2024 Hyundai Ioniq 6

The representative SE Long Range RWD uses the 77.4-kWh pack and a single 168-kW (225 hp) rear motor — modest against the sedan band. 2024 is a carry-over of the 2023 launch year; the dual-motor AWD tops the range at 320 hp.

The single rear motor makes 350 N·m (258 lb-ft), available instantly from rest — mid-pack for the sedan band; the dual-motor AWD's 605 N·m (446 lb-ft) is the range ceiling.

Car and Driver instrumented the SE Long Range RWD on 18-inch wheels at 6.2 seconds, well inside Hyundai's conservative 7.4-second claim — adequate mid-band quickness; the 2024 powertrain is unchanged from that tested 2023 car.

The 800-volt E-GMP drive delivers power instantly, silently and without lag or transitions; it sits a step below the premium German EVs only because road and wind noise intrude a little more, not because the delivery is less seamless.

A single-speed reduction gear has nothing to hunt, and Hyundai's paddle-selectable regen levels plus i-Pedal one-pedal mode blend smoothly into the friction brakes — one of the better-executed EV drive calibrations.

Dual-motor HTRAC AWD is optional on the Long Range SE, SEL and Limited rather than locked to the top trim, with a disconnecting front motor; operation is straightforward torque split with no terrain hardware, and it costs ~35–45 miles of range. Not offered on the SE Standard Range.

Battery-electric only, with three configurations for 2024 — the new 53-kWh Standard Range RWD, the 77.4-kWh Long Range RWD and Long Range AWD. Covers mainstream needs but has no performance variant yet (the N arrived later) and no hybrid or gas option.

The SE Long Range RWD on 18-inch wheels is one of the most efficient cars on sale: the 0.21–0.22 Cd streamliner body and narrow tires return 140 MPGe combined. The 20-inch SEL/Limited drop to 117.

City is the stronger cycle, with regen recovering most low-speed energy; 153 MPGe is near the top of any EV class.

The low-drag body pays off at speed — 127 MPGe highway is exceptional for an EV, and the 18-inch wheels avoid the penalty the 20-inch trims pay.

The 77.4-kWh pack plus the car's efficiency yields 361 EPA miles on the 18-inch SE — among the longest-range EVs under $50k, though short of the long-range luxury sedans.

Hyundai quotes compatibility with 350 kW / 800V chargers rather than a car-side peak; tested acceptance on the 77.4-kWh pack is about 233–240 kW and holds above 230 kW to roughly half charge — well above 400-volt rivals stuck near 150 kW.

Eighteen minutes is a manufacturer figure for the Long Range pack and among the quickest fills of any EV, which materially offsets the mid-pack range. It requires 800-volt-capable 350 kW hardware; 400-volt stations are much slower.

At EPA standard assumptions the SE Long Range RWD costs about $550 a year to run — among the cheapest of any car. Owners relying on public DC fast charging will pay considerably more.

No fuel grade to consider, a 10.9-kW onboard charger for quick Level 2 home charging, and 800-volt fast charging on CCS networks. Held below the 2026 car's 92 because the 2024 uses a CCS1 port and needs an adapter for Tesla Superchargers (access opened in 2024–25), and the 800V pack charges slowly on 400V-only stations.

NHTSA rates the 2024 Ioniq 6 five stars overall, and the RWD SE Long Range shares the RWD rating. The one soft spot is a 4-star driver-side frontal result, with five stars for side barrier, side pole and rollover (6.7% rollover risk).

The 2024 Ioniq 6 earned a Top Safety Pick+ under IIHS's tougher 2024 criteria, with Good small-overlap, original moderate-overlap and updated side results. The only blemish is an Acceptable on the updated moderate-overlap test, which covers the rear passenger. That still clears TSP+, so it sits in the top band, a little below a perfect sweep.

Hyundai SmartSense is standard on every 2024 trim, including the SE Long Range scored here. It covers forward collision-avoidance with pedestrian, cyclist and junction-turning detection, blind-spot and rear cross-traffic collision-avoidance, lane keeping and Lane Following Assist, stop-and-go Smart Cruise, Highway Driving Assist, Safe Exit Assist, driver attention warning and high beam assist. Only the camera aids, parking collision-avoidance and the HDA2 upgrade are kept for higher trims.

IIHS rates the standard Forward Collision-Avoidance Assist Good in its updated day/night pedestrian evaluation. It avoided the crossing child at 12 and 25 mph and most night-time adult scenarios, and on low beams cut impact speed by 23 mph in the 25 mph crossing-adult test. Vehicle-to-vehicle performance under the newer higher-speed protocol was not shown for this model year.

Blind-Spot and Rear Cross-Traffic Collision-Avoidance Assist are standard on every trim and brake rather than only warn. Safe Exit Assist is standard too. The Blind-Spot View Monitor camera feed, which is especially useful given the poor over-shoulder view, is kept for the Limited, which holds this below the top of the band.

Lane Keeping Assist and Lane Following Assist (true lane centering) are standard on every trim. Reviewers rate Hyundai's tuning among the better mainstream systems on well-marked highways, but note wander on faded lines and a quick hands-on-wheel nag.

Smart Cruise Control with Stop & Go and Highway Driving Assist are standard on the SE Long Range scored here, and reviewers rate them near the front of the mainstream field. Highway Driving Assist 2, which adds assisted lane changes, is kept for the SEL and Limited. Re-scored down 4 because the earlier score credited HDA2 to the representative trim, which the SE does not have. Braking when closing on slower traffic can also be abrupt.

No 2024 Ioniq 6 trim offers hands-free driving. HDA and HDA2 are hands-on-wheel systems with a torque sensor, so nothing here matches BlueCruise or Super Cruise.

IIHS rates the single LED-projector headlight setup Acceptable on all trims, with high beam assist standard and no curve-adaptive function. Consistent but not Good, so it sits in the middle band.

The streamliner shape, with a high beltline, a shallow sharply raked rear window and thick C-pillars, leaves a letterbox rear view and large over-shoulder blind spots. Only a basic rearview camera is standard. Surround View and Blind-Spot View Monitor are Limited-only, so the SE scored here gets little camera help.

IIHS rates LATCH ease of use Acceptable. There are two outboard lower-anchor sets plus a tether-only center seat, but the lower anchors sit too deep in the seat, and the tethers lack contrasting labels. The long wheelbase and flat floor help fit, but the sloping roofline narrows the door opening for rear-facing seats.

Every 2024 Ioniq 6 seats five, the maximum for the sedan segment.

The front headroom is generous for a low, sloping-roof sedan, because the arc of the roof peaks over the front seats.

Front legroom is mid-pack for a midsize sedan. The flat EV floor and the floating console make the footwell feel more open than the number suggests.

The streamliner roofline drops away quickly over the back seat. Reviewers consistently say taller rear passengers brush the headliner, especially in cars with the sunroof.

The 116.1-in E-GMP wheelbase and flat floor give the back seat real legroom, which is the cabin's strongest dimension.

The trunk is small for a midsize sedan, and the opening is a narrow trunk lid rather than a hatch, despite the fastback profile. The frunk barely holds a charging cable.

The bridge-style center console leaves an open storage tray underneath, and there's a drawer-type glovebox, a flat rear floor and standard Vehicle-to-Load. The representative SE goes without the SEL's ambient lighting, and the tiny trunk opening and token frunk keep storage in the competitive band. Delta -2: the representative trim moved from SEL to SE.

The front seats are supportive on long drives, but the SE has stain-resistant cloth, a manual six-way passenger seat, and no Relaxation recline (Limited-only). The rear bench is low, with little thigh support. Delta -6: the representative trim moved from SEL to SE, which has less seat equipment.

Reviewers describe a pliant ride that soaks up road imperfections with tidy body control. The SE's 18-inch aero wheels and taller sidewalls take the edge off sharp impacts that the 20-inch SEL/Limited let through. Delta +2: the representative trim changed to the 18-inch SE.

The 0.22 Cd body keeps wind noise very low, and road noise is well suppressed, so the cabin is among the quietest in the mainstream sedan class.

The SE has heated front seats, dual-zone automatic climate, a heat pump and Bluelink remote pre-conditioning. The heated steering wheel, ventilated front seats and heated rear seats are all reserved for the Limited, so the volume configuration is only mid-pack on comfort features. Delta -8: the representative trim moved to SE, and the heated wheel turned out to be Limited-only rather than SEL as previously recorded.

For 2024 Hyundai cut the entry SE Standard Range RWD by $4,100 to $38,615 delivered. That is mid-band for a sedan: steep against a gas mid-sizer, cheap for a 240-mile EV.

Re-pointed from the SEL to the SE Long Range RWD on 18-inch wheels, the 361-mile configuration this vehicle's 2024 cat2 and its 2023 and 2025 scorecards describe, so the years compare like for like. At $43,565 delivered it is $3,050 cheaper than the 2023 SE Long Range and sits in the upper-middle of the sedan band.

The car has no oil, plugs, belts or transmission to service, and regen spares the brake pads, so scheduled work is rotations, filters and fluids, much of it absorbed by Hyundai's 3 yr/36k complimentary maintenance. Tires are the main cost. Trimmed from $3,800 because the scored SE runs cheaper 18-inch tires, and the high Edmunds figure describes an SEL AWD; this matches the 2025 SE Long Range estimate.

Depreciation is the Ioniq 6's biggest ownership cost. Heavy new-car discounting, the $7,500 lease credit and EV price cuts pushed used values down fast. A 2024 car has already lost about 45% in two years, which puts it on track for roughly 40% retention at year five.

Hyundai's 5-year/60,000-mile new-vehicle warranty tops the sedan band and beats the 3–4-year terms most rivals offer.

The drive unit and high-voltage battery are each covered for 10 years/100,000 miles, the segment's best and a direct answer to battery-degradation worries. The full term applies to the original owner only.

The car comes with 3 years/36,000 miles of free scheduled maintenance, 5 years of unlimited-mile roadside assistance and a Bluelink trial, on every trim including the SE. Early-2024 buyers also got 2 years of unlimited 30-minute Electrify America sessions; buyers after March 1, 2024 could choose a free Level 2 home charger or a ChargePoint credit instead.

$43,565 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $17,426) leaves about $26,139 in depreciation. Add the projected $3,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $29,739 in total.

Consumer Reports rates the 2024 Ioniq 6 less reliable than other cars from the same model year. Owner trouble spots cluster in electrical accessories: dead 12V batteries, charging-system faults and reduced-speed limp mode, plus some climate-system complaints. 2024 is the second build year, so it scores a little above the launch-year car but below the 2025, which CR rates about average.

Hyundai is solidly mid-pack on multi-year dependability. It sits around or a little above industry average in J.D. Power VDS and mid-field in Consumer Reports brand rankings, and it does better on initial quality than on long-term dependability.

The NHTSA flat file lists five recalls that cover the 2024 Ioniq 6. Two are ICCU campaigns (12V charging failure that can cause loss of drive power), and the others are detaching seat-belt anchors, a detaching charging-port door panel and a 2-unit differential-bolt torque defect. The previous scorecard attributed the rear-driveshaft heat-treatment recall to 2024, but NHTSA lists that campaign for MY2023 only. With it removed, the 2024 sits one point above the launch year and one below the 2025, which avoids the first ICCU campaign. Delta +1.

The 800V E-GMP drive units and 77.4 kWh pack have no systemic motor or battery-degradation failure pattern across a large multi-brand fleet. The repeated ICCU failure point is the main durability mark against this build year. The driveshaft heat-treatment defect cited before does not apply to 2024 (it is a MY2023 campaign), and the 2024 differential-bolt recall covered only 2 vehicles, so the score moves one point above the launch year. Delta +1.

The cabin is design-led: a flat floor, dual 12.3-inch displays, recycled textiles and relaxation front seats put it well above Hyundai's mainstream sedans. For a premium-priced car, though, reviewers flag hard, hollow plastics low in the cabin, and 2024 still has the pre-facelift console and switchgear.

Hyundai's assembly quality is a strength, and the Ioniq 6 has no widespread rattle, squeak or panel-gap complaints. The charging-port door panel recall (the panel can detach) covers the 2024 build, so it is held level with the 2023 and 2025 model years.

Hyundai's roughly 830–870 US dealers give dense coverage, and 3 years/36,000 miles of complimentary maintenance comes with the car. Not every store is equipped for high-voltage EV service, and the two ICCU campaigns and the seat-belt campaign on this model year have produced service waits and repeat dealer visits.

E-GMP parts are shared across a high-volume family at mainstream Hyundai prices, and the 10 yr/100k battery warranty covers the biggest ownership risk. On the other side, high-voltage components are dealer-only, the aftermarket is thin, ICCU parts were backordered during this model year's service life, and collision repair costs more than for a typical mid-size sedan.

Every 2024 trim gets the 12.3-inch touchscreen in a dual-screen panel with the gauge display. It's mid-band for the segment, behind 14–15-inch systems.

Hyundai's pre-ccNC interface is quick and logically laid out, and it keeps a row of physical shortcut keys and a separate climate panel. The 2024 still runs the older software, without the 2025 refresh's updated interface, and it relies on wired phone projection.

Apple CarPlay and Android Auto are standard but wired-only on every 2024 trim. That's an unusual omission at this price, because Hyundai's smaller 8-inch units offered wireless projection at the time.

Native navigation with EV route planning and charger search is standard, alongside server-based voice recognition. It works well enough, but owners tend to default to phone projection, and the voice system is not a natural-language peer to the best systems.

The base six-speaker system is adequate. The 8-speaker Bose upgrade is a modest step up, and it's reserved for the Limited.

A crisp, configurable 12.3-inch digital cluster is standard on every trim, integrated with the touchscreen under one glass panel.

The 2024 car supports over-the-air updates for infotainment and maps, and for some vehicle controllers. In practice Hyundai has not used them to add features in the Tesla style, and big fixes such as the ICCU campaign still needed a dealer visit.

The Bluelink app covers remote lock/unlock, climate pre-conditioning, charge scheduling and vehicle location, with a complimentary trial period. Digital Key 2 (phone-as-key) starts at the SEL, so the SE relies on the fob and app. Delta -4: the representative trim moved to SE.

USB-C ports front and rear plus Vehicle-to-Load (interior outlet and exterior adapter) give strong device power, but the SE has no wireless charging pad, which arrives on the SEL. Delta -8: the representative trim moved to SE.

A proximity key with push-button start is standard, and Bluelink handles remote climate. Phone-as-key (Digital Key 2 Touch) is not offered on the SE. Delta -8: the representative trim moved from SEL to SE.

The rearview camera and rear parking sensors are standard, but Surround View Monitor, Blind-Spot View Monitor and Parking Collision-Avoidance Assist are Limited-only. That matters more than usual given the car's poor rear visibility.

A head-up display is offered, but only on the top Limited trim. The representative SE and the SEL go without.

The long wheelbase and flat floor leave room for rear-facing seats, but IIHS rates LATCH only Acceptable because the anchors sit deep. The sloping roofline narrows the rear door opening, and the 11.2-cu-ft trunk struggles with a stroller and groceries together.

An IIHS Top Safety Pick+ and a five-star NHTSA overall rating come with a full SmartSense suite standard on every trim, including Safe Exit Assist and rear occupant alert. The camera-based blind-spot and surround views cost the Limited upgrade.

It's quiet, generous on rear legroom, and the SE's 361-mile EPA range and 18-inch wheels make it the most relaxed long-haul configuration. Rear headroom is tight for teens, rear climate amenities are basic, and the small trunk limits luggage for four. Delta +2: the representative SE has more range and a softer ride than the SEL.

Quiet, smooth EV torque, adjustable regen with paddles and i-PEDAL one-pedal driving, and stop-and-go Smart Cruise make it a relaxing commuter.

The 18-inch SE Long Range RWD is rated 140 MPGe combined, which makes it one of the most efficient vehicles on sale. Home-charged energy cost runs about $550 a year, and EV maintenance is minimal. Delta +4: the representative trim moved from the 117-MPGe 20-inch SEL to the 140-MPGe 18-inch SE.

The 38.8-ft turning circle is unremarkable for its 191-inch length, and the letterbox rear window and thick C-pillars make parking harder. Surround view is Limited-only, so the volume trim has just the rear camera and sensors to help.

Hyundai publishes no US tow rating for the Ioniq 6, and the small trunk with its narrow decklid makes it not meaningfully work-capable.

This is a comfort-oriented EV sedan with no fleet-duty reputation. The E-GMP Integrated Charging Control Unit (ICCU) failures, recalled across 2023–2025 Hyundai/Kia EVs including the 2024 Ioniq 6, are a real durability question mark.

Standard Vehicle-to-Load (about 1.9 kW) can run power tools in a pinch. Otherwise there are no work provisions: no hitch, no rack ecosystem, no tie-down-friendly cargo area.

It's a quiet, supple highway cruiser with 361 miles of EPA range, and 800-volt charging takes about 18 minutes for 10–80%. The SE gets Highway Driving Assist rather than the SEL's HDA 2 with assisted lane changes. Delta +4: the SE's range is 56 miles longer than the SEL's 305.

AWD is available and V2L can power a campsite, but low ground clearance, no tow rating and no roof rails keep it pavement-bound.

There's a small 11.2-cu-ft trunk with a conventional decklid rather than a hatch. Split-folding rear seats help with long items, but there are no roof rails or hitch, and the frunk is tiny.

Low center of gravity and tidy body control give secure, composed cornering, and the RWD car is praised for its balance. The SE's 18-inch low-rolling-resistance tires give up some grip compared with the 20-inch trims. Delta -2: the representative trim moved to the 18-inch SE.

The steering is described as light but precise. It's accurate and predictable, with little genuine feedback, which is typical of electric power steering in this class.

The brakes stop well, with adjustable regen and well-calibrated i-PEDAL one-pedal driving. As in other E-GMP cars, the blend between regen and friction braking can make the pedal feel a little inconsistent.

The single-motor RWD's 225 hp and 258 lb-ft arrive smoothly and linearly, with clean throttle tip-in and seamless regen transitions. Consumer Reports calls it quick.

It's near-silent under load, with only faint motor whine and no vibration through the controls. An optional synthesized e-ASD sound can be turned off.

The turning circle is wide for a sedan, a by-product of the 116.1-inch wheelbase.

There's ample seat and wheel adjustment, a clear dual-screen layout and physical climate controls. The window switches sit on the center console instead of the doors, the rear view is letterbox-small, and the low roof makes getting in and out of the back awkward.

It's pleasant and refined, with the RWD version called genuinely joyful by some testers. It's more a calm, efficient cruiser than an enthusiast's car, and the 2024 lineup had no N model.

Even the base SE gets dual 12.3-in displays, the Hyundai SmartSense driver-assist suite (forward collision avoidance, blind-spot and lane-keeping assist, adaptive cruise), heated front seats, vehicle-to-load and 800V fast charging. The scored SE Long Range adds the 77.4 kWh pack with no other compromise to the standard kit. That is generous next to a German EV, though the most advanced driver-assist and premium features are kept for the SEL and Limited.

Scored on the SE Long Range RWD: $43,565 delivered ($3,050 below 2023) buys 361 miles of EPA range, 140 MPGe, 18-minute 10–80% charging and a 10-year battery warranty, which is strong content per dollar. Raised 2 points because this configuration delivers more range for less money than the SEL previously scored. The Korean-built car didn't qualify for the $7,500 purchase credit (only leases got it), and resale is weak, so the real cost to own lands short of outstanding.

The lineup has four trims (SE Standard Range, SE Long Range, SEL, Limited), two battery sizes and RWD or AWD on the Long Range trims, spanning about $38.6k–$55k. That is reasonable breadth for an EV sedan, but the bundled packaging allows little option flexibility, and there was no N Line or performance trim in 2024.

US sales were 12,264 in 2024, down 6% from 12,999 in 2023, while the Model 3 sold roughly ten times as many. The Ioniq 6 is a niche car in two shrinking pools, sedans and non-Tesla EVs, and sales were drifting down.

Back-to-back World Car of the Year wins for the Ioniq 5 and 6 gave the Ioniq sub-brand real design and technology credibility. Hyundai is now a respected badge, but not yet an aspirational one for an EV shopper weighing Tesla or BMW, and weak EV resale undercuts the halo.

This counts as buyer benefit, and the deals were deep. Leases passed through the $7,500 commercial clean-vehicle credit, there was regular bonus cash and low-APR financing on top of the 2024 MSRP cut, and dealers discounted slow-turning stock heavily. Steep depreciation shows the discounting reflected soft demand, which keeps the score below the top.

2024 is the second model year of the CE1 generation (launched MY2023 on E-GMP) and essentially a carry-over apart from the price cut. The platform is current, but buyers faced a known 2026 facelift with a bigger battery and a native NACS port, which makes the 2024 car the outgoing version within two years.

The Ioniq 6 is one of the most decorated EVs of its era: the 2023 World Car of the Year triple and Car and Driver's 2023 EV of the Year. Reviewers praise its efficiency, charging speed and ride. The recurring criticisms are tight rear headroom, a small trunk opening and poor rear visibility.