Hyundai’s electric sedan is silent, elegant, and gains a lot of autonomy

Almost exactly two years ago my partner Alberto, a regular in these matters, was testing the Hyundai Ioniq 6 that the brand launched then. This time who gets behind the wheel of his successor, the Hyundai Ioniq 6 (2026)is yours truly, excited to experience the sensations of a sports sedan in which many things change.

The update of this model affects both its exterior appearance – pay attention to the front – and its performance, which improves significantly to complete a most striking 100% electric vehicle. Shall we take a look at it?

Technical sheet of the Hyundai Ioniq 6 (2026)

More than a restiling

The family is growing, those responsible for Hyundai began by warning us before we set off. These new Hyundai Ioniq 6 (2026) are confirmation of the firm’s clear commitment to electrification, which in fact prepares the Ioniq 3 for next year.

But that will be next year, because this Ioniq 6 begins by taking an important leap in the WLTP autonomy, which reaches 680 km in its version with long-range battery (84 kW). In the case of the model with a standard 63 kW battery, that WLTP autonomy is estimated at 521 km, both figures already serious.

We were able to test the Ioniq 6 with the N-Line finish, better equipped and with an even sportier appearance. To give it those more distinctive lines, we have a more aggressive bumper and slightly different side skirts. There are also other distinctive elements such as the wheels and the lights, which have their own lighting signature.

In both cases there have been clear changes in the nose, which is sharper and adopts a “shark nose” type front. The headlights are compressed to the maximum to be reduced to four fine lines of LED Parametric Pixel, while at the rear also use is made of that striking design element that, together with that spoiler and rear bumpers, allows them to be distinguished even more.

In this design there are optional elements such as digital rearview mirrors – in the model we tested they were conventional – and others that come standard such as integrated handles that contribute to aerodynamics.

Which is precisely one of the strong points of this model, although there are no changes here: it remains at some (fantastic) 0.21 Cx. The 401 l trunk is perhaps a bit short – the 45 l front one can alleviate the situation a little – but this sports sedan approach logically imposes certain sacrifices.

Regarding the interior, the space and qualities are surprising here, but above all the physical controls stand out. Faced with the rise of “everything touch” of some firms, at Hyundai They rescue buttons, dials and other physical elements which among other things allow get a better grade in the Euro NCAP tests. And we, to be honest, are happy: no matter how attractive a touch screen is, we also think that in some cases it is a solution to a problem that did not exist.

The “interactive” steering wheel also has four Parametric Pixel LED elements that indicate the status of various vehicle systems, and on the dashboard we have dual 12.3-inch screens integrated into a single floating screen. Here we have, as in its predecessor, Android Auto and Apple CarPlay support. We tested the first one for navigation with Google Maps during the route, and we verified that the quality and response of the panel was perfect during the trip. We were only able to test the BOSE sound system, but it certainly shows promise.

Somewhat hidden behind the steering wheel, on the right side, is the gear lever. I was not very used to that position and I must admit that to avoid confusion I needed to check if I had positioned the gear appropriately.

The problem is that to see the position of the steering wheel spokes they can cover that line of sight. It’s a minor detail and that check will probably be irrelevant once we get used to the vehicle, but at first it’s something that caught my attention.

Between both front seats, the bridge-type center console dominates everything, where we find the window controls and elements such as the wireless charging surface that allows us to comfortably recharge our mobile phone while we travel.

At the top we have a generous sunroof that we can open or close with just the push of a button. The Ioniq 6 has a dual-zone automatic climate control to adjust temperatures independently. The controls (this time yes) are centralized on a lower touch panel, under the dual screen.

If wireless charging doesn’t suit us and we prefer cables, we will be well served. In addition to the USB-C sockets (one of them with a charging capacity of 100 W) and USB-A, we even have a conventional interior socket and another exterior socket that allow charging at 220 V and 3.6 kW. That’s where the Vehicle to Load system comes into action. (V2L) that offers such an interesting reverse charging capacity that can get us out of a real bind in many situations… although we must use it wisely, because it will obviously significantly impact the vehicle’s autonomy.

That cars are already computers on wheels is certainly true in this model, which in addition to that connectivity that seems more typical of a PC than a vehicle, offers other capabilities. For example, OTA updates or the support of the Hyundai Digital Key 2 with which we can use our smartphone to lock and unlock the doors.

Bluelink services – with different plans and benefits – are combined with driving assistance systems. We did not have time to test them except in the case of level 2 autonomous driving, which for example corrected lane position on occasion. Added to these aids are the intelligent remote parking assistant 2 and the emergency braking assistant 2, rounding out this technological commitment.

Silence, drive

Not being a regular at this type of test and being used to an already mature combustion car means that driving an electric car is always like traveling to a silent future. Here the cabin of the Hyundai Ioniq 6 did not disappoint, and although we had a very quiet journey – the average speed was around 60 km/h – even in the moments when we wanted to press the pedal a little more, what we noticed was this: a blessed silence.

Beyond that, the Ioniq 6 is a dense and forceful car: its almost two tons are deceiving due to those sporty lines, but that forcefulness is noticeable on the route. Like its predecessor, we are not looking at a particularly agile car, and the brake, as my colleague Alberto’s text reminded me, is “spongy” and needs more pressure than one would think to start to really react.

Both in the calmer parts of the route and in those that allowed us to go a little faster, it was clear that the Ioniq 6 wants to be happier than we can allow it to be: Many times we found ourselves with the warning that we were exceeding (by a few km/h) the speed limit of the sections, which forced us to lift our foot off the accelerator even more… when we had barely even stepped on it.

The regenerative braking and the ability to drive with a single pedal is still a blessing that takes about three seconds to get used to: it is something so natural and comfortable that it probably helps make the driving experience much more bearable even in heavy traffic.

Xataka’s conclusion

The evolution of this Hyundai Ioniq 6 (2026) therefore seems especially round. The jump in autonomy (from 500 to that estimated maximum of 680 km, which we believe is a few less) is more than welcome, and all the interior design elements contribute to making this sports sedan behave in an enviable way. It is true that in a single day it is difficult to draw more consistent conclusions, but the contact has left us with a great taste in our mouths.

I was especially surprised by the spacious interior and interior equipment that invites you to take full advantage of the reverse charging systems. The presence of buttons —many, can be a little scary at first— is very welcome for those who want to escape the now somewhat less pronounced trend towards “all touch screens”, and the extras with which this sedan can be configured make it a great option for those who opt for this type of format.

On the road its behavior was equally remarkable, and although there are more adventurous driving modes here, the Ioniq 6 seems designed to travel with a little more pause and tranquility, almost as if making that silence and that cabin make one float on the asphalt rather than driving.

Hyundai has not communicated the official prices at the moment, but those responsible did point out that they would be “in line with the Ioniq 5“. That makes the 170 HP model probably around 45,000 euros, the 229 HP 52,000 euros and the 325 HP model with some joy exceeding 60,000. Pending confirmation of those prices, the conclusion is clear: we are facing a wonderful evolution of an elegant and wonderfully silent sedan.

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