THE JOY OF SIX (some text hidden) --NONE--

By Jonathan Crouch

Is Hyundai's IONIQ 6 N the ultimate track-tamed EV? Jonathan Crouch takes a look.

Ten Second Reviewword count: 34

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.

Backgroundword count: 119

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.

Engines and Tech Specword count: 471

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 291 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.

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