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Is Hyundai's IONIQ 6 N the ultimate track-tamed EV? Jonathan Crouch drives it.
Having proved with their IONIQ 5 N that it was possible to make a full-electric track monster, Hyundai follows up that car with an even more involving track-tuned performance EV, the IONIQ 6 N.
Where would Hyundai's ever-improving public image be today without its performance N division? Rather different, that's for sure. This sub-brand's initial combustion models nearly matched the established hot hatch players right from launch. And in the electric era, Hyundai's IONIQ 5 N has set an impressive benchmark for what a truly involving mid-size performance EV can be. Here, our focus is on the IONIC 6 N which, it turns out, is a lot more than just a 5 N in a pretty four-door frock. The two cars share the same basic engineering of course, but the 6 N is billed as a faster, more focused thing - a more precision performance weapon. Sounds intriguing. Let's take a closer look.
At first glance, you might expect things to be exactly as with the IONIQ 5 N. So 650PS and 770Nm of torque, made up of a 237PS motor at the front end along with a 411PS one at the rear. And an 80.4kWh battery with a reasonably similar EV range stat - in this case 302 miles, though that figure is based around driving the 6 N in a way that most owners never will. The performance stats broadly replicate those of the 5 N too - 0-62mph in 3.2s en route to 160mph. Other things that owners of the hot hatch model will recognise include a limited-slip differential, electronically controlled dampers and grippy Pirelli P Zero tyres to get the AWD dual motor traction down through the turns. Now though, we come to the 6 N differences. The dampers and spring rates are tuned differently, the geometry is unique and the motors have been improved with new magnets to enhance performance drivability. Plus a 7kWh heater has been added to the battery to more quickly bring it up to optimum temperature. In addition, the IONIQ 6 N has a lower centre of gravity than the 5 N, which, combined with increased track width, makes the handling that bit sharper. And there's more cornering downforce too, thanks to this four-door model's substantial aero package with its prominent swan neck rear wing. As with the 5 N, there's torque vectoring via braking on both axles and an 'N Grip Boost' button to release the full 650PS output, regardless of which of the drive modes the car has been set to. Also as with the 5 N, there's Hyundai's 'N e-Shift' system, activated by a lower right hand circular N button. Which when engaged changes the shift levers behind the steering wheel (which normally adjust brake regen settings) into paddles for flicking up and down the simulated so-called 'gearshifts'. The top blue 'Drive Mode' button on the left of the wheel flicks you between the three conventional drive settings - 'Eco', 'Normal' and 'Sport', with the latter somewhat redundant because if you want to push on in this car, you'll almost always engage N mode, via a left hand lower round N button, which activates the rorty powertrain note, the instrument binnacle's simulated 'rev counter' screen and a different layout for the head-up display. The Hyundai N division additional range of extreme performance settings have been slightly altered over the 5 N, including an 'enhanced drift' mode which has three-stage adjustment for 'initiation', 10-stage adjustment for 'angle' and 10-stage adjustment for 'smoke' (basically wheel spin) elements. An added 'N track manager' allows the driver to set their own circuit and record lap times. And Hyundai has further developed the artificial engine sound and gear shift points we first saw with the 5 N.
The 6 N is based on the updated facelifted version of the IONIQ 6, but virtually every body panel is different. That's because the bodywork had to somehow fit around a much wider track and huge fat 20-inch wheels, which are holed to reduced weight. Hence the development of what Hyundai calls a 'widebody kit' which is 30mm wider each side. And is incorporated in conjunction with an aero package that brings wider side skirts, a new front splitter, an enormous rear diffuser and a race-style swan neck rear wing. Every element serves a purpose, including the lower nose with its larger front mesh and the N-specific winglets that channel air along the body sides. Inside, you'll find a pair of race-style seats that on their own might persuade you to buy this car. And, as in the IONIQ 5 N, there's an alcantara-stitched steering wheel and an N-branded skin for the central infotainment screen. As in an ordinary IONIQ 6, the dashboard has a twin 12.3 inch display arrangement. And there's an ambient lighting system offering 4096 colour combinations that can change in hue as you go quicker. You might expect this car's swept-back roof and 50mm wheelbase reduction over the boxier IONIQ 5 to compromise things in the rear, but actually it's not too bad at all for a couple of adult six-footers. There's a decently-sized 401-litre boot too, plus a little 12-litre 'frunk' beneath the bonnet.
Expect the IONIQ 6 N asking price to be fairly similar to that of the 5 N, which means you'll need a £66,000 budget for one of these. There's an awful lot of technology included for that. Take for example the regen braking system that is 50% more aggressive than that of the standard model. Hyundai claims that owners will be able to use regenerative energy for up to 90% of their daily driving and up to 50% of track driving. And if you're on track, the system will allow up to 44% of regen energy to be put back into the battery. Which gains a special cooling system for circuit use. There's lots of equipment of course. In addition to all the engineering and styling features we've mentioned in other sections, you get a Bose audio system, a head-up display, a heat pump, rear privacy glass, a powered tailgate and a digital key. Hyundai also includes its V2L system allowing you to charge up electrical devices from the car's battery. Plus the dual-zone air conditioning system has useful 'Autodehumidify' and 'Autodefog' climate functions. And the ambient lighting system allows you to choose from a spectrum of 64 colours and six pre-programmable themes selected by colour experts. There are of course loads of camera safety and drive assistance features - Highway Drive Assist, Intelligent Speed Limit Assist, Lane Keep Assist with Lane Following Assist, Blind-Spot Collision-Avoidance Assist, Parking Collision-Avoidance Assist and Driver Attention Alert.
You'll be expecting the drive range figure here (291 miles) to be quite a bit lower than that of an ordinary IONIQ 6, which has a slightly smaller 77.4kWh battery but nevertheless in its most efficient form would take you 47 miles further on a charge. Drive this 6 N as it's designed to be driven and the range will of course fall like a stone. Apparently, it will complete just two laps of the 20.8km Nurburgring Nordschleife race track (its development base) between charges. Hyundai claims an efficiency figure of around 3.4 miles per kWh. The 84kWh battery can accept charging at up to 350kW, which gives a maximum 10 to 80% top up time of 18 minutes. Like other IONIQ 6 models, the e-GMP platform in use here has an 800V electrical architecture so is compatible with the new generation of ultra-fast rapid chargers springing up around Europe. As for charging at home, there's a maximum AC charging rate of 11kW but you'll need a three-phase supply to your house for that. Using an ordinary 7.4kW home wallbox and a more straightforward electricity supply, you'll need about 11 hours 55 minutes for a 10-100% charge. That reduces to 7 hours 35 minutes with an 11kW supply. Like all IONIQ 6 models, this one comes with a 1 year subscription to the IONITY charging network, plus Hyundai's 5 Year Unlimited Mileage Warranty, an 8 Year/100,000 Mile High Voltage Battery Warranty, a 5 Year Annual Health Check, a 3 year MapCare navigation update program, a Roadside Assistance package, and a 12 Year Anti Corrosion Warranty.
So this is much more than a four-door IONIQ 5 N. Hyundai has tried to tame the 5 N model's wild side a little with this 6 N. Which is just as fast, but more precise, predictable and accessible. Who wouldn't want that? Well Kia for a start, whose similarly-engineered EV6 GT now looks difficult to justify, unless you object to the IONIQ 6 N model's touring car racer looks. We think it's that very pavement presence which is most likely to sell this car. Even though its vast performance is more controllable than that of the 5 N, it's a more serious-looking weapon. And is more desirable as a result.
Data provided by CAP-HPI database - Ref# 111119
Is Hyundai's IONIQ 6 N the ultimate track-tamed EV? Jonathan Crouch drives it.
Having proved with their IONIQ 5 N that it was possible to make a full-electric track monster, Hyundai follows up that car with an even more involving track-tuned performance EV, the IONIQ 6 N.
Where would Hyundai's ever-improving public image be today without its performance N division? Rather different, that's for sure. This sub-brand's initial combustion models nearly matched the established hot hatch players right from launch. And in the electric era, Hyundai's IONIQ 5 N has set an impressive benchmark for what a truly involving mid-size performance EV can be. Here, our focus is on the IONIC 6 N which, it turns out, is a lot more than just a 5 N in a pretty four-door frock. The two cars share the same basic engineering of course, but the 6 N is billed as a faster, more focused thing - a more precision performance weapon. Sounds intriguing. Let's take a closer look.
At first glance, you might expect things to be exactly as with the IONIQ 5 N. So 650PS and 770Nm of torque, made up of a 237PS motor at the front end along with a 411PS one at the rear. And an 80.4kWh battery with a reasonably similar EV range stat - in this case 302 miles, though that figure is based around driving the 6 N in a way that most owners never will. The performance stats broadly replicate those of the 5 N too - 0-62mph in 3.2s en route to 160mph. Other things that owners of the hot hatch model will recognise include a limited-slip differential, electronically controlled dampers and grippy Pirelli P Zero tyres to get the AWD dual motor traction down through the turns. Now though, we come to the 6 N differences. The dampers and spring rates are tuned differently, the geometry is unique and the motors have been improved with new magnets to enhance performance drivability. Plus a 7kWh heater has been added to the battery to more quickly bring it up to optimum temperature. In addition, the IONIQ 6 N has a lower centre of gravity than the 5 N, which, combined with increased track width, makes the handling that bit sharper. And there's more cornering downforce too, thanks to this four-door model's substantial aero package with its prominent swan neck rear wing. As with the 5 N, there's torque vectoring via braking on both axles and an 'N Grip Boost' button to release the full 650PS output, regardless of which of the drive modes the car has been set to. Also as with the 5 N, there's Hyundai's 'N e-Shift' system, activated by a lower right hand circular N button. Which when engaged changes the shift levers behind the steering wheel (which normally adjust brake regen settings) into paddles for flicking up and down the simulated so-called 'gearshifts'. The top blue 'Drive Mode' button on the left of the wheel flicks you between the three conventional drive settings - 'Eco', 'Normal' and 'Sport', with the latter somewhat redundant because if you want to push on in this car, you'll almost always engage N mode, via a left hand lower round N button, which activates the rorty powertrain note, the instrument binnacle's simulated 'rev counter' screen and a different layout for the head-up display. The Hyundai N division additional range of extreme performance settings have been slightly altered over the 5 N, including an 'enhanced drift' mode which has three-stage adjustment for 'initiation', 10-stage adjustment for 'angle' and 10-stage adjustment for 'smoke' (basically wheel spin) elements. An added 'N track manager' allows the driver to set their own circuit and record lap times. And Hyundai has further developed the artificial engine sound and gear shift points we first saw with the 5 N.
The 6 N is based on the updated facelifted version of the IONIQ 6, but virtually every body panel is different. That's because the bodywork had to somehow fit around a much wider track and huge fat 20-inch wheels, which are holed to reduced weight. Hence the development of what Hyundai calls a 'widebody kit' which is 30mm wider each side. And is incorporated in conjunction with an aero package that brings wider side skirts, a new front splitter, an enormous rear diffuser and a race-style swan neck rear wing. Every element serves a purpose, including the lower nose with its larger front mesh and the N-specific winglets that channel air along the body sides. Inside, you'll find a pair of race-style seats that on their own might persuade you to buy this car. And, as in the IONIQ 5 N, there's an alcantara-stitched steering wheel and an N-branded skin for the central infotainment screen. As in an ordinary IONIQ 6, the dashboard has a twin 12.3 inch display arrangement. And there's an ambient lighting system offering 4096 colour combinations that can change in hue as you go quicker. You might expect this car's swept-back roof and 50mm wheelbase reduction over the boxier IONIQ 5 to compromise things in the rear, but actually it's not too bad at all for a couple of adult six-footers. There's a decently-sized 401-litre boot too, plus a little 12-litre 'frunk' beneath the bonnet.
Expect the IONIQ 6 N asking price to be fairly similar to that of the 5 N, which means you'll need a £66,000 budget for one of these. There's an awful lot of technology included for that. Take for example the regen braking system that is 50% more aggressive than that of the standard model. Hyundai claims that owners will be able to use regenerative energy for up to 90% of their daily driving and up to 50% of track driving. And if you're on track, the system will allow up to 44% of regen energy to be put back into the battery. Which gains a special cooling system for circuit use. There's lots of equipment of course. In addition to all the engineering and styling features we've mentioned in other sections, you get a Bose audio system, a head-up display, a heat pump, rear privacy glass, a powered tailgate and a digital key. Hyundai also includes its V2L system allowing you to charge up electrical devices from the car's battery. Plus the dual-zone air conditioning system has useful 'Autodehumidify' and 'Autodefog' climate functions. And the ambient lighting system allows you to choose from a spectrum of 64 colours and six pre-programmable themes selected by colour experts. There are of course loads of camera safety and drive assistance features - Highway Drive Assist, Intelligent Speed Limit Assist, Lane Keep Assist with Lane Following Assist, Blind-Spot Collision-Avoidance Assist, Parking Collision-Avoidance Assist and Driver Attention Alert.
You'll be expecting the drive range figure here (291 miles) to be quite a bit lower than that of an ordinary IONIQ 6, which has a slightly smaller 77.4kWh battery but nevertheless in its most efficient form would take you 47 miles further on a charge. Drive this 6 N as it's designed to be driven and the range will of course fall like a stone. Apparently, it will complete just two laps of the 20.8km Nurburgring Nordschleife race track (its development base) between charges. Hyundai claims an efficiency figure of around 3.4 miles per kWh. The 84kWh battery can accept charging at up to 350kW, which gives a maximum 10 to 80% top up time of 18 minutes. Like other IONIQ 6 models, the e-GMP platform in use here has an 800V electrical architecture so is compatible with the new generation of ultra-fast rapid chargers springing up around Europe. As for charging at home, there's a maximum AC charging rate of 11kW but you'll need a three-phase supply to your house for that. Using an ordinary 7.4kW home wallbox and a more straightforward electricity supply, you'll need about 11 hours 55 minutes for a 10-100% charge. That reduces to 7 hours 35 minutes with an 11kW supply. Like all IONIQ 6 models, this one comes with a 1 year subscription to the IONITY charging network, plus Hyundai's 5 Year Unlimited Mileage Warranty, an 8 Year/100,000 Mile High Voltage Battery Warranty, a 5 Year Annual Health Check, a 3 year MapCare navigation update program, a Roadside Assistance package, and a 12 Year Anti Corrosion Warranty.
So this is much more than a four-door IONIQ 5 N. Hyundai has tried to tame the 5 N model's wild side a little with this 6 N. Which is just as fast, but more precise, predictable and accessible. Who wouldn't want that? Well Kia for a start, whose similarly-engineered EV6 GT now looks difficult to justify, unless you object to the IONIQ 6 N model's touring car racer looks. We think it's that very pavement presence which is most likely to sell this car. Even though its vast performance is more controllable than that of the 5 N, it's a more serious-looking weapon. And is more desirable as a result.
