2023 Hyundai Ioniq 6 priced from £46,745 in the UK

Being a lower and more streamlined car makes the Ioniq 6 more efficient than the 5 SUV. In its most slippery configuration, it will have a drag coefficient of just 0.21Cd and is expected to be capable of achieving 4.4mpkWh, which would be better even than a Tesla Model 3, the current leader for efficiency. The longest-range version is estimated to be able to do 379 miles on a charge.

The other strength of the E-GMP platform is its 800V electrical architecture, which enables it to use the fastest chargers available. Using a 350kW supply, the battery can be replenished from 10-80% in 18 minutes.

Unlike the Ioniq 5, the 6 moves away from heritage-inspired design cues and adopts a much more aeroled ‘single-curve’ silhouette, which will help to optimise efficiency while, says Hyundai, embodying “the concepts of Sensuous Sportiness and optimistic futurism”. 

Together with the low-slung front end, it gives a drag coefficient of just 0.21 – creating one of the most aerodynamically efficient production cars available and making it, according to Hyundai, a “streamliner” rather than a conventional saloon.

Head of Hyundai Styling Simon Loasby explained that a liftback was considered, but the packaging of the hinges would impact rear headroom, as well as the much-vaunted drag coefficient.

The influence of the Prophecy is clear in the pixel-style light clusters, subtle ducktail rear spoiler and curved shoulder line, but the Ioniq 6 is a taller and thus more practical proposition, with a roofline roughly 200mm higher off the ground than that of the show car – chiefly because of the 150mm-thick battery pack. 

To show off the new design, the Ioniq 6 will be available in a wider selection of colours including metallic red and several blues and greens.

Combined with the flat floor and an overt focus on ergonomics in the cabin, this means, chief designer SangYup Lee told Autocar, that the Ioniq 6 can be used by owners “almost like a third room. The single curvature creates a very nice warm ‘cocoon’ atmosphere inside. Exterior design is the main factor in a customer’s purchase decision, but for an EV the interior will be the distinguisher for the brand.”

Four colour schemes will be offered: two-tone grey, dark olive green with light grey, black with pale brown, and black. The interior design is dominated by the twin 12.0in displays for the gauge cluster and infotainment. The latter supports the pairing of multiple phones at the same time, so that one can be used for phone calls and one for music streaming.

The centre console is flat so front-seat occupants can work on their laptops or tablets. There is a minimalistic ‘cow-horn’- shaped dashboard housing a pair of 12.0in screens in one panel as part of a new ‘user-centric’ architecture and the centre console floats to free up space in the front cabin. In addition, the long wheelbase allows for competitive levels of leg room in both rows.

Compared to the Ioniq 5, the 6 has a more driver-centric positioning. It also gets a few more dynamic touches, including an ‘EV Performance tune-up’, which allows the driver to specify multiple drive mode configurations for different situations. 

It is similar to modes currently available in the firm’s existing N performance models. Another new feature is that the mood lighting will change with the car’s speed. Smartphone is included, though the firm has retained a number of physical buttons. 

In keeping with Hyundai’s sustainability ethos, the interior is also trimmed in an array of eco-friendly materials, including flaxseed-dyed artificial leather, recycled PET plastics, vegetable oil-based paints and recycled fishing nets.

The Ioniq 6 is planned to enter production in the third quarter of 2022, with first deliveries due for the end of the year. Loasby also confirmed that smaller Ioniq models are in the works.

Q&A: SangYup Lee, head of global design, Hyundai

​​What were the challenges in evolving the Prophecy concept?

“One of the biggest challenges was to get the outline of a streamliner with a single-curve design and big interior space yet without losing the dynamic character.

“Obviously, aerodynamics are a huge player. We were able to go down to 0.21 Cd, which is a fantastic number compared with other EVs. We spent a lot of time at the wind tunnel.”

Did performance influence the design?

“In a way, it’s a default: we must deliver the range and the functionality. But fundamentally, an EV is a battery pack with motors, so what else can we do differently? One big factor was the typological challenge we wanted to create. We don’t want to create something typical. Instead, we’re doing a single-curvature design. We don’t want to call this a ‘saloon’.”

Will you continue to think in ‘eras’ of car design?

“Right now, we’re going through a bit of a dark era, but even in a dark era, there is always hope. It’s almost like Hyundai can take a time machine and go back to an era like the early ’70s: wasn’t that fantastic? All the race cars… it was just great.”

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