Hyundai Ioniq 6: first review behind the wheel

We did our first laps at the wheel of a Korean maxi-sedan. Is it as efficient as advertised?

It is one of the most anticipated electric cars of the year 2023. With its bold appearance, its 800 volt system and its range close to 600 km, the large Korean sedan (4.85 m) has a priori some solid arguments against the competition.

Especially since we are testing this week the version most favorable to efficiency with the only permanent magnet synchronous motor located on the rear axle (229 hp), its 18-inch wheels and the Hankook tires it is typed electric. Only the camera mirrors are missing, losing about twenty kilometers of range compared to the WLTP certification (614 km).

This Tuesday, we traveled our first kilometer on board. Sitting behind the wheel, we discovered a slightly modified dashboard compared to its sibling – the Ioniq 5. It keeps the two horizontal screens of 12.3 inches (instrumentation and infotainment) but replaces the XXL space left empty between the front passenger through the center console.

Surprisingly, the driving position is quite elevated in a cabin that offers a good panoramic view, except for the rear. Ergonomics are more questionable with controls for opening the windows on the center console and very limited door side storage. Plastics – partially recycled – are present more or less depending on the area. The infotainment system is complete and fast. Only most menus can be put off at first glance.

In the back, the legroom is exceptional (the word is not very strong, with about 40 cm in front of our knees), but we are not so attracted to the seats. Rear passengers suffer from a seat that tilts a bit back, while the low headroom may bother tall people. Or people – like the author of this article – have short legs and a big trunk. The 230 volt interior socket is located below the bench seat.

The trunk failed. If its capacity is limited to 401 liters already leaves something to be desired (a Tesla Model 3 offers more for a more contained template), access is restricted by the absence of a tailgate and a high floor area. The presence of a 40-liter “frunk” partially corrects this defect.

When the ignition is on, you find yourself driving a sedan with a serious attitude. Without pneumatic damping and limited to 2 tons, the Ioniq 6 is logically stable at low speeds. On the other hand, the configuration seems relevant to us beyond 50 km / h, with little roll in curves or parasitic movements of the body on degraded pavement.

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If the soundproofing of the glazing seems to us not in the first order, rolling noise is remarkably controlled. The steering is very soft in urban use, but lacks precision – even in Sport mode – when you want to explore the engine’s limits. On a winding road, the characteristic of the function is felt if one raises a tad. Acceleration – 0 to 100 km/h in 7.4 seconds – is more than enough for all road situations.

Our first test run on the tire of 156 km (including a good half of the highway at 130 km/h) resulted in an average consumption of 17.8 kWh/100 km. If we consider the 77.4 kWh of net battery capacity, this will take us to a range of about 450 kilometers in the cold and windy conditions experienced on Tuesday. Note: our car in Executive finish is equipped with a heat pump and has a Cd of 0.22.

The sedan is logically better than the Ioniq 5 SUV, which is far from being a champion of efficiency. Its figures are therefore comparable to the Tesla Model 3, shorter (by 16 cm) and cheaper since the “sale” launched by Elon Musk than tunnel from Hyundai.

We still have many points to check, starting with the charging power at the fast terminal, announced at 239 kW announced by the manufacturer. See you in a few days for our complete video test.

The complete text and video test of the Hyundai Ioniq 6 with its technical analysis, prices and the figures for autonomy on longer routes will be available at the end of the week at Automobile Propre.