Review: Hyundai Ioniq 6 Max AWD - There is a price for beauty, but is it too much?

If imitation is the sincerest form of flattery, then one look at the brand spanking new 2023 Hyundai Ioniq 6 should tell you two things, it was inspired by one of the most prolific sportscars of all time (cue 911), and that it looks like no other Hyundai that has ever come before it.

As far as looks go, the swoopy Ioniq 6 could make you weak at the knees, in which case, half the battle is won, or have you wonder what Hyundai was even thinking. In any case, there’s no denying it draws attention and starts a conversation.

However, if beauty is only skin deep and typically comes at a cost, does the Ioniq 6 offer a driving experience that will back its looks up? Let’s find out.

Overview

Launched in July 2023, the Hyundai Ioniq 6 was initially made available in two variants, the Ioniq 6 Max RWD and Max AWD. With two new variants, the Lite and Plus recently added, there are a total of 4 variants now, at the following prices.

Also read: From RM 219k, two new variants for 2023 Hyundai Ioniq 6 in Malaysia - RWD Lite & Plus

The newly added Lite- and Plus RWD variants are powered by a 150 PS / 350 Nm electric motor on the rear axle, whilst the Max RWD delivers more power at 268 PS and 350 Nm. Adding a second motor at the front axle gives the Max AWD variant (featured here) 325 PS and a whopping 605 Nm of torque.

As for Lite and Plus variants, they get a 53 kWh battery, good for a claimed driving range of 429 km, whilst the Max RWD and Max AWD get a larger 77.4 kWh battery which offers a claimed range of 614 km and 519 km respectively. All variants will have a top speed of 185 km/h.

Based on the Hyundai E-GMP platform, the Ioniq 6 offers the same dual 400 V / 800 V electrical architecture as the Ioniq 5 and the Kia EV6 stablemates. This enables a max charging rate of 350 kW at a suitably fast DC charger and 11 kW AC charging.

The Ioniq 6, and likewise Ioniq 5 and EV6, are the only models besides the Porsche Taycan and Audi E-Tron GT (sister model) that offer 800 V architecture; the Koreans, however, can charge faster than the Teutonic duo, which are limited to 270 kW.

Also read: The affordable EV is here, but few are buying it - Hyundai Ioniq 5 outsells Wuling Air nearly 2x in Indonesia

In terms of safety, all Ioniq 6 variants are offered as standard with 7 airbags, ABS, ESC, Hill-Start Assist, Muti-Collision Brake (MCB), and ADAS systems that include LKA, FCW, AEB and crucially ACC with Stop and Go capability.

The upper three variants add, RCTA and FCTA, Blind Spot Assist and the 360-degree camera, whilst the range-topping Max AWD gets the Remote Smart Parking Assist.

Also read: Hyundai-Kia files trademark for Hypercasting - Korea alternative to Tesla's Gigacasting

Elsewhere, all variants also receive twin 12.3-inch infotainment and instrument clusters, and two 3.6 kW Vehicle-To-Load (V2L) power points with wired Apple CarPlay and Android Auto connectivity. A six-speaker setup features in the Lite variant whilst the upper three variants get an 8-speaker Bose audio system.

The Max RWD and AWD variants also get a Head-Up Display (HUD).

Rivals

Given the Ioniq 6 is essentially a compact executive EV sedan, its closest rivals are the Tesla Model 3; notably the Model 3 Long Range AWD (LR) for RM 218k, and the BMW i4 eDrive35 Sport which is priced at RM 258k.

The Model 3 LR offers more power and driving range, plus is cheaper than the entry-level Lite variant, and the i4 eDrive35 offers more power, at 282 PS and 400 Nm, a bigger battery and more range for a bit more than the (price equivalent) Ioniq 6 Plus. So whilst, the Ioniq 6 may grab headlines for its looks and impressive feature list, it goes up against some well-established rivals which crucially offer more range.

Also note, that as far EVs go, we see buying trends that aren’t necessarily dictated by size and bodystyle, but rather the overall price proposition, which by extension, means buyers are fine cross-shopping between SUVs, sedans or even hatchbacks if the price is right, which further opens up the playing field.

Also read: Review: Hyundai Kona Electric e-Plus – Is it time to get an EV?

Exterior

As I write this, the Ioniq 6 has swept a trio of World Car Awards in 2023, notably 'Design of the Year', repeating the same feat (of 3 awards) the Ioniq 5 pulled off in 2022. Therefore, there's little argument regarding its design intent and creativity.

It is best viewed from the rear three-quarters, with its graceful and unique roofline which swoops down to meet the rear hatch and boot spoiler.

However, the Ioniq 6 can also seem disproportionate from certain angles in the flesh.

That arching roofline, coupled with a low beltline drooping downwards at the rear, can also make the Ioniq 6 look unnaturally tall - sort of like the Mk2 VW Beetle from the late '90s.

It's much the same at the front, again, with long and swoopy proportions from the A-Pillar backwards, but with a front end that isn't much longer (or wider) than a B-segment sedan - the whole lot can seem a bit mismatched the longer you look at it.

That said, there's no denying the attention to detail that Hyundai has put into it.

The gorgeous 20-inch wheels, the flush door handles, the grid-style graphics of the full-length taillights and DRLs, as well as the sharp-looking front and rear garnishes and side skirts, which are finished in a contrasting colour.

Trust us when we say, the Ioniq 6 turns heads wherever it goes, and you have to admire Hyundai's moxie in breaking the typical car design mould, as well as maximising the packaging benefits afforded by its EV platform.

Interior

Courtesy of a few caveats (which we will get into), the Ioniq 6 doesn't disappoint once you move inside too.

Seated at the front, the twin 12.3-inch digital cluster and infotainment touchscreens work together to form a wide screen with all essential information.

The system itself is easy to get used to and intuitive, whilst lower down, there are physical buttons (just above the climate control display) for one-touch access to important car functions. In all, the system is much more intuitive to use than many other touchscreen-only EVs like the Tesla or even recent VW models. 

However, note that the Ioniq 6, and likewise the Ioniq 5, do not offer Over-The-Air (OTA) updates because the Hyundai Blue Link system is not supported in Malaysia. 

Between its contrasting angular dashboard surfaces, physical buttons, as well as large screens - the Ioniq 6 executes a nicely balanced retro-futuristic style, that is uncomplicated even for someone who might be getting into their first EV.

The Ioniq 6 also exhibits good build quality and use of materials, case in point are the door panels which are made out of plastic, but have a soft-ish, tactile feel to them, complimented by large speaker-grille enclosures for the Bose speaker system.

Seat comfort as well, is great both at the front and rear - the seats are nicely padded and there's adequate support for your upper torso - and the overall ergonomics of the cabin is spot on.

Cubby holes and storage compartments are lacking however. The door bins will only fit small water bottles and slim items, whilst the central tunnel compartment, though large and tall (handy even for a tote bag); without a compartment organiser, things do move about when you are driving. 

Elsewhere the shift-by-wire stalk-style steering column-mounted shifter isn't the easiest to get used to. In the Ioniq 6 you have to rotate up to 'D', rotate down for 'R' - the opposite of possibly every automatic transmission there ever was - regardless of shifter type.

Thus, even after two days, I was still fumbling about and on quite a few occasions, thinking I'm in 'D' when it was exactly the opposite. This shifter is identical to the unit in the Ioniq 5 as well. 

The rear seating, however, is a bigger consideration - as we've noted with many EV models - and the Ioniq 6 is no different. 

So whilst you get superb legroom and headroom, rear passengers are essentially in crouched position, with thighs elevated which can become tiresome over a longer journey.

This won't be an issue for children or shorter passengers, but for passengers above 170 cm, we surmise it may cause fatigue after an hour or so of being on the road.

In terms of cabin insulation, the Ioniq 6 measures superbly. With double-glazed windows and an acoustic windshield, passengers are well insulated from tyre, road and bump noise.

Some wind noise does trickle in, mostly from the wing mirrors section around highway speeds but it's not a dealbreaker. The Ioniq 6 also bested the BMW i4 eDrive40 that we also tested recently.

Driving Experience

Within minutes of getting in, getting used to the controls and setting off - The Ioniq 6 wraps around you rather quickly. For starters the throttle modulation is great, and there's ample pedal travel so you instantly know how much pedal travel is needed to get the acceleration you want.

Push down hard on the go pedal for the full whack of 605 Nm, and the Ioniq 6 will surge forward with gusto. On our typical 0-100 km/h acceleration test, the Ioniq 6 returned a best time of 4.98 seconds which, consistently bested Hyundai's own claimed time of 5.1 seconds.

Also read: Review: First impressions of the 2023 Hyundai Creta - Not quite there for nearly RM 150k

Thus the Ioniq 6 makes light work of getting up to three-figure speeds and feels very much at home on the highway at the speed limit. Pushing a little further, it settles into a nice cruise at 125 km/h without putting much strain on energy consumption as well.

The brakes likewise are potent as well, very easily bringing speeds down when you need them, and offering a smooth transition between recuperation and braking phases.

With four energy recuperation modes available, the Ioniq is best in its default 'Level 2' where it somewhat mimics engine braking, with that said, energy recuperation can seem a bit 'grabby' at first so it takes some getting used to. Flick the paddle shifters into 'Level 4' recuperation and you get one-pedal driving in the Ioniq 6.

Weighing in at just over 2 tonnes, the Ioniq 6 is on the heavier side even by EV standards, and feels it whilst on the move. Whilst its commendable that the Ioniq 6 is manouverable in the city and does well to manage body movements at low to mid speeds, the weight means the car struggles on more challenging roads. 

Most noticeably during quick direction changes, such as you get on a tight B-road. Here, the Ioniq 6 will start to lean excessively, whilst the suspension struggles to resist bobbing-and-heaving and keep the body upright and stable. It also doesn't take long for the tyres to screech in disagreement if you barrel down a series of corners as well. 

Though by no means clumsy, the Ioniq 6 just seems happier on the straightaways than on winding trunkroad, which may be somewhat at odds with the Ioniq 6's sporting intentions.

At this price range, the BMW i4 still remains the benchmark in terms of driving performance and handling.

Energy Consumption

Hyundai advertises a range of 519 km for the Ioniq 6 Max RWD which isn't too shabby for its 77.4 kWh battery size. That said, the Model 3 LR claims 629 Km and the i4 eDrive35 and 40 will offer 483 km and 590 km respectively

On our typical energy consumption test, the Ioniq 6 Max RWD covered 115.1 km with a general 50/50 split between highway and inner city travel. The Ioniq 6 required 21.16 kWh to recharge to 80 percent SOC, delivering an average energy efficiency of 18.38 kWh/100 km.

The figures are pretty impressive considering this is the heavier, AWD variant. With careful driving, we reasonably estimate the Ioniq 6 Max RWD will cover around 450 km of travel with little fuss between full charges.

Conclusion

So, we live in a time where a Hyundai (depending on the variant) costs more than a BMW and Tesla. Although there's nothing wrong with that since the Ioniq 6 has the spec sheet to back it up. But of course, the larger issue is - are you willing to pay for it?

Without any significant downsides (besides the rear-row seat height) - the Ioniq 6 drives well, it's comfortable, is easy to live with and features a powerful and efficient EV powertrain.

Its immediate competitors, of course, boast longer driving ranges and brand prominence.

But seated at a poker table amongst its competitors, the Ioniq 6 can still draw its ace card: its head-turning looks and unique retro-futuristic take on EV mobility, which for all intents and purposes, counts for a lot as well.

Also read: Korea looks to Indonesia to bolster EV and battery supply, aims to reduce dependency on China

Now if you're sold on that, then you wouldn't be asking about the Tesla or BMW, you would already know the Hyundai Ioniq 6 is the EV for you.

Check out our video feature on the 2023 Hyundai Ioniq 6 where we test out it's range, ultra-cool Remote Smart Parking Assist and take you to a famous hawker stall for some delicious Curry Mee.