Hyundai IONIQ 6: road test. Excellent consumption and plenty of space | Video 07 April 2023 3

The much-anticipated Hyundai IONIQ 6 is a car that has the important task of demonstrating the reliability of the manufacturer’s new electric platform. All with one more difficulty: it has to confirm even in the world of the most mass-produced cars the superior efficiency demonstrated by lighter models, such as the first Ioniq and like the Kona Electric, which will soon retire, replaced by a new model.

We’ve known the specs of this recently voted 2023 Car of the Year for some time now, but to find out more, find the two HDmotori articles below that will give you an overview of the specs and pricing, in addition to the technical specs. data sheet at the bottom of the page.

Three versions of IONIQ 6 are available for launch in Italy:

• 53.3 kWh, rear-wheel drive, 151 hp
• 77.4 kWh, rear-wheel drive, 229 hp
• 77.4 kWh, four-wheel drive, 325 hp;

The test subject is the most powerful with two engines; then we will try to get an intermediate version, which will probably be the best selling and versatile, including in terms of autonomy.

• ROAD TEST
• PROS AND CONS
• TECHNICAL SHEET 77.4 kWh All wheel drive
• PRICE, EQUIPMENT AND CONFIGURATOR
• VIDEO

For the first road test of the Hyundai IONIQ 6, the Koreans chose Langhe, whose scenario, with its hills, tight turns and various uphill sections, is suitable for both “scenic” needs and for testing two engines at speed. this 4.85 meter sedan.

Big premise is that you need a garage of considerable dimensions: if the Model 3, with its 4.7 meters, is no longer suitable for some micro-garages in cities, not to mention a fairing that extends a good 15 centimeters compared to the American one. Assuming space isn’t an issue, at this point I can tell you that the mass and length of this IONIQ 6 is surprisingly easy to manage: a while ago I tried the Mercedes EQE, which was even longer but was extremely manageable thanks to the four-wheel steering . This IONIQ 6 costs half as much as the EQE, is 10 cm shorter, but even without the 4WS it can be driven without much difficulty thanks to excellent forward visibility, good rear visibility (the rear window is small but not too sacrificed despite having a coupe) and excellent weight balance that never tires even in the most nasty corners.

Of course, you can feel the weight: 2.1 tons is not a lot, but most of this mass is located below, and this only becomes a problem if we ride as if we were doing a time trial.

Speaking of manageability, IONIQ 6 it goes to the satisfaction of those who really can’t stomach SUVs, high steering and dynamics that this type of bodywork brings. The base system is the same as the IONIQ 5, both because the platform is identical and because a more versatile setup was chosen for the 6, we’re not with a tough i30 N-style sports car, so to speak. .

However, the sportiness manages to convey this either because we have a tighter calibration than the IONIQ 5 or because the steering is pleasant, more direct and responds well to changing driving modes, shifting into Sport mode to give us a more sporty feeling. It is a pity that he is uncommunicative, and indeed the car filters the road a lot.

Litmus test This happens when I struggle with the studs on my second test run (the first used “human” driving to test fuel economy). I put it in Sport mode and approach the same curves I did with the Model 3 with this IONIQ 6, heavier and more imposing but just as confident. The acceleration of the two engines is impressive, 325 hp. more than enough for those looking for “Gran Turismo”-like performance, and the electronic control intervention, when exaggerated, is palpable but very progressive, avoiding the uncomfortable feeling of a drastic reduction. in power. In short, it’s there, but it runs smoothly, allowing us, thanks to instant torque, to fly out of the curve even if we missed a key moment or set it up wrong.

it’s them advantages of electric: there aren’t many thermals (and they’re all sports/supercars) that can forgive the driver for an insertion mistake and still pull him out of the slingshot, because to do this they must have high-level electronics that can handle the mechanical complexity of the engine, gearbox, transmissions and differentials. On the other hand, in battery-powered vehicles, the electronics speak the same language as the engines, communication is instantaneous, and the absence of a gearbox or mechanical parts does the rest.

While waiting to get it longer with a motorway autonomy test, here are some considerations, a mix of positives and negatives that came out of this first test drive:

Excellent efficiency, interesting fuel economy

The predominantly country route was originally a smooth ride between sharp turns, climbs, descents, and some city crossings. No eco-marathon tricks, gas pedal when needed and regeneration is half automatic, half at the maximum level, which is one pedal drive. The final consumption was about 15 kWh/100 km, which is an excellent result for road conditions. After the first loop, I start with the second loop and with a heavier leg to test the performance. Here we reached about 19/20 kWh / 100 km.

Lots of space but watch out

Behind a lot of space, almost 3 meters of wheelbase. However, as I show you in the video, the particular body design does not make it suitable for everyone, despite the interior dimensions of the living room: the height limit is 1.80 for long journeys. The tallest ones have to slide down to take advantage of the huge legroom, but they don’t assume the perfect position to rest your back.

The front seats are excellent: electrically adjustable, they (almost) become a bed to rest on when needed, even without the leg and ankle supports that were on the IONIQ 5. In terms of space, trunk (401 l) in terms of performance, it does not shine: it is typical of sedans, deep, but the loading neck is reduced. Also, there is a command to fold down the rear seats which gives the feeling of being uncared for like the rest of the car, it feels flimsy and cheap and has no spring so the seats have to be unlocked from the trunk. and then folded manually from the rear doors. Comfortable Frank 45 liters: small compared to others, but enough cable for charging.

Fast charging for real travel

With the IONIQ 6, you can really travel while minimizing refills for two reasons. First, the efficiency compared to an SUV should make it much more comfortable to drive on the highway, but we’ll prove that later. Secondly, starting from 100% home, the Milan-Rome journey can be imagined with just two stops, stopping after the first 300 kilometers for a fifteen-minute recharge thanks to the high-speed stations that the 800 V architecture of this IONIQ can use. .

In addition, there is V2L: this means that under the seats do you have a 3.6 kW outlet to power anything (computer, scooter, Xbox…) and with an adapter you can also plug another car into an external socket: the IONIQ 6 battery acts as a power source for everything you can think of.

Top aerodynamics. Digital mirrors? No thanks

With digital mirrors it has Record Cx, 0.21, but 0.22 obtained with traditional mirrors is also more than acceptable (Model 3 – 0.23). However, from a car that wanted to be so bold, I expected digital mirrors that could subvert classic design, reduce overall dimensions to a minimum, or even make them completely disappear. They work well, have a few software features that allow you to get used to using them in a relatively short time, but “for me it’s not like that.”

The aerodynamics are highly rated, meaning not only longer range, but quieter operation as turbulence stays out of passengers’ ears, and good passive soundproofing combined with good passive soundproofing creates a first-class cabin.

Technology and security: nothing to envy

If you’ve driven one of the latest Hyundai cars, you already know it, otherwise you should always keep this in mind: the Koreans are now among the best in the sector and have achieved such technological maturity that they don’t envy the premium Germans. or Americans outperforming all mass-market brands. Their infotainment system runs smoothly and doesn’t freeze, easy to use yet full of features, connected and has a well made app (there’s room for improvement here but it’s well maintained). On IONIQ 6, the instrument interface needs to be filed, because in some extreme cases, adjusting the seat and steering wheel could block part of it, but the car has OTA updates and therefore there is a theoretical possibility of patching. Also from the side of ADAS they are the best on the market: level 2 full semi-autonomous driving, automatic lane change (like Mercedes and Tesla), blind spot camera display when turning to the arrow…

HYUNDAI IONIQ 6 77.4 kWh AWD SPECIFICATION

• Motor: two permanent magnet synchronous motors, four-wheel drive
• Power: 73.9 kW front, 165.4 kW rear (total 325 hp) and 605 Nm
• 0-100 km/h: 5.1 s
• Max speed: 185 km/h
• drums: 77.4 kWh (warranty: 8 years or 160,000 km)
• Front suspension: McPherson type
• Rear suspension: multichannel
• Tires: 225/55 R18 or 245/40 R20
• brakes: front self-ventilated discs, rear discs
• Weight in odm.: 2.113 kg
• Luggage compartment min/max: 401 liters
• Franc: 45 liters rear wheel drive, 12 liters all wheel drive
• Length: 4855 mm
• Length: 1880 mm
• Height: 1495 mm
• Step: 2950 mm
• Steering diameter: no data
• Claimed range (WLTP): 519 (from 18″) – 583 km (from 20″) combined
• Claimed Consumption (WLTP): 16.9 kWh/100 km with 20″, 151 kWh/100 km with 18″ (combined)

They serve 47 500 euros to take home the IONIQ 6, that’s the price of a Progress setup, available with a 53.5kWh battery and rear-wheel drive.

Alternatively, there are three trim levels and two 77.4 kWh battery options: Innovation and Evolution are available for rear-wheel drive and cost €55,400 and €58,950 respectively. Finally, the IONIQ 6 77.4 kWh AWD is only available on the Evolution trim, the full option costs €62,450.