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The strange new Hyundai RN22e concept is a preview of what to expect from the company’s forthcoming performance EVs, the first of which is the Hyundai Ioniq 5 N.
Hyundai hasn’t officially announced a production Ioniq 6 N, but the prototype looks a lot like a N variant of the upcoming Ioniq 6 with more openly track-focused features.
However, Till Wartenberg, vice-president of N brand management and motorsport, affirmed that the Ioniq 5 N, the car’s performance variant, will be available in 2019.
Hyundai refers to the RN series as “rolling lab ideas.” They serve as testing grounds for cutting-edge technical and design concepts rather than as previews of impending models.
The RN22e is the successor of the RM20e and RM19, which used Hyundai Veloster bodyshells to construct mid-engined and electric drivetrains, respectively.
The RN22e, which takes the previously presented Ioniq 6 saloon and gives it a more aggressive stance by adding deeper air dams, diffusers, a new spoiler, larger wheels, and wider arches, is the closest RN has been to a potential production vehicle so far.
The device’s design better assesses interest in a model like the Ioniq 6 N than it does to confirm it.
Mechanically, it will be on pace to develop novel techniques to provide engagement to electric performance cars rather of having them feel like faster versions of regular EVs.
During the car’s launch, Hyundai acknowledged the challenges in achieving this distinction. As a consequence, the RN22e researches ways to lighten cars, compensate for engine noise, and reinforce EVs to survive extended track driving.
The RN22e’s torque-vectoring capabilities are its major weapon in its dynamic arsenal. Despite having just one engine on each axle, unlike cars such as the Audi E-tron S and the Hummer EV, it manages to overload the outside driven wheels by deploying a clutch pack.
Wartenberg noted that the N brand’s sub-configurability is becoming a fundamental asset. The RN22e’s two motors, which offer the same 577 horsepower and 548 pound-feet of torque as the equivalent Kia EV6 GT, are put to good use by the N division, which allows the driver to choose the torque distribution between the front and rear axles. Until now, every other EV handled this automatically or with a predetermined split.
A circumstance like this should offer a driver’s EV with some much-needed predictable enjoyment. A drift mode, which will be available in the Ioniq 5 N next year, is the ultimate embodiment of the union of torque vectoring and variable torque split.
Hyundai claims that the unique track car will top out at more than 155 mph. The EV6 GT, which is taller, less agile, and clearly heavier, has a top speed of 161 mph.
The test bench is being used to research improved EV braking. Because of the weight of the battery pack, an EV’s disc brakes normally do not encounter much stress when driving owing to regenerative braking. However, persistent harsh braking on a track may quickly exhaust an EV’s braking capability. As a result, Hyundai is experimenting with a 400mm hybrid-metal disc.
Regenerative braking is used to affect the car’s spin towards the turn while also regulating yaw.
The RN22 pipes sounds via a pair of exterior units in addition to internal speakers to give the vehicle a particular sound signature.
The motor control software may be able to simulate the jolt of gear changes, bringing synthetic homages to piston-engined sports cars even farther.
