by Hyundai Ioniq 6 N: The Electric Sports Car That Changes the Game
Hyundai made a real breakthrough in the world of electric cars when it introduced the Ioniq 5 N a few years ago. It wasn’t just the Korean brand’s first high-performance EV, but perhaps the first electric car built primarily for the driver, rather than for impressive technical specifications.
Now it’s time for the follow-up. The Korean manufacturer has launched its second high-performance electric vehicle — the Ioniq 6 N. Built on the same philosophy as the Ioniq 5 N and sharing many of its components, the Ioniq 6 N promises even higher performance, significantly more customization options, a slightly higher price, and faster lap times, aided by a lower center of gravity.
Review: The Hyundai Ioniq 5 N is a ballistic missile that redefines EVs
Has Hyundai managed to make the already excellent Ioniq 5 N even better? We headed to Sydney Motorsport Park to find out, putting the Ioniq 6 N to the test. It turned out to be so exhilarating to drive that it’s almost unrecognizable as an electric car.
Fast Facts
What Makes It Special?
Significant upgrades have been made to the Ioniq 6 to bring it up to N badge standards. It uses an 84 kWh battery pack and a pair of electric motors producing 448 kW (601 hp) and 740 Nm of torque in standard mode, and 478 kW (650 hp) with N Grin Boost activated and launch control engaged. The batteries support charging from 350 kW fast chargers, with a peak charging speed of around 250 kW, enough to charge the battery from 10 to 80 percent in 18 minutes.
Like any N product, this car is about much more than just increased power. Hyundai tuned the suspension geometry, lowered the roll center, and installed new dual-layer bushings. It also uses an advanced, new electronically controlled suspension system with a stroke sensor, which adjusts damping based on road conditions and suspension travel. There’s also an electronic limited-slip differential on the rear axle, a damper bushing for the steering rack mount to improve response, and Hyundai’s integrated drive axle.
Hyundai also added 44 additional weld points and an extra 340 mm of structural adhesive to the body, and fitted new brakes with 400-millimeter discs and four-piston calipers up front. There are also two brake feel modes, numerous regen braking settings, and several aerodynamic improvements, including a rear wing that generates 100 kg of downforce.
As in the Ioniq 5 N, the number of features to enhance the driving experience is impressive. There’s N Drift Optimizer, N Launch Control, and N Torque Distribution, which allows for 11 different power distribution settings, from 95:5 front to 5:95 front to rear. Hyundai also included its N Pedal system to enhance regenerative braking on the track and improve turn-in response, N Grin Boost for 10-second bursts of increased power, and N Battery to optimize battery temperature for drag, sprint, and endurance modes.
In Australia, prices start at AU$115,000 (US$82,800). In the US, the starting price is expected to be around US$70,000. The matte gray model seen in some photos includes several carbon fiber accessories, notably a huge rear wing for AU$7,289 (US$5,245), a carbon fiber splitter for AU$2,484 (US$1,787), side skirts for AU$4,810 (US$3,461), and a rear diffuser for AU$4,090 (US$2,943).
Sporty Changes Inside
The interior has also been refined, though it’s not radically different from the regular Ioniq 6. Key details include a new N steering wheel, new head-up display graphics, sporty bucket seats, and new leather and Alcantara surfaces.
Since the N is based on the updated Ioniq 6, it features all the same functions. These include a configurable 12.3-inch digital instrument cluster, a 12.3-inch infotainment display, and, importantly, plenty of tactile physical buttons, which is becoming increasingly rare in the EV world. It’s a pleasant space to spend time in, and the updates made for the N ensure it feels special.
Like the Ioniq 5 N, the Ioniq 6 N is a very niche product. It’s not the kind of car Hyundai expects to sell in large volumes. In Australia, around 500 expressions of interest have been received, though order books aren’t open yet, so it’s unclear how many will actually convert to buyers.
Driving
A quick look at the Ioniq 6 N’s specs is enough to know this is a seriously focused car. However, unlike some straight-line heroes that dominate the so-called ‘performance’ EV class, Hyundai’s latest creation is much more than just a quick sprint from a standstill.
Of course, that doesn’t mean this car isn’t insanely fast off the line. It is. According to Hyundai, the Ioniq 6 N can hit 100 km/h in just 3.2 seconds with N Grin Boost activated, which boosts peak output to 478 kW (650 hp) and 740 Nm of torque in 10-second bursts. During our testing, we recorded repeated 0-100 km/h runs in 3.2 seconds, while 60-120 km/h takes just 2.45 seconds.
While it would be easy to dismiss these figures given how many fast EVs are now on the market, it’s worth remembering that such performance was once the exclusive preserve of high-end supercars costing half a million dollars, not a practical four-door sedan costing a fraction of that and roughly a third of what a Porsche Taycan Turbo costs.
Equipped with standard Pirelli P Zero Elect tires, but with P Zero Corsa rubber for our track sessions, the car simply bites into the asphalt, delivering relentless, unyielding acceleration.
No Electric Sedan Should Drive Like This
However, more than the acceleration, it’s the handling and overall driving dynamics that set the Ioniq 6 N apart.
Like the Ioniq 5 N, the 6 N uses a pair of powerful electric motors on the front and rear axles. It includes the N Torque Distribution function, which allows drivers to go from a 95-percent front bias to a 95-percent rear bias. However, to get maximum power from both motors, it’s best to keep the power distribution in 50-50 mode.
Even in this mode, with a 60-40 front bias, the Ioniq 6 N feels rear-wheel drive and is even more playful than its crossover sibling. Over several laps, I kept the car’s power distribution in 50-50 mode with ESC in Sport mode and was thrilled by how gracefully the rear end starts to slide under power. When this happens, the stability system allows an astonishing slip angle before intervening, making the EV extremely easy to control at and beyond the limit.
Absolute grip is exceptional and pairs wonderfully with excellent steering feel, despite being an electric power steering system. What’s particularly impressive is that the steering provides as much feedback as Hyundai’s internal combustion N models. There are no issues detecting the limits of grip, whether through the front or rear axle.
Admittedly, the Ioniq 6 N’s overall size and weight mean that both the road P Zero Elect and P Zero Corsa tires start to overheat after three or four fast laps. This wasn’t helped by the fact that the tires on the cars we tested dated from 2023, so they were a bit old.
Improvements have been made to the N e-Shift function. This system aims to replicate the feel of Hyundai N’s eight-speed dual-clutch transmission, providing a pleasant shove in the back and torque changes like an ICE car. While the Ioniq 5 N had seven fake gears, the Ioniq 6 N has eight. Thanks to shorter gear ratios, even if they aren’t real, you can enjoy even more shifts.
Those unfamiliar with this system might be quick to dismiss it. After all, how can an EV’s software simulate real gear changes? However, the same Hyundai engineering team that developed the eight-speed dual-clutch transmission for N also developed this system, and it’s almost indistinguishable from a regular transmission. It’s disorienting at first but quickly becomes second nature.
Changes have also been made to the N Active Sound+ system. As in the Ioniq 5 N, the Ioniq 6 N’s system includes three modes: Ignition, Evolution, and Supersonic, though changes have been made to all three. While the Ioniq 5 N’s system uses two channels, the Ioniq 6 uses six, providing a richer, louder, and more authentic sound, especially in Ignition mode, which sounds exactly like the i30 N’s exhaust. However, the Active Sound+ system doesn’t replicate the sound of a turbocharged four-cylinder as well as e-Shift mimics a real dual-clutch transmission.
On-Road Character
On the road, the Ioniq 6 N proved to be a surprisingly good cruiser that can, however, transform into a beast at the push of the N button.
Given the performance, it’s no surprise the Ioniq 6 N isn’t as efficient as the standard model. On the track, it will average around 19 kWh/100 km, which is acceptable. However, start driving in a more sporting manner, and that figure quickly climbs into the 20s. On the track, driving at the limit without regenerative braking, it drains the battery by about 8 percent per 105-second lap. Using regeneration, this can be reduced to around 5 percent.
A key achievement of the Ioniq 6 N’s on-road character is how well it rides. The new and improved suspension works wonders, brilliantly absorbing bumps in its softest mode while still providing a sporty feel. Increase the setting to one of the more aggressive modes, and it’s much less stiff than the i30 N, remaining perfectly liveable for daily driving.
While the road tires might overheat on the track, you’d need to find a very long stretch of asphalt to make them overheat on the road. They provide enormous grip and excellent feedback on the limits of adhesion. As on the track, there is no other EV on the road that feels quite like this. Dynamically, the car is almost flawless, and it is certainly more capable than the Ioniq 5 N.
The brake feel might not be as pleasant as in some other sports cars, but that’s a nitpick. One thing’s for sure: there is no noticeable transition from regenerative to friction braking, a hallmark of other Hyundai Group EVs.
Verdict
Automakers have struggled to design and build EVs that touch the hearts of driving enthusiasts. By and large, these cars lack soul and passion, often devoid of any personality. This is not the case with Hyundai, and there’s a good reason why Ferrari, Lamborghini, Porsche, and others used the Ioniq 5 N as a benchmark.
The Ioniq 6 N is the culmination of everything the N division has been developing since its founding over a decade ago. It’s expensive for a Hyundai but cheap compared to a Porsche Taycan or Audi RS e-tron GT, and it delivers emotions that neither of those two can provide. As we enter a world where high-performance EVs will become increasingly common, it’s nice to know that Hyundai keeps the preferences of car enthusiasts at the top of its agenda.
It’s worth noting that the Ioniq 6 N is not just another fast EV. It’s an attempt to rethink the very concept of the ‘driver’s car’ in the electric age. Hyundai’s engineers consciously made compromises in efficiency and range to create the most thrilling driving experience possible. The sound and gearshift simulation systems, while they may seem artificial, actually solve a key problem of many EVs: the lack of feedback and emotional engagement for the driver. In this way, the Ioniq 6 N becomes a kind of bridge between the familiar world of gasoline sports cars and the new, electric future, offering drivers familiar sensations in a completely new technological shell.
