineering standpoint. But what ends up mattering is how they are to drive and live with. I haven't driven the Macan so I'll reserve judgement.

@@Warrior11117 Savagegeese is mistaken in that this model was planned from the very beginning of the E-GMP platform and has been in development for a very long time. The whole chassi is bespoke and planned from the off as a performance variant of the platform and benefits from the 800V architecture. It's long development also benefits from lessons learned by the "eco" models with most product refresh features, but also lessons learned from the co-developed but released much earlier EV6 GT performance variant. Lots of engineering work behind this release... That said, I really hope the Macan is better somewhere for it's price, but Smoking tyre had a reviewer already say the N has the edge in handling over the heavier Macan Turbo. Opinions may differ but it sure is close... Ultimately people shopping for a Porsche will do so for the badge, for sure get a great car, and will pay for it. Fair enough.

Savageese is wrong in the sense that this N variant was part of the platform strategy from the very beginning, and it receives a complete bespoke chassi variant while the whole 800v platform was geared for a performance variant, as it shows in the handling and performance. Having been in development so long from the beginning of the plaform, it benefits from the 'eco' models product update ("facelift") and also lessons learned from the co-developed but released much earlier performance oriented EV6 GT. Smoking Tyre had a guest that has driven both and rated the N handling higher. Maybe not so strange being 200kg lighter and zero offroad ambitions. Also a few with Macan orders went for this instead. I think it's closer than some would admit and for sure there is a lot of development behind this N. But anyone buying the Macan will also get a great car for sure.

@@onehorsepower Savagegeese doesn't seem to delve deeply into technical comparisons, often showing blind faith in Porsche. It's crucial to base evaluations on thorough research and highlight the technical strengths and weaknesses rather than relying on brand loyalty. As Porsche transitions to electric vehicles, their technological prowess isn't as strong as you might think. It's different from their internal combustion engine days. They're busy catching up in technology and relying heavily on the brand image they've built over the years. In terms of powertrain efficiency, the Hyundai Ioniq 5 N utilizes silicon carbide (SiC) inverters which significantly improve efficiency by reducing energy losses up to 30%. These inverters offer higher thermal conductivity and lower switching losses compared to traditional silicon inverters. The Ioniq 5 N’s dual motor setup delivers 641 hp and 770 Nm of torque, designed to operate efficiently across a wide range of speeds due to advanced cooling and control algorithms. On the other hand, the Porsche Macan EV Turbo likely uses conventional silicon inverters, which, while effective, do not offer the same efficiency improvements as SiC technology. The Macan is expected to produce around 500 hp and 700 Nm of torque, focusing more on performance than efficiency. For battery technology, the Hyundai Ioniq 5 N uses NCM 811 (Nickel-Cobalt-Manganese) chemistry which offers higher energy density (~250 Wh/kg), resulting in a more compact and lighter battery pack that improves vehicle efficiency and range. It has a capacity of 77.4 kWh. In contrast, the Porsche Macan EV Turbo likely utilizes NCA (Nickel-Cobalt-Aluminum) chemistry with an energy density around 220 Wh/kg. While this chemistry is known for high energy density and longevity, it typically has less thermal stability compared to NCM 811, and its capacity is 93.4 kWh, offering more raw energy but with a lower energy density, leading to a heavier battery pack. Regarding thermal management systems, the Hyundai Ioniq 5 N features an advanced liquid cooling and heating system integrated with patented phase change material (PCM). This PCM technology stabilizes temperature fluctuations and maintains optimal battery temperature even under high load conditions, ensuring that the battery and motors remain within their ideal temperature range, enhancing performance and longevity. Meanwhile, the Porsche Macan EV Turbo employs a standard liquid cooling system. While effective, it lacks the advanced temperature regulation provided by PCM technology, making it adequate for most conditions but potentially less efficient under extreme conditions. In terms of charging infrastructure, the Hyundai Ioniq 5 N supports 800V architecture with ultra-fast charging up to 350 kW, allowing a 10% to 80% charge in approximately 18 minutes. It is also equipped with bidirectional onboard charging, enabling Vehicle-to-Grid (V2G) capabilities which allow the vehicle to supply power back to the grid, offering potential cost savings and grid stability benefits. The Porsche Macan EV Turbo also supports 800V but with a maximum charging capacity of 270 kW, achieving a 10% to 80% charge in about 22 minutes, and its V2G capabilities are not explicitly mentioned. Overall, while both vehicles have their strengths, the Hyundai Ioniq 5 N seems to offer several technological advantages in terms of efficiency, battery performance, thermal management, and charging capabilities, making it a compelling option in the EV market.

Good question

Yes, you can see the regen working in one of the N screens when you down shift and it simulates engine braking

Yes. And braking actually engages the full regen capacity before making use of the real brakes and it works very well.

Maybe

What's the price difference between Sweden vs. US?

Sometimes you just gotta follow your heart to happiness.

@verothacamaro the 3P starts at 62k USD with the current exchange rate. I believe it is 49k USD in the US with the 7500 USD tax rebate. The difference between the 3P and 5N here is an additional 16k USD. Also, I have the car on my company, so there is an additional 210 USD/month on top of the 533/month(which the 3P costs) in a so-called benefit tax to drive it privately. So it adds up to get the N.

@@JohnLee-db9zt that is very true

I was also in the same boat when it comes to deciding which one to go with. Went with the N as 10k difference in Canada. But when leasing, the price difference disappeared. So leased it for 4 years.

That midwest test drive event is at the Geese's home track, so probably :P

@@stevemartegani I thought it was MA initially, but then I saw the farms and knew it had to be the good ole Midwest lol

Yes it could be added, but I think you underestimate the complexity of the programming and mapping of all the variables. Even so, the talent and development of this car goes much deeper and the unsung hero is actually the brilliant handling. No such big and heavy car should be allowed to be so playful and fun even on some of the smallest and twistiest roads. The gears are just the icing on the cake, and most EVs don't have the solid base to build upon.

EV exocet's might be a good alternative for a "lightweight" toy

But it’s not just EV’s, it’s new cars in general. Hell isn’t the new M5 over 5k lbs? lol

@@SonikDethmonkey it is :( I'm not happy about it either.

New M2 is 3900lbs. And that's BMW's "smallest" car. You can still buy sub 3000lb cars though. Miata, BRZ, Fiat 500, Fiat Spyder.

My GTI is 3400 lbs...

I believe they’re using their own TCR cars as inspiration which I’m ok with.

@@oraclemiata845 I guess I would have to hear it for myself, it doesn't actually sound all that bad in fairness in most videos, much like my Mini sounds (probably fairly typical for a 4 banger turbo), but I just think they might have offered something more exotic.

Personally, I think it's stupid. I want the smoothness of an EV if I'm buying one. I don't need fake noises and "shifting" gimmicks like I'm a kid.

Hyundai said they didn’t want it to sound pretentious.

One button switch off, or just buy literally any of the 98% of all other EVs for sale. BTW I love I can "change" cars at the press of a button.

So ICE cars never improve and thus don't depreciate?

To try and appeal to some of the sports car buyers I’d imagine. I respect it, trying something different.

i think it’s just to give you a feeling of connectedness with the car which is what a lot of EVs lack. i think it’s pretty cool that hyundai found a way to break the “soulless car” stereotype around EVs and i hope they keep crushing it with their N division

Thanks for your answers guys. Definitely seems like a more lively experience. But I also was wondering if it changed some of the driving characteristics. He mentioned that it decelerated more when off throttle I think.

​​​@@maddymiller1002on slippery roads, the added feedback of the rpm, load (change in pitch) make it easier to manage grip, and when very slippery the "gears" help cap the wheel rpm, keeping more control. You can also shortshift and make the torque more manageable depending on circumstances, like a form of instant throttle mapping. Otherwise powerful electric motors can be very difficult to modulate. Hyundai is also a big team in the highest rally devision and they specifically had as a goal to mimic rally like awd handling. So it is really functional in being more connected with the car.

@@onehorsepower Thanks for that explanation! Makes sense

Tires. P Zero tires are good for grip but cost alot of range. Now look at the tires of other ‘fast’ evs.

I love how it looks. And it's practical.

I think it looks rad.

​@@Zygrene​the regular Ioniq 5 looks better tho...I hate the wheel design and the blacked out bumpers on the N version this car should've been that NPX1 concept that thing was fire supposedly the NPX1 parts will be available later but it should've came with those parts already from the factory

@@Zygrene Eh, it looks miles better than a tesla but nothing like a $70k sports car (what it is). I'd do insane things to have this in a sexy coupe body

Yeah, of all the engine noises they could pick, they picked a bloody turbo 4-pot noise! 😆 (and I say that as the owner of a turbo 4 pot!). Don't even get me started with the other noises. Christ almighty!

Don't tempt me ahhh

@@Zygrene to keep it short... they should have a more compact car that really excels at the low owenrship cost part because thats all electric car is good at in terms of stuff that actually matters. this means mid rear engine weight distribution but probably front wheel drive assuming energy effeminacy improvement by regen braking is worthwhile. this can be very close to ideal sports coupe in appearance, weight, areo , and functionality per mass like youve never seen in a production car,.. just dont think only normally and you'll figure it out easy. preserving momentum around turns is more efficient than regen brakeing, these non fully recyclable motor and battery lasts longer etc. g force meter can tell how much applied grip is best for effiency per saftey, tire emission. lightyear 0 sedan , lucid air effiency claim, etc. car jumps up to level with taller sitting cars for saftey similar to audi a8 and hydraulic lowrider. engine sound be much better . this allows for active suspension assuming its not a system that explodes to move a position then locks in , which would be reset by mechanic. in that case, active suspenson for preserving more momentum around turns maybe worth it for effiency sake. so dont waste your money on this one