by Hyundai Ioniq 6 N: An 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 was not just the South 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 sequel. The Korean manufacturer has launched its second high-performance EV — 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: 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 proved so thrilling 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 that produce 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 that adjusts damping based on road conditions and suspension travel. There’s also an electronic limited-slip differential on the rear axle, a damper bush for the steering rack 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, a plethora of regenerative 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 to the wheels, 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 extra power, and N Battery to optimize battery temperature for drag, sprint, and endurance modes.
In Australia, pricing starts at AU$115,000 (US$82,800). In the US, the starting price is expected to be around US$70,000. The matte grey model you see in some photos includes several carbon fiber accessories, including a massive rear wing for AU$7,289 (US$5,245), a carbon 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 revised, though it’s not radically different from the regular Ioniq 6. Key details include a new N steering wheel, new graphics for the head-up display, sporty bucket seats, and new leather and Alcantara surfaces.
Since the N is based on the updated Ioniq 6, it has all the same features. 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 type of car Hyundai expects to sell in large volumes. In Australia, around 500 expressions of interest were received, though order books aren’t open yet, so it’s unclear how many will actually convert to buyers.
Driving
Just a quick look at the Ioniq 6 N’s specifications is enough to tell you 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 about much more than a quick launch from a standstill.
Of course, that’s not to say this car isn’t insanely fast off the line. It is. According to Hyundai, the Ioniq 6 N can sprint to 100 km/h in just 3.2 seconds with N Grin Boost activated, which boosts peak power 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 of 3.2 seconds, while the 60-120 km/h sprint takes just 2.45 seconds.
While it would be easy to dismiss these figures given how many quick EVs are on the market now, it’s worth remembering that such performance was once the exclusive domain of high-end supercars costing half a million dollars, not a practical four-door sedan that costs a fraction of that and roughly a third of what a Porsche Taycan Turbo costs.
Fitted with standard Pirelli P Zero Elect tires, but with P Zero Corsa rubber for our track sessions, the car simply bites into the asphalt, providing relentless, ruthless acceleration.
No electric sedan should drive like this
More than the acceleration, however, it’s the Ioniq 6 N’s handling and overall driving dynamics that stand out.
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 shift from 95-percent front bias to 95-percent rear bias. However, to get the 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. For several laps, I kept the car’s power distribution in 50-50 mode with ESC in sport mode and was delighted by how elegantly 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 combines wonderfully with excellent steering feel, despite it being an electrically assisted system. What’s particularly impressive is that the steering provides as much feedback as Hyundai’s internal combustion N models. There are no issues determining the limits of grip, whether through the front or rear axle.
Admittedly, the overall size of the Ioniq 6 N and its weight mean that both the road-going 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 were dated 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 satisfying shove in the back and torque changes like an ICE car. Whereas the Ioniq 5 N had seven fake gears, the Ioniq 6 N has eight. With 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 EV software mimic real gear shifts? However, the Hyundai engineering team that developed the eight-speed dual-clutch gearbox for N also developed this system, and it’s almost indistinguishable from a conventional 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 system includes three modes: Ignition, Evolution, and Supersonic, though all three have been revised. Whereas the Ioniq 5 N 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 exhaust of an i30 N. However, the Active Sound+ system doesn’t replicate the sound of a turbo four-cylinder as well as e-Shift imitates a real dual-clutch gearbox.
Road manners
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 that the Ioniq 6 N isn’t as efficient as the standard model. On the road, it will average around 19 kWh/100 km, which is acceptable. However, start driving in a sportier manner, and that figure will quickly climb into the 20s. On the track, when 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 for the Ioniq 6 N’s road manners is how well it rides. The new and improved suspension works wonders, brilliantly absorbing bumps in its softest setting while still providing a sporty feel. Crank the settings up to one of the more aggressive modes, and it’s much less harsh than an 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 get them to overheat on the road. They provide immense grip and excellent feedback about the limits of adhesion. As on the track, there is no other electric car that feels quite like this on the road. Dynamically, the car is almost flawless, and it’s certainly more capable than the Ioniq 5 N.
Perhaps the brake feel isn’t as pleasant as in some other sports cars, but that’s nitpicking. One thing is for sure: there’s no noticeable transition from regenerative to friction braking, which is a hallmark of other Hyundai Group EVs.
Verdict
Car manufacturers have struggled to develop and build electric cars that touch the hearts of driving enthusiasts. Generally, 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 inception over ten years ago. It’s expensive for a Hyundai, but cheap compared to a Porsche Taycan or Audi RS e-tron GT, and provides emotions that neither of those two can deliver. As we enter a world where high-performance EVs are becoming increasingly common, it’s good 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 electric car. It’s an attempt to redefine the very concept of a “driver’s car” for the electric age. Hyundai’s engineers consciously made compromises in efficiency and range to create the most thrilling driving experience possible. The sound and gear shift 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 sort 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.
