A New World of EV Performance? Testing Elaphe’s Hub-Motor Prototype on Ice in a Hyundai Ioniq 5
By Tim Stevens – Published March 18, 2026
A 500-horsepower, front-engined, rear-drive American pony car on ice without tire studs sounds like a recipe for disaster. It’s a scenario that demands saintly levels of driver restraint and almost supernatural levels of finesse. As a veteran automotive journalist with a decade of experience navigating the world’s most demanding driving conditions, I consider myself a patient guy. But on a frozen Swedish lake in early March, piloting just such a machine, I found myself chuckling with glee. My right foot was pinned to the floor, I was executing effortless drifts around a massive skidpad, and I was having an absolute blast.
The secret to this unlikely ballet wasn’t my own driving prowess, but rather the advanced technology integrated into the vehicle. Up front, where one would normally find only big brakes, suspension components, and steering linkages, this coupe harbored something extra: a pair of motors. Bolted directly over the brakes and just barely fitting within the confines of the wheels, these motors didn’t just add power—they added a level of capability that transformed a potentially treacherous vehicle into an absolute joy on the ice.
Straight From Slovenia
The motors themselves hailed from a small Slovenian company named Elaphe. Though in operation since 2006, Elaphe had largely operated beneath the radar, working on high-profile projects with various OEMs and championing the virtues of in-wheel hub motors for applications far grander than the e-scooters and e-bikes where such technology is commonly found.
Elaphe’s most prominent brush with mainstream recognition came through its partnership with Lordstown Motors. This collaboration had appeared poised to finally bring Elaphe’s innovative motors to the masses. However, the dream faltered with Lordstown’s subsequent bankruptcy, leaving Elaphe to showcase its technology in other vehicles, including some rather unexpected candidates.
Among these was a modified Hyundai Ioniq 5. In its high-performance N guise, the Ioniq 5 is already a remarkably spirited machine. Yet, in its base configuration, it presents a much more conservative character, especially when faced with slippery surfaces. I had the opportunity to begin my evaluation in a standard Ioniq 5 on a meticulously groomed handling circuit at the Colmis Proving Ground, located just outside Arjeplog, Sweden.
The stock Ioniq 5 acquitted itself commendably in its default mode. However, the moment one pushed its unstudded snow tires beyond their very limited grip threshold, the vehicle’s stability and traction control systems intervened with swift and decisive power cuts. Attempting to accelerate out of a corner required navigating a razor-thin window of throttle and steering inputs. Deviate even slightly from this narrow band, and the car simply refused to move.
Interestingly, it is possible to deactivate these electronic guardians with a prolonged press of the traction control button. With the nannies switched off, the standard Ioniq 5 transforms into a different beast entirely. Sliding and spinning the tires becomes a far more engaging proposition. Yet, the experience remains far from rewarding. The Ioniq 5 proves exceedingly difficult to drift smoothly, lurching into unexpected and aggressive oversteer with minimal provocation. Furthermore, attempting to power through a slide invariably results in terminal understeer. Even employing an aggressive Scandinavian flick technique, the car would simply plow straight ahead the moment throttle was applied.
Enter the Quad-Motor Ioniq
Elaphe’s interpretation of the same vehicle, however, offered a completely different dynamic. To create this prototype, the company removed Hyundai’s dual motors and installed four in-wheel hub motors. Each of these motors was capable of producing a staggering 188 horsepower and 1,254 lb-ft of torque. Elaphe integrated these units with the car’s stock battery and power management system, ingeniously programming the Ioniq 5 to display the remaining state of charge on the standard touchscreen.
The user experience remained remarkably familiar. You simply climb in, select Drive, and the car behaves as expected. However, the driving dynamics beneath the surface were radically transformed.
In its default setting, the Elaphe Ioniq 5 maintained a safe and confidence-inspiring demeanor on the slick surface. Yet, unlike Hyundai’s system, which executes abrupt power cuts and is reluctant to reintroduce power, Elaphe’s intervention was remarkably subtle. As the wheel was turned into a corner, the Ioniq 5 gently reduced power in such a smooth, linear fashion that I could maintain full throttle and navigate the entire circuit without lifting.
The system also enhanced regenerative braking on the inside wheels, effectively vectoring the car through corners. Crucially, this was achieved without inducing oversteer. There was just enough understeer to prevent novice drivers from becoming overly aggressive, providing a safety net while still allowing for spirited driving.
Stepping up through the drive modes—Sport and Sport Plus—unlocked progressively more aggressive and powerful characteristics. In Sport Plus, the car was amenable to moderate drifts, with a significantly sharper throttle response. Yet, even when the tail was hung out beyond a few degrees, the system gently brought it back into line, relying on the individual regenerative braking capabilities of the four wheels to effect a smooth correction, free from the jarring intervention of ABS.
Beyond these modes lay a true drift mode. Here, the system still provided guidance, but largely allowed the driver complete freedom. The formerly docile Ioniq 5 was transformed into an exhilarating machine on the ice. I could hang the tail out through tight corners or power through wider bends with complete control.
The car’s behavior was exceptionally clean and predictable, devoid of abrupt power cuts or clumsy interventions. When my drift angle began to falter, the system provided just enough assistance to prevent the rear end from completely overtaking the front, but otherwise, I was free to pivot and swing the 4,600-pound EV as I pleased.
Weight Implications: Dispelling the Myth
Elaphe representatives informed me that, despite the addition of two extra motors, their prototype weighed only a few pounds more than the standard Ioniq 5. The stock braking system was retained, though the suspension was upgraded to bespoke KW units, specifically calibrated to manage the additional mass concentrated in the wheels.
The immediate concern for any performance-minded observer is the issue of unsprung weight. Each motor weighed approximately 60 pounds. Intuitively, this substantial increase in unsprung mass should have a detrimental effect on handling, correct? “The top test drivers in the top performance OEMs would disagree,” countered Elaphe CEO Gorazd Gotovac. “From my perspective, that’s enough for me.”
Gotovac acknowledged that for premium luxury vehicles, the added weight in the wheels could present challenges to ride quality. However, he insisted that these issues could be effectively managed with more sophisticated suspension damping technology. He dismissed the notion that in-wheel motors inherently compromise handling performance as a persistent myth. “High-mu, low-mu, on tarmac and on ice, we prove that every day to OEMs,” he stated confidently.
This assertion regarding handling on high-friction surfaces was one aspect of Elaphe’s claims that I could not personally verify during my test. The test courses in Sweden were groomed to be exceptionally smooth, providing an ideal, low-variation surface. However, the implications of that extra mass hanging at the extremities of the suspension are undeniably a valid consideration for real-world applications.
Despite this, Gotovac argued that any potential drawbacks of increased unsprung weight are far outweighed by the significant advantages offered by in-wheel motors. By relocating the motors to the wheels, substantial space is freed up within the chassis. This liberated volume can be utilized for larger battery packs, increased cargo capacity, or ultimately, a more efficient overall vehicle architecture. In the case of this specific Ioniq 5 prototype, the typical compact front trunk was replaced by a cavernous empty space beneath the hood.
Furthermore, when a vehicle is designed from the outset to incorporate these motors, the overall weight can be reduced. This is achieved by employing smaller brake rotors—necessitated by the motors providing a significant portion of the braking force—and by eliminating the need for reduction gearsets and differentials, which themselves contribute to weight and parasitic power loss. Elaphe estimates that, when developed from the ground up, this integrated approach can reduce manufacturing costs by as much as 10 percent, largely due to the ability to utilize smaller, lighter batteries in more efficient vehicles.
Maintenance considerations for the brakes, now partially enclosed by the motors, were also addressed. The design facilitates relatively straightforward servicing. Once the wheel is removed, three exposed bolt heads are visible. Loosening these fasteners, replacing them with pins to secure the motor’s rotor and stator, and then simply unplugging the motor allows for its removal. This process is notably less complex than traditional brake servicing procedures.
While the motors are designed to handle a significant portion of the braking load, they are engineered to accommodate substantial brake hardware. Elaphe’s hub motors can fit over brakes up to nearly 14.8 inches in diameter, with their hypercar-specification motors supporting rotors up to 15.7 inches.
AWD American Muscle Reimagined
Elaphe’s prototype American pony car—the manufacturer requested that the specific model remain unidentified—was clearly not designed with these motors in mind. Consequently, Elaphe’s engineers had to make significant modifications. The rear seat was removed entirely and replaced with a 9.0-kWh, 200-kW battery pack, an inverter, and all the requisite high-voltage cabling. While each motor
