2023 Hyundai Ioniq6 Review – What Range Anxiety?

Tim Healey
by Tim Healey

Fast Facts

2023 Hyundai Ioniq Limited AWD Fast Facts

Powertrain
Front and rear electric motors (320 horsepower @ N/A RPM; 446 lb-ft of torque @ N/A RPM)
Transmission
Automatic, single-speed reduction gear
Fuel Economy, MPGe
111 city / 94 highway / 103 combined (EPA Rating)
Fuel Economy, Le/100km
2.1 city / 2.5 highway / 2.3 combined (NRCan Rating)
Estimated Range
270 miles/435 kilometers
Base Price
$56,100 (U.S.) / $60,677 (Canada)
As-Tested Price
$57,425 (U.S.) / $66,676.70 (Canada)
Prices include $1,115 destination charge in the United States and $2,050 for freight, PDI, and A/C tax in Canada and, because of cross-border equipment differences, can’t be directly compared.

I had two opportunities to drive the 2023 Hyundai Ioniq 6 last year – one short, one long – and found it charming.

Not only that, but unlike with many EVs, I found myself worrying less about range than I normally would.


If it weren’t for polarizing looks* and a dear price, this might be the perfect EV mid-size sedan.

(*I like the styling. But I know it’s not for everyone.)

This curvy car comes with a few variations on powertrain set up – one motor or two, hmm? – and wheel sizes. This one came with 20-inch wheels and dual electric motors, making it all-wheel drive with 320 horsepower and a range of 270 miles.

That long range came in handy when I needed to make a couple of trips to the suburbs. While I did need to charge near the end of my week-long loan, I simply felt less range anxiety than I do with most EVs currently on the market.

The experience was also a nice blend of fun and comfortable. While the car’s size hampered handling somewhat – there was a little more body roll than I’d like, and even in the sportiest drive mode the 6’s responses weren’t as sharp as I’d like – there’s plenty of power on tap for swift, instant acceleration.

With slightly better-tuned handling and a bit of a firmer ride – the Ioniq 6 was generally comfortable but occasionally erred on the side of soft – you could have a solid EV sport sedan to play with. As it stands, the package makes for one comfortable commuter and highway cruiser.

Fiddling with the drive modes can shorten/lengthen estimated range by 5-10 miles, and steering-wheel-mounted paddles allow you to control the amount of regenerative braking.

The cabin is quiet – obviously EVs don’t have engine noise. That said, Hyundai has done a nice job here of keeping most wind and tire noise out.

It’s also an attractive cabin, with eye-pleasing design, and a generally easy-to-use functionality. Both the gauge screen and infotainment screen measure 12.3 inches, and they combine into a big sweeper across the top of the dash. There are buttons and knobs for the most important controls, though you do need to deal with touch-screen tech sometimes. The flat space around the cupholders and use of a quirky column shifter give you a feel of airy space in the front.

This car didn’t lack for features – a Limited with AWD is tops of the trim-level heap. With a base price of $56,100, my test unit for the longer loan came with DC fast-charging ability, battery pre-conditioning, active grille shutters, sunroof, LED headlights, LED daytime running lights, LED taillights, keyless entry and starting, 360-degree camera, smart cruise control, blind-spot monitor, heated and cooled front seats, heated steering wheel, ambient interior lighting, aluminum pedals, digital key, wireless device charging, rain-sensing wipers, vehicle-to-load second-row outlet, front and rear USB ports, navigation, Android Auto, Apple CarPlay, Bose audio, Bluetooth, satellite radio, and Bluelink connected-car services.

Active-driving assist systems include forward collision-avoidance assist, blind-spot collision-avoidance assist, lane-keeping assist, lane-following assist, rear cross-traffic collision-avoidance assist, driver-attention warning, parking collision-avoidance assist, rear occupant alert, and parking distance warning.

The only option here was carpeted floor mats, so the total came to $57,425 with destination.

Charge times for the 697V lithium-ion battery are as follows: Almost seven hours up to 80 percent on a standard AC Level 2, 73 minutes up to 80 percent on a 50 kW fast charger, and 18 minutes up to 80 percent on a 350 kW DC fast charger. I charged for almost eight hours at a Charge Point near my home and snagged 6.6 kW on AC.

Although the estimated range is 270 miles, I was showing 317 miles at 100 percent. Not bad at all. Better than a V8 Mustang.

A lot of EVs are expensive and/or have too-little range and/or are weird for the sake of weird. While the Ioniq 6 has distinctive styling, the actual user experience isn’t weird at all. It’s easy to live with, comfortable, and relatively fun to drive. Not only that, but range was much less of a concern than usual.

It’s too bad that this version of the car is so pricey – to be fair, lower trims are more reasonable in terms of MSRP – because there’s a lot to like here.

The more “normal” EVs feel, the more likely they are to gain acceptance among a sometimes-reluctant consumer base. That’s even more true when the range is higher.

The Hyundai Ioniq 6 comes closer to that truth that many of the other EVs on the road.

[Images © 2024 Tim Healey/TTAC. Exterior images were shot at a Hyundai event and the trim level may not match what I tested.]

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Tim Healey
Tim Healey

Tim Healey grew up around the auto-parts business and has always had a love for cars — his parents joke his first word was “‘Vette”. Despite this, he wanted to pursue a career in sports writing but he ended up falling semi-accidentally into the automotive-journalism industry, first at Consumer Guide Automotive and later at Web2Carz.com. He also worked as an industry analyst at Mintel Group and freelanced for About.com, CarFax, Vehix.com, High Gear Media, Torque News, FutureCar.com, Cars.com, among others, and of course Vertical Scope sites such as AutoGuide.com, Off-Road.com, and HybridCars.com. He’s an urbanite and as such, doesn’t need a daily driver, but if he had one, it would be compact, sporty, and have a manual transmission.

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Comments
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2 of 55 comments
  • Aja8888 Aja8888 on Mar 11, 2024

    It's expensive...I'll keep the Bolt.

  • 3-On-The-Tree 3-On-The-Tree on Mar 11, 2024

    Analoggrotto,

    WWII is history and you’re living in the past, that’s war. Korea is not entitled to anything in Japan. Like the reparations nonsense going on in the U.S, no Japanese alive is responsible for anything that happened in Korea and China during the War.

  • Ted Lulis Head gaskets and Toyota putting my kids through college👍️
  • Leonard Ostrander Plants don't unionize. People do, and yes, of course the workers should organize.
  • Jalop1991 Here's something EVangelists don't want to talk about, and why range is important: battery warranties, by industry standard, specify that nothing's wrong with the battery, and they won't replace it, as long as it is able to carry 70% or more of its specified capacity.So you need a lot of day 1 capacity so that down the road, when you're at 70% capacity with a "fully functioning, no problem" car, you're not stuck in used Nissan Leaf territory."Nothing to see here, move along."There's also the question of whether any factory battery warranty survives past the original new car owner. So it's prudent of any second owner to ask that question specifically, and absent any direct written warranty, assume that the second and subsequent owners own any battery problems that may arise.And given that the batteries are a HUGE expense, much more so than an ICE, such exposure is equally huge."Nothing to see here, move along."
  • Roger hopkins The car is in Poland??? It does look good tho...
  • Kwik_Shift_Pro4X The push for EV's is part of the increase in our premiums. Any damage near the battery pack and the car is a total loss.
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