Hyundai Ioniq 6 N Review & Prices

Hyundai is no stranger to a high-performance electric car, and the Ioniq 6 N is a big, posh and rapid super-saloon that follows on the heels of the hilarious Ioniq 5 N SUV. It’s spacious enough and well-laid out inside, but some fiddly controls and limited boot space dull its shine a little.

Driving the Ioniq 6 N is a bit like playing Gran Turismo at home, You have access to an outrageous amount of performance at your fingertips, yet unlike some bonafide supercars, the Hyundai is perfectly comfortable as part of your day-to-day life. The simulated gearshifts and engine sounds only add to the experience.

The Ioniq 6 N isn’t the only option if you’re after a speedy electric saloon car, with the BMW i4 M60, Mercedes-AMG CLA 45 Electric, Tesla Model 3 Performance, Polestar 2 Performance and MG IM5 Performance (there’s a theme here) to consider, too.

Hyundai Ioniq 6 N: electric range, battery and charging data

Range: 302 miles
Efficiency: 3.6mi/kWh
Battery size: 84kWh
Max charge speed: 350kW
Charge time AC: 7hrs, 10–100%, 11kW
Charge time DC: 18mins, 10–80%, 350kW
Charge port location: Right side, rear
Power output: 609hp (641hp with N Grin Boost)

None of the above look quite as racy as the Hyundai, though. Sure, the Tesla has some deep bumpers, the Polestar has some shiny brakes and the Mercedes-AMG comes on fancy wheels, but the Ioniq 6 N’s body kit and whopping great rear wing all look outrageous - in a very good way. The streamlined body shape still isn’t for everybody, but the N-specific treatment is excellent in a childish sort of way.

Don’t think the interior hasn’t avoided a bonk from the N-stick, because this sporty model is pretty far removed from the standard Ioniq 6 inside. Sure, the dashboard with its two-in-one displays and blade-like design are the same, but the wider centre console, bucket seats and lashing of Alcantara mean the Ioniq 6 N feels very purposeful.

Interior space is fine, with a touch more storage space than the regular model, but the sloping roofline means the Hyundai suffers from less rear headroom than a Mercedes CLA or Tesla Model 3. The 401-litre boot is large enough for most, but again it’s down on the Tesla Model 3, while the extra chassis bracing against the seat backs gets in the way when folding the seats down or trying to load in long items.

The Ioniq 6 N’s mechanical components are nearly identical to the Ioniq 5 N, which means it has an 84kWh battery between the wheels. This supplies a motor at both ends for all-wheel drive and a whopping 609hp - or 641hp at the press of the rather hilariously labelled ‘NGB’ (for N Grin Boost) button. Hyundai claims 309 miles of range to a charge, but we only managed 243 in our testing.

Similarities to the regular Ioniq 6 end once you get behind the wheel, by and large. Around town the Ioniq 6 N’s sports suspension means you get a little shaken about by rough roads, but steering is still light enough for tight manoeuvres. There’s a bit of road noise from the steam roller-esque tyres on the motorway, but it’s worth it for the sheer amount of grip, composure and fun the Hyundai provides on a twisty road.

Verdict

The Hyundai Ioniq 6 N is a fantastic example of a car with two identities - yet it isn’t really compromised by either. A BMW i4 M50 is posher, but doesn’t feel as sporty, while the Ioniq 6 N isn’t much harder to live with than the regular version. It’s a fabulous all-rounder, if you can hack the boy-racer styling, that is.

You can check out the best Hyundai Ioniq 6 N deals, search for a great Ioniq 6 N lease deal or a used Ionic 6 N through our trusted dealer network. You can browse used Hyundais for sale here, and remember when the time comes to change your car, Carwow can help you sell your old one too.

The Hyundai Ioniq 6 N starts at just under £66,000, putting it roughly in line with the smaller (but posher) Mercedes-AMG CLA 45 Electric, but making it cheaper than the BMW i5 M60. The Tesla Model 3 Performance, Polestar 2 Performance and MG IM5 Performance are far cheaper, that being said, even if they aren’t as capable on twisty roads - or the race track.

Beyond a range of gimmicky dealer-fit accessories, there aren’t really any options for the Ioniq 6 N, bar a glass sunroof and some non-standard paint finishes. This makes for a simple buying experience - unless you can’t decide on a colour.

It’s as easy to drive as the regular Ioniq 6, but the stiffer suspension on this means it’s less comfortable in town

In town

If it weren’t for the black Alcantara bucket seats and colour-contrast buttons, you’d be forgiven for thinking you were in a regular Ioniq 6 when pottering around town. The direct steering is still light enough not to be a burden around tight bends, it isn’t spine-shatteringly stiff on account of its high-performance suspension and - surprisingly - the enormous rear wing doesn’t actually obscure your rear visibility at all.

Alas, the chunky rear pillars do (thankfully the huge mirrors cancel this out), and while it isn’t uncomfortable, the 6 N betrays its sportiness in the way it rattles about on lumpy, bumpy roads. At least the silent motors and well-judged brakes make it easy to waft about on a gentle cruise. For maximum civility when commuting, you can turn off the 6 N's synthesis engine sounds and gearshifts, too.

On the motorway

On account of its super-slippery shape, the Ioniq 6 N is a very quiet way to travel long-distances. Granted, a touch of road noise makes its way into the cabin via those big, grippy tyres and 20-inch wheels, but the suspension settles down at motorway speeds and the sports seats are very supportive without being overly constricting.

What’s more, the Ioniq 6 N’s engine synthesiser can be turned off, so you really can waft along in near-silence should you not be in a particularly racy mood. Hyundai’s blind-spot camera pops up in the instrument display and is very handy when changing lanes, too.

On a twisty road

This is where the Ioniq 6 N feels most at home, which is surprising considering its heft and our tiny country lanes. The sharp steering and clever on-board computers mean the 6 N feels smaller on a narrow backroad than you might expect, and the sheer amount of grip on offer fills you with confidence to really pitch the big Hyundai into bends.

It’s also blisteringly fast when you step on the throttle, and unlike a lot of EVs, the simulated gear shifts and funky sound options mean the 6 N (almost) feels like a petrol-powered sports car - which is pretty much the highest compliment it can get. You can even feel it squirm a little if you dial back the safety systems, which only adds to the excitement.

The Ioniq 6 N isn’t much less practical inside than the regular car, but the boot is obstructed by some performance additions

The biggest change inside the Ioniq 6 N from the regular car is the chunkier centre console, which is an N-specific item. It may seem like a pointless addition, but it’s actually a nifty touch lifted from the Ioniq 5 N. The extra width means you can brace yourself against it when taking corners with extra enthusiasm.

Not to say that the bucket seats aren’t supportive, because they are, and they do a stellar job of keeping you in place without making your hips or shoulders feel pinched. A byproduct of the centre console is a smidge more storage than in the non-N car, but that’s a negligible difference as the large door bins and storage cubbies were already spacious.

Space in the back seats

The back seats are - again - near enough the same as the regular Ioniq 6 N. That means plenty of legroom, but the sloping roofline eats away at head space and there isn’t much under-thigh support on account of the high-set floor, filled with batteries. At least there isn’t a hump in the floor, getting in the way of the middle passengers’ feet.

Loading a child seat in can be fussy, partly because of the low roof but also because the ISOFIX points are a bit of a faff to locate.

You can’t spec the 6 N with any interior colour other than black, which is a shame, as the standard tinted glass, shallow windows and chunky front seats mean the big Hyundai is a bit claustrophobic in the back.

Boot space

The 401-litre boot is fine on paper, but nothing more than that. Not only is it down on the Polestar 2 (405 litres), Tesla Model 3 (425 litres) and BMW i4 (470 litres), but it’s fairly shallow, the boot opening is narrow and the extra chassis bracing by the seat backs pretty much renders the folding seats useless.

The 6 N also loses the regular car’s frunk, which is disappointing when the CLA 45 Electric can still carry 101 litres of cargo in its nose, as well as its high-performance motor.

It’s full of standard kit and material quality is generally high, but the Ioniq 6 N doesn’t feel as posh as its German alternatives

Black Alcantara, a chunky steering wheel and some baby blue accents (Hyundai N’s signature colour) are used to good effect in the Ioniq 6 N, because it really does look sporty and purposeful inside - even if the basic design is the same as in the regular car.

You get a pair of 12.3-inch displays set into one single unit on top of the swoopy dashboard, with bespoke, N-specific graphics. The font is easily legible, the menus are pretty straightforward to navigate and there are a pair of programmable shortcut buttons - which are handy for disabling the slightly sensitive driver assists.

It’s a shame that the screens look a little lost in their chunky display, though, as the thick black bezel surrounding them cheapens the cabin a touch. They’re pretty dark, too, and can be a bit hard to read on a sunny day.

Otherwise, material quality is high - if lagging behind the BMW i4 for overall posh factor. While real buttons would still be preferred, the touch-sensitive climate controls are still easier to use than if they were buried in the infotainment system.

The single, 84kWh battery option is good for a claimed range of 302 miles - which is around 10% down on the regular Ioniq 6, but that’s to be expected given the 6 N’s more powerful motors. Its sheer silliness also encourages you to be a bit more liberal with the accelerator.

Hyundai claims an efficiency figure of 3.6 mi/kWh, but in our real-world testing across motorways, urban driving and country lanes, we only saw 2.9mi/kWh - or 243 miles from a full battery.

The Ioniq 6 N has clever 800V electrical architecture and can top up at a rate of 350kW - if you can find a powerful enough charger. That means just 18 minutes to go from 10-80% at a DC station. AC charging from 10-100% takes around seven hours at 11kW.

Hyundai Ioniq 6 N Euro NCAP score (2022): 5/5

Adult occupant: 97%
Child occupant: 87%
Vulnerable road users: 66%
Safety assist: 90%

The Ioniq 6 N shared its score with the standard model: a five-star rating from the experts at Euro NCAP.

There’s plenty of safety kit fitted as standard, with loads of airbags, blind spot collision avoidance, forward collision avoidance, highway drive assist, lane keep and follow assists, parking collision avoidance and rear cross traffic avoidance.

It’s a shame they’re all so annoying and intrusive, but at least you can easily set one of the shortcut buttons to the safety menu to disable them.

Hyundai came 13th out of 30 brands in the 2026 Driver Power owner satisfaction survey, which isn’t a great result, but at least it’s in the top half of the table. Nonetheless, Hyundai offers a five-year, 100,000-mile warranty - impressive given the 6 N’s super high-performance nature, far surpassing any of its alternatives.