This new EV sedan is here to change perspectives
2024 Hyundai Ioniq 6 review with The Road Beat
Words and pictures by Mitchell Weitzman
This is not my first try at testing an Ioniq 6; The prior attempt lasted only but a weekend, as the center screen was completely inoperable and it went away for a fix. This second try was much more successful, if not without the occasional quirk, but what we should be focused on is what this car represents to the entire industry: our possible future. EVs have become increasingly mainstream in recent years, but most are all in the shape of practical crossovers. For those wanting an entirely electric sedan, your sole choice was Tesla's Model 3. Now, a rival has arrived from the Korean brand that has done wonders to change its image this past decade. With so many betting on a future powered by electricity, this Ioniq 6 and the promises it brings could stand as the turning point in Hyundai's hereafter, and the future of the mainstream appeal of the EV and sedans in general.
Unfortunately, my most telling test whether this EV succeeds was compromised by weather that never reached over 45-degrees Fahrenheit, or about 7-degrees C for those in other parts of the world. You don't need to be a scientist to know batteries are not as efficient in cold temperatures, never mind the simple fact that I had the heater on high on every journey, which is known to be very unfriendly towards your range. Despite these influential obstacles, this 320 HP Ioniq 6 Limited AWD dual motor (with large 20" wheels no less) still achieved an average efficiency of 2.8 miles per kWh. Not bad for the temps given and considering this is also the most inefficient version of this model possible. For those seeking maximum range and efficiency, a RWD version will be most the desirable. With 77 kWh of possible storage, expected range can be estimated at 215 miles, which is some ways short of the 270 miles estimated on the window sticker by the ever-so-truthful EPA. Still, it was cold as already discussed, and the range during more hospitable climates would likely yield more impressive results.
Another contributing factor to the Ioniq 6's promised efficiency is the low drag coefficient of just 0.21, which makes it extremely slippery and understandably quiet at freeway speeds. I can't hide the fact though that given this low drag shape, I still hoped for higher range even with the tough climate faced during testing. I'd love to try a RWD model in the spring or summer to see just how far one can go.
When it comes time to charge, the Ioniq 6 (like its Ioniq 5 sibling) can take advantage of 350 KW chargers for conveniently speedy electric replenishment. If you can locate one these ultra-potent chargers, you can expect to recharge this sedan from 5-80 percent battery in just 20 minutes. Be warned that not all chargers are this capable, with many being of the 50 or 100 KW variety that will make for slower charging, not to mention the widely-reported unreliability of many charging stations. But, as it stands, this is one of most quickly charging electric cars on sale today.
When utilizing all 320 horsepower and AWD traction, this Ioniq 6 can dispatch 0-60 MPH in a scant 4.5 seconds. Acceleration does taper off slightly after, as is typical of single-speed EVs, but the rate that speed accumulates can be quite fun. The powertrain itself is conceptually smooth in delivery and operation, with none of the coarseness or unpleasantry of a cheap and boring four-cylinder combustion engine. Are there faster Teslas? Yes, but it also really doesn't matter whatsoever in the real world. This as quick to 60 as a Corvette from 2003 - isn't that quick enough?
With no combustion engine or large gearbox to house, interior room is impressively generous. Simply put, this is a really pleasant car to be inside, with a cabin roomier and more atmospheric than most other cars that are of the same 191-inch length. My 6' 2" friend had no qualms with the rear seats and even had loads of legroom, more in line with that of a Mercedes S-Class. Some disappointments include a USB Type A port front and center in the dash rather than the newer Type C variety (which seems weird in a technologically advanced car) and the need to connect your iPhone in order to use Apple CarPlay instead of simply wirelessly. The center screen is eye-catching to look at, but it's a busy mess of icons that make acclimation a chore. Also, some physical keys are present for climate controls, but not all of them, so you have to use a strange combination of both physical keys and then the digital screen for simple climate adjustments. A good example would be accessing the heated seats and heated steering wheel; Annoying, but you do get used to it.
What cab be easily complimented is the overall interior quality of this Limited example. It's not yet a properly luxury car, like a Genesis G80 from its sister brand, but this is a nice car without any of the cheapness usually associated with Hyundais of old. I also like the cool textures on the door panels, and with the window switches being placed in the center, that means the doors look more streamlined and sculpted. As mentioned previously, it's also very quiet with no engine noise and a pronounced lack of wind roar owing to the slippery shape.
This is an easy car to drive with minimal effort required on the daily. You can adjust the levels of brake regeneration so you can do one-pedal driving that's easy to predict and acclimate to. The steering is expectedly numb, but it's accurate and easy to control and place on the freeway. This is not a car that exactly begs to be driven hard, nor is too eager for cornering, but lateral grip levels are enough to make passengers wince on command. A sports sedan this is not, neither is any aspect particularly engaging besides the fun acceleration, but it's a perfectly pleasing machine to be inside of and drive on an everyday basis. Also built-in are several semi-autonomous driving systems that work surprisingly well on the highway.
Concerns? Not many. The weather meant I didn't get the most accurate representation of range, but I did wish for more despite the frigid air as a way of justifying the aero prowess. I did have many instances where, upon startup at night, the center screen and gauges were momentarily bright, blinding white before going to their automatic dark mode, which was annoying. The wipers also behaved intermittently badly, one time refusing to wipe off the brief amount of snow that fell at one point (even though they were in automatic mode), and then when they resumed working, they went absolutely haywire at full speed for a minute even after the windshield was cleared. That was just once, but it's still not without the occasional quirk or annoyance.
What could be harder to explain is the $58,425 asking price for this top-tier model. That's not unreasonable for the equipment onboard, but it doesn't sound all that attractive at first glance, and possibly even alarming for a Hyundai. Another issue is the Hyundai Ioniq 5 hatchback, a mostly identical sibling with a cool 1980s Lancia-tribute design that is arguably more attractive and practical. Truth is, not everyone will be sold on the looks of the Ioniq 6. While certainly better looking than a Tesla Model 3, it's a shape that some might not be too fond of and can look odd from certain angles. Unless you need the AWD traction (depending where you live and what weather you endure), I think a RWD model makes the most sense to maximize efficiency.
Do I like the Ioniq 6? Yes. The fresh and funky design appeals to me just for being different, and it's enjoyable and hospitable to be in and drive. It signals both a strong future for Hyundai and as an exciting innovation for electric vehicles to follow.
2024 Hyundai Ioniq 6
Price as-tested: $58,425
Pros: Unique looks and spacious cabin; Fast charging
Cons: Not that efficient despite aerodynamic shape
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