Hyundai Transforms into an Ice Beast with In-Hub Motors

In-wheel motors have been part of the electric vehicle scene since its inception. Ferdinand Porsche pioneered this technology back in 1900, and the US utilized them in the Lunar Roving Vehicles during the early ’70s. However, aside from e-bikes, they’ve struggled to gain widespread adoption. It seemed like Lordstown Motors might change that with their Endurance truck, but that opportunity never materialized.

Now, the Endurance is just another name in the growing list of failed EV startups, but the company behind its motors, Elaphe from Slovenia, is still thriving. They’re busy refining their technology and integrating it into a variety of exciting projects. Elaphe promises EVs that deliver enhanced performance, improved control, extended range, and a host of other advancements. After spending a day testing their prototypes, I’m starting to believe the hype.

Elaphe’s CEO, Gorazd Gotovac, reflected on the setback with Lordstown, stating, “It was a big blow. We set up all of the structures within the company to be able to support them.” Despite the disappointment, he remains optimistic, noting that the experience has laid the groundwork for future products.

My testing took place on a frozen lake, a challenging environment for both vehicle and driver. I began with a standard Ioniq 5, Hyundai’s stylish EV. While it’s a solid car, it wasn’t the ideal choice for a day of drifting. With stability control engaged, the Ioniq 5 felt safe but lacked excitement. Attempting to initiate a slide resulted in abrupt power cuts, leading to a frustrating experience on the icy track.

Turning off the stability systems allowed for more wheel spin, but the handling became unpredictable, often sending the rear end sliding unexpectedly. When I tried to power out of a drift, the front end would push forward, steering me straight into the snow.

Elaphe’s modified version of the Ioniq 5 replaces the standard motors and differentials with four in-wheel motors, each boasting 188 hp and 1,254 pound-feet of torque. This setup required minimal modifications to the car, aside from a custom suspension from German tuners KW to accommodate the added weight. Remarkably, the overall weight remained close to the stock model, but the handling felt significantly more agile.

In Elaphe’s standard mode, the modified Ioniq 5 was still not the most thrilling to drive, but it handled better than the stock version. Instead of cutting power abruptly, it gradually adjusted output based on my inputs. As I approached corners too quickly, the car would smoothly reduce power and even apply regenerative braking to help steer through the turn. Exiting corners felt seamless, with the car adding power smoothly as I unwound the steering.

This smoothness is largely due to the motors being located directly in the wheels, allowing for instantaneous grip feedback without the interference of driveshafts or differentials. With a motor at each corner, Elaphe’s software can significantly enhance the vehicle’s handling.

After proving my skills on the ice, I was cleared to try Elaphe’s drift mode. Here, the motors assisted in turning while still allowing me full access to their torque, making it easy to spin the tires out of corners. The car became a joy to drive, pivoting and sliding effortlessly from one turn to the next.

To experience a hub-motor hybrid, Elaphe showcased a prototype featuring a 5.0-liter, 500-hp V8 paired with two in-wheel motors. The rear seat was replaced with a 9.0-kilowatt-hour battery and the necessary electronics to control the front motors. With the front motors disabled, the car struggled on the slick ice, but once activated, it took off smoothly, allowing for easy maneuvering.

On the handling circuit, the car was a handful but incredibly fun. I explored various drive modes, each one ramping up the excitement without becoming unmanageable.

Looking ahead, Gotovac mentioned that while the American coupe prototype added weight due to the battery, future EVs designed specifically for in-wheel motors could be lighter and more cost-effective by eliminating traditional drivetrain components. However, the wheels themselves would be heavier, which could impact handling and ride quality due to increased unsprung mass.

Interestingly, the precise control of wheel speed offered by in-wheel motors could help mitigate these issues. “I can dampen my vibration with the in-wheel motor instead of the active damper,” Gotovac explained, potentially reducing costs and weight.

The big question remains: when will we see this technology in mass-market vehicles? Gotovac indicated that Elaphe is collaborating with several manufacturers, particularly those focused on performance, with the first vehicles expected to debut in a few years. Initial offerings will likely be hybrids, with more ambitious projects, including performance-oriented EVs, slated for after 2030. While details are under wraps due to NDAs, my experience in Sweden left me impressed. The performance of both vehicles exceeded my expectations, and while questions about on-road ride quality linger, their grip and handling felt almost otherworldly.