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August 6, 2023

Review: 2024 Hyundai Ioniq 6

Hyundai has decided to shape the key fob of the Ioniq 6 in the form of its logo. This move carries with it a lot of weight and expectation, since the logo itself is a symbol of customer trust and commitment. It is this commitment to excellence that greets you each time you unlock the doors (provided you still reach out for the key fob to open the doors), and it is the one that this all-electric sedan has easily met.

Looks-wise, the Ioniq 6 is divisive. Its banana-like shape is dictated more by the wind tunnel than anything else. This results in an ultra-low co-efficient of drag at 0.21. By comparison, its platform mate, the Ioniq 5 is a brick-like 0.28. Its silhouette aside, there’s plenty to like such as the playful pixel lighting (a motif you see dotting the interior as well), sporty looking 20-inch rims, active aero elements on the front bumper, and that Porsche-aping ducktail rear-end. For all the positives, however, there are some questionable details as well. For example, that plain front-end is reminiscent of Toothless from How to Train Your Dragon (especially in this Abyss Black Pearl color). Also, objectively, the gathering of lines at the back isn’t that neat too. Regardless, it’s different and distinctive, and that matters.

With that slippery shape, Hyundai quotes a 545-kilometer range which is 94 kilometers or 20 percent further than the long-range Ioniq 5. Being the first to drive this “electric streamliner,” we decided to test that by hitting the road from Quezon City (where it was topped up to 100 percent using a 22-kW AC charger) to Baguio through the NLEX flood. With zero adjustments to driving habits, we made it non-stop after six and a half hours to the Tritium DC fast charger in the City of Pines with 39 percent of charge to spare (172 kilometers remaining range). This equates to a real-world range (horrendous traffic and all) of 358 kilometers going up. However, its full week range goes up to 444 kilometers. The resulting 6 km/kWh figure is way better than any of the premium EVs we’ve tested so far from Audi, BMW, or Jaguar.

Real world efficiency aside, the Ioniq 6 also exhibits great real world performance as well. Zero to 100 km/h is quoted at 7.4 seconds, but that’s largely immaterial. What matters is that it’s got all the pace you need without having to dip down into the throttle too much. Bury the accelerator though and it can up the pace without stumbling. There are selectable driving modes, but they don’t feel all too different from each other except for a change in steering weight and throttle sensitivity. At speed, there’s very little noise intrusion be it from the suspension or tires. It’s also got this peculiar ability to maintain momentum whenever you lift off the throttle. Indulging in the Ioniq 6’s ability to “surf” is key to boosting its mileage. Of course, you can also adjust the regen levels (up to single pedal driving) at any time using the steering wheel paddles.

Push the Ioniq 6, and it responds with well-contained body lean and plenty of grip. The steering is a little light and the brakes a bit vague to be engaging, but overall, it allows you to flow down a twisty country road with confidence and poise. It does thump over larger potholes, but overall, it still manages to behave fluently across the ground. The solid platform also deflects unwanted jolts before it shakes the occupants.

Even as the novelty of driving an EV dies down, the Ioniq 6 impresses with its interior design and build quality. The overall layout—with its twin 12.3-inch screens—is like the Ioniq 5, but a high center bridge connects the base of the dashboard to the front center armrest for a more cocooning effect. Admittedly, the materials used aren’t premium per se, but thanks to clever layering, texturing, and placement, it passes muster. The best example is the door cards that use three layers. At the top a ridged plastic that does interesting things with the cabin’s ambient lighting, then an elbow rest bar with a broad sweep of speaker grille, and at the bottom a full-length door bin.

It's easy to find a comfortable driving position thanks to seats that move in eight ways. The two-spoke steering wheel blocks the top corners of the instrument panel when set to its lowest setting so some minor adjustments have to be made. Hyundai has opted to omit their logo on the tiller in place of four pixel dots—the Morse code for “H.” It’s illuminated to indicate things like drive mode selection or charging status. Visibility, especially at the back, is hampered so thankfully there’s a myriad of sensors and a 360-degree camera to help out (they do get dirty quickly due to their placement). At the center, there’s a 12.3-inch infotainment screen. It’s responsive with sharp graphics, but it does require a stretch to reach, especially the top right portion of the screen. Some of the icons are a little small too. Thankfully, there are physical controls for the climate and entertainment still present. Plus, there are two programmable buttons—one on the infotainment bar and another on the steering wheel—too.

Thanks to a dedicated EV platform, there’s plenty of legroom front or back in the Ioniq 6. However, the form over function design does limit the available headroom. At the front, even drivers of average height (about 170 cm) will have to bring down the seats to their lowest available setting as not to brush the headliner. At the back, there’s barely enough headroom for a 175 mm person to sit straight. Plus, the rear seats don’t slide or recline as they do in the Ioniq 5.

In terms of luggage space, there’s a 401-liter trunk. Not big, but not exactly small either. It’s quite wide and long, but because of the narrow opening and sloping lid, it limits the stuff you can place inside. There’s an unfloor compartment, but that’s only good enough to fit the tools and tire inflator. It’s good enough for a weekend holiday for four, but don’t expect to be your go-to for airport runs. There’s also an illuminated 41-liter “frunk” too, but that’s best left for charging cables.

In terms of safety equipment, the Ioniq 6 is loaded to the brim with all sorts of gizmos. Some, like the lane keep system can be quite overprotective at times, but others, like the blind spot camera and rear parking collision avoidance assist are godsend given this sedan’s rather limited rear visibility.

The Hyundai Ioniq 6 carries with it such big expectations—it is after all, the reining World Car of the Year, World Electric Car of the Year, and the World Car Design of the Year. In that regard, it’s managed to meet and even exceed all of those expectations. As a vehicle, it’s not as practical as the Ioniq 5, but it still is a solid and stylish choice. Comfortable and effortlessly smooth, it’s a pleasant mix of tech and luxury with enough electrons to mitigate range anxiety. Hyundai’s at the forefront of the electrification game, and this is just further evidence of that.

2024 Hyundai Ioniq 6

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Bottom Line
Pros Impressive range, great real-world driving dynamics, leg room for days.
Cons Not much interior headroom, small trunk.
TL;DR Makes you realize those German EVs are overpriced.
Year Introduced 2023
Warranty 5 years / 200,000 kilometers
8 years / 160,000 kilometers (for high-voltage battery)
The Basics
Body Type Executive Sedan
Seating 5
Engine / Drive F/R
Under the Hood
Motor Type Permanent Magnet Synchronous Motor
Maximum Output (BHP) 229
Maximum Torque (Nm) 350
Battery Size (kWh) 77.4 (74 usable)
Architecture (V) 800
Range, WLTP (km) 545
Range, As Tested (km) 444
Energy Consumption (km/kWh) 6.0 (average 30 km/h)
Estimated Charging Time, 1-Phase AC (0-100%) 11 hours
Estimated Charging Time, DC (10-80%) 0.3 hours
Charge Port Type 2 / CCS
Transmission Single Speed AT
Cruise Control Yes, Adaptive
Dimensions and Weights
Length (mm) 4,855
Width (mm) 1,880
Height (mm) 1,495
Wheelbase (mm) 2,950
Curb Weight (kg) 1,985
Suspension and Tires
Front Suspension Independent, MacPherson Strut
Rear Suspension Independent, Multi-link
Front Brakes Vented Disc
Rear Brakes Disc
Parking Brake Electronic, w/ Auto Hold
Tires Pirelli PZero ELECT 245/40 R 20 Y (f & r)
Recommend Tire Pressure (PSI) 36 all (partially loaded)
38 front / 42 rear (full load)
Wheels Alloy
Safety Features
Airbags 6
Anti-Lock Brakes (ABS) Yes, with EBD
Traction / Stability Control Yes
Parking Sensors Yes, Front, Side, & Rear
Parking Camera Yes, 360
Front Seatbelts 3-pt ELR w/ pre-tensioners x 2
Rear Seatbelts 3-pt ELR x 3
ISOFIX Child Seat Anchor Yes
Other Safety Features Hill Start Assist
Forward Collision Avoidance Assist
Lane Keeping Assist
Lane Following Assist
Blind Spot Collision Warning
Blind Spot Collision Avoidance Assist
Blind Spot View Monitor
Rear Cross Traffic Alert
Reverse Parking Collision Avoidance Assist
Driver Attention Warning
Tire Pressure Monitoring
Exterior Features
Headlights LED, Adaptive, w/ Auto High Beam
Fog Lamps None
Light Operation Auto
Wiper Operation Rain-Sensing
Tailgate Power
Interior Features
Steering Wheel Adjust Tilt/Telescopic
Steering Wheel Material Leather
Seating Adjustment (driver) Electric, 8-way, Heated & Ventilated
Seating Adjustment (front passenger) Electric, 8-way, Heated & Ventilated
Seating Surface Leather
2nd Row 60/40 Split-Fold, Reclining, w/ Arm Rest
3rd Row None
Sunroof Yes
Multi-Information Display Yes, 12.3-inch
Convenience Features
Power Steering Yes
Power Door Locks Yes
Power Windows Yes
Power Mirrors Yes, w/ Fold
Rear View Mirror Auto-dimming
Proximity Key Yes
Climate Control Dual Zone, w/ Rear Vents
Audio System Stereo
USB Type A
USB Type C
Smartphone Connectivity Apple CarPlay
Android Auto
# of Speakers 8, Bose
Steering Controls Yes


  1. I believe BEVs like the Ioniq 6 can be more efficient if it'll be equipped with multi-speed transmission.

    1. The main advantage of a multi-speed transmission would be better efficiency at high speed. In the Taycan, for example, the shift point happens at around 80 km/h. For city driving though which is, probably 90 percent of what EVs will do, a single-speed is more than enough.

    2. Mas magaling pa itong GR kaysa sa engineers ng Hyundai 🤡

    3. The problem with adding multi-speed transmission to an EV however would be cost and additional complexity for minimal extra efficiency. Not to mention the additional weight, further reducing the potential of increased efficiency. Since electric motors are much more efficient at making power over a wider range of RPMs over an ICE, having multiple gears in an EV is unneccessary and has more cons than pros. That's why probably all manufacturers use one speed or at most, two speeds for their EVs and why a multi-speed EV hasn't been seen from a mainstream manufacturer.

    4. And having multi-speed transmission hampers the smoothness of an EV's power delivery, but this can easily be engineered out. But again, to do this, more cost and complexity.

    5. Cost and complexity vs not much gain.

    6. daming naglabasan na "car experts" dito ah. grabe siguro credentials nitong mga to

  2. Therefore, BEVs could be better for city driving while ICE(including HEV and PHEV) for highway.

  3. Planning of buying one next year
    Great review


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