Imitation Gears, Genuine Enjoyment: A Professional Racer Advocates for EV Features

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      With the mainstream electric vehicle market becoming more established, manufacturers are now exploring ways to appeal to enthusiasts. While making an EV fast is relatively straightforward, speed doesn’t always equate to fun.

      In their defense, EV engineers face challenges. Although aerodynamics play a crucial role in both performance and efficiency, the requirements for each condition demand very different engineering solutions. Performance vehicles require aerodynamic components that generate downforce, enhancing grip but increasing drag—the enemy of efficiency.

      Then there's the matter of weight. The Dodge Charger Daytona Scat Pack in this video tips the scales at 5,800 pounds—half a ton heavier than the already substantial Hyundai Ioniq 5 N. Both cars generally adopt similar strategies to attract enthusiasts, yet they implement them quite differently.

      Few people seem to have a strong affection for artificial engine noise, though some may exist. Most feedback we've gathered ranges from apathy to a surprising level of distaste. Kyle Cheromcha, Editor-in-Chief of The Drive, and our resident race-car driver, Nik Romano, opted to assess this aspect more impartially.

      Hyundai has taken the digital approach, giving the 5 N a lively sound reminiscent of a small, high-revving race engine. In contrast, Dodge employs a physical resonator system that utilizes speakers and motors to produce sound and vibrations for a more robust sensation.

      Regardless of the method, synthetic powertrain noise in an EV significantly enhances the experience, particularly when pushing a car to its limits.

      “Sound is feedback; sound is information,” Romano states.

      Engine noise and artificial shift “blips” offer reference points for drivers to use as mental shortcuts, reducing reliance on guesswork. The lack of audible feedback can complicate the understanding of a car's behavior at any given moment. While synthesized noise is artificial, it is still synchronized with the vehicle's performance systems, reflecting both its electronic and mechanical actions.

      “As humans, we excel at pattern recognition,” Romano explains. “So if I’m approaching a corner at speed, and I ease off the gas to downshift, the engine sound gives me a clear indication of my speed as I enter that turn.”

      This is an advantage for the Hyundai, which includes a simulated “transmission” with faux “gears” that can be selected using traditional paddles mounted on the steering wheel. It may be a gimmick, but Romano rates it highly for integrating well with the vehicle’s other performance features.

      Cheromcha echoed Romano’s enthusiasm for the Hyundai following a drive on winding roads.

      “It feels like any other sports car, in its element, performing as it should,” he remarked. “It appears the 5 N is crafted specifically for the driver's enjoyment.”

      Without the feedback these sounds provide, establishing a rhythm becomes considerably harder. This issue arises again later when Romano takes the Charger on the track. Unlike the Hyundai, it lacks stepped “gears,” and its uneven throttle mapping is both tricky and inconsistently in sync with the car’s synthesized feedback, diminishing the advantage of such features in the first place.

      It’s subtle but sufficient to disrupt Romano’s flow, emphasizing the critical role that quality sound feedback plays in the driving experience. But don’t just take our word for it—try it yourself at home.

      “If any of you watching this use simulators or games like Forza or Gran Turismo, mute the engine sound and attempt to achieve your best time,” Romano suggests.

      Some of the Charger’s less performance-oriented features somewhat redeem it. Romano describes its donut mode as “objectively fun,” even though it limits the car's power output to half. But looking at it positively: with only one motor active, you can extend the life of the tires.

      Interestingly, one of Romano’s main complaints about the Ioniq 5 N is unrelated to its driving dynamics. Instead, it’s the cumbersome process of adjusting performance settings through the touchscreen—keep in mind, this is Hyundai, a brand known for its buttons.

      “I’ll tell you what’s not fun: navigating through menus.”

      Preach, brother.

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