- The 2024 Hyundai Ioniq 6 Limited Long Range AWD serves up a dual-motor setup good for 320 hp and 446 lb-ft of torque, along with 270 miles of range optioned with larger 20-inch wheels.
- The Ioniq 6 is an agile competitor in this segment with unique looks, a roomy interior, impressive road manners, and plenty of range if you need it, making a convincing case for itself over the Tesla Model 3.
- The top Limited trim can easily land in mid-$50,000 territory, offering plenty of options, but far less EPA range than more affordable versions of the sedan further down in the lineup.
The Tesla Model 3 is no longer the only game in town for midsize electric sedan shoppers. The past few years in particular have seen a variety of affordable EVs finally arrive, giving buyers much-needed choice in a category that has remained largely uncontested for a long time. And not all of them are crossovers, even though that bodystyle now seems entrenched enough to never give up its hold on North America.
That's why the debut of the Hyundai Ioniq 6 just over a year ago was such an important event in the EV world, with Hyundai and Kia intent on making the most of its E-GMP platform, while giving buyers plenty of options based on their needs and wallet size.
And unlike most of Tesla's overseas competitors, Hyundai did not look to the Model 3 for inspiration. In fact, it didn't really look to anything from the 21st century.
Instead, Hyundai took a page from the streamlined sketchbook of the 1930s in designing the shape of the Ioniq 6, with vehicles like the Stout Scarab serving as one of the influences.
With a few subtle nods to cars of a bygone era, the Ioniq 6 has sought out its own niche in the EV world while also delivering a sleek, aerodynamic shape with a 0.22 coefficient of drag that won't be confused for any other electric sedan on sale today. And despite a trunk similar to the Infiniti J30, it probably won't be confused for the J30 anytime soon because there are only a handful of them left in any given state.
The result is a spacious sedan with a long wheelbase and teardrop shape, with more than a few unique exterior design elements to keep the eye entertained and the neighbors slack-jawed. And it doesn't look like any of its boxier platform siblings either.
While the base Ioniq 6 sedan kicks things off with a 53-kWh battery and single electric motor out back—good for 149 hp—those looking for a little more power can have the Long Range single-motor version with a larger 77-kWh battery and 225 hp on tap, along with an EPA-rated 361-mile range. This makes it the absolute range king in the Ioniq 6 lineup, and IT eclipses the longest-range Model 3 in the process.
A dual-motor layout dials up the output to 320 hp, but the range drops to 270 miles. So there is a hefty price to pay for the extra motor and power when it comes to range, which EV shoppers have perhaps become used to by now.
Those seeking AWD versatility with the larger battery option can also pick the Long Range AWD version that offers 316 miles in the EPA cycle and the same 320 hp output. And it's easy to see why this version will tempt many buyers as well, offering a dual-motor layout with more power and still north of 300 miles of range.
The Long Range AWD Limited trim throws the option book at Hyundai's electric sedan, but the impact on range looks pretty painful on paper: 270 miles versus 316 miles due to the 20-inch wheels of the Limited trim, causing range anxiety for a few buyers. (Yes, the drop in range is that serious just because of the wheel size.)
However, those interested in range perhaps won't be looking too long at this particular trim anyway, especially since that extra motor will cost extra dollars.
But will the Long Range AWD Limited flavor make more sense to a different type of buyer, the one who won't need to max out the battery and who wants all the trimmings?
That's what we sought to find out in driving the Long Range AWD in Limited trim for a week, which was optioned up to $56,010 out the door.
First things first, this electric sedan offers an impressively quiet cabin with very little wind noise in town or on the interstate. This is where the teardrop design pays dividends with road noise remaining at a minimum as well, while the long wheelbase supplies a wafty ride that's a bit firm on those 20-inch wheels.
Having already tried the smaller wheel option in the past, we'd probably stick with it, if not for range then for the generous supply of potholes, as the larger wheels are for those parts of the country where the pavement is far better than in the northeast.
Hyundai hasn't embraced minimalism to an extreme degree in designing the cabin, which is a good thing, given some other automakers' ambition to sell a featureless interior as "luxury."
There are still plenty of buttons around, including on the center stack for the most used functions, which is a small miracle in the world of EVs, while the twin screens positioned side by side do not dominate the cabin.
The standard driving mode is brisk enough in town to move the sedan along, hiding its curb weight well, while the Sport mode provides a noticeable boost that's perhaps best reserved for back roads. And it dings the range in a noticeable way pretty quickly, perhaps discouraging its overuse.
With a cabin as silent as this one, we're content to drive the sedan in a more relaxed manner rather than sprinting from every light, even though the silent whoosh from a standstill provides enough of its own entertainment on occasion.
Pushed a little outside of its comfort zone on back roads, the Ioniq 6 takes up the task with little effort and few complaints from the tires, with reliable reflexes and enough power to make things interesting. And the low center of gravity helps keep things in check in the corners, with enough braking power to bring things to a stop.
One-pedal driving in town is far more convincing here than in some of its competitors. Having tried it over the course of a few days, the regenerative brakes become an unobtrusive system, and one that can be adjusted via paddles.
The cabin of the Ioniq 6 affords rear seat passengers plenty of legroom, but the small-ish cargo space makes it clear why Hyundai also has the Ioniq 5 hatchback in its stable. The trunk opening is rather minimal, offering more of a shallow parcel shelf, and it had us wondering why the rear glass could not have been paired with the trunk to open as a hatch.
But Hyundai can easily point to more cargo-friendly electric models in its lineup, and so can Kia. And their specs and battery sizes will be familiar enough to those looking at the Ioniq 6.
This leaves the Ioniq 6 playing the role of the funky, streamlined sedan that offers stylish electric motoring, with enough power on tap for excitement if you're not closely counting miles on the display. And we're thankful it exists in a world that seems disinterested in sedans of all sizes.
If we bought one of these ourselves, the top choice in the entire Ioniq 6 lineup is perhaps well below this particular trim.
The Limited trim serves up a few extras like ventilated front seats, a Bose premium audio system, heated steering wheel, rain-sensing wipers, a wide sunroof, and wireless device charging.
But the net effect of all these options is not earth-shattering compared to the SE and SEL trims, which already have quite a few standard goodies.
As much as the Limited trim tries to check every box on the options list, we suspect the sweet spot in the Ioniq 6 lineup for range and price actually lies with the more affordable RWD models, especially the SE Long Range variant that starts at $43,600 and serves up almost an extra hundred miles of range with a 225-hp motor out back.
Are there enough choices in this segment to give the Model 3 enough competition, or are midsize EV sedans a relatively unimportant category in the face of so many electric crossovers? Let us know what you think in the comments.
Jay Ramey grew up around very strange European cars, and instead of seeking out something reliable and comfortable for his own personal use he has been drawn to the more adventurous side of the dependability spectrum. Despite being followed around by French cars for the past decade, he has somehow been able to avoid Citroën ownership, judging them too commonplace, and is currently looking at cars from the former Czechoslovakia. Jay has been with Autoweek since 2013.
