HYUNDAI

Korean Model 3 clone, or something else altogether?

Battery-electric sedans are a rare breed— that makes Hyundai’s striking Ioniq 6 a strong new entry

By John Voelcker

Quick, name all the battery-electric sedans for sale in the US—that aren’t Teslas. By our count, there’s only been one: the pricey, luxury Lucid Air.

Now, there’s another: the 2023 Hyundai Ioniq 6 is on sale at your local Hyundai dealer, joining the Ioniq 5 crossover utility and the smaller Kona Electric hatchback. e new Ioniq 6 is built on the same E-GMP underpinnings as its utility sibling, but wears an entirely di erent and strikingly sleeker body.

While the production vehicle isn’t as striking as the Electric Streamliner concept rst shown in January 2022, the arched window line and dropped tail of the Ioniq 6 still turn plenty of heads. Available in rear- or all-wheeldrive versions and three trim levels (SE, SEL and Limited), the new electric sedan starts at $43,000 but can hit $60,000 for a high-spec model.

Many models, one E-GMP

Hyundai’s E-GMP battery-electric platform wins kudos, and rightly so, for its rear-wheel-drive bias and 800-volt battery charging. Today, it’s used under not only the Ioniqs 5 and 6, but sister brand Kia’s EV6 and the luxury Genesis GV60—all e ectively hatchback utilities except for the Ioniq 6 sedan. And that’s just the start: the Kia EV9 three-row electric crossover will break cover later this year, followed by the Hyundai Ioniq 7, a three-row family SUV on the same platform.

Hyundai’s well aware that SUVs now handily outsell sedans in North America. e Ioniq 6 won’t be the brand’s top EV seller—that role falls to the Ioniq 5. Still, it’s a new entry in a category that’s essentially been dominated by one vehicle: the Tesla Model 3.

Hyundai’s compact electric four-door lines up pretty closely against the Model 3. e two cars aren’t dimensionally identical, but they’re the only two batteryelectric sedans on o er below $90,000 or so. It seemed a shame not to let people see them together, so on the March day we drove the Ioniq 6 at a media preview in Phoenix, we rented a Model 3 so we could photograph the pair side by side.

Overall, the Ioniq 6 represents a more comfortable, quieter and more conventional approach to a batteryelectric sedan than the Model 3. e Tesla is undeniably sportier, more BMW-like, and eager to accelerate and carve through corners; the Hyundai is comparatively more relaxed, so er and gentler. It’s hardly an old- style American luxury car, wallowing on its springs, but many buyers may nd it better balanced and more soothing to drive than the lithe, speedy Tesla.

Tesla vs Hyundai

Which exterior design you prefer is a matter of taste, though midway through its seventh full model year, the Model 3 design has become as common as Toyota Corollas in some precincts. Hyundai’s sleek, arced sedan is fresh and clean, especially from the front, though it gets busy at the rear with a spoiler below the rear window and another at the base of the trunk. Both interrupt the drooping banana shape that makes the car so distinctive. Automotive history fans may see a bit of In niti J30 or Mercedes-Benz CLS in its lines, though Hyundai claims the obscure Stout Scarab as a design in uence. But we digress. ere’s a fair amount of hard plastic inside the Ioniq 6, but the patterns and textures bring it up a notch. It took a while to get used to power-window switches on the center console, like a Jeep with removable doors. Hyundai said this was to widen the passenger com- partment by eliminating switchgear from the inside door panel. (Tesla has window switches right where you expect them: in the armrest.)

Inside, the Ioniq 6’s controls and user interface are relatively intuitive, its graphics are clear and coherent, and it retains actual knobs and buttons for several functions that the Tesla driver controls through the central touchscreen. e Model 3 approach is fairly well known by now: a steering wheel with scroll buttons, stalks behind the wheel, and then just a landscape-oriented central touchscreen on which drivers control virtually every other function.

For sedans in the same segment, the Ioniq 6 o ers roughly the same battery capacity as the Model 3—but less range, less combined power from its two motors, and less torque.

EPA-rated ranges up to 361 miles

e Ioniq 6 price leader is the SE with a smaller 53 kWh Standard Range pack and rear-wheel drive only. It’s rated at 240 miles of range, but o ers a low sticker price of just $42,715, including a mandatory $1,115 delivery fee. Don’t expect to see a lot of these on dealer lots; the vast majority of buyers will go for one of several Long Range models.

A base Ioniq 6 SE with the 77 kWh Long Range battery and rear-wheel drive is EPA-rated at 361 miles on its 18-inch wheels; add all-wheel drive, and the SE falls to 316 miles. e higher Limited trim adds many more features, along with larger 20-inch wheels, all of which cuts range to 305 miles for RWD, 270 miles with AWD. For comparison, the Tesla Model 3 Long Range we tested, with all-wheel drive and a 75 kWh battery, had a 353-mile rating against our Ioniq 6 Limited AWD range of 270 miles.

As for power, the front and rear motors in the Ioniq 6 are rated at 74 and 165 kilowatts (100 and 221 horsepower) and 446 lb- of torque. e Model 3’s two motors come in at 147 and 188 kW (197 and 252 hp). We couldn’t get an estimated 0-to-60-mph acceleration time for our AWD Ioniq 6, and didn’t have proper testing equipment in our single-day drive to measure it properly, though one car magazine tested it at 4.3 seconds. Tesla quotes a 0-to-60 mph acceleration time of 4.2 seconds for the Model 3 Long Range with dual motors, which felt about right—meaning both are quite fast away from the stoplight for small sedans.

Two versions of fun to drive

e Hyundai corners at and remains composed, but it’s more isolated from road feel—likely a plus in many drivers’ eyes. It doesn’t particularly invite drivers to toss it through corners, even though it’s perfectly capable of doing just that. It’s a closer analog, perhaps, to the Hyundai Sonata mid-size sedan: a middle-of-the-road sedan entry with the many bene ts of a battery-electric powertrain.

e Tesla is more like a BMW 3 Series, a sport sedan that trades noise suppression and a bit of ride comfort for instantly available performance and roadholding that induces con dence and makes drivers want more. Its controls are considerably heavier than the Hyundai’s—it’s a car to be driven. Each approach is valid for its intended audience—neither car has anything to apologize for. ey’re just two interpretations of how a car should feel to its driver. e Ioniq 6’s front seats are comfortable and supportive for drivers of virtually any size, but that falling roo ine exacts a penalty on rear-seat headroom—just as it does on trunk space. Still, outside of taxi and Uber duty, most mid-size sedans we see on the road have precisely one person in them, so perhaps rear-seat accommodations simply aren’t that important. e Ioniq 6 is another proof point for the idea that Hyundai-Kia is one to watch in the EV battle. It looks entirely di erent than its Ioniq 5 sibling— you might not know the two are from the same maker. You’d certainly never know they had the same underpinnings—at least until you sat behind the wheel, and saw the family twin 12-inch digital displays side by side, and the identical infotainment graphics.

Behind the wheel, Hyundai requires drivers who want onepedal operation to pull back the le steering-wheel paddle to invoke the i-Pedal function—every single time the car is turned on. at’s annoying when other EVs, including the Chevrolet Bolt EV, retain the setting through multiple power cycles. Strong regenerative braking and one-pedal driving are the default on the Tesla.

Whither Hyundai, whither Tesla?

But the E-GMP platform, with its ability to fast-charge up to 235 kW (under optimal circumstances), and the speed at which models that use it are being rolled out, suggests that the company understands the design and important features of EVs better than some competitors.

Whether Hyundai understands the presently dire state of non-Tesla public fast charging is a di erent topic. e Ioniq 6 comes with three years of unlimited fast charging on the Electrify America network, which may perversely encourage buyers—even those who can charge at home—to overuse public DC fast charging stations. at’s not good for the car’s batteries, or for the drivers who genuinely need fast charging stations to complete their road trips. en there’s the unpredictable and unreliable nature of the half-dozen public fast charging networks, a topic Hyundai execs were notably uninterested in discussing. Tesla’s advantage on that front is unquestioned, and was recently underscored by deals in which Ford, GM and Rivian EVs will be able to use the Tesla Supercharger network. Hyundai has nothing comparable to o er at the moment.

Still, the Hyundai Ioniq 6 is to be welcomed as an electric car, not an SUV. It’s handsome, pleasant to drive, o ers versions with signi cant range, and provides a competitor of sorts to the all-butubiquitous Tesla Model 3. For that combination of attributes, Hyundai deserves a hand.

Note: A more detailed comparison of the Hyundai Ioniq 6 and Tesla Model 3 can be found in e Autopian: “I Rented a Tesla Model 3 To Test Against e New Hyundai Ioniq 6. Here’s How ey Compare.”

Hyundai provided airfare, lodging and meals to enable Charged to bring you this rst-person report.

SK Signet opens Texas-based EV charger manufacturing facility

Korea-headquartered EV charger maker SK Signet has opened its rst US EV charger manufacturing facility in Plano, Texas.

e company projects the plant’s production capacity of its range of chargers, from standalones to power cabinets supporting multiple dispensers, at more than 10,000 units per year. e facility will also host R&D, manufacture EV charger power modules, conduct charger testing with automakers, and develop EV charging so ware and rmware.

SK Signet’s fastest V2 charger, which is slated to begin production at the Texas facility later this year, provides a maximum output of 400 kW.

“ e company’s new state-of-the-art facility will not only create new manufacturing jobs for Texans, but will advance critical EV infrastructure for our state and the nation,” said Texas Governor Greg Abbott, who recently signed a $200-per-year tax on EVs into law.

Electrify Commercial to install 80 DC fast chargers with up to 350 kW at 20 sites in Utah

Electrify Commercial, the Electrify America business unit that provides EV charging solutions to businesses, plans to deploy 20 EV charging stations in Utah for local utility Rocky Mountain Power. e project will include more than 80 individual chargers at 15 stations in the Salt Lake City area and 5 stations in surrounding regions.

Electrify Commercial will provide charging equipment, installation, networking and ongoing operations and maintenance.

Each station will have a minimum of 4 chargers, with charging speeds up to 350 kW. Rocky Mountain Power will set pricing, and customers will be able to access charging through the Electrify America mobile app. e rst of the charging stations are expected to open in 2024 in Salt Lake City, the Wasatch Valley Front and Moab.

“Salt Lake City is the top city in the US to own an electric vehicle, making it more important than ever to provide accessible charging in the region and in other parts of Utah,” said James Campbell, Director of Innovation and Sustainability at Rocky Mountain Power. “Electrify Commercial will play an important role in helping us achieve our electri cation goals and enable seamless EV travel throughout the state of Utah.”

SolarEdge introduces bidirectional DC-coupled EV charger

Israel-headquartered energy technology company SolarEdge recently debuted its bidirectional DC EV charger, which is expected to be available in the second half of 2024.

e charger is compatible with 400 V and 800 V powertrains, and will enable solar-powered vehicle-to-home and vehicle-to-grid functionalities. It will allow charging at up to 24 kW by simultaneously drawing from the PV array, the home battery and the grid.

SolarEdge says its ONE optimization system will apply algorithms to calculate dynamic utility prices and autonomously charge the battery. It will also discharge battery power back to the grid, enabling homeowners to receive compensation from electricity suppliers during demand response events.

e EV battery will be able to function as a home onor o -grid battery storage solution with up to 50 kWh of capacity for backup use during power outages.

Versinetic releases ISO 15118-compliant EV charging software stack

Versinetic, a UK smart charging consultancy, has developed a so ware stack solution that allows EV charging manufacturers to produce ISO 15118-compliant charging infrastructure.

e ISO 15118 protocol de nes vehicle-charging station communication.

Versinetic licenses its new ISO 15118 so ware stack as part of its modular EV charging solutions. Versinetic’s MantaRay control board, which supports AC and DC chargers, runs the so ware. Versinetic’s Charging Blox are product and service modules that can be customized to build a comprehensive EV charging station solution. ese are o ered under three models:

• Design concept—consulting, feasibility studies, evaluation kit;

• Solution design—Versinetic hardware and so ware;

• Supply options—license, buy direct or construct under license (for huge numbers), or non-recurring engineering.

“Accommodating ISO 15118 in our products is another part of Versinetic’s roadmap to play an integral part in the electri cation of our roads,” said Dunstan Power, MD at Versinetic. “We strive to bring expertise and exibility with our modular EV charging products that reduce time to market for EV charging providers and enable them to ensure their EV chargers are future-proofed.”

New York City to deploy up to 13 fast EV charging hubs at municipal parking lots

e New York City DOT and New York Power Authority (NYPA) have agreed to create up to 13 fast charging hubs at municipal parking facilities across the city, and each will feature roughly 50 charging plugs.

Once installed, these chargers will bring the city closer to achieving the Adams Administration’s goal of all New Yorkers living within 2.5 miles of a fast charger by 2035. ey will also help to advance Mayor Eric Adams’s administration’s plan to transition more than 100,000 for-hire vehicles to zero emissions by 2030 and help to achieve New York State’s target that all new vehicles sold in the state be zero-emissions by 2035.

“Our administration has set ambitious goals to electrify all Uber and Ly trips and ensure every New Yorker lives within 2.5 miles of a fast charger,” Adams said.

“ ese new hubs are sited in areas where many for-hire drivers live and work, and they will boost fast charging availability right at the time the city’s for-hire EV eet is expanding,” added Taxi and Limousine Commissioner David Do.

Cummins and Heliox to offer EV charging solutions for fleet customers

Motor manufacturer Cummins, and fast charger maker Heliox are cooperating to sell and service EV chargers in North America. e companies will bring a mobile 50 kW DC charger and a stationary 180 kW DC charging system to market.

e Mobile 50 is designed to plug into 480 V AC wall sockets, and can be used anywhere there is a compatible power source. Its portable design does not require xed installation.

e Flex 180 solution provides up to three dispensers capable of static, sequential and dynamic charging for optimal exibility for eet customers. e companies will o er both plug and pantograph options for transit bus customers.

Both EV charger products are available through Cummins’s North American distribution network. Cummins Sales and Service North America will provide repairs and planned maintenance at its over 180 service locations.

“We have a history of building innovative partnerships that combine strengths to create incremental value for our customers. Our relationship with EV charging partners builds on this legacy,” said Zach Gillen, General Manager of Cummins Sales and Service North America. “Our collaboration with Heliox will deliver a reliable solution to support eet customers in reaching their sustainability and emissions goals.”

Volvo invests in bidirectional EV charging startup dcbel

Volvo has invested in bidirectional EV charging startup dcbel. e automaker’s venture capital rm, Volvo Cars Tech Fund, will support dcbel’s R&D and commercialization e orts for its home energy system.

dcbel’s r16 Home Energy Station will be a “renewable energy ecosystem” that features bidirectional EV charging capabilities and a smart home energy management system. e system can be integrated with roo op photovoltaic panels, and supports charging two EVs simultaneously.

Energy from an EV’s battery can be used to power a home during an outage, to save on utility costs during peak hours, or (theoretically) to earn money from the local utility for providing grid services.

dcbel’s operating system, Orchestrate OS, “synchronizes with a home’s solar power generation and stationary battery storage, and calculates the best ways to use, store or sell home energy every ve minutes. Homeowners maintain complete visibility and control over their energy through their smartphone and other connected devices.”

“Home energy management systems will play a vital role as we move towards bidirectionality of electric vehicles,” said Alexander Petrofski, CEO of Volvo Cars Tech Fund. “Rising energy prices coupled with frequent blackouts are challenges faced by consumers today, and our investment in dcbel and their technology can help alleviate those challenges for our customers.”

Volvo has said that its upcoming EX90 will be the brand’s rst EV with bidirectional charging capability.