“DJ Jazzy” Jay Kana: As the automotive rEVolution continues to charge forward, so does the power and performance of electric vehicles. Adding to the already responsive acceleration that EVs produce, the need for more performance is ever-present. Compared to internal-combustion-engine (ICE) vehicles, these electric powerhouses can make even the dullest of drives into something that squeezes out a smile.
Enter the fabulously fast 2025 Hyundai Ioniq 5 N and its tire-screeching stablemate, the 2024 Ford Mustang Mach-E GT. If you were to add the outputs of these two cars together, they’d add up to 1,121 horsepower and a staggering 1,245 lb-ft of torque. Both are the high-performance variant of their respective lineups, and the fun factor is at a permanent red-line.
While “fast and fun” vehicles have an initial flash of flair and finesse, the everyday driving factor carries more voltage than simply tearing it up on a track. We spent a week with these two top-trim EVs to measure practicality, value, and, quite frankly, if there’s truly a “wrong” choice to be made, here.
Clayton “Maverick” Seams: The car I brought to this fight is the Ford Mustang Mach-E GT. And I can’t write a single sentence about this car until I register my annoyance at it being badged a “Mustang.” It isn’t. Anyways. The Mach-E base model starts at $57,690, and splurging for the GT variant will cost you an additional $14,900, for a grand total of $72,590. Ours has a few options like the panoramic glass roof ($1,895) and bronze appearance package ($2,200), all of which raise our as-tested price to $78,760, including the $2,595 destination fee.
For that money, you get quite a lot of performance! The standard GT is good for 600 lb-ft of torque, and the “Performance” version bumps that figure to 634 lb-ft. But our test car has the $975 “Performance Upgrade” package, which unlocks the full potential of the Mach-E’s two electric motors by letting them spool out a full 700 lb-ft! That’s more torque than a Dodge Hellcat!
The horsepower rating is 480, but beyond the power, the GT gives you a full suite of performance goodies like sport seats, Brembo brakes, active suspension, and performance-oriented Continental tires. Jay, what did you bring to this party?
JK: I brought the boxy and blisteringly fast Hyundai Ioniq 5 N, with an MSRP of $78,199. Unlike the plugged-in pony car, everything comes standard, here, with the only choice being colour. There are two matte paint jobs that will run you $1,500, while any of the four gloss paints is a measly $250. Tack on $1,950 for the destination charge and the good ol’ “other fees and levies” for $727.70, and the as-tested price rings in at $81,126.70.
Unbox the electric N and you’ll find 601 horsepower and 545 lb-ft of torque. But wait! Tap the NGB (N Grin Boost) button and for 10 sensational seconds, you’ll have 641 horsepower and 568 lb-ft of torque. There’s plenty of power here in Hyundai’s most expensive model ever.
It comes with a full suite of active safety systems, performance seats, 21-inch Pirelli P-Zero tires, dual 12.3-inch screens, a head-up display, launch control, drift mode, as well as a simulated engine sound that’s matched with the paddle shifters for those who still yearn for snap, crackles, and pops.
CS: So we have two pretty evenly matched cars, here. Both are high-powered electric sport CUVs with AWD and every available performance option box checked. The Ford’s 3.5-second zero-to-100-km/h (-62-mph) run is within one-tenth of the Hyundai’s 3.4-second time, and the two also weigh nearly the same. And yet, on the road, the experience is very different!
Right away you notice that the “Mustang” Mach-E is the softer and more comfortable of the two. Its seats, suspension tuning, and even the tires are noticeably less hardcore than the Ioniq 5 N. Inside, the Mach-E’s interior is a more relaxed place to be.
There is of course the ubiquitous gigantic tablet-orientated touchscreen in the centre, which controls everything from the heated seats to passenger entertainment to performance settings. But ahead of the driver is a very chill and minimal screen which doesn’t appreciably change depending on which mode you select. I would expect a more exciting readout when the sport mode (which Ford calls ‘Unbridled’) is selected. But of the two, the Mach-E is decidedly more relaxed in its interior decor. The Hyundai, meanwhile, has a steering wheel that looks like it could launch the space shuttle.
JK: Perhaps the upcoming Ioniq 6 N, given its space-aged shape, will have the same steering wheel that could launch it into space. The 5 N’s steering wheel is inspired by a TV remote control, with buttons aplenty. On the left side, you’ll find cruise-control settings, adjustments to the information on the instrument cluster, and, contrasting the other black buttons — and toggle and scroll wheel — a powder-blue Drive Mode button.
The right side sees audio and phone controls, a Favourite button, and the powerful NGB button (N Grin Boost) which, as previously mentioned, unleashes extra power for 10 glorious seconds. Symmetrically below the centre cap are two N modes (N1 and N2), similar to the BMW M brand’s “M1 and M2” modes, providing customizability to the driver’s preferences.
Just like other Hyundai EVs, there’s a regen paddle, and as a way to bridge the gap between EVs and combustion vehicles, Hyundai has engineered simulated gear shifts of its eight-speed dual-clutch transmission, complete with traditional engine sounds.
Both are high-powered electric sport CUVs with AWD and every available performance option box checked; the zero-to-100-km/h runs are within one-tenth; and the two weigh nearly the same—and yet, on the road, the experience is very different!
The heavy bolstering of the Ioniq’s heated and cooled front seats keeps you firmly in place as you whip around twists and turns, all with a giddy smile on your face. Meanwhile, the two 12.3-inch screens feature easy-to-read information. Yes, the Ford’s interior is softer than the 5 N’s, but Hyundai’s interior features a smart blend of physical buttons and screen-based controls, making it, by far, the more functional of the two.
The big (and logical) drawback is the absence of a sunroof — I know, I know, logical weight savings in a performance vehicle. However, it’s quite dark inside, with only a black interior available. They’re very different on the inside, with the Ford being the minimalist; and the Hyundai bustling with buttons and screens.
Let’s dig into why people are really here: what are these two high-powered EVs like to drive?
CS: And now we’re really at the steak and potatoes of this comparison. Or because they’re EVs, the quinoa and kale. Many EVs are fast. That’s the party trick of big on-demand torque. But many EVs struggle to be fun. I am pleased to report, however, that both of these big electric CUVs shrink down around you as you drive them. And with rear-biased AWD systems, they like to hustle.
I would say one of the largest differentiating factors in how the two drive are the tires. The Ford rides on cooking-grade performance tires (Continental) while the Ioniq N rides on far more serious track-focused tires. The difference in adhesion is very noticeable and gives the two very different characters. It’s worth noting that more serious performance tires are available as an option on the Mach-E, but were not specc’ed on our test model.
The Mustang feels more loose and playful on its less-grippy tires. The rear can be coaxed out in even moderately sporty driving, like a Mazda Miata or Subaru BRZ. The grip limits on the Ioniq are much higher, and it would be foolhardy in my opinion to test the edges of those limits on public roads. The Ioniq feels ready for a track day.
But the biggest difference between the two in terms of driving experience is Hyundai’s landmark use of synthetic (fake) gears! Let me explain. Electric vehicles don’t need gears like an ICE car because the power-band of an electric motor is much wider and more flexible. Hyundai has attached paddle shifters to the wheel and given the Ioniq a synthetic eight-speed transmission, with “gear changes” that exist purely in the programming. Pulling the paddle for an upshift creates a momentary lapse in power, like an upshift in a gasoline car. Pull the downshift paddle and you’ll feel an increase in regen braking, just like engine braking in a lower gear in a gasoline car. It’s all very convincing, but what is the point?
The effect is that just like in a gas car, you can use the “gears” to judge your speed and braking. It’s also accompanied by some less-convincing synthetic engine noise, but I think with time this could be improved. I hope they allow you to make your Ioniq sound like a classic sports car, an F1 racer, or a monster truck. Because why not?
Now we gotta talk about value and which one deserves to win this comparison.
JK: A quick recap shows that the only way you can get the Ioniq 5 N is jammed full of safety features, advanced technology, easier-to-use physical controls, and with that blessed rear wiper, which rings the register at $78,199. The lightning-fast pony EV GT comes in at $72,590, a difference of $5,609 — but as noted, this tested vehicles is optioned up to $76,165 (before freight and PDI) which brings the totals a lot closer.
The Ford boasts an additional 155 lb-ft of torque — a high figure on paper, but insignificant on the roads, given that it’s an EV. The extra money spent on the Hyundai is absolutely worth it for all that you’re getting with the 5 N, which includes the tires, the synthetic and revolutionary “gear” changes, the ease of use in daily driving, and the driving experience. The Ford Mustang Mach-E is quick, agile, and yearns for twists and turns. The Hyundai Ioniq 5 N is all of that and more.
However, the Ioniq’s 356 km (221 miles) of battery range falls short of the Mach-E’s 451 km (280 miles), but keep in mind that the vast majority of EV owners will have a Level 2 charger installed, and as long as you aren’t driving over 350 km (217 miles) a day, that really shouldn’t be a problem or deciding factor between the two. Consider that even with approximately 25% less range, the edgy Ioniq has crammed a shocking amount of value in and made it suitable for track days. My high-five goes to the Hyundai Ioniq 5 N.
CS: Despite lining up so closely on paper, driving these two electro-performance CUVs showed us how surprisingly different they are. The Mach-E is the more relaxed of the two. It has a more conventional cabin, milder tires, softer seats, and a softer ride. It’s also arguably the more practical of the two, given it has a range that’s 95 km longer, and it costs around $10,000 less than the 5 N when you compare the two sans options. The Mustang is the one I’d pick for a road trip, and it’s in every way a strong offering in this segment. But it isn’t a game-changer.
More than just a zero-to-100-km/h number, the Ioniq 5 N changes the game in how fun an EV can be. Hyundai’s creative approach to performance makes the 5 N a more memorable and enjoyable driving experience. We’re willing to forgive its higher price, firmer ride, and shorter range because it’s just so darn fun.
Robots have human faces on them to make them more approachable. They don’t need this, but it makes us feel more comfortable with their presence. The fake gears in the 5 N do the same thing. They are 100% not needed for the vehicle to function, but they make the car more fun and engaging to drive. I love to see creativity like this in the world of EVs, and hope to see more such examples. It was a close one, but the Hyundai Ioniq 5 N is the winner of this comparison test.
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