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Hyundai RN22e (Ioniq 6 N) review: Track test

What impresses you immediately about Hyundai’s RN22e The concept of a ‘rolling lab’ is more about its sheer size than anything else.

Spanning nearly 5.0 meters and nearly 2.0 meters wide, this fully tilted, ground-hugging EV is a massive, high-performance version of the brand’s upcoming electric model. ioniq 6 all-electric sedan.

It’s also not the first time we’ve seen this prototype in action. Earlier this year at Hyundai’s Namyang demonstration facility in South Korea, we saw it testing, while just a few months ago auto expert Paul Maris also drove it in Germany (video below) after learning relatively deeply about technology.

However, this is the Australian’s first lap and what better lap than The Bend in South Australia (Western Circuit) to get the RN22e past its paces, but just over four laps.

The reward is N-guru and chief architect of the N sub-brand, Albert Biermann, along with Till Wartenberg; Vice President N Brands and Motorsport, was also present at The Bend to provide more details on this unique EV.

This is a hugely important prototype for Hyundai, as the automaker accelerates its transition from building internal combustion-engine cars to battery-powered vehicles, including the badge-mounted N models. high performance.

Interestingly, while Till Wartenberg is adamant, their ‘N division will continue to build more affordable ICE versions of the i30 Sedan N (Elantra in other markets) into the next generation with endless A number of fans already own such cars, the move to genuine N high-performance electric car has been well underway with much anticipation. ionq 5 N – scheduled to launch in late 2023.

And, while no one at Hyundai has confirmed or denied that the Ioniq 6 N is in production, it’s fairly certain that it will be the second all-electric performance car built on the E-GMP platform. will follow its Ioniq 5 N crossover brother – right down to the dual motor, 77.4 kWh battery setup.

Even with the move to full electrification, the Hyundai N pursues its original brand statement of ‘Never just drive’ and the three pillars of the performance branch: corners; the ability to race straight out of the box; and sports cars every day.

CLOCK: Paul drives the RN22e in Germany!

That spell and those pillars remain the foundation for the continued development of the RN22e and indeed the upcoming Ioniq 5 N, which is still a few months away from final registration before going into production. mass export.

Indeed, as a ‘rotating lab’, it tests a range of new performance-enhancing technologies exclusively for its electric vehicles; such as torque vectoring by means of a dual clutch and 3D printed parts that both reduce weight and maintain chassis rigidity just for the sake of ‘corner carving’.

When it comes to race-ready capability, the RN22e focuses on advanced cooling solutions and braking performance to keep laps on track. In addition, the car is testing a regenerative braking system that controls deflection and load during cornering.

And while there are plenty of naysayers willing to portray electric cars as the beginning of the end of performance cars, at least in terms of an emotional driving experience, the RN22e is also a test bed for N Sound+ – a technology that creates a selection of artificial sounds that reflect different characters or moods through both the external and internal speakers.

One of the most exciting features being developed on the RN22e is a virtual transmission called N e-shift, which simulates paddle shifters on the current ICE-powered Hyundai N equipped with a clutch transmission. dual, by combining the vibrations and shifting feel with the N+ Sound.

how much Hyundai RN22e (Ioniq 6 N) Price?

There’s still a lot of tweaking to do before Hyundai signs the unconfirmed Ioniq 5 N or Ioniq 6 N.

Because we already know the sister brand Kia EV6 GT the rocket ship will wear a price tag of around $100,000, buyers will have to pay more for the track-ready Ioniq 5 N when it launches locally in late 2023.

That’s big money for Korean brands, especially with Performance Tesla Model Y – which Hyundai has used as the performance benchmark for the Ioniq 5 N – starts at $96,700 plus on-road costs in Australia.

what Hyundai RN22e (Ioniq 6 N) how is the inside?

While the dual monitors and even the instrument body look like they’ve been lifted straight out of the Ioniq 6, the RN22e is set up specifically for fast-paced tracking work.

The concept’s cabin combines features like a safety cage, racing bucket seats with straps and the same detachable Alcantara steering wheel you’d find in race cars complete with paddle shifters.

However, it won’t be long before we start seeing interior photos of the upcoming Hyundai Ioniq 5 N, which will certainly provide a window into what we might see in the N version of the Ioniq. 6.

What’s under the bonnet?

Like any high-performance EV, the Hyundai RN22e uses two electric motors – one on the front axle and one at the rear.

The front motor generates 160kW while the rear generates 270kW. Combined, they create 430kW power and 740Nm of torque.

Battery pack provided 77.4kWh 400V/800V charging architecture and capacity for high speed DC charging, AC charging and V2L functionality.

It has the ability to hit 260km/h – faster than BMW flagship iX M60 (250km/h) – thanks to the car’s electric motor has a higher maximum rpm. Hyundai increased the limit from 15,000 rpm to more than 20,000 rpm.

Cooling is a big deal for electric motors spinning at such high speeds, and that’s an area where Hyundai has worked tirelessly with the RN22e. It’s not only the spacious cooling ducts and intakes that are visible on the car, some of which have already appeared on the Ioniq 5 N, but overall thermal management has been significantly improved.

Tested at the 20.8km Nürburgring Nordschleife, the RN22e was barely able to run a lap in early development, while Albert Biermann says it is now capable of completing almost three laps at race speed. . That’s impressive.

How to Hyundai RN22e (Ioniq 6 N) drive?

Even just sitting in the pit lane at The Bend Motorsport Park in South Australia, it’s a scary car, the RN22. It’s huge in every way, with intakes everywhere and a large rear spoiler for the trunk.

There’s a low hum when the car is idling inside and out, but you can’t tell where it’s coming from – it seems to go all over the place with a faint, louder boom as you leave and on the right track.

We are on the West Circuit – a 3.41km track that includes the entire straight line with 12 corners. This is a relatively easy course to learn and no technique comes close to the longer and more demanding East Circuit.

Please note, I have just driven over 40 laps on various Hyundai N vehicles; including the lightweight and manual-only i20 N, plus a few i30 Ns including the latest limited edition Drive-N – my all-time favorite new hatch – so I have confidence able to bring the prototype here at remarkable speed without having to worry about the fact that there are only two in the world.

We have a total of four laps, so two flight and one cooldown, the first two in standard EV mode and the last two using simulated N electronic gearshifts via the paddles.

The problem is like this; with Hyundai’s hugely successful N-Fest going on in full swing on the same track, we got some traffic, but even though we were able to pass other drivers they weren’t allowed surpass EVs. That’s a rule that hasn’t always been followed, and it’s one of only two R22e prototypes still in existence.

The feeling behind the wheel is very good and it is easy to find a comfortable driving position. It’s also fast when you put the boot in, but not like Porsche Taycan Turbo WILL we tested here a few years ago.

I just thought it would be faster when you put the hammer down properly, but again, the Taycan produces up to 560kW of power and 1050Nm of torque and can accelerate from 0-100km/h in 2,468 seconds. But it’s also potentially three times the price of an Ioniq 5 N or an Ioniq 6 N, and we know the N car isn’t just about speed. Engraved corners and driving feel is what the N brand is all about.

Still, the RN22e is an easy car to drive at speeds and through corners, while nothing short of intimidating as it looks. You can pass a well-controlled i30N at will, but it’s still not an experience too concerning for me.

The brakes, though, are better. I’m hitting the 400mm hybrid stopper at 180m and it’s too early for this – there’s a lot of recuperation at work here when you hit the gas which eliminates speed.

Next time I move the brake point to just 150 meters while traveling at more than 200 km/h and even that feels a bit premature, but it’s a big and heavy machine that weighs about 2,700 pounds, 2 tons. You can also feel the weight shift when cornering, so it’s easy to run wide and skid the top if you brake hard.

However, the steering is nice and precise with a good weight. I could have pushed a little harder, but the engineer riding the shotgun seemed content to not be a passenger in another tank collision I witnessed earlier with a driver. is different. It’s one of only two examples in the world, after all, so you won’t want to leave it out.

In the third lap, he motioned for me to pull both levers simultaneously to activate the electronic N-shift system. This is what I find most appealing and unique to Hyundai to date that I know of.

It feels and sounds like you’re actually going through gears, all the way to the red line; but instead of running all the revs and hitting the rev limiter, it just ran out of steam. According to Biermann, that will be remedied.

“We’re still working on that, but yes, any simulated gearshift will include the noise and feel when the rev limit is reached, like when you get in one of the ICE N cars with Our DCT,” he said.

Aside from that functionality, it’s as realistic as if you were shifting gears in an ICE vehicle and therefore more enjoyable to drive than in standard EV mode with no paddle shifters. Still, there’s still not enough sonic character to excite – at least when you’re on the go – like BMW has developed for i4 M50 and iX M60 model, managed to be emotionally appealing to the driver.

No doubt that will come soon and one of the exciting features of the Ioniq 5 N in the months of development time remaining with the RN22e. In fact, Biermann has said that drivers will not only be able to choose between several sets of audio characters, but will also be able to create and create their own set of sounds, or even download new sounds’ via network’.

CarExpert joins Hyundai RN22e (Ioniq 6 N)

Unfortunately, four laps isn’t nearly enough time behind the wheel to get the hang of the RN22e.

Still, that’s more than enough to suggest that Hyundai knows how to create a high-performance EV that’s capable of delivering the same emotional appeal as the affordable, internal-combustion-engined N series. Ready for the current race track.

Obviously there’s still a lot of work to be done to bring it all together in the electric vehicle space, but given how close they are to the RN22e, we can’t wait to get behind the wheel of the Ioniq 5 N and Ioniq 6 N coming soon.

If the concept is anything to go by, they’ll likely be successful with electric N cars first.

Click image for full gallery

THAN: 2023 Hyundai Ioniq 5 N teased
THAN: Hyundai RN22e revealed




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