Hyundai Ioniq 6 Review

Introduction

Electric vehicle demand is soaring, and it owes a lot to advances in battery tech. Plunging battery costs have enabled manufacturers to pack longer range into a wider choice of vehicles, and with an ever-smaller price penalty versus petrol or diesel cars. Even the most affordable models are now breaking the 200-mile barrier, and range anxiety isn’t the stumbling block it once was.

However, there’s a bigger picture to consider. With electricity costs on the rise and material supply constraints starting to kick in, the Hyundai Ioniq 6 is going against the grain of SUV-shaped EVs. Its headline-grabbing range results from a ruthless focus on efficiency instead of scaling up to a larger, heavier and more expensive battery pack.

At a Glance

Hyundai doesn’t believe in ‘Russian Doll’ model ranges, so its aerodynamically honed newcomer looks almost nothing like the Ioniq 5, despite the two cars sharing a platform. This is a deceptively large car, longer, taller and wider than key rivals such as the Tesla Model 3 and Polestar 2. Going after premium brands might sound ambitious, but the £48,000 top-spec Ioniq 5 sold out three times over within 24 hours of going on sale, so it’s not unfamiliar territory for Hyundai.

The Ioniq 6 gets similar powertrain options to its stablemate; 53kWh standard and 77.4kWh long-range battery options with a motor at the rear wheels, while the larger pack can be equipped with a second motor at the front axle, offering four-wheel drive. Most Ioniq 5s are fitted with the longer-range battery, and that’s likely to be the case here, too. 

Key Features

That distinctive teardrop silhouette was previewed as the Prophecy concept two years ago, and, with its large wheels, retracting door handles and cameras instead of mirrors, the evolution to production car hasn’t softened its visual impact. It’s so aerodynamic that engineers had to fit a larger rear spoiler to stop it from lifting off the road at high speed – the shape would otherwise behave similarly to the cross-section of an aircraft wing.

This is design with purpose. Fitted with the smaller battery and 18-inch wheels, the Ioniq 6 consumes just one kilowatt-hour of electricity every 4.5 miles, in line with the smaller Citroen e-C4. Step up to the larger pack, and single-motor versions can travel up to 382 miles on a full charge, compared to 315 for the nearest equivalent Ioniq 5. Even with the 20-inch wheels, typically favoured by UK drivers, it still offers a more-than-ample 339 miles.

The battery has a few tricks up its sleeve, too. Plugged into the fastest 350kW charge points, the Ioniq 6 can top up from 10-80% charge in 18 minutes, clawing back roughly 250 miles of range. Some variants also include power sockets in the cabin and an adaptor in the charging port, which enable electrical devices to run off the high-voltage battery. Clever stuff.

Performance & Drive

Efficiency doesn’t have to come at the expense of performance. The dual-motor version produces 325hp and reaches 62mph in 5.1 seconds, but that’s delivered with the relaxed ease of a grand tourer rather than the outright aggression of a sports saloon. Progressive pedal responses mean it isn’t jerky at low speeds, the steering feels reassuringly mechanical, and the low-mounted battery offers weight-defying agility on flowing country roads. It also rides comfortably on most surfaces, though the 20-inch wheels will occasionally thump over broken tarmac.

Hyundai’s focus on aerodynamics really shows up at speed. The Ioniq 6 cuts through the air with almost no wind noise, while the extra sound insulation dials out roars and whines from the road and powertrain. 

Four-wheel drive versions can disconnect the front motor to avoid energy-sapping drag from the magnets when it’s not in use, and the regenerative braking can be adjusted in stages, from single-pedal driving to high-speed coasting, or set to automatic. None of them step in with sickness-inducing urgency unless you lift off the throttle completely.

Importantly, the whole package works as intended. At 4.0 miles per kilowatt-hour shifting between drive modes and on a mix of motorways, urban and rural roads, even this top-spec version can achieve real-world efficiency some smaller EVs can’t match.

Running Costs

When the Ioniq 6 arrives in the UK, it will initially only be available in a luxurious First Edition specification, with a £55,000 price tag. Even with residuals predicted to be strong, that will lead to a fairly significant monthly leasing cost.

It will, however, be unlikely to cost much to run. The aerodynamic shape and efficient electric motor promise lots of range from the battery pack. Officially, it’ll hit as much as 382 miles from a full charge of the 77kWh battery, and that’s not far from our real-world results — something that’s typical of Korean EVs.

The UK government might be introducing car tax on EVs in 2025, but it’ll remain tax-free for now. Company car drivers will also have to pay a little to HM Gov, but the BIK burden is just 2% through to April 2025.

As with all other Hyundais, should something go wrong, you’ll be able to get the problem put right for five years, thanks to a lengthy warranty.

Interior

With no engine and gearbox to make room for, the cabin accounts for a disproportionate share of the overall length. The Ioniq 6 holds its own against premium-brand rivals, trimmed in tactile recycled materials, accented with satin silver details and bathed in 64-colour ambient lighting that changes with drive modes and warns of hazards ahead. Its supportive seats are comfortable for road trips, and the centre console is flat, so you can pull out a laptop and catch up on emails while charging.

On-board technology is non-intrusive on the move, with two high-resolution 12.0-inch displays showing the most important information at a glance and an intuitive, lag-free interface for other features. Android Auto and Apple CarPlay are standard, some versions have a pop-up blind spot display in front of the driver while indicating, and the camera mirror screens are positioned where you’d expect to look. However, unlike traditional glass mirrors, you can’t quickly adjust that view by moving your head.

Rear passengers draw a shorter straw. Legroom is plentiful, and the floor is completely flat, but the aerodynamic shape restricts headroom even with the lower-than-usual bench seat. The tunnel-like boot isn’t overly generous either, with a tiny aperture and just 401 litres of storage, compared to 480 litres for the BMW 3 Series or Audi A4. In its favour, the rear bench folds flat for longer loads, and there’s a small compartment up front to separate wet charging cables from other luggage.

Safety

Euro NCAP has already tested the Hyundai Ioniq 6 well ahead of its launch, where it scored the maximum five-star safety rating. Looking at the individual scores that make up the rating, the 97% result for adult occupant protection is mightily impressive. It should ensure, should the worst happen, that you’ll walk away from all but the most serious of accidents.

Automatic emergency braking will be fitted as standard, along with a suite of other safety technology, but final specifications aren’t available yet.

Options

Hyundai hasn’t finalised the trim levels and options for the Ioniq 6. We know it will initially launch with the First Edition, a fully-loaded version with the 77kWh battery pack. A 53kWh battery pack will be available, which should reduce costs significantly. There’ll also be two trim levels below the First Edition: Premium and Ultimate.

We wouldn’t be surprised to hear Hyundai announcing a high-performance Ioniq 6 N at some point.

Rival Cars

Aside from a 1950s Streamliner, there are several cars that you could call a rival to the Hyundai. From the same parent firm, the Genesis GV60 is a modern and stylish take on the luxury sporting EV, with a high-tech cabin and a large battery. However, it’s far from cheap.

The classy Polestar 2 looks like a more dramatic Volvo, with a wonderfully minimalist interior and, on some models, impressive performance. It’s not roomy, though, and those sportier models start to get very expensive.

BMW’s i4 might be the most natural rival, although it’s considerably more expensive. It doesn’t try to do anything wild and wacky, though, offering a conventional BMW experience inside and out, along with an engaging drive. The coupe styling does make it a little cramped, though.

Verdict

End-user demands on electric vehicles are shifting as sales volumes move into the mainstream, governments set tighter deadlines for phasing out combustion engines, and manufacturers look beyond range as a yardstick.

Hyundai is perhaps ahead of the curve with its focus on energy efficiency, but it’s an interesting selling point in a market that’s often power-hungry and SUV-shaped. The Ioniq 6 is a credible alternative to its Californian and Swedish-Chinese rivals; a genuinely premium-feeling electric saloon with standout design and small car frugality in its favour. They’re good arguments for not following the crowd.

Where to next?

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_{*Score based on Select’s unique meta score analysis, taking into account the UK’s top five leading independent car website reviews of the Hyundai Ioniq 6 Saloon}