There is a school of thought that the Hyundai Ioniq 5 N will go down in history as arguably the first EV to make battery packs and electric motors enjoyable.

Here was a big, heavy EV doing things electric cars weren’t supposed to do. It drifted. It made noise. It made you giggle like an idiot. Above all else, it also managed to inject a sense of theatre back into a segment that had been labelled everything from soulless to strictly functional. “It’s a fridge on wheels, mate”.

Now, Hyundai is back at it, this time applying that same slightly unhinged thinking to the sleeker, lower-slung Hyundai Ioniq 6 N. On paper, it’s the more sensible choice — a streamlined saloon with a big boot and comfortable back seats, rather than a chunky hatch.

But spend any time with it, and it quickly becomes clear: this thing has the ultimate split personality.

Engineering the madness

To understand the 6 N, you have to look beneath the surface.

There’s a completely reworked suspension set-up, featuring Stroke Sensing Electronically Controlled dampers and a lower roll centre to improve high-speed composure. Axle stiffness has been dialled up, while the suspension itself has a broader bandwidth — meaning it can genuinely do both comfort and chaos without compromise.

Then there’s the stuff that made the 5 N such a riot. Hyundai has doubled down on its simulated tech, adding an extra ratio to its N e-Shift system — effectively mimicking an eight-speed dual-clutch gearbox — while the upgraded N Active Sound+ is more convincing than ever.

“With 650hp, 770Nm of torque and a top speed nudging 160mph, the 6 N has the numbers to back up the fake noises”

The 6 N has its own bespoke engine note, which feels coarser and less digital than the one found in the 5 N, while the sound system handles the location of the synthesised pops, crackles and bangs with greater accuracy. It genuinely does sound like the vehicle is burbling and banging from its non-existent exhaust pipes.

It shouldn’t work. But it absolutely does.

With 650hp, 770Nm of torque and a top speed nudging 160mph, the 6 N has the numbers to back up the fake noises. But the difference here is maturity. The ride, the quiet and ability to dispatch of long motorway journeys with ease is dialled up to eleven.

Dr Jekyll, meet Mr Hyde.

Sleeper mode activated

Visually, the 6 N plays it cool. Yes, there’s a swan-neck rear spoiler and a set of 20-inch forged alloys, but strip those away and you’re left with something dangerously close to a true sleeper car. It’s lower, wider and sharper than the standard Ioniq 6, but it doesn’t shout about it.

Inside, it’s a similar story. The bucket seats hold you tight when things get interesting but remain comfortable enough for long motorway slogs. The steering wheel adds a few N-specific controls, while the cabin itself is refreshingly physical — buttons everywhere.

“If you can stomach the unconventional looks, it is definitely the better, more mature car”

Too many buttons? Possibly. But after years of touchscreen overload, it’s oddly welcome.

There’s proper usability here, too. Space in the rear is generous, the boot is cavernous and, crucially, it still manages up to 291 miles of range. Thanks to its 800V architecture, it’ll also charge from 10 to 80 per cent in just 18 minutes.

The engineering team behind the car say they aimed for a 20:20 approach – so, 20 minutes of hard track driving, followed by 20 minutes of charging and then go again.

Barcelona to backroads

Threading through the chaos of Barcelona traffic, the 6 N feels… easy. In a good way.

In its softer modes, it’s quiet, comfortable and easy-going. The steering is light, the suspension smooth and there’s none of the jittery behaviour that can plague performance EVs at low speed.

But then you press the red button.

N Grin Boost — yes, really — unlocks maximum power for 10 seconds, turning the 6 N into something altogether more urgent. Head into the hills, dial up one of the custom N modes and suddenly the whole car comes alive.

“Visually, the 6 N plays it cool”

The synthetic engine note kicks in, the “gearbox” demands interaction and you find yourself chasing rev lights that don’t technically exist. And yet, it feels natural. Even when hitting that non-existent redline, which cuts power to the motor.

It’s absurd. And brilliant.

Track mode unleashed

At the race circuit, the Hyundai’s engineering endeavours make complete sense. The simulated gearbox isn’t just a gimmick — it actively shapes how you drive.

Get your ‘gears’ wrong and the system will limit torque, mimicking the behaviour of a real engine. Nail it, and you’re rewarded with a satisfying punch as each artificial shift lands.

With launch control engaged, 0–62mph disappears in 3.2 seconds, and from there it just keeps pulling. Yes, you can feel the weight under heavy braking, but the chassis control is exceptional, staying flat and composed through fast corners.

Then there’s the Drift Optimiser.

Fully adjustable and gloriously unnecessary in this iteration, it allows you to fine-tune everything from initiation to slip angle. Turn everything off, and the 6 N will happily chew through rear tyres in a haze of smoke.

This is not how EVs are supposed to behave but it manages to harness that 650hp  770Nm with ease, making even ham-fisted drivers look like they know what they are doing. But dial things back and it can be a proper monster.

And yet, when it’s all over, the 6 N settles back down.

The noise fades (when you switch it off), the suspension softens and it becomes a refined, comfortable cruiser once again. That duality is what makes it so impressive — the ability to deliver genuine track-day thrills, then quietly get on with the daily grind.

Priced from around £65,800 in the UK, it costs the same as the 5 N, yet here is a car that tangibly rides better and feels more comfortable over longer distances thanks to its revised suspension system and upgraded geometry.

If you can stomach the unconventional looks, it is definitely the better, more mature car. Even if it makes you behave like a big kid when behind the wheel.