I agree

Congrats! I did the same. Issue with the rear hatch beeping constantly that prevents me from taking delivery. I cannot wait the anticipation is getting to be too much.

Well done on a great decision, this car is so much fun

RS7- fantastic car and well done on owning one. Glad you enjoyed the video

....what are you asking for your EV6 GT?

we have yet to review an EV6 GT. We need to!

Don’t be in too much of a rush to sell the EV6 GT, I had a great time driving it on the skid pan the other day !!

LOL, just traded mine in for an orange one last week...zero regrets. I loved my EV6 GT; it's a phenomenal car. But the I5N is on a completely different level. Brings me back to my 2016 Focus ST. All the power of the EV6 GT (which I would never want to give up)....but SO much more fun. And that's saying something because the EV6 GT is wicked fun.

17.4 kWh/100 km is fantastic for the 2 tonne GV60. Well done. For other readers of the comments, in energy terms that's 120 MPG equivalence. Thanks Steve.

Hi Jason, not until mid/late next week. Editing now.

@@inCARnationAustralia Awesome!

Stu is working hard on the edit, it’s a great car

umm Porsche Taycan is going to disagree with you

Khm, Porsce Taycan also costs anywhere from 120 000 to 235 000 EUROS....and I am certain that it's barely faster on the track while costing 5-6 times more.

@@lflyr6287 I was referring to the prestige and looks of the Porsche Taycan

@@ricklee3 don't know about that either....I've personally seen both of them in the same day, separately....and the Ioniq 5 N looks really expensive to say the least....Porsche also does....but not that much.

@@lflyr6287 I politely disagree I’ve seen the Hyundai as well and it looks much cheaper plastic etc on the outside body kits that is But I guess In a racer boy style but each to there own

It's priced right tho for what it is and what it does... unfortunately for people like us who can't afford it. Lol

N Flames! Glad you approve.

Free revving in neutral does sound unconvincing, but at full throttle in gear it's a good match to the i30N sound. I can see why they went that way - relevance to their other N Division cars. But I would love to see a range of other sounds - not just a 4, but also 5,6,8,10 and 12 cylinder options.

Good point , not for a while if memory serves me correctly.

When I made the remark I was thinking of Schumacher's 2002 shrieking F1 V10 3.0 litre, undoubtedly one of the most glorious sounding motors ever. Ferrari have never made a V10 road car.

Well that was a lot of fun guys, I’ve been looking forward to seeing video since the first sneak preview. Last week I bought a clients Tesla Model Y performance back from the Sunshine Coast to the Southern Highlands but I revelled in the silence but I could see the fun in this on a back road.

@@markwilliamson3185 Mybe they Had an F1 car aster the V12s?

@@robertpawley5715 They did

don't worry I'm sure smaller N cars will be released in the future maybe after the ioniq 6 N

Good question. I haven't looked into insurance for this model. Yes I'm staggered at how readily insurers are writing off accident-damaged moderns cars these days, especially EVs. That will no doubt affect everyone's premiums. The low mileage MG EV I bought could easily have been repaired (and as a repairable write-off, was legally allowed to). There was no damage to HV components, not even the charge port at the very front - the point of impact. It sold at auction for 1/6 the price it would have fetched once repaired. I could have sold the battery pack alone straight away for 3 to 5 times what I paid for the car. Insurance is a mystery to me.

and also the fact that when you are stuck in traffic in a Tesla 3 you are going to look like a futuristic chicken on the production line (just like every other car on the road")

The Ioniq 5 N's "synthesized/manual/paddle mode" is without question a "party" trick. I think far less to "convince" a driver he/she is driving an old atmo-gas paddle/shifter...But to impress the.......passengers you may have onboard, trying to make them think its NOT an EV!!!! But as Mark says over-and-over again in this. "Click the full-beans EV mode.................and hang on tightly!!!! ...or "Romain Dumas" Button!!!!

After N Motorsports/Development Team confirmed the potential of electric vehicles in motorsports, they conducted a rolling lap, and professional drivers from the TCR/WRC team participated in testing and development and provided feedback. They drive electric vehicles and when they drive ICE vehicles, invisible information such as gear range and the resulting RPM sound or vibration actually predicts the current speed and determines acceleration/deceleration timing rather than the objective values displayed on the actual speedometer. I realized that this was very important information. Within the N development team, these invisible, unquantified senses were called SIXTH SENSE. Because electric vehicles are quiet, this invisible information is deleted and this makes it inaccurate for drivers to judge the exact acceleration and deceleration points, so they are not able to utilize 100% of the actual physical speed of the EV. This was a fatal flaw in time trials where time was less than one second. So, the N development team agreed that it was necessary to provide SIXTH SENSE in EVs, and the N eShift / N Active Sound technology was developed as a result. This is a fundamentally different technology from the fake sound for fun provided by other electric vehicles or the fake sound created to reinforce noise pollution in ICE vehicles, and the purpose of this is to reproduce sound by simply receiving the percentage of the accelerator pedal. This requires a much more complex algorithm that must reproduce the shifting feel and sound appropriate for the situation based on a combination of numerous information such as actual speed and gear shifting/acceleration/deceleration, and virtually calculates and displays the RPM value appropriate for each situation. do. Additionally, because EVs are much faster than ICE-based vehicles, it was not possible to simply simulate them with 1:1 matching. Because the advantages of EV's output and realism to function as a SIXTH SENSE were required at the same time, this required very difficult rules that added complexity to complexity. Since what they understood best were ICE-based N racing vehicles, they extracted data using these vehicles. For that reason, a simulation of a 4-cylinder 8-speed DCT was created. This is why the virtual sound has a 4-cylinder engine sound rather than an absurd engine like the V12. The completed technology was successful. Perhaps most ICE-based drivers will experience the irony that this actually works much smarter than an 8-speed DCT. Additionally, many racers have said that this technology actually helps them get faster lap times. Yes, virtual transmission does result in some power loss. However, it is actually very minimal and in practice using this technology will result in shorter lap times as the provision of SIXTH SENSE gives a much greater advantage. For that reason, I also used this function when measuring the Nürburgring record in SPORT AUTO.

@@BondiBeache Drivers used to driving petrol cars… Sorry but it’s junk that I’d never use and what you are saying reads like a lot of waffle. I don’t care how “sophisticated” it is to mimic the jolts and shudders from gear changes, it’s slower. Note that formula E cars do not use this kind of crap, and those drivers do pretty well just using the natural noise from the drivetrain. Additionally, without the fake noise you can hear the tyres better plus the impulses to the tyres is smoother. Smooth is fast, and this car is not smooth at full tilt.

Thank you for this eloquent contribution @BondiBeache. Mark W and I do agree. I for one was a bit surprised at how Mark embraced the sound technology, immediately seeing the benefits - relating to his job as a driver coach. And especially considering how much he disliked sound effects in other EVs. For people who don't know who Mark is, he is a very experienced and successful racer, and is now employed as a driver coach internationally, a job he has done for decades. So he knows his shit. If people have been watching the channel they would have seen that he has been unavailable recently for extended periods as he has been flown around the world to coach up-and-coming young drivers at very high level categories. Just his year - New Zealand, Spain, England, so I've had to fend for myself on the channel at times. And the young guns are doing very well. For the record, despite my sometimes goofy manner in the car, I've also done plenty of instructing (at lower levels) and even I can also see the benefits of what the Korean engineers have achieved with this car. The "N" tuning stuff is there for a reason. That said, anything that can assist someone get a better lap time, Mark will embrace. We totally understand this sixth sense to which you refer. Having the physical and audio cues that tell someone they pinged the rev limiter at the 150 metre marker, when previously only approaching the 120 metre point - is one example of how a driver appreciates his improved pace lap by lap, and also it's clearly definable data back to give back to the engineer. These important data points are arriving in your ears and in your spine while your eyes are still looking through the next apex, as they should. In a silent EV on the track it is much harder to gauge changes in pace either for better or worse. I do appreciate that there is also a benefit in listening to the tyres, something that to some degree may be masked by engine noise. But one can adjust the engine volume inside the cabin - something not possible in an ICE car. This is the first EV we've found where the sound was so much more than just an amusing sound effect or an annoying gimmick. In other EVs yes it was just a gimmick. In this car - while the Supersonic type sounds are a gimmick, the "Ignition" sound is actually very useful. I'd go so far as to say it's quite ground-breaking in our experience. But the proof is in the pudding. That a car like this can lap the Nurburgring on road tyres in 7:45 is nothing less than astonishing when you consider that it's 500 to 600 kg heavier than the expensive exotics and fabulous benchmark sports cars doing similar times. I remind people that this car is just 2 seconds slower than the master Walter Rohrl driving a (albeit 20 year old but still effing quick) 996 GT3 RS on the same tyres and within a second of the Pagani Zonda S on similar tyres? And significantly faster than a current Merc AMG A45 S despite that car running on Trofeo R tyres. The IONIQ 5 N is mind-blowingly fast. Corners. And straights. So after putting all that effort in the track focused things - thermal management, throttle to brake transition, massive regen., clever stability control and diff management electronics allowing totally flexibility in setting up the car's behaviour - do you think they'd spoil it by adding a sound effect that didn't actually help in some way? Just my 0.02c on the topic. Stu

@@markedwards4879 Your explanation is very correct. Perhaps, if the goal is to win the title of the fastest electric car, expensive materials such as carbon tub, carbon wheels, aluminum and magnesium should be used, all convenience equipment should be removed, lightened, and a small capacity battery and four powerful motors should be installed. But perhaps the price of these electric cars will be extremely high, and the demand for these hyper electric sports cars will be extremely low. But ironically, these vehicles are not purchased by people who actually need this speed, but are consumed as a brand to show off their wealth. Yes, from your point of view the weight of the speaker is unnecessary. Maybe you can get used to it by driving an electric car that makes no sound countless times. Yes, eFomular drivers can learn that with lots of practice. But eFomular appears to have failed. Because, just as watching Netflix with no sound is boring, the sound itself is meaningful to the audience. Secondly, racing is not about choosing which machine is physically faster. The essence is to look at the drivers’ strategies, decisions, and judgment. And gear shifting and RPM sounds are important information that lets the audience know what the driver is doing. I believe this is the biggest reason eFomular failed. Most people don't need to advance by a second to get from point A to point B. If there are 100 consumers, would there be about 1 who wants it? Maybe not even 1 person. Albert Biermann said that adding a few seconds from 0-60 is a secondary goal. The most important philosophy he considers for N Brand is the fun of driving. And it doesn't come from the seat of an airplane much faster than a Bugatti. Nevertheless, actual physical speed is important. This is not a question where only one side is the right answer. From two perspectives, it is a matter of where to prioritize and where to focus. And that will probably depend on how consumers react. I respect your argument. If there are a lot of consumers who share the same opinion as you, manufacturers will release cars that match them. I also hope that such a vehicle will come out someday. But perhaps the biggest problem in that regard are the tires. It appears that it is already possible to create an electric car with a 0-60 time of less than 1 second in terms of battery and motor performance. However, I don't know if there is a tire that can withstand that level of friction.

Mark had his suspicions, but we don't actually KNOW that the brakes weren't up to the task. Despite a decent workover by Mark they weren't getting hot or fading on our road drive. Barely warm to the touch. Mark was commenting about how he could feel the 2.23 tonne weight under brakes and maybe the pedal feel wasn't exactly to his liking. I could too, but experienced no fade in my week's driving (off camera). The car can do repeated laps of the Nurburgring in sub 8 mins, so clearly they're pretty damn good brakes. Regen provides up to 320 kW of braking in the N Brake mode. So the physical brakes are only doing half the work. The most I've seen to date in other EVs is about 120 kW, and I think the new Macan Turbo EV will do up to 200 kW, subject to appropriate battery SOC. So the idea is catching on. I bet the engineers at BMW and Merc are working late nights these days.

Nurburgring kzfaq.info/get/bejne/q8lll69nlqvdm5c.htmlsi=AimI7BlxRhH0gkh4

@@inCARnationAustralia I have a theory for that. simulated brake fade derived from heat soak of the battery. ;-P ..it is telling the "operator".. yo dude.. chill out a bit with the braking.. I need a minute to cool down the battery as it charges and discharges. This is communicated as brake fade.. genius! physics101. Energy can not be created or destroyed it can only be converted from one form to another. brakes convert kinetic energy to heat, in the case of EV you first convert back to electrical energy and store it in the battery. Which also creates heat. You can only charge the battery so fast.. so what are your choices as you start to heat up the battery too much? regenerative brake fade and increase is conventional pad usage. Which is not an easy transition in terms of brake feel. Maybe they dont have the programming quite dial in during this condition.

You must be an iPhone user lmao

@@anthonylim2428 Scotty says "you can't defy the laws of Physics, Jim!"