The most important weapon in the RN22e’s dynamic armoury is its torque-vectoring capacity. Despite the fact that it has only one motor on every axle (compared with vehicles this sort of as the Audi E-tron S and Hummer EV), it achieves the result of overpowering the outside pushed wheels using a clutch pack.
Wartenberg stressed that configurability is turning into a key tenet of the N sub-manufacturer. The RN22e has two motors that give it four-wheel drive (offering up the very same 577bhp and 548lb ft as the connected Kia EV6 GT), which the N division is placing to great use by allowing the driver opt for the torque split in between the entrance and the rear axle. Every other EV so considerably has either managed this quickly or had a preset break up.
These a environment should inject some a lot-needed predictable playfulness into a driver’s EV. The supreme expression of the blend of torque-vectoring and a variable torque split is a drift method, a function which will be current in following year’s Ioniq 5 N.
Hyundai promises the a single-off observe vehicle will top rated out at north of 155mph. The EV6 GT – taller, considerably less slippery and no doubt weightier – can crack 161mph.
The exam bed also serves to explore improved braking for EVs. Though regenerative braking indicates that EVs’ disc brakes are likely not to occur less than a lot of tension on the road, the bodyweight of the battery pack can lead to an EV to operate out of braking ability fairly quickly under repeated significant stress on a track. Hyundai is hence experimenting with a 400mm hybrid-steel disc.