Apart from the car itself, one of the biggest surprises at the Hyundai IONIQ 6N launch was when a Hyundai spokesperson told Corporate Car that fleet and corporate business accounted for 45% of UK IONIQ 5N sales.

So, we know Hyundai’s ‘N’ performance EVs are popular with fleet and corporate customers. But now its second model is available in the UK – the IONIQ 6N – which one should you go for? We’ve had the chance to drive them back to back to give our view.

Performance and Drive

We drove the IONIQ 5N first, which proved a welcome catch-up with a model we first drove over two years ago.

The 5N has a twin-motor set-up, with the front motor producing 223hp and the rear developing 378hp, equalling 601hp – or up to 641hp for 10-second intervals. There’s also a massive 770Nm of torque.

That’s a lot of power, and thankfully the 5N gets new axles to deal with it, plus an electronically controlled limited-slip differential.

To make the most of the 641hp, Hyundai has included six driving modes, plus an overboost function, all available via the buttons on the busy three-spoke sports steering wheel.

Want to make these driving modes even more your own? Two are customisable, allowing the weight of the steering, motor response, damper stiffness, differential-lock sensitivity and stability control to be adjusted to your preference.

As if this isn’t enough choice, the driver can also choose whether to have the convincing fake engine noise on, where the equally convincing faux gearshift points are, and even how the head-up display looks.

On the move, the 5N’s fake engine sound remains convincing, although it’s best in manual mode with the paddles. It tends to drone in ‘Normal’ mode and full-auto mode. Combine the fake engine noise with the fake gearshift, and the 5N is even more impressive – so much so that we forgot it was an EV. The illusion gets even better in the spicier custom driving modes.

With 0-62mph acceleration in just 2.3 seconds and over 600hp, the 5N is incredibly fast right from the off. But it’s not just about performance – the 5N’s keen dynamics are just as impressive.

Firstly, there’s the steering, which despite this model’s height and bulk, is impressively pointy and well weighted. Then there’s the handling, which is virtually roll-free, with breathtaking damping and balance that disguises its two-tonne weight admirably.

Then, when you need to stop, the N-Tuned brakes natural, progressive feel.

The only flies in the ointment are the hard-edged feel to the low-speed ride, and the steering rack which is short, makes low speed manoeuvres more of an issue than the standard IONIQ 5, oh and the EV range.

Hyundai claims the 5N has a 278-mile range, which seems believable if you don’t use all the performance. But, as long as UK speed limits are adhered to, why would you do that? Use the performance and the range drops closer to 200 miles, which we still don’t think is bad considering the performance. It also has the same 800V charging architecture as the standard car, so a 10-80% charge takes just 20 minutes.

Next up was the IONIQ 6N, which shares the same powertrain – the same twin-motor set-up and performance from the front and rear motors, totalling the same 641hp. However, its lower, more aerodynamic styling means it’s 0.2 seconds faster to 62mph (3.2 seconds!) than the 5N.

Around town and at low speeds, it’s hard to believe the 6N has 641hp. Just like the 5N, this Hyundai EV is very easy to drive, but where it scores over the ‘5’ is the extra quality to the damping. Yes, it’s still firm, but it’s more comfortable and less unforgiving, while the new active suspension tech seems more capable of dealing with different road conditions – yet it still feels as sharp.

Out of town, the performance is best described as linear but explosive. It is hard to resist pressing the right ‘N’ button on the busy multifunction steering wheel. This activates one of these N models’ party pieces – the synthetic engine noise. On top of this, the chunky regen paddles can make gear changes, with drivers controlling a virtual 8,000rpm and eight gears.

As with the 5N, the gearbox fakery works brilliantly, although it seems a bit more muted than in the 5N. Still, the up- and downshifts seem even quicker, with punches of torque on the way up and pops on the way down, convincing enough to make you believe there’s an actual gearbox and engine.

The 6N’s slipperier shape means it cuts through the air more cleanly, increasing the range to 302 miles. However, like the 5N, if you use the performance – which we’re sure you will! – it drops to around 240 miles. That’s slightly more usable than the 5N and, considering its performance, pretty good.

And as it has the same 800V charging architecture as the 5N, a 10-80% charge takes the same 20 minutes.

On top of the sleeker styling, the 6N is 50kg lighter than the 5N at 2,201kg. However, despite this still considerable weight, Hyundai’s performance arm has aced the dynamics, with well-weighted and pointy steering, excellent body control and plenty of grip.

The 6N’s brakes, like the 5N’s, have plenty of feel.

So which is the best electric ‘N’ model to drive and own? In our opinion, the 6N is the better car, with its more comfortable ride making it easier to live with while still offering the same keen driving experience. Putting a practical hat on, the 6N is also lighter and more efficient, which should make it marginally cheaper to run.

Putting a practical hat on, and the 6N is also lighter and more efficient, which should prove marginally cheaper to run.

Design and interior

The IONIQ 5N’s Lancia Delta-like hatchback body is stiffened with 42 extra welds and 2.1 metres of structural adhesive. This is on top of further stiffening of the battery, motor mounts and steering mounting, while the front and rear subframes have also been upgraded.

You won’t miss the IONIQ 5N from the outside, either. The chunkier N body additions and 21in alloy wheels suit this distinctive large hatch.

Inside, the standard IONIQ 5 is known for its interior space and practicality, and this is generally unchanged with the ‘N’ version – apart from a slightly smaller 480-litre boot.

Key interior changes include the comfortable and supportive one-piece sports seats, which we wish were mounted a little lower, a new three-spoke multifunction steering wheel and sporty pedals.

Both the IONIQ 5N and 6N have the same slim dual-screen layout, made up of two 12.3-inch high-definition displays – one for the infotainment system and the other for the instruments. It’s logical and easy to use, with wireless Android Auto and Apple CarPlay compatibility, navigation and a 10-speaker Bose sound system.

Hyundai, it seems, has gone more extreme with the 6N’s exterior styling. At the front, the swept-back headlights have been replaced by LED positioning lights, with the main headlights hidden in the corners of the more aggressive front air dam. At the side, there are polished black skirts and lighter matt-black 20in alloy wheels, while at the back there’s a chunkier rear bumper and full-width rear wing.

In its gloss-black paint finish, our 6N test car certainly looked more aggressive, and attracted more attention than the 5N.

Moving to the 6N’s interior, there’s the same calm and cocooned feel as the standard IONIQ 6. So, think the same spacious, relaxing and tech-focused environment. However, like the 5N, the look and feel is made sportier with dark plastics and trim, plus blue highlights such as the steering wheel stitching.

The 6N also gets the same one-piece front sports seats, which support in all the right places – but, in our opinion, are also mounted just a touch too high for the perfect driving position.

Move to the back of the 6N and the legroom impresses – just like the standard car. However, the curvy rear styling compromises headroom for taller passengers, while the restricted boot opening is a result of the sculpted shape. The 401-litre boot seems practical, but the ‘N’ has an extra brace bar that hinders its usefulness.

How could Hyundai improve on the already excellent IONIQ 5N, we asked ourselves when we drove that car? Well, they have, and the IONIQ 6N is the result.

It does this, we think, by being more usable day-to-day, thanks to the softer suspension tune. Don’t go thinking this Hyundai has gone soft, as the clever new tech means it feels more polished while remaining sharp. This, along with the slicker reproduction gearshifts and more realistic engine noises, makes this the best performance EV on sale, in our opinion.

It is also lighter and more efficient than the 5N, so should be a little cheaper to run.

It isn’t perfect, however. Despite being surprisingly efficient when not using all of its performance, the range and efficiency quickly drop off when you do.

Neither the IONIQ 5, or 6N are cars you’ll get into and instantly get the best out of. They’re so customisable that it will take time to find the settings that work best for each driver.

Also, the N Drift Optimiser, fitted to both models, does exactly what it says, but is only useful on track and if buyers have shares in Pirelli.

Finally, that rear spoiler adds welcome aggression, but we’re not convinced the IONIQ 6’s ’N’ makeover has been as successful as the ‘5.’ 

Positive: Keen handling, amazing performance, fast charging.

Negative: Range suffers if you use the performance, N Drift Optimiser only useful on track, tight rear headroom.

Standard equipment: Part-leather trim, tinted windows, ambient lighting, sliding centre console, two 12.3in dashboard displays, 20in alloy wheels, flush door handles, body-coloured door mirrors, rear-view camera.

Hyundai IONIQ 5N 84kWh

Hyundai IONIQ 6N 84kWh