Expected by many, the Hyundai IONIQ 6 is the perfect choice. a car that carries an important task on its shoulders, that of demonstrating the validity of the vehicle. of the manufacturer's new electric platform. All with a difficulty; in addition: it must also confirm in the world of the most important cars; The excellent efficiency demonstrated with more advanced models is massive. light as the first Ioniq and as Kona Electric which will soon go; retired, replaced by new model.
We already know the characteristics of this car, recently elected Car of the Year 2023. for some time, but to learn more, find below the two articles on HDmotori which will give you a general overview of specifications and prices, as well as the technical data sheet at the bottom of the page.
Hyundai IONIQ 6 arrives in Italy. Prices starting from 47,550 euros 110
Auto 03 Nov
Hyundai IONIQ 6, great efficiency and range up to 614 km 37 < p class="cat_auto"> Auto 05 Oct
Three versions of the IONIQ 6 are available for the launch in Italy:
- 53.3 kWh, rear-wheel drive, 151 hp
- 77.4 kWh, rear-wheel drive, 229 hp
- 77.4 kWh, all-wheel drive, 325 hp;
The one being tested is the most powerful with the two engines; we will then try to get our hands on the intermediate version which will probably be released; the most sold and versatile also in terms of autonomy.
- ROAD TEST
- PROS AND CONS
- TECHNICAL SHEET 77.4 kWh AWD
- PRICE, EQUIPMENT AND CONFIGURATOR< /li>
- VIDEO
HOW ARE YOU? ROAD TEST 
For the first test drive of the Hyundai IONIQ 6, the Koreans chose the Langhe, a scenario that with its hills, hairpin bends and several uphill sections lend themselves both for “scenic” needs and for putting the two engines of this 4.85-metre sedan to the test.
The great premiseit is that you need a large garage: if you already have a large garage, a Model 3 with its 4.7 meters is not; suitable for some micro-garages in cities, let alone a streamliner like this one which extends by a good 15 centimeters compared to the American one. Assuming that space is not a problem, at that point I can tell you that the mass and length of this IONIQ 6 are surprisingly easy to manage: some time ago I had tried the Mercedes EQE which was even more flexible. long but was extremely manageable thanks to the four steering wheels. This IONIQ 6 costs half as much. of the EQE, is 10 cm more short but, even without the 4WS, it can be driven without too much difficulty; thanks to excellent visibility; front, good visibility & agrave; rear (the rear window is small but not excessively sacrificed, despite having a coupé cut) and an excellent weight balance that never makes it tiring, not even in the hardest bends. bad.
Of course you can feel the weight: 2.1 tons are not a few, but most of this mass is; positioned low and becomes a problem only if we ride as if we were doing a time trial.
Speaking of driveability, the IONIQ 6 goes to satisfy those who really can't digest SUVs, the high guide and the dynamics that this type of bodywork brings with it. The basic system is the same as the IONIQ 5, both because; the platform is identical, both because also with the 6 it is; chose a more efficient setup. universal, we are not with the sporty and rigid car in the i30 N style so to speak…
Yet the sportsmanship; manages to convey it, you want because; we have a more accurate calibration. rigid compared to the IONIQ 5, you want because; the steering is pleasant, more; direct and has good response to mode switching; of driving, hardening into Sport to give us more sensations; sports. Too bad it's uncommunicative and the car in general filters the road a lot.
The litmus testit comes when I tackle the hairpin bends in the second round of tests (the first was characterized by “human” driving to test consumption). I put in Sport and I approach those same curves that I had covered with the Model 3 with this IONIQ 6, more; heavy and more; imposing but equally self-confident. The acceleration of the two engines is very fast. impressive, the 325 hp are more; which are sufficient for those looking for "Gran Turismo-like" and the intervention of the electronic controls when I exaggerate is the reason why. perceptible but very progressive, avoiding that unpleasant feeling of sharp power cut. In short, there is; but it cuts smoothly so; to allow us, at the exit and thanks to the instantaneous torque, to rocket out of the curve even if we have missed the apex or the wrong setting.
These are the advantages of the 39;electric: there aren't many thermals (and they are all sports/supercars) capable of forgiving the driver for an engagement error and still get him out like a slingshot, because the thermals are too far away. to do this they must have high-level electronics that can manage the mechanical complication of the engine, gearbox, transmission and differentials with extreme precision. On battery-powered cars, on the other hand, the electronics speak the same language as the engines, communication is simple. instantaneous and the absence of gearbox and mechanical parts does the rest.
CONSIDERATIONS: PROS AND CONS 
Looking forward to getting our hands on it more; long with a test of autonomy on the highway, here are some considerations, a mix of positive and negative elements that emerged from this first test drive:
Excellent efficiency, interesting consumption
The mainly extra-urban route saw an initial smooth drive between hairpin bends, uphill and downhill stretches and a few city crossings. No eco-marathon tricks, foot on the "gas" when needed and regeneration set for half; automatically and half at the highest level, that of one-pedal driving. The final consumption is was around 15 kWh/100 kilometres, a very good result given the road conditions. After the first round, I start with the second loop and with one foot wider than the other. heavy to test the performance. Here it is; arrived at around 19/20 kWh/100 km.
Lots of space, but watch your head
Behind it is; lots of space, almost 3 meters of step. As I show you in the video, however, the particular bodywork does not make it suitable for everyone despite the internal living room dimensions: in height the limit is limited. of 1.80 for long journeys. The most tall people have to slide down to take advantage of the enormous legroom available, but so too; doing so they do not assume the ideal position to rest the back.
The front seats are excellent: electrically adjustable, they (almost) become a bed to rest on when needed, even if the foot/ankle rests that were on the IONIQ 5 are missing. In terms of space, the trunk (401 litres) does not shine for performance: it is; that typical of sedans, deep but the loading mouth is; reduced. Furthermore, to fold down the rear seats there is a lock. a command that gives the sensation of not being cared for like the rest of the car, it seems fragile and cheap and does not have a spring, therefore the seats must be unlocked from the trunk and then folded by hand from the rear doors. The 45-litre frunk is handy: small compared to others, but enough for the charging cable.
Very fast recharge for real travel
With IONIQ 6 you can; travel really minimizing top-ups for two reasons. The first is; that the efficiency compared to the SUV should make it much more efficient. suitable for the motorway, but we will try it more quickly. after you. The second is; that starting with 100% from home, a Milan-Rome trip is; conceivable in just two stops, stopping after the first 300 kilometers for a recharge of about fifteen minutes thanks to the rapid stations that the 800 V architecture of this IONIQ can do; exploit.
In addition, there is the V2L: it means that under the seats you have a 3.6 kW socket to power anything(computer, scooter, Xbox…) and, with an adapter, you can also connect another car to the external socket: the IONIQ 6 battery acts as a power supply for everything that can be used. come to mind.
Top aerodynamics. Digital mirrors? No, thanks
With the digital mirrors, it has a record Cx, 0.21, but also the 0.22 obtained with traditional mirrors is a more accurate result. than acceptable (Model 3 is at 0.23). On a car that wanted to dare so much; so much, however, I would have expected digital mirrors capable of subverting the classic design, reducing the encumbrance to a minimum or even making them disappear completely. They work well, have several software features that allow us to get used to using them relatively quickly, but " no”.
The aerodynamics have been promoted with full marks, which not only mean greater autonomy, but also silence. speed as it keeps turbulence away from the ears of the occupants, working together with good passive soundproofing to create a first-class cabin.
Technology and safety: nothing to envy
If you've driven one of the latest Hyundais you know it by now, otherwise it's a good idea. it is always a must to remember this: by now the Koreans are among the best in the sector and have reached a maturity in which to study. technological such as not to envy the premium Germans or the Americans, surpassing the totality of the of the brands that operates in the "mass market". Their infotainment system is up to date. fluid and does not get stuck, easy to use but full of functions, connected and with a well-made app (there is room for improvement here but it is well supported). On the IONIQ 6 there is to file the interface of the instrumentation because in some extreme cases, the adjustment of the seat and steering wheel could obscure a part, but the car has OTA updates and therefore the possibility of theory of putting a patch there is. Also on the ADAS side they are the beston the market: a complete Level 2 semi-autonomous guide, automatic lane change (like Mercedes and Tesla), blind spot camera display when you put the indicator…
TECHNICAL FACTSHEET HYUNDAI IONIQ 6 77.4 kWh AWD
- Engine: two permanent magnet synchronous electric motors, all-wheel drive
- Power: 73.9 kW front, 165.4 kW rear (total 325 HP) and 605 Nm
- 0-100 km/h: 5.1s
- Speed & maximum: 185 km/h
- Battery: 77.4 kWh (warranty: 8 years or 160,000 km)
- Suspensions front: McPherson type
- Rear suspension: multi-link
- Tyres: 225/55 R18 or 245 /40 R20
- Brakes: front self-ventilating discs, rear discs
- Weight in o. d. m.: 2,113 kg
- Min/max luggage space: 401 litres
- Frunk: 45 liters on RWD, 12 liters on AWD
- Length: 4,855 mm
- Width: 1,880 mm
- Height: 1,495 mm
- Wheelbase: 2,950 mm
- Head diameter : NA
- Declared range (WLTP): 519 (with 18') – 583 km (with 20') in combined cycle
- Declared consumption (WLTP): 16.9 kWh/100 km with the 20', 151 kWh/100 km with the 18' (combined cycle)
PRICE AND EQUIPMENT 
You need 47,500€ to take the IONIQ 6 home, this is the price of the Progress set-up available with the 53.5 kWh battery and traction rear
Alternatively, there are three setups and two battery options from 77.4 kWh: Innovation and Evolution are available for rear-wheel drive and cost respectively 55,400€ and 58,950€. Finally, the all-wheel drive, IONIQ 6 77.4 kWh AWD, is available. available only in the Evolution set-up, the full optional from 62,450 euros.
HYUNDAI ONLINE CONFIGURATOR
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