Hyundai Ioniq 6 vs Renault Scenic E-Tech

What's the difference?

The Hyundai Ioniq 6 will stand out in any automotive crowd, thanks to its distinctive aero-influenced design.

It’s well-equipped for the money, surprisingly roomy, energy efficient and notwithstanding some niggles around the ride and steering feel, comes up to scratch dynamically.

Does it do enough to apply the thumb screws to the likes of Tesla's Model 3? I think it’s got a pretty good shot, and it will be interesting to see if EV buyers embrace the car’s unusual streamlined look.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Renault Scenic E-Tech is lining up against some heavy-hitting competitors, but Renault Australia admits it has one top of mind - the Kia EV5. The Kia’s a quality package and if you’re in the market for a mid-size electric SUV, you’ll no doubt have it on your shopping list. And you should have a look at this slightly smaller car, as well. It has the refinement, practicality and safety to stand up confidently in a rapidly expanding segment.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Lots of cars are said to be “shaped by the wind” but all you have to do is look at the Ioniq 6 to know that in this case it’s 100 per cent true.

In fact, images of the car in Hyundai’s wind tunnel show it performing more like a perfectly shaped wing than a four door sedan.

With a drag co-efficient (Cd) of 0.21 it’s slicker than the ultra low-drag Tesla Model 3 and Porsche Taycan. And while not conventionally pretty it’s certainly a striking and unusual design.

Flush door handles? Of course. Carefully sculpted spoilers front and rear? Yep. Active air flaps? Check. The RWD Dynamiq’s 18-inch alloy rims are shaped for aero efficiency, while the top-spec Epiq grade even swaps out conventional side mirrors for super-cool digital cameras and interior OLED screens.

And the sleek looks continue inside with a two-section dash divided horizontally by a swoopy winged insert and topped with a pair of 12.3-inch screens covering multimedia and instrumentation.

The look and feel is minimalist. A lot of the controls are on screen or digital, but a physical dial for audio volume gets a big safety and convenience tick. 

No gearshift in the bridge-like centre console. A rotary stalk is located behind the steering wheel on the right-hand side.

There’s configurable ambient mood lighting with six pre-selected themes and the materials used inside are suitably eco-friendly.

Cloth seat trim is recycled PET plastic, as is the headliner, the dashboard skin is manufactured using bio-ethanol, the carpet is made from recycled fishing nets (!), and bio paint (partially derived from vegetable oils) is used on the doors. 

Yes, there’s leather, but its dyeing process uses biodegradable flaxseed oil rather than conventional pigments, which is a good thing in terms of fewer harmful microorganisms in waste water, and is claimed to reduce CO2 emissions by 3.8kg per car. 

On the outside, recycled pigment paint made using ‘end-of-life’ tyres is applied to the body cladding, and bamboo charcoal pigment paint is used in the ‘Digital Green’ pearl colour option.

Speaking of which, there are seven other colours available; three more pearl shades - ‘Abyss Black’, ‘Ultimate Red’ and ‘Biophilic Ink’, as well a single metallic ‘Nocturn Gray’ and a solid ‘Byte Blue’. ‘Gravity Gold’ matt finish is the only extra-cost choice at $1000. 

There are some design tips of the hat to Scenics past in this latest electric version, including blacked-out door pillars and a recognisably angular C-pillar treatment.

But despite the fact it debuted at the Munich IAA Motor Show in late 2023, from its slimline headlights and jagged grille to its sculpted flanks and saw tooth rear end, this fifth-generation Scenic looks contemporary from every angle.

A highlight is the large Renault diamond logo sitting at the centre of a faux upper grille, surrounded by a multitude of the same elongated hexagon shape as a cool recurring graphic, the pattern merging neatly into the headlights.

Speaking of which, the LED beams can be set to produce an elaborate welcome sequence as you approach the car.

The interior feels slick and screen-rich but not at the expense of user-friendly physical controls for audio, ventilation and other commonly used functions.

Recycled fabric on the dashboard and headliner looks and feels good while doing its bit to suppress cabin noise.

Speaking of which, the Scenic is Renault’s poster child for the use of recycled materials in its construction and end of life recyclability.

Everything from ferrous components consisting of 37 per cent recycled materials to a bonnet and doors made of up to 80 per cent recycled aluminium.

The dashboard cowling is made from kenaf, a plant fibre similar to jute; the steering wheel cover is 51 per cent bio-sourced; the cockpit uses 26 per cent recycled plastic; the storage bins in the door panels are 45 per cent recycled fibre, the floor mats are 54 per cent recycled plastic bottles and the seat upholstery is 100 per cent recycled fabric. The list goes on and on, but you get the idea.

The Ioniq 6 is just under 4.9m long and the wheelbase is close to three metres, so no surprise there’s an impressive amount of space inside the car.

A flat floor enhances the roomy feel, plus controls for windows and mirrors are located in the centre console or on the dash rather than the front doors, which has allowed the armrests to be trimmed down for some extra breathing space.

As mentioned earlier, there’s no gearshift in the centre console, either. It takes the form of a rotary stalk on the right hand side of the steering column. It doesn’t take long to get used to and I found it pretty handy to use.

There are large bins in the doors with space for bottles, two cupholders in the console and a medium-sized lidded storage box (which doubles as a centre armrest) between the seats.

A lengthy tray underneath the main console keeps additional loose items under control and a generous glove box slides out from the dash rather than flipping open. So, there’s plenty of storage on offer.  

Move to the rear and it feels like you’ve teleported into the back of a stretch limo. With the driver’s seat set to my 183cm position there is huge legroom.

Hyundai says thanks to the use of high strength steel the backs of the front ‘relaxation’ seats fitted to the AWD models are appreciably thinner than normal, also increasing rear space.

Rear headroom is fine sitting in a normal, relaxed position, although sitting bolt upright my bonse grazes the headliner. 

Three abreast for adults will be okay for short runs, but not a goer for lengthy road trips. Three up to teenage kids will be fine, though.

Speaking of kids, parents will appreciate ‘Quiet Mode’ which limits audio to ‘25’ in front and mutes the rear. Perfect for uninterrupted sleep back there, or keeping the noise to a minimum for those furiously focused on their favourite game or a movie.

Backseaters are provided with bins in the doors, although the section scooped out for bottles is small, there are two cupholders in the fold-down centre armrest, netted map pockets on the front seat backs and a small slot for keys or a phone under the adjustable air vents at the rear of the front console.

Connectivity and power options run to three USB sockets in the front (one Type-A for media and charging, plus two Type-C for power only), a 12-volt socket under the front console, and two Type-C ports in the back. That’s plenty. 

Boot space is 410 litres (VDA), and the rear backrest split-folds 60/40 to liberate more room. Worth noting there are no tie-down anchors in the boot, but there is an underfloor storage compartment, plus a 45L ‘frunk’ under the bonnet of the RWD and a 14.5L storage space in the front of AWD models.

The boot lid is powered but there’s no spare, just a mobility kit. Grrrr!

If you want to hook up the tinny or camper trailer, towing capacity is 1500kg for a braked trailer and 750kg unbraked.

A bi-directional ‘Integrated Charging Control Unit’ (ICCU) allows for ‘Vehicle to Load’ (V2L) functionality on the inside and the outside of the car. There’s a house power-style three-pin outlet at the base of the rear seats or a simple adapter plugs into the charging outlet. Super-handy for camping, picnics, you name it.

In terms of how it all works in practice, at just under 4.5m long, close to 1.9m wide and less than 1.6m tall with a 2785mm wheelbase, the Scenic is more compact than the larger BYD Sealion 7 or Zeekr 7X, for example.

But there’s plenty of breathing room up front, with the centre screen angled towards the driver enhancing the cockpit feel for the one doing the steering.

There are large carpeted bins in the doors with room for bottles and a lidded storage box between the seats doubles as a centre armrest. That lid slides forward by 70mm to cover a small storage cubby under the front of it, which is a handy trick.

Locating the gear selector on the right-hand side of the steering column liberates extra space for a centre cupholder and large console storage bin. There’s a generous glove box and a wireless smartphone charger under the centre screen includes a rubberised base and two lugs to stop devices sliding around. Power and connectivity runs to two USB-C ports and a 12-volt socket.

Moving to the second row, sitting behind my 183cm driving position, while toe room is a little tight (with the driver’s seat set low down), there’s heaps of leg and headroom as well as enough shoulder room (and foot room thanks to a flat floor) for three adults on short to mid-length trips. A pair of adjustable centre air vents is also a welcome inclusion.  

Storage includes door bins (again with room for bottles), large and device-sized pockets on the front seat backs and the pièce de résistance is the evocatively named ‘Ingenious armrest’, which includes a storage area and two cupholders at the base of articulated horizontal arms that allow passengers to mount a phone or tablet at various angles in rubberised slots for joint or solo viewing.

It is, indeed, ingenious and four USB-C plugs (two in the armrest, two near the air vents) mean back-seaters won’t be short of power options.

Boot volume with the rear seats upright is useful at close to 545 litres (VDA), expanding to around 1670L with the 40/20/40 split-fold second row lowered. A power tailgate is standard across the range.

There are bag hooks, tie-down anchors, lighting and a 12-volt socket back there, although for V2L (vehicle to load) functionality you’ll need an accessory adapter to plug into the charge port.

Maximum braked trailer towing capacity is a handy 1100kg, but there’s no spare tyre, only a repair/inflator kit, which isn’t good enough.

The Scenic E-Tech starts from $55,990, before on-road costs, for the entry-grade Techno. Then there’s the Techno Long Range for $59,990, BOC, while the flagship Esprit Alpine comes in at $65,990.

That’s sharp relative to competitors and follows the brand getting a reality check with the Megane E-Tech after it launched here in late 2024, Renault shaving $10,000 off its price only a few months later.

Equipment highlights across the line-up include a 12-inch multimedia touchscreen, a 12.3-inch driver display, sat-nav, adaptive cruise control, a 360-degree surround-camera view, all LED exterior lights, wireless Android Auto and Apple CarPlay and six-speaker Arkamys audio.

There’s also dual-zone climate control, an electric tailgate, auto-folding side mirrors, cloth upholstery, heated front seats and steering wheel, 48-colour ambient interior lighting, keyless entry and start and 19-inch alloys (on the Techno models).

Then you can fold in over-the-air updates, access to remote services via the ‘MyRenault’ app and Google In-Built that enables voice-control for up to 70 car functions.

The Esprit Alpine ups the ante with 20-inch rims, nine-speaker Harman Kardon audio, synthetic leather and cloth seat trim, six-way power adjustment (with memory settings) for driver and front passenger seats, a massaging driver’s seat, brushed metal pedal covers and facial recognition for seat and mirror settings.

In short, the Scenic is well-equipped relative to its competitive set and cost of entry, with Renault confirming there are mainly demonstrator cars in dealers at the moment, with the majority of stock landing in late May or early June this year.

There are three optional paint choices - metallic ($800), two-tone ($1000) and matt ($1200), the latter exclusive to the Esprit Alpine.

The entry-grade Ioniq 6 is the rear-wheel drive Dynamiq, featuring a 168kW/350Nm permanent magnet synchronous electric motor on the rear axle powered by a liquid cooled lithium-ion battery.

The all-wheel drive Techniq and Epiq models feature an additional permanent magnet motor at the front for a combined output of 239kW and 605Nm.

Drive is fed to the wheels via a single-speed reduction gear auto transmission on the rear or both axles.

Like its Megane E-Tech sibling, the Scenic E-Tech uses an excited synchronous motor which Renault says is more efficient than the more commonly used permanent magnet type, with the bonus that it uses no rare earth materials.

The entry-level Scenic E-Tech Techno's fitted with a 60kWh NMC battery. Its electric motor transfers 125kW and 280Nm to the front wheels and Renault claims a 0-100km/h time of 8.6 seconds.

The Techno Long Range and top-spec Esprit Alpine pack an 87kWh battery and a more powerful motor, raising outputs to 160kW/300Nm and lowering the 0-100kmh sprint time to 7.9 seconds.

All versions of the Ioniq 6 carry the same 77.4kWh lithium-ion Polymer battery and the car’s 800V architecture allows it to use 350kW DC fast charging for a 10-80 per cent fill in 18 min.

The number of genuinely fast chargers available is increasing rapidly and that fill time is impressive.

Drop to 400V (50kW charging) and that time increases to 73 min, while 7.0kW AC charging from 10 to 100 per cent will take close to 12 hours.

The ports behind the not-fuel flap are a Type 2 for AC and CCS Combo2 for higher powered DC charging.

And if all else fails, you’re also equipped with a portable charger/cable so you can access house power for a full charge in, wait for it… 34 hours 20 min.

Quoted WLTP range for the RWD Dynamiq is 614km, that number dropping to 519km for the more powerful, dual-motor Techniq and Epiq models.

The WLTP combined cycle energy consumption figure for the Dynamiq is 14.3kWh/100km, with the Techniq and Epiq models at 16.9kWh/100km.

A ‘Disconnector Actuator System’ (DAS) on the front axle of the AWD grades is able to automatically engage and disengage drive to the front wheels as required, to reduce mechanical drag, lower energy consumption and increase driving range.

On test, in the Dynamiq, over a mix of suburban, b-road and freeway running we saw an average of 16.1kWh/100km which is a pretty good result.

Official energy consumption numbers for the combined (urban/extra-urban) cycle are close between the two powertrains at 16.3kWh/100km for the Techno and 16.8kWh/100km for the Techno Long Range and Esprit Alpine, which are bang on average for the class.

Range for the standard Techno is 430km, which is at the lower end of expectations for a medium electric SUV but adding the bigger battery pushes that number out to 625km, which is much healthier and useful day-to-day.

On the launch drive program, which took in some urban but mostly rural B-road running, we saw an average consumption figure of 17.1kWh/100km in the Esprit Alpine, which is pretty good in those conditions.

The car’s 400V electrical architecture allows for DC charging at up to 130kW for the entry model and 150kW for the bigger-battery variants.

At that speed, claimed 15-80 per cent charge times are 32 and 37 minutes, respectively. Not the best, not the worst. AC charge capability is 11kW on all models and a Mode 3 charging cable is included.

Hyundai claims the RWD Ioniq 6 Dynamiq will accelerate from 0-100km/h in 7.4 seconds, which is not hanging around, and it feels every bit that quick. 

In fact, it has more than enough performance for sharp response in the city and easy cruising on the highway.

Step up to the AWD Techniq or Epiq and you’re hitting 100km/h in just 5.1 seconds, which is properly rapid. 

A single-speed ‘shift-by-wire’ reduction gear auto transmission sits on the rear or both axles and you have the choice of ‘Normal’, ‘Eco’, ‘Sport’ and ‘Custom’ drive modes, which fine-tune power output, accelerator response, steering weight as well as power distribution between the axles on AWD models.

Hyundai’s ‘E-Active Sound Design’ (e-ASD) changes the ‘sound texture’ as you drive with a noise roughly approximating Luke Skywalker’s Landspeeder coming through the speakers.

It’s fun for a while, but I found myself turning it down, then off, for the majority of the launch drive. And in that silent mode you can feel and hear (or not?) the impact of the car’s super-slippery shape. No wind noise and only modest tyre rumble at 110km/h on the freeway. 

The Ioniq 6 sits on Hyundai’s ‘Electric Global Modular Platform’ (E-GMP) which features the flat battery pack mounted low down, skateboard-style, between the axles. 

Suspension is strut front, five-link rear, and although the set-up hasn’t been tuned locally, Hyundai Australia says it’s been involved in the development. 

The front seat remained comfy after hours behind the wheel, but it must be said bumps and thumps from typical highway surfaces made their presence felt on a regular basis.

That’s not unusual for a full electric vehicle, but with the RWD Dynamiq riding on relatively cushy Hankook 225/55 ventus S1 evo3 rubber, it’s surprising.  

In corners you can feel the effect of the car’s low centre of gravity with the battery and motor(s) mounted low in the chassis. It hunkers down and remains beautifully balanced and secure through sweeping bends.

But even though the car points nicely, a meaningful connection between the front tyres and your hands on the steering wheel is MIA. 

The physical brakes are vented discs at the front and solid rotors at the rear, adjustable through ‘Normal’ and ‘Sport’ settings, and they’re nice and progressive.

However, there’s more fun to be had with the regenerative braking, adjustable through three levels (‘Strong’, ‘Medium’, ‘Soft’) via steering wheel-mounted paddle shifters.

Move to the highest setting and you’re in ‘i-Pedal’ mode which means for the majority of the time easing off the accelerator is all that’s required to wash off speed before coming to a reasonably prompt halt.

In terms of ergonomics, the simple dash layout works well thanks to a sensible mix of digital and physical controls, the head-up display is crystal clear, and the big screens for media and instrumentation are hard to fault.

A word of warning, though. An over-speed chime fires four times when you even marginally exceed the detected limit. It quickly becomes intensely annoying, the saviour being an off button in the vehicle settings menu. Downside is it defaults to ‘on’ every time you stop and re-start the car. Ugh!

Renault says the entry-grade Scenic Techno will accelerate from 0-100km/h in 8.6 seconds with the more powerful Techno Long Range and Esprit Alpine lowering that number to 7.9sec. So, it’s quick without being scary fast.

It’s certainly nippy in traffic and at the risk of stating the bleeding obvious, quiet. Even in the context of premium EVs the Scenic is quiet and refined.

Suspension is strut front, multi-link rear and the car feels super planted. The launch drive took in some reasonably rapid twisting corners and there’s no hint of lateral movement in the car. Body roll is minimal, too.

Tyres are energy-efficient Michelin e.Primacy (Techno - 205/55x19 / Esprit Alpine - 235/45x20) and the steering is quick with a relatively low number of turns lock-to-lock. It’s never jerky or too sharp. Rather, it means the car starts to turn into a corner the instant you apply steering lock.

That said, the feel between your hands on the wheel and the front tyres on the road is less than intimate.

There are four drive modes - ‘Comfort, ‘Eco’, ‘Sport’ and ‘Custom’. None of them adjust the suspension tune, it’s more about accelerator response and we found Comfort delivers the best blend of right-foot urgency and overall composure.

Most of the braking you’re going to do will be courtesy of the regenerative system and there are five levels, adjustable via steering wheel paddles, including the most aggressive single-pedal mode.

The one-pedal setting pulls the car up nice and progressively and if you do need to use the physical brakes, they’re ventilated discs all around. Some bite on initial application, but even on downhill corner sections, leaning on them quite hard, they perform well without drama.

Under the heading of miscellaneous observations, you can sense the ADAS (Advanced Driver Assistance Systems) including functions like lane-keeping assist doing their thing occasionally, but it’s all quite subtle, which is a good thing.

The Esprit Alpine’s sports front seats remained grippy and comfortable after a couple of hours behind the wheel. And it’s worth noting the Scenic’s relatively compact 10.9-metre turning circle helps in slow-speed manoeuvring.

Speaking of which, some of the modes in the audio system and external warning sounds for pedestrian safety have been designed by French composer and performer Jean-Michel Jarre, noted for his electronic, ambient-style music. Hats off to Renault for commissioning him.

The Scenic E-Tech has a maximum five-star ANCAP rating from assessment in 2022 with active crash-avoidance tech including AEB (with pedestrian and cyclist detection and junction assist), adaptive cruise control, lane departure warning and lane-keep assist, blind-spot detection, traffic sign recognition, a 360-degree camera view, rear cross-traffic alert, driver fatigue monitoring and tyre pressure monitoring as well as front, side and rear parking sensors.

If a crash is unavoidable, there are seven airbags onboard including a front centre bag and for child seats there three top-tether points across the second row with ISOFIX anchor in the outer positions.

Hyundai covers the Ioniq with a five-year, unlimited km warranty, with eight-year, 160,000km protection for the high-voltage battery. Both are industry standard these days.

There’s a lifetime servicing plan with maintenance intervals set at an impressive two years/30,000km. 

At this stage cost is $560 a throw, which is pretty handy when you consider the lengthy service intervals. 

A ‘Premium Roadside Support Plan’ is complimentary for the first 12 months and renewed annually while the vehicle is serviced by Hyundai.

Also complimentary is a ‘Sat Nav Update Plan’ which includes nine updates to be used within 10 years.

Warranty is five years/100,000km, which is well off the market pace with many competitors at seven, eight and up to 10 years conditional. The battery warranty at eight-year/160,000km matches the market.

Roadside assistance is included for five years, service is recommended every 12 months/30,000km and fixed price servicing is available at a reasonably sharp average of $325 per workshop visit for the first five years.

Renault has 52 dealers across the country covering major cities and key rural areas.