Hyundai IONIQ 6 first drive: Is any other automaker delivering more value in high-tech EVs right now?
As we approach summer deliveries of Hyundai’s upcoming electric streamliner – the IONIQ 6 – I got the chance to get behind the wheel for the first time and share my thoughts. As Hyundai’s second model on its 800V E-GMP platform and one of the most aerodynamic EVs available, the IONIQ 6 is sure to provide an extremely joyful, sporty ride to owners while delivering some of the most advanced technology at quite reasonable costs.
Table of contents
Background on the Hyundai IONIQ 6
Ever since Hyundai launched its new EV-specific line of IONIQ vehicles in 2020, the 6 streamliner has been on our radar as one we’ve been dying to drive, especially after the quick success of its preceding sibling, the IONIQ 5.
Hyundai teased first images of the aero-centric sedan in June of 2022, followed by a global debut event in mid-July. In October, Hyundai shared the targeted range and drag coefficient on the IONIQ 6, which now arrives as one of the most aerodynamic EVs on the market.
Pre-orders began in the EU first and sold out in less than 24 hours. Following its official debut at Automobility Los Angeles last fall, Hyundai officially launched the IONIQ 6 in North America, which only flamed the fire of desire for this sleek EV on the 800V platform.
Admittedly, I was not blown away by the first images of the IONIQ 6, but after personally exploring it inside and out in my video walk-through, I had a quick change of heart. It’s a lot smaller and sportier in person, yet is still enormous inside.
After that visit to Hyundai USA, I couldn’t wait to get behind the wheel of this thing and test it out for myself. I recently got that chance and was not disappointed. Here are my thoughts.
IONIQ 6 is loaded with interior and exterior firsts for Hyundai
If you follow Electrek closely, you probably have witnessed me gawk over the IONIQ 5 for over a year, as it felt like an all-electric ode to my own personal style – retro meets high-tech. Like a first born, I didn’t think I had any room left in my heart for the IONIQ 6. What the hell is a “streamliner” anyway?
Well, just like Hyundai did in the interior cabin of this new 800V EV, I somehow found more room to love the IONIQ 6 and believe it is going to fare extremely well globally. The team at Hyundai described the overall feel of 6 as a more driver-centric experience compared to the IONIQ 5.
Like the IONIQ 5, Hyundai’s parametric pixels are visible throughout the exterior, from the front headlamps, to the entire rear taillight, and up across its super sporty dual spoilers, housing a unique stop lamp. Across its side, you’ll notice a unique character line and two-tone cladding.
Moving down toward the front wheel, Hyundai has implemented a subtle but effective gap reducer, which its design team explained allows for shorter overall overhang up front while retaining maximized aerodynamics. Speaking of aero, the Hyundai IONIQ 6 offers a 0.22 drag coefficient – strengthening its title as a streamliner.
Moving inward, you’ll notice a “winglet” dashboard design that has much more of a cockpit feel compared to the compact SUV that came before it. In a unique first for Hyundai, it also moved all the door buttons to the bridge style center console, allowing not only a minimalist door interior but also a noticeable width and comfort for both the driver and front passenger.
The steering wheel features four parametric pixels, which I learned translates to “H” in morse code. Across the cockpit, Hyundai as upped its lighting game by adding dual ambience to the IONIQ 6. In addition to six preset lighting themes and over 4,000 different combinations, the streamliner’s ambient light is linked to its speed and can change as you accelerate – once again adding to the overall “driver-centric” experience.
While driving, I found the design of the steering wheel intuitive and loved the paddle shifters on either side to switch between four different levels of regenerative braking. It should come as no surprise that I kept it mostly on Hyundai’s stiffest I-Pedal mode for one pedal driving, but I felt it had a balanced mix of recuperation for all driver preferences. The IONIQ 6 also features a Smart Regenerative System (SRS) 2.0 that monitors the EV’s speed and vehicles around it by using front radar and adjusts regen accordingly. I really felt it when going down declines, for instance, as the brake automatically applies itself in front of your foot. Eerie, but cool – talk about ghost riding the whip!
The Limited trim I was driving comes equipped with an 110V vehicle-to-load outlet under the rear seat, which can be used to power devices when the EV is on or in utility mode. Like the 5, the IONIQ 6 also features V2L on its exterior plug, capable of an 110V, 15 amp output at 1.9 kW.
It’s no a hypercar, but it’s still fun as hell to drive
As you’ll see in the detailed specifications below, the Hyundai IONIQ 6 is not the fastest or most powerful EV on the market, nor is it trying to be. What it is, however, is a super aerodynamic ride with some of the industry’s best efficiency that still has plenty of go when you hit the accelerator.
Did I mention it also sits on an 800V platform capable of charge rates between 230-235 kW on a DC charger? It’s also backward compatible with 400V charging, thanks to its onboard inverter. Who else is delivering that? Better yet, who else is delivering that for the MSRPs you’ll see below?
The platform itself features a new heat pump that reflects heat from the motor(s) vertically down through the battery cells to the cooling module beneath. Hyundai’s team explained this allowed them to reduce the part count by 70%, including the removal of a cooling fan, thus increasing the EV’s energy efficiency by 7%. What’s better is that battery preconditioning and the heat pump come standard on all trims of the IONIQ 6. Love that.
The AWD version features new dog clutch as part of a Disconnect Actuator System (DAS) that allows the front motor to operate separately from the wheels, leading to another 6% increase in efficiency. Hyundai is offering three versions of the IONIQ 6 with AWD and the DAS, alongside four RWD versions of varying performance and design features. Here’s how they break down.
Performance specs, trim levels, and pricing
Future customers of the IONIQ 6 will not only see a variety of trim levels at their disposal offering an option for nearly anyone willing to spend $42,000 on a new EV, but arguably the most bang for your buck in terms of technology and standard features.
| Model | Drivetrain | Motor(s) | Battery | EPA Range (18″ wheels) | MSRP |
| SE Standard Range | RWD | 111 kW (149 HP) | 53 kWh | 240 miles | $41,600 |
| SE | RWD | 168 kW (225 HP) | 77.4 kWh | 361 miles | $45,500 |
| SEL | RWD | 168 kW (225 HP) | 77.4 kWh | 305 miles | $47,700 |
| Limited | RWD | 168 kW (225 HP) | 77.4 kWh | 305 miles | $52,600 |
| SE AWD | AWD | 165 kW + 74 kW (320 HP) | 77.4 kWh | 316 miles | $49,000 |
| SEL AWD | AWD | 165 kW + 74 kW (320 HP) | 77.4 kWh | 270 miles | $51,200 |
| Limited AWD | AWD | 165 kW + 74 kW (320 HP) | 77.4 kWh | 270 miles | $56,100 |
Hyundai shared that all seven trims mentioned above are currently in production in Korea. Every variant will soon be available to order, except for the RWD version of the SE, which is scheduled to arrive this summer.
The automaker told us the 6 will be available in 43 states currently home to IONIQ certified dealers, but it could be eventually available in all 50 states, should those dealers apply to sell.
Plenty of other notable features to explore
Here are some additional features that Hyundai is wielding to truly set itself apart from the market. The IONIQ 6 will feature the debut of Hyundai’s first iteration of EV route planner in its navigation system.
The new maps pull real-time data from all the major charging networks to suggest where to stop and recharge along your predetermined route. If you drive past one, the navigation will quickly update and suggest a new spot to stop along the way.
Hyundai shared that this feature will also be rolled out to other EVs later this year via OTA update, so keep an eye out for that. Additionally, all future Hyundai EVs will come equipped with the complimentary software, beginning on 2024 models.
Another cool feature is Hyundai’s BlueLink+ digital key, which allows you to unlock and start the IONIQ 6 with your smartphone without the need for your key fob. As we also tested, you can add Blue Link to your Apple Watch and open the EV’s doors (see above), but you still need a phone to start the car.
In another first, original IONIQ 6 owners will receive complimentary BlueLink+ access with no expiration. Previously, new EV owners were given three years of access. This includes full access to Connected Care, Remote Access, and Navigational Guidance. The streamliner will also come with in-car Wi-Fi hot spot powered by Verizon’s 4G LTE network for three free months or 3GB of data.
So how does it drive? Well my friends, let me tell you.
IONIQ 6 only strengthens Hyundai’s growing EV prowess
Right as we pulled out of the hotel in Scottsdale, Arizona, I wasted no time in immediately switching to Sport Mode and giving the IONIQ 6 hell. My drive partner Jordan was immediately pushed back into his seat as we experience all 320 horsepower of our AWD Limited trim. He immediately turned to me and said, “This is gonna be a fun day.” He wasn’t wrong.
As I mentioned before, I loved the stiff regen of I-Pedal, which allowed me to come to a complete halt and stay put without ever touching the brake. I personally left coasting and rolling behind with combustion and always get a little irked when automakers tout stiff regenerative braking that doesn’t deliver true one-pedal driving. Hyundai’s is some of the best in my opinion.
Even in normal drive mode, the torque of the dual motors in the IONIQ 6 sent me, but Sport Mode was where it was at in terms of acceleration, especially through the winding desert plains around Arizona. Accelerating through curves and over humps in the road, the IONIQ 6 cut through the air while hugging the pavement, offering a much sportier ride than the 5.
Remember that ambient lightning I mentioned earlier tied to the EV’s acceleration? Well, Sport Mode also includes a relative EV Active Sound Design (e-ASD) function that blasts space-age motor noises through the cabin as you accelerate. It’s tough to get the full experience from the video below, but you can still hear the futuristic hum, complimented by an echoing chime as we accelerate. Have a listen.
In terms of user interface, I found the 12.3 displays and HUD to be more than adequate. The access to CarPlay is always welcome in my opinion, although there was no capability for wireless CarPlay connectivity. Not a huge deal, but it would have been a nice addition.
Taylor Swift’s new album sounded amazing on the Bose Premium audio system, blasted throughout the roomy cabin. Whether I was driving, riding shotgun, or exploring the back seat, the IONIQ 6’s 116-inch wheelbase provided tons of room, enabling a passenger volume of 103 cubic-feet, which is significantly larger than comparable models like the Tesla Model 3 or Polestar 2.
Yet another reason why I think the IONIQ 6 is going to be another home run in the market. It provides a more driving-focused design for those potential customers who found the 5 too large or boxy, while still delivering ultrafast charging, V2L, and amazing efficiency.
In terms of pricing, Hyundai is not only offering tremendous variety through seven trims but also a price point to satisfy most drivers looking to go electric, especially when you consider many of the features that come standard (e.g. heat pump, BlueLink+, etc.).
Personally, I feel like the RWD SE is the sweet spot in the lineup. With 361 miles of estimated range for just over $45,000, you’re getting nearly 90 miles more than the RWD Model 3 for about an extra $2,000. I think the 235 kW charge rate and V2L capability is worth that extra money alone, but the added range is a bonus. The SE feels like another solid option if you want AWD, still offering over 315 miles of range with extra oomph from the front motor.
All in all, the Hyundai IONIQ 6 feels bound to arrive as another successful entry into the EV market and will provide even more evidence that the automaker is delivering some of the most advanced and efficient vehicles at respectable value. Being able to eventually produce EVs in the US should only sweeten the deal for potential consumers who can take advantage of federal tax credits.
I highly recommend going for a test drive when you can, because this EV is going to be tough to get when it goes on sale.
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When I first got my hands on a Chinese electric mini-excavator, I thought it would be a fun little machine for digging a few holes and moving some dirt around. What I didn’t expect was just how useful and versatile it would become – and how often I’d reach for it for jobs that I never initially planned on tackling with a compact electric digger.
As I’ve watched all the fun reporting on new electric excavators, I’ve looked on in envy at what the current state of the art is… if you’ve got a quarter million bucks burning a hole in your hefty pocket. They are amazing machines, but I feel like the kid sitting outside of the sandbox and looking in, never able to play with the toys myself. But as it turns out, as long as you don’t need a massive machine, a mini-electric excavator wound up offering me many of the same benefits.
These battery-powered machines are cleaner, quieter, and cheaper to run than their diesel counterparts, which is great. That’s exactly why I started with NESHER in the first place. But what really surprised me was how many odd jobs around my parents’ acreage my little NX2500 excavator managed to take over. Here are five unexpected ways I’ve been using my Chinese electric mini-excavator.
1. Trench digging for irrigation
This was actually one of the first “off-script” jobs I tackled. My parents needed to run some irrigation lines through their property for a new garden setup, and while I originally planned to help my dad out the old-fashioned way (with a trenching shovel and a lot of sweat), I had my first mini-excavator delivered only a month ahead of time, and the timing couldn’t have been more perfect.
I figured, “Why not?” and before I knew it, I was carving clean, even trenches in a fraction of the time. What would’ve taken an entire weekend by hand was done in about an hour or two, and with zero back pain. It’s a perfect example of how machines like this can turn exhausting, sweaty work into something you actually enjoy.
Ever since I hurt my back a few years ago, a part of my rude welcome to how the mid-30s feels quite different from the mid-20s, I’ve been a little more aware of the kind of stress I put on my body. While I’m still quick to grab a shovel when I need one, the thought of hand trenching all day with a shovel versus an hour in the operator’s chair was a no-brainer.
2. Tree planting made way easier
Planting one tree is no big deal. Planting 10? Or 20? That’s starting to become a project. Planting 50? That’s a whole day with a shovel – or just a couple of hours with the mini-excavator.
The machine makes short work of digging perfect-sized holes, whether you’re dropping in fruit trees, palms, or trying to reforest a bare section of land.
In the beginning, there was some trial and error, but I’ve learned that you can fine-tune your technique to get the hole shape just right, so the trees don’t settle awkwardly or too deeply. It’s still manual labor in a sense, since those joysticks don’t work themselves, but it’s a lot less manual than working the shovel all day!
I also found that I can use a simple yard sled to load the spoils onto, then use the UTV to drag it away to the spoil pile elsewhere on the property. If you don’t have a dump truck or mini-truck around, a yard sled is a cool little way to move heavy things easily by dragging them around.
3. Mulch moving machine
I hadn’t originally planned on using the excavator for this one, but I had a big pile of mulch that needed to get loaded into the back of my mini-truck to bring over to a planting area. Instead of shoveling it by hand or using buckets, I figured I’d see how the excavator would handle scooping and dropping. And it worked beautifully.
Is it a perfect loader bucket? Not really. But it does save a lot of time and effort compared to doing it by hand. For loose materials like mulch, compost, or even sandy soil, it’s a no-brainer.
I still generally prefer to go with one of my loaders for bulk material like this, but in a pinch, the excavator can move 4-5x the amount I can per shovelfull, and each pass is a heck of a lot less exhausting on me!
4. Grading around trees for a shipping container pad
Here’s one I definitely didn’t expect to work so well. I had an area near some trees where I wanted to drop a shipping container. The ground was a mess – uneven, root-covered, and just generally not flat enough for the container to sit level.
I figured I’d give the excavator a shot at scraping and grading the area flat, and with a little finesse, it worked surprisingly well. It took some careful passes, and I wouldn’t call it laser-level precision, but it was more than good enough to get the container settled evenly and safely.
I’ve since put a second container next to it and built a roof structure between them, so now I have a 40×10-foot (12×3-meter) covered parking area between two shipping containers. I’d say it worked quite well!
5. Hoisting and lifting logs (and other heavy stuff)
Now this one’s a bit outside the box – and outside the manual. These machines aren’t really designed for lifting heavy objects the way a larger excavator or crane is, but they’re surprisingly capable if you’re smart about it.
I’ve hoisted several hundred pounds with mine, like awkward loads or cut log sections. A lifting strap slung over the bucket makes it easy to mount weird-shaped things, and you just have to be careful about swinging around too quickly.
I added a manual thumb attachment, and that proved to be a real game-changer. I can now pick up logs and branches, spin them around, and drop them into the bed of the mini-truck like a tiny mobile crane. Again, one or two logs are easy enough to toss by hand. But when a tree or two comes down after a storm and there are 20 or 30 logs, my back is going to thank me for not trying to toss each one by hand.
Final thoughts
It’s easy to write off these Chinese electric mini-excavators as toys or underpowered knock-offs. But after putting on real-world use for everything from planting trees to loading mulch and lifting logs, I can say they’ve proven themselves. No, they won’t replace a full-size backhoe or dozer, but they’re not trying to. These things are for the small jobs – the ones that wear you out if you try to do them by hand and don’t justify calling in a pro crew. They’re for the homesteaders, not the contractors.
Add in the fact that they’re electric – so you can run them in a garage or barn without worrying about fumes –and you’ve got a pretty compelling machine for landowners, landscapers, hobby farmers, or anyone who wants a quiet, capable, compact helper.
They aren’t without their downsides. Run times are only between 4-6 hours, and the roughly 1 mph (0.6 km/h) walking speed is excruciatingly slow when you need to travel to the farther flung areas of the property. But at least they’re relatively quiet and vibration-free, not to mention emission-free, for that long traverse!
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Slate Auto, a new EV startup backed by Jeff Bezos, has poached a key Tesla manufacturing leader to build its electric pickup truck factory in Indiana.
Napoleon Reyes is a US Marine from Indiana who got a degree in mechanical engineering from Purdue after leaving the force.
He then worked a few years at Subaru and Wabash before joining Tesla’s manufacturing team at the Fremont Factory in 2020.
There, he became part of the Model Y production ramp and was quickly promoted to lead the Model Y General Assembly in Fremont in 2022.
Reyes led Model Y GA, one of the most critical parts of vehicle manufacturing, for more than a year before being promoted again to lead new pilot processes at the factory.
Most recently, he led the launch of the general assembly line for the Model Y refresh.
The new engineering manager announced this week that he is leaving Tesla to join Slate:
A bit late on the post but after nearly 5 years working at Tesla in Fremont, I made the difficult decision to leave the Company and move closer to home with my family. It was an incredible experience being part of multiple line expansions and multiple Model Y program launches. Leading and managing the Model Y Refresh launch for GA in Fremont this year tested me professionally however we ultimately succeeded due to our amazing cross functional team collaboration. It’s been an absolute pleasure working with such great people, and I will forever be proud and thankful for everything we accomplished together.
I will be taking on a new role as Senior Manager, Plant Vehicle Engineering at Slate Auto in Warsaw, In.
Slate emerged from stealth mode earlier this year to unveil a new type of electric pickup truck featuring modular customization and an affordable price.
The company raised over $700 million through two rounds of investments from several different investors, including Jeff Bezos. It is currently raising more, which basically guarantees that it will be able to reach production.
The startup acquired a former printing plant in Warsaw, Indiana. It is currently converting to manufacture its electric pickup with a team from legacy automakers and also several former engineers and leaders from Tesla.
Rich Schmidt, an early Tesla manufacturing director, is the head of manufacturing.
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Genesis is preparing to shake things up with its most luxurious SUV yet, the GV90. Thanks to a new patent filing, we are getting a detailed look at how its Rolls-Royce-style coach doors will work.
New patent reveals Genesis GV90 coach door system
When Genesis first unveiled the full-size SUV at the NY Auto Show last March, it wasn’t the stunning design or advanced tech that caught everyone’s attention. It was the coach doors.
Although we were worried it wouldn’t make it to the production model, like many concepts, the Genesis GV90 will be offered with coach doors.
The ultra-luxe electric SUV was first caught with coach doors earlier this year on a car carrier in South Korea. Just last month, the GV90 was spotted in California with a hinge at the rear to open the coach doors.
After several new patents were filed with the United States Patent and Trademark Office for new door latching devices, we are getting a sneak peek at how they are expected to work.
The patents, titled “Cinching Device For Door Latches in Vehicle,” and “Door Latch Device for Vehicles,” give a pretty detailed explanation of how the Genesis GV90’s coach doors will operate. The “Door Latch Device” uses a door striker on the lower side of the door, which is opened or closed by a hinge unit.
Unlike traditional doors, which use the B-pillar for support, the device is attached directly to the door itself, allowing for hinge-like movement.
The cinching device works in a similar way. It’s also attached to the door and part of the vehicle. However, unlike most of its kind, Genesis found a way to use a single cinching device to control multiple units. Again, the device is used for B-pillarless doors that swing open.
Genesis already said that B-pillarless coach doors are now feasible in production vehicles. The patent reveals a glimpse into how the luxury automaker could make it a reality.
Although the Genesis GV90 is expected to be offered with coach doors, they will likely not be standard. Other variants, with traditional door handles, have also been spotted testing in the US and South Korea.
Genesis is expected to launch the GV90 in mid-2026. It will be built at Hyundai’s Ulsan plant in South Korea. The flagship Genesis SUV is scheduled to debut on Hyundai’s new eM platform, which the company said will “provide 50% improvement in driving range.” It will also be loaded with the latest technology, software, connectivity, and Level 3 or higher autonomous driving capabilities.
Source: USPTO
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