Complete test and autonomy measurements of the Hyundai Ioniq 6 and its 77 kWh battery

Obviously, the subject of electricity production necessary to chain the kilometers remains whole. Other debate. And we will not have escaped, despite all our good will, a pitfall not so rare during long electric journeys: the failures and vagaries of the load network, impossible to anticipate even with the best applications in the world. During our return recharge break, on 6 ionity terminals lined up, three were occupied (and remained a good quarter of an hour), two were out of service. The sixth has bugged when we connected. Call to the assistance number, fortunately responsive, which was able to launch a charge after several manipulations. The reasons for the malfunction remained unexplained. Unbearable sword of Damocles, which we have suffered almost with each long electric course (once, it’s already too much). Having done everything well as it should be, each time.

Test – 1.000 terminals in Hyundai Ioniq 6: Quick, far and long, in electric ?

Crossing France, chaining kilometers of high -speed constant highway, is the worst treatment that can be inflicted on an electric car in terms of consumption. Some seem however cut for: the Hyundai Ioniq 6 presents one of the lowest consumption of the moment, reduced charging times and a comfort of real large traveler. In practice, she appreciates road marathons ?

Rolling electric has at least the merit of putting forward some basic physical principles, when it comes to energy efficiency. Since the automobile has existed, the key is aero ! Air resistance is proportional to the square of speed: we do not inquire. For refractory to physics courses, the faster we drive, the more energy spent will be used to. air. At high speed, it’s terrible.

This is why on the heads of cars in standardized drawing, since there are not thousands of solutions to be as aerodynamic as possible. The common point between the Tesla Model S and Model 3, Mercedes Eqe and Eqs, Byd Seal and Hyundai Ioniq 6 ? Their silhouette carved by a big blower work, make it the most aerodynamic cars on the current market. Korean is certainly the most spectacular, by its singular profile. It displays an excellent CX of 0.21, one of the best in the matter. Crucial, for an electric car which intends to offer decent motorway autonomy. If this can avoid embarking ever heavier batteries.

Our first essay on the Ioniq 6, at the wheel of a powerful version of HTRAC Summit of range (4 -wheel drive, 325 hp) with large 20 -inch rims, was not the most telling configuration of its large talents road. However, we had recorded a very suitable average, given the winter conditions and a muscular rate: 21 kWh/100 readings, or 360 km of actual autonomy (583 km announced). More reasonable and in principle more suited to long steps, the ioniq 6 begins at the entry level with a single engine (in propulsion) of 229 hp, and is satisfied with a much more modest ride. It is also lighter of 125 kg (but still accuses 1.985 kg !)). Our mid -range Creative version is based on 18 -inch rims, 225/55, which make it possible to claim a significantly higher autonomy than in 20 inches: 614 km announced, or only 14.3 kWh/100 km. Loaded battery (77.4 kWh, the only capacity offered), cables folded in the “fruit” (45 l at the front, so as not to clutter the not giant chest of 401 L), on the way.

In basic version 229 hp, the Ioniq 6 already delivers good times (7.4 s from 0 to 100 km/h), and the smaller rims (18 inch) offer better comfort. The suspension remains a little stiff at low speed, nothing bad.

Good to know: anticipate purchase and resale.

It is possible to know the resale or recovery value of your vehicle thanks to the Turbo auto rating of your Hyundai Ioniq 6, the alternative to the Argus coast.

Cruise speed: 130 km/h (but no more, promised)

We are starting to be familiar with Hyundai interiors. The atmosphere on board the Ioniq 6, as of the Ioniq 5 (and similar to what we find on board the new Kona), plays the techno and minimalist spirit. The large digital slab brings together two screens, with clear and net displays. No particular fantasy or luxury, but the whole is seriously built. Above all, the cabin is large ! Huge in the rear seats, thanks to the giant wheelbase (2.95 m). At the front, the flat floor allows you to release a large storage space under the central tunnel, in suspension. We always tick on the driving position, a little high for large templates, then we get used to it.

Here, we do not have the camera mirrors which in principle allow to grab a dozen km of radius of action. Their cost (1.200 €), compared to the benefit, is questionable. We will therefore be satisfied with conventional mirrors, much more pleasant and reassuring to the use. Even if we have known worse (the atrocious Audi Q8 e-tron system for example). The first kilometers on the A13 motorway are linked peacefully, in the flow of traffic, with regulatory gaits and without depriving oneself to relaunch strong if necessary. Even in this modest version, the times are already very correct (7.4 s from 0 to 100 km/h) and the sufficient torque (350 nm).

Finally, the advantage of “small” rims, rolling comfort wins: filtration seems better, reactions a little less dry. But the road touch and the behavior always as sanitized and devoid of feeling. Erapeted at will, the Ioniq 6 remains an imposing (4.86 m) and heavy sedan, with a little flexible suspensions (on this version at least), which does not invite to make follies. Relatively narrow gums also do not offer an exceptional grip, but do their job by avoiding mistreating them.

Less heavy than the powerful Htrac (125 kg less), but not more agile: the Ioniq 6 remains a massive sedan, and the narrow -tight -up gums do not like to be mistreated. Autonomy or dynamism, we cannot have everything. Not here, anyway.

On the first kilometers of town traveled to extricate from Ile de France, consumption was first confined to 14 kWh/100 km. The figure logically climbs fairly quickly on a fast track, to stabilize around 16 kWh. At the end of this first section of 380 km almost exclusively made up of highway then 4 lanes at 110 km/h, the computer will not exceed 16.2 kWh/100 km on average (i.e. 470 km of autonomy).

Well played: at this rate, we could have made the trip from Paris to Cherbourg (north of the Manche, Pointe du Cotentin) without recharge. Regulatory break requires, however, we took advantage of the Ionity terminal that we had on hand after 2 hours of road. 10 minutes with a peak at 180 kW (in fact, stabilized around 120 kW), it is below 239 kW that the ioniq 6 can cash in fast load, but sufficient to find something to circulate without fear when it comes to destination. where you will have to be satisfied with 11 kW terminals, at best. We therefore finish this first part with a gauge displaying still 130 km of autonomy.

In the bocage, we save the kWh

Second episode: the turn of the northern part of the English Channel, along the coast from east to west. In total, a route of approximately 150 km hilly, without restraint or special eco-driving effort. Our average on a secondary network, including a few urban episodes, then ended with 13.8 kWh / 100 km. With a certain restraint and by playing the recovery at the braking with maximum power (too brutal, to be reserved for the descents of passes), we were even able to descend to a very flattering 13 ! On a flat portion, and rolling slightly below the usual speeds, of course. Note also that we have never used heating, and that the temperate climate, with an outside temperature oscillating between 17 and 20 degrees during our test, was particularly favorable to consumption.

By passing the majority of the course on the highway, we logically forget the 614 km announced. But rally Paris at Pointe du Cotentin on a single load is a nice score (almost 400 km). It is possible, except in winter.

The return presents itself as a simple formality. One night on domestic socket, two hours on an AC 11 kW terminal, and we have a sufficient radius of action to join an Ionity or Total EV terminal, the two most represented suppliers on our return return journey. As part of a brief weekend getaway, it sticks.

Obviously, the subject of electricity production necessary to chain the kilometers remains whole. Other debate. And we will not have escaped, despite all our good will, a pitfall not so rare during long electric journeys: the failures and vagaries of the load network, impossible to anticipate even with the best applications in the world. During our return recharge break, on 6 ionity terminals lined up, three were occupied (and remained a good quarter of an hour), two were out of service. The sixth has bugged when we connected. Call to the assistance number, fortunately responsive, which was able to launch a charge after several manipulations. The reasons for the malfunction remained unexplained. Unbearable sword of Damocles, which we have suffered almost with each long electric course (once, it’s already too much). Having done everything well as it should be, each time.

The interior of the Ioniq 6 is refined and airy. There is no shortage of space and storage, manufacturing is neat, despite certain basic plastics. The double digital slab is standard.

These structural limits are to be attributed to the very nature of electric mobility. Not to the car in itself: never its on-board technology is to be incriminated in these cold sweats. The Ioniq 6 is successful, and Hyundai masters its subject (just like the Kia cousin and its stunning Ev6). Same observation for competing models with comparable services, BMW i4 or Mercedes EQE for example. Let us voluntarily leave Tesla, off competition with its formidable network, making its drivers spoiled children of electricity.

On a daily basis, the Ioniq 6 remains a rolling machine as atypical as Atachant. Especially in this more rational configuration: in the end, our overall consumption has further fell on a notch over the last tens of kilometers in the Paris region. 15.8 kWh / 100 km on average on a 1 loop.000 km (therefore approximately 485 km of autonomy on a standard weekend course, predominantly motorway).

On the secondary road, we easily maintain ourselves around 14 kWh/100 km promised. Or even less with the light foot ! In the end, our average was established within 16 kWh/100 km with a majority of highway. Ioniq 6 deserves its traveler stripes.

The Hyundai Ioniq 6 facing the rivals

The Ioniq 6, an electric showcase of the Hyundai range, is an objectively expensive car. It starts at 52.400 € minimum in intuitive basic finish, which excludes it from any bonus. The equipment is fortunately complete (LED headlights, reversing camera, adaptive regulator, track support, media interface with GPS. )). Netre Creative Intermediate version, at 57.000 €, brings a rich endowment: it adds the leather upholstery, the heated, electric and ventilated seats, the alert of blind spots, the matrix headlights and especially the heat pump (to grab a few kWh). The Tesla Model 3 Great Autonomy (620 km announced), at 49.990 € to date (everything moves very quickly !), obviously remains unbeatable but operates on a lower segment (4.69 m, like a classic family sedan). You can find even cheaper: the Chinese byd Seal should start around 45.000 € with a large 82 kWh battery, almost as large, more powerful (313 hp !) but less efficient in charge of fast load (150 kW).

However, these almost premium prices remain behind its nearest German rivals. A BMW i4 Edrive35 starts at 57.€ 550, with a smaller battery (67 kWh nets) but offers more muscular performance (286 hp, 0 to 100 km/h in 6 s), a more sharpened chassis and a more practical tailgate. Less space, and less autonomy on the other hand. Mercedes is a big notch of 10.000 € above: the EQE 300 (245 hp, 7.3 s from 0 to 100 km/h) is displayed 69.900 € minimum, but benefits from a large battery of 89 kWh and stings with a mixed autonomy of 611 km. Close to the Ioniq 6, so. But in both cases, the Hyundai advances the key of the speed of charge DC: 239 kW as a reminder, against respectively 180 and 170 kW for the aforementioned Germans.

Complete test and autonomy measurements of the Hyundai Ioniq 6 and its 77 kWh battery

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This model interests you ?
Complete test and autonomy measurements of the Hyundai Ioniq 6 and its 77 kWh battery

Quirky on the style side, the electric sedan of Hyundai is indeed very short. On the autonomy side, as our measures confirm, the ioniq 6, it is serious.

• Very comfortable autonomies
• Some agility
• Habitability

• Perfectible comfort
• Some materials disappoint
• Sometimes invasive driving aid

Feasable, yes. Not yet easy, yes too. As our journey through Europe demonstrates with a Renault Mégane E-Tech, long journeys with an electric car are not yet a health walk. If the insufficiency of charging stations is important, the autonomy between two sockets is also a brake, especially during long trips. This pitfall, the Hyundai Ioniq 6 allows it to be circumvented in part thanks to its comfortable action department. When we discovered the original Korean sedan, a few months ago, on the occasion of a journey to the northern coasts of our beautiful country with a weather not to put a penguin outside, this electric had made good impression , augur more than 300 km between two charges during a motorway journey. We had Flair since Bruno, our Doctor of Measures, noted 334 km. A beautiful value that places Korean in the leading peloton of the trendy marathonians, A classification still dominated by the Mercedes EQE (417 km on a highway), but it is true with a more generous battery (89 kWh against 77.4 kWh usable for Hyundai).

To convince the rollers to go to the “Wature”, Korean has another asset. Like her sister Ioniq 5, and her technical cousin Kia Ev6, with which she is a common technical basis, she can support very high charging power (here, up to 239 kW) with 800 V voltage. It is a rarity in the category since at present alone Porsche and Audi are also part of this little club. However, it remains to weight this advantage since the theoretical maximum power is only delivered on the continuous current, which is found in particular on the highway.

Beautiful autonomy for the Hyundai Ioniq 6

The temperature of the battery at the time of the load, the occupancy rate of the sockets available on site and the outside temperature are all parameters to consider. And even if all the planets would be aligned, the load speed slows down very quickly, to save battery chemistry. But the Ioniq 6 has lungs to resist the effort, observation confirmed by its results on the road (388 km) and in town, where it passes the symbolic bar of the 500 km of autonomy. These good scores are not only to be put on the account of its mechanical efficiency, with a tonic synchronous electric block animating here the rear wheels (229 hp). Drawn as much to split the retinas as the air, The atypical Ioniq 6 presents a coefficient of penetration into the flattering air (0.21) and heals the details with, at the front, active shutters which open or close according to the aeration of ventilation. Too bad these beautiful skills are not accompanied by an irreproachable conduct chapter.

• City autonomy: 530 km
• Road autonomy: 388 km
• Highway autonomy: 334 km

Perfectible finish

Healthy propulsion with safe road behavior, agile given its size (4.85 m) and its mass (1,917 kg), Korean neglects comfort and shows too firm damping for a traveler, which is still degraded if you choose the largest rims (20 inch). Another reason for disappointment, if his cabin is spacious, including behind thanks to his wheelbase (2.95 m) Small limousine, several things annoy. Materials from recycling are cheap and the dashboard is not as original as bodywork. More unfortunate, the invasive and various sound alerts (especially that of speed limitation) are as infantilizing as it is hornipulant and it takes several manipulations to cut their whistle. Last detail, and not the least, the time of the cheap hyundai is over. With an input ticket set at € 52,400, the ioniq 6 does not break the prices and does not benefit from the CO2 bonus.

Commercial appellation	Hyundai Ioniq 6 2 WD 77 kWh 2023
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