► Hyundai’s N boss teases the future of the RN24
► It’ll become a ‘smaller, C-seg’ performance car
► Less focus on power, more on lightness and agility
Hyundai has a habit of making production cars out of its prototypes. The Concept 45 faithfully evolved into the Ioniq 5, while the RN22e set the blueprint for the new Ioniq 6 N. But the RN24, a Frankenstein’s monster of scaffolding and horsepower, described by the firm’s own engineers as a ‘Rolling Lab,’ couldn’t possibly preview a new electric performance car. Could it?
I certainly thought as much – and I couldn’t have been more wrong. At the UK launch for the new Ioniq 6 N, Joon Park, vice president of Hyundai’s N division, told me he has plans to turn it in into a ‘smaller, C-seg’ performance car. Probably a hot hatch, by the sound of it.
The aim of the project is to create a more compact electric performance car that capitalises on all the learnings from the Ioniq 5 N and Ioniq 6 N, but which offers better controllability, sharper handling and even more fun. Plus, rather than piling extra power into the RN22 to make it more exciting, Joon says he’ll strip weight out.
Joon explained: ‘The physical weight itself should be reduced to have much more fun in the future. So, for example, that’s one of the reasons that we want to have a smaller car – not the big car like, you know, SUVs or something.
‘We’re going to have a newer generation of our electric platform. And then, we have a newer technology on our electric platform. For the high performance [cars], we want to have a lighter one. I’m not talking about the power. Power itself can stay as it is, because, you know, if we are just increasing the power only, it does not make a fun car.
‘So, one of the things that we talk internally is that if we have money, and if we have effort, and if we have limited resources, that we would like to rather refine this current level of power to have much more fun. Because easily we can increase the power. But at the end, power is not everything without control.’
‘RN24 exemplifies Hyundai N’s commitment to advancing electric motorsport technology by prioritizing the driving experience rather than spec numbers,’ said Joon. ‘This Rolling Lab proves that there remains untapped potential for high-performance EVs and with new technologies ahead, there is much to look forward to.’
The RN24 is based on a cut-down version of the E-GMP architecture you’ll find under the Ioniq 5 N. It features the same 641bhp dual-motor powertrain, but the suspension has been peppered with upgrades pilfered from Hyundai’s WRC exploits. Oh, and it weighs just 1880kg (which is nothing for an EV) and can get from 0–62mph in less than 3.4 seconds.
I’ll canter through some more of the upgrades. There are rally-spec dampers, stiffer subframes and a WRC-spec Powertrain Drive Control logic system that offers greater customisation. Drivers can adjust acceleration sensitivity, brake regen severity and the power spilt between the two axles. There’s even a rally mode that optimises the power delivery for chucking rocks at spectators on a special stage.
Cooling has also been improved, while the steering response has been sharpened compared to the Ioniq 5 N’s to improve the go-kart feel. There’s also an e-handbrake that uses regenerative braking to lock the rear wheels and initiate a slide. This has the added benefit of reducing weight compared to a conventional one.
Finally, Hyundai engineers have also included two side-speakers and the Ioniq 5 N’s Active Sound+ set up, so it’ll generate the same sounds as the electric SUV – before amplifying them through a rear apron that acts like a soundbox.
But the biggest change is the wheelbase. Hyundai cut 340mm out of the middle of the Ioniq 5 N, bringing the RN24’s wheelbase down to just 2660mm. Incidentally, that’s a similar size to the i20 N WRC car – and it puts the RN24 slap-bang in the middle of B-segment. Somehow, though, Hyundai has managed to reconfigure the Ioniq 5 N’s battery within the space and retain the same 84kWh capacity.
All this is encouraging for the production car, although Joon and his team still feel limited by the technology of their time. He wants the next big improvement in battery technology so he can hack more weight out of the car – and he’s ready to adapt when it arrives.
‘With the current technology and current models that we are doing, this is the current state of art technology that we are having. But at some point, when we have a little bit more substance – a better component out there that we could make for the future as an advanced technology, then it’s the way we need to go.’
It’s all eyes on Hyundai again, then. And for good reason. It’s set out its stall as the brand that going to save the world’s petrolheads from the era of hydrocarbon prohibition. I wish it nothing but the very best of luck.
Luke is the Deputy Editor of our sister site Parkers, but he spends plenty of time writing news, reviews and features for CAR. He's been a motoring journalist since 2018, learning his craft on the Auto Express news desk before joining the Parkers/CAR team in 2022. When he isn't yoked to his laptop, he's tearing his hair out over his classic Mini restoration project or pinballing around the country attending heavy metal gigs.
By Luke Wilkinson
Deputy Editor of Parkers. Unhealthy obsession with classic Minis and old Alfas. Impenetrable Cumbrian accent
