Ford F-150 Lightning Real-World Range and Fast-Charging Test: How Far, How Fast?

The Bronco name is redolent of history and nostalgia, but when this iconic brand was rebooted for the 2021 model year—first as the Ford Escape-based Bronco Sport compact crossover, then later as proper 4x4 SUV foil for the Jeep Wrangler, with two or four removable doors and open-top options—the styling of both variants served up a modern interpretation of the OG Bronco design cues. Two model years in, the 2023 Ford Bronco and Bronco Sport lineups seek to strengthen their already overt visual ties to the first-gen Bronco with new retro Heritage edition packages.Two Heritage Editions Per BroncoTo keep nostalgia affordable, Ford is offering both the Bronco Sport and the big Bronco (two- or four-door) as a mid-level-spec Bronco Heritage edition or a better-equipped Heritage Limited Edition. Each will feature a fun throwback pastel color palette, Oxford White accents, and vintage Bronco script badging, and all will be offered with few option packages to choose. And in paying homage to the original GOAT (Goes Over Any Terrain), every Heritage edition comes standard with the most aggressive rubber available on the base model.That means 17-inch Continental All-Terrains on the 1.5-liter Bronco Sport Heritage, Falken Wildpeak A/Ts on 2.0-liter Bronco Sport Heritage Limited variants, and the Sasquatch package's 35-inch-diameter Goodyear Territory tires on all big Broncos. A full-size spare also comes standard.2023 Big Bronco Heritage Model UpgradesTwo- and four-door Bronco Heritage editions start from a Big Bend equipment basis available with a four- or six-cylinder engine and manual or automatic transmission. Heritage Limited models build from a Badlands basis, and hence are 2.7-liter V-6, 10-speed-automatic-only. Both are upgraded with the Sasquatch off-road package and use the more retrolicious square-top fenders introduced on the Everglades model. Each shares a new white grille based on the Black Diamond model's grille insert, featuring F-O-R-D lettering in red (all other Broncos, save the Raptor, spell out "Bronco" here).Base 2023 Ford Bronco Heritage and Limited models get unique wheel treatments, with the base wheel painted white with a steely look, and the Heritage Limited wheel leaving only the outer rim white with a black center and a "dog dish" cap covering the lug nuts. Both designs feature a Bronco horse on the center cap. Each gets the Bronco script from the '60s along with a tape-stripe job, with the entry Heritage making do with a decal and the Limited getting a proper chrome badge. Exterior color options for the Bronco Heritage include Race Red (very close to the original Rangoon Red), black, Carbonized gray, Cactus gray, and Azure gray. You'll have to pop for the Heritage Limited to get the most fun colors: Robin's Egg blue (based on the 1966 color Arcadian Blue) will be available at launch, with Yellowstone (Ford Prairie Yellow) arriving later in 2023 and, and a more medium Peak Blue coming in 2034. All Heritage Broncos and Bronco Sports get an Oxford White roof, and standard assist steps.Inside, all models get a white dashboard with red accents on the assist handles, vent aiming knobs, bungee straps on the map and seatback pockets, and steering wheel stitching. They also all get a modern riff on plaid seats, and the auxiliary switches are standard. For the base Heritage edition it's a gray denim-type cloth joined with light-blue stitching on the bolsters and vinyl inserts printed with sort of a digital plaid in shades of white, light blue, and grays. Heritage Limited models get brown leather accented by white and red stitching on the bolsters, and a plaid pattern of perforations in varying sizes.2023 Ford Bronco Sport Heritage ModelBronco Sports share a steel-wheel-look design (in white, with bronco center caps), but the two variants get unique white grilles. The base 1.5-liter Heritage edition shares the Big Bend grille design, but here it's flanked by the fancier (Outer Banks and up) headlamps with LED daytime running lights. The Limited runs the Badlands grille. Both are rendered in white with red BRONCO lettering. Here again the base model makes do with a Bronco script decal, only this time it's reversed out of the white bodyside stripe. Heritage Limited models get a chrome Bronco script, here augmented with a red box that includes the word "Sport" and a bucking bronco. Heritage Limited models are functionally equivalent to the Bronco Sport Badlands, and that model's underbody armor can be ordered as an option on base Bronco Sport Heritage editions. Bronco Sport Heritage models offer seven paint options including Robin's Egg Blue; Heritage Limited Editions can only be had in Robin's Egg Blue, Yellowstone Metallic and Peak Blue.Interior color schemes echo those of the big Bronco, with worsted-look cloth and plaid-pattern vinyl on the base car, set against the Navy Pier (blue) cabin colorway, complete with red and light blue stitching on the bolsters. The Bronco Sport MOLLE strap storage system on the front-row seatbacks includes Navy Pier straps and Race Red zipper grips. Both variants get white accents on the dash and doors, but they're far less dramatic than the broad swathe of white on the bigger Bronco. All Heritage models also get an "Established 1966" plate like the ones all big Broncos get, only here the little Ford grille lettering is painted red.Bronco and Bronco Sport Heritage Pricing, AvailabilityThe Bronco Sport Heritage edition will start at $35,840, with Limited models at $46,250—not bad, considering a Big Bend with the all-terrain tire upgrade currently goes for $32,425 and a Bronco Sport Badlands with leather and Falkens starts at $40,995. The Bronco Heritage two-door starts at $45,900 with the 2.3-liter seven-speed stick, up from $44,960 for a Big Bend with Sasquatch and the auxiliary switches package (add about $2,100 for the four-door). A two-door Heritage Limited will start at $68,490, up from $55,765 for a Badlands Sasquatch with leather and the 2.7L V-6/10-speed powertrain. Sales start this September, with an allotment of just 1,966 copies of the 2023 Ford Bronco Sport Heritage Limited Edition and the Ford Bronco Heritage Limited Edition to commemorate the year of the original truck's debut, with each run to be divided between the three colors and the Bronco's body styles. As with the Everglades and other models, ordering priority will be granted to current reservation holders who choose to change their order. 2023 Ford Bronco (Heritage Edition) Specifications 2023 Ford Bronco Sport (Heritage Edition) Specifications BASE PRICE $45,900-$68,490 $35,840-$46,250 LAYOUT Front-engine, 4WD, 2- or 4-pass, 5-door SUV Front-engine, AWD, 5-pass, 4-door SUV ENGINES 2.3L/275-hp/315-lb-ft turbo direct-injected DOHC 16-valve I-4; 2.7L 315-hp/410-lb-ft twin-turbo port- and direct-injected DOHC 24-valve V-6 1.5L/181-hp/190-lb-ft turbo port- and direct-injected DOHC 12-valve I-3; 2.0L/250-hp/277-lb-ft turbo, direct-injected DOHC 16-valve I-4 TRANSMISSION 7-speed manual, 10-speed auto 8-speed auto CURB WEIGHT 4,750-5,100 lb (mfr) 3,600 lb (mfr) WHEELBASE 100.4-116.1 in 105.1 in L x W x H 173.7-189.5 x 76.3 x 73.8-73.9 in 172.7 x 74.3 x 71.4 in 0-60 MPH 6.6-7.9 sec (MT est) 6.5-8.6 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 16-18/17/17-18 mpg (est) 21-25/26-28/23-26 mpg (est) EPA RANGE, COMB 287-374 miles (est) 368-416 miles ON SALE September, 2022 September, 2022 Show All

lucid air Full OverviewProsAbsurdly quickHandles like a heavyweight sports carUnbeatable range ConsTakes forever to boot upProximity key is infuriatingSafety tech needs more workMaking an EV quick in a straight line is easy, so much so it's been one side of Tesla's calling card for a decade. Making an EV drive like sports cars has proven incredibly difficult, in no small part because batteries are so heavy. Various automakers with plenty of experience in sports cars have tried, and although they've made their cars go around a corner quickly, none has really captured the feeling of driving a world-class sports car. The 2022 Lucid Air Grand Touring Performance, though, has cracked the code.If you've read our First Drive story on this electric luxury sedan, you already have a feel for what we're talking about. You'll also know the back story: Lucid's director of chassis and vehicle dynamics, David Lickfold, personally retuned the Air's chassis for this Grand Tour Performance (GTP) model by benchmarking a last-generation Porsche 911 GT3 RS, one of the greatest sports cars on earth.Now we have the numbers to add to the equation.You already know the Air is quick, so we'll start with the handling stats. The Air GTP pulled 0.87 g on our skidpad, which is a shockingly low number compared to other high-performance EVs like the Tesla Model S Plaid and Porsche Taycan Turbo S, which both pull more than 1.00 g. Similarly, the Lucid's 24.8-second figure-eight lap at a 0.80-g average is a full second or more behind the other two.But How Does It Drive?It's moments like this we remind ourselves why we do what we do. Numbers don't always tell the story. It's why we created Best Driver's Car and Performance Vehicle of the Year. If you could tell which car drove the best purely via bench racing, we'd just publish charts and fire all the writers. You can't. This car proves it.Put the Air GTP on the same mountain road as the Model S and Taycan, and no unbiased driver will pick the Porsche or the Tesla. As good as they drive, the Taycan in particular, neither comes close to the Air GTP. The Tesla is roughly 450 pounds lighter than the Lucid, but the Lucid feels as if it ought to be the other way around. The nimbleness of this massive car, the response from the front end, and the feedback in the steering, all make it feel like a classic high-performance sport sedan, not a big heavy EV with sticky tires.It's really worth emphasizing here, because automakers have been trying to capture the sheer driving delight of a good sports car in an EV chassis and so far have come up at least a little short. There's a lot of weight for the suspension and brakes to deal with, not to mention the handoff between regenerative and mechanical braking. Putting huge amounts of power to the front axle in all-wheel-drive setups makes it harder to get the steering feel right, and the traction and stability control have a lot of work to do with this kind of power on hand.Lucid cracked the code. Even more so than Porsche. The Air GTP is the new handling benchmark for EVs. If they all drove like this, all the enthusiasts wringing their hands about the all-electric future would have to move the goalposts again. This is the EV we've been asking automakers to build.With 1,050 horsepower going to all four wheels, you'd be forgiven for thinking it might be a handful. We went easy on the accelerator in the early corners, just in case the software didn't have what it takes to cheat physics, but that was unnecessary. In a matter of seconds it was clear this car has the grip and poise to use every last electric pony. Get on the power hard and early exiting a corner, and the Air GTP sticks and goes. You can force the GTP to drift, but you have to be very deliberately trying.It'll Impress Your Friends at a Stoplight, for SureIt does the electric vehicle "super quick in a straight line" thing, too, of course. We clocked this 1,050-hp cruise missile at 2.7 seconds to 60 mph followed by a 10.0-second quarter-mile trap at 145.3 mph. That's a half-second quicker than the Porsche and 0.7 second slower than the Tesla, which is pretty impressive considering the Air GTP is the heaviest car of the bunch.More than winning bracket races and showing off to your friends, though, that accelerative acumen is life-altering on a mountain road. We've driven a lot of high-horsepower supercars on Angeles Crest Highway, and none of them has shortened the time between corners like this one. None of them has required us to back up our braking points as far as this one, and not just because it's heavy. The rate at which this car gains speed and the incredibly short distance needed to do it has you arriving at every corner much sooner and much faster than any other car we've driven. Critically, it doesn't slack off as you approach or exceed triple digits. It just keeps pulling like crazy up to at least 150 mph (where we ran out of test track, not power).Braking for those corners—always remember they arrive much sooner than expected—is another example of the numbers not telling the whole story. On the test track, the Air GTP needed 118 feet to stop from 60 mph. That's as much as 15 feet further than the other two EVs we've mentioned. When you're up the mountain hurtling at a hairpin, though, it has no problem stopping in time, and then doing it again at the next corner, and the next, and the next. What's more, the blend of regenerative and mechanical braking is an excellent recipe, allowing you to lift and activate the regen to slow the car slightly or just settle it, or to get on the brake pedal hard for the serious corners.Is It Also a Good Luxury Car?When it comes to the fundamental engineering of being a good car and a good sport sedan, Lucid has it nailed. The luxury side of things is well in hand, too. The materials are impeccable, the design inside and out is stunning, and the construction all around is superb.We've rattled on before about how much we like the interior of our 2022 Car of the Year, and we're going to do it again here. The front seats provide an excellent balance of comfort and support, and the massagers are no joke. The rear seat, meanwhile, is absolutely massive. Futuristic as all the big screens look, everyone's favorite trick is power-stowing the largest one up in the dash.It's Not Perfect, ThoughWhat's on those screens looks good, too, but the functionality leaves something to be desired. Whereas most cars' screens boot up in the time it takes to fasten your seat belt, the Lucid's need a solid 12 seconds just to come off the loading screen (a beautiful sunset landscape, it must be said). It's another 12 seconds before the car is actually ready to drive, and 10 more before everything is fully loaded on every screen. Thirty-four seconds doesn't sound like a lot, but when competitors are fully booted and ready to work in less than five seconds, it's an eternity.Lucid says an over-the-air (OTA) software update is coming that'll address the load speeds, but it wasn't part of the update we ran while we had the car. That one made a bunch of little background fixes we didn't notice. We couldn't help but notice, however, that the scheduled installation failed to start; after that, the manual installation failed to finish properly, leaving a massive warning on the instrument cluster that read, "Software update failed, vehicle may not be driveable" along with a customer service number to call. As it happens, the car was driveable, but we had no instruments because we couldn't clear the message. After following the customer service rep's instructions to, in essence, turn it off and turn it back on again, the message cleared and the car was fine. Apparently, the update was fully installed, after all.The software update also didn't fix some of the latency issues with the screens. Most of the time, response times to inputs were good, but sometimes it took several seconds for the screen to change. It was especially annoying when bringing up the navigation system, which apparently doesn't always load when you start the car but rather when you actually open that app. It even affected hard controls like the volume rocker switch on the steering wheel, which didn't always register a press and doesn't tell you when the volume is muted but still raises and lowers the volume bar on the screen.We had a similar issue with the video blind-spot monitors. Activating a turn signal brings up a video feed of the appropriate blind spot on the corresponding side of the instrument cluster. The cluster is mounted high enough to put the video near your line of sight, so no issue there. The problem, rather, is that we haven't seen lag like this since we played Counterstrike at LAN parties in 2005. There's no reason for video frame rate to be this bad in 2022.Latent LatencyIn fact, nearly all the issues we had with the Air GTP had to do with latency. The other was the keyless entry system. The best cars wake up and unlock as you're walking up to them, before you're close enough to reach the door handle. The Air GTP almost always required us to stand next to the driver door for several seconds before it realized we were there, and on occasion it didn't recognize our presence at all. At that point, pressing the center of the buttonless key fob is supposed to unlock the doors, but we couldn't get it to work. It just reaffirmed the car was locked, as if we'd only pressed it once (and that's after we finally figured out there was even a button in the fob to begin with by accidentally squeezing it too hard).Non-latency issues were limited to the driver safety aids. We love that automakers are incorporating advanced driver monitoring systems into cars with semi-autonomous driving features to make sure people are still watching the road, but Lucid's system is wildly overzealous. Maybe it just didn't like our sunglasses, but the system regularly warned us to keep our eyes on the road when we were looking straight out the windshield, and more often than not, it almost immediately escalated to a second, much more disruptive warning.We also took exception with the lane departure intervention. Although the overzealous warnings seem to have been reined in since the last time we drove an Air GTP, the way the system intervenes to keep the car in its lane needs work. When you drift too close to the lane line, it feels as if the steering wheel locks up to correct and get back to the middle of the lane; you have to wrest it free. We're fine with the system preventing you from steering farther out of your lane, but it shouldn't fight you when you try to steer back to the proper spot.The only non-software—and thus un-over-the-air-updateable—issue was the glass roof. Lucid says it's coated in all sorts of high-tech chemicals to keep out UV rays, but for a company that builds cars in Arizona, it feels like they didn't test much in the summer sun. When the thermometer approaches triple digits, you need a physical cover. Lucid could also offer a metal roof on this model like it does on the less expensive Airs. The glass roof and suspended sun visors sure do look cool, though.What About Range and Charging?We can't talk EVs without mentioning range and charging, and it's good news on that front. With an EPA-estimated range of 446 miles, it takes forever to run the battery down on this thing, even when you're driving it hard. Replicating a story we did with the Taycan, we took the Air GTP for a run from the beach up into the mountains and—starting with only an 80 percent charge—got there with more than 50 percent left. The Taycan, which started with a full battery, was down to 30 percent, and we drove it on a much cooler day so the battery-, motor-, and interior cooling systems had less work to do.Driving like a normal person, a 50 percent charge is still good for more than 200 miles of range. With a lot of EVs, you feel like you need to keep them at 70 percent or better all the time, just in case. This one you just don't worry about. Plug it in whenever. Only charge it to 50 percent at home so you spend less time tethered to the wall. And shoot, it charges pretty quick. On our 240-volt Level 2 wall charger, it pulls down 25 miles of range per hour, the charger's maximum. Our long-term Rivian R1T tops out at 13.7 miles of range per hour. Hit a high-speed 350-kW public charger, and the Air fills up crazy fast.Curiously, though, its reported efficiency doesn't match its promises. Lucid says it'll do 3.8 miles of driving per kilowatt-hour, but the best we saw cruising on the freeway was barely better than 3.0. Most of the time we drove it around town, it hung around 2.5. Our Rivian averages just over 2.0, and it's a truck. Our long-term 2017 Chevrolet Bolt EV consistently did 3.4 miles per kilowatt-hour. It still took forever to run down the Lucid's battery, so we didn't mind this inconsistency as much.The Bottom LineThe Air GTP may not be perfect in every way, but it's so damn good at being an EV, a luxury car, and a sport sedan, we have no second thoughts about naming it our 2022 Car of the Year. Even more so than when we bestowed that title eight months ago, the GTP model sets the bar for all other EVs, from its already incredible range to its newly transcendent handling. If you're the chief EV engineer at a rival automaker, get your order in now and prepare your benchmarking and teardown teams. You all have work to do.Looks good! More details?2022 Lucid Air Grand Touring Performance Specifications BASE PRICE $180,650 PRICE AS TESTED $180,650 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door sedan MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 1,050 hp TORQUE (SAE NET) 921 lb-ft TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 5,256 lb (50/50%) WHEELBASE 116.5 in LENGTH x WIDTH x HEIGHT 195.9 x 76.2 x 55.4 in 0-60 MPH 2.7 sec QUARTER MILE 10.0 sec @ 145.3 mph BRAKING, 60-0 MPH 118 ft LATERAL ACCELERATION 0.87 g (avg) MT FIGURE EIGHT 24.8 sec @ 0.80 g (avg) EPA CITY/HWY/COMB FUEL ECON 109/110/109 mpg-e EPA RANGE, COMB 446 miles ON SALE Now Show All

hyundai ioniq-6 Full OverviewTo look at, sit in, and drive the 2023 Hyundai Ioniq 6, you'd think Hyundai was trying to push upmarket into the "premium" space between mainstream and luxury brands. Executives at the Korean automaker insist that's not what they're up to, they just want to bring a premium experience to the masses. Our quick jaunt in an Ioniq 6 prototype shows they've succeeded.To make the case, Hyundai turned us loose on a short closed course at its Namyang, South Korea, proving ground, before we went on a slightly longer drive around town. We were behind the wheel of a well-equipped dual-motor all-wheel-drive model riding on optional 20-inch wheels. Although it wasn't enough time for a full evaluation, the early returns are very promising.Getting Deep With the 6The first thing you notice behind the wheel of any EV is that seamless, delightfully linear acceleration. Tesla has made a good chunk of its reputation on its cars being ludicrously quick in a straight line, and although the Ioniq 6 isn't trying to take that crown—the upcoming Ioniq 6 N might—it's certainly quicker than most sedans in this size and price range.Officially, Hyundai quotes an estimated 0-60-mph time of 5.0 seconds, but we know that's wildly underrated. The equally powerful and considerably less aerodynamic dual-motor Ioniq 5 crossover does it in 4.4 seconds, and the slippery Ioniq 6 feels quicker. In fact, 4.0 seconds to 60 seems plausible. We jumped in a base, rear-drive Ioniq 6 for a quick acceleration run, and it felt comparable to the dual-motor Ioniq 5 and noticeably slower than the dual-motor Ioniq 6.Even more impressive is the way the 6 drives. Hyundai has successfully translated EVs' inherently large mass into the carved-from-granite heft and solidity the best Mercedes-Benz sport sedans are known for. Forget screwed together; the Ioniq 6 feels welded together. It translates to a confidence and unflappability driving down the road.Helping to achieve this is frankly remarkable wheel control. We deliberately aimed for every pothole, storm drain, and manhole cover we could find to test the Ioniq 6's ride quality and came away deeply impressed. Big impacts were heard more than they were felt, and they weren't loud. Critically, the 6 handled each bump in one fell swoop. The targeted wheel simply went up and over, no pitching or bouncing or engaging in other secondary motions. The suspension's ability to keep the body flat and undisturbed over nasty bumps is simply unparalleled in a mainstream brand.As a result, the car is planted and stable at all times. Unfortunately, the local roads weren't twisty enough for us to get serious handling impressions, but what few corners we could take moderately quickly bode well. The car's reactions are deliberate and measured, leaning into a corner and then straightening up—no wobbling around on its springs.The steering is direct and accurate, but its feel is muted. It's not an artificial feeling; rather, it's dulled in the way you might expect of a luxury car that's not trying to be sporty.The brake pedal is similar, as if it's been deliberately overboosted a bit to make it easier to press and the stopping force easier to modulate. The response is linear, and the car has ample stopping power, but here again the control inputs aren't trying to be aggressive. Meanwhile, the handoff from regenerative to mechanical braking is undetectable.The programming of the regenerative braking has improved in other ways, as well. Auto mode, which chooses the level of regenerative braking automatically depending on the situation, has improved on the Ioniq 5's programming and gotten good enough that even a picky EV driver will appreciate it. The Auto mode still doesn't incorporate full one-pedal driving, though, which needs to be chosen deliberately. For everything but stop-and-go driving, however, Auto is more pleasant.At their base levels, braking and handling are a function of tire performance, and the Hyundai-spec Pirelli P Zero Elect all-seasons fitted to our prototype are fine chunks of rubber. They're very quiet while cruising, with little road noise infiltrating the cabin even at high speeds. What sharp cornering we got to do revealed strong grip and zero squeals of protest from the tires. Not bad for a tire that's also optimized for maximum driving range.A Premium FeelIn fact, little noise makes it into the cabin, period. It's startlingly quiet inside, even for a mainstream EV. Usually, you have to pay extra for that. In the Ioniq 6, oncoming traffic one lane over is no louder than a light breeze in the forest. There's an artificial noise generator you can turn on if you miss engine sounds, but it wasn't active on our prototype. Neither was the ambient lighting that gets brighter the faster you go. The little lights on the steering wheel that change color when you change drive modes or use certain other features were working, though, and they're kind of neat.Because our drive was so short, we didn't get any sense of the car's ultimate driving range or its charging capabilities. Because it shares the E-GMP architecture with the Ioniq 5, though, we know it'll be among the fastest-charging EVs in the world, able to go from 0 to 80 percent battery in 18 minutes on a properly quick public fast charger.The car's most unusual feature, though, is its video door mirrors, which won't be coming to the U.S. because they're not legal here (yet). It's a strange feeling to look inside the cabin to see what's happening over your shoulder, but the adjustment wasn't as difficult as we expected. If and when U.S. law changes, Hyundai will offer them here, but for now, we get good old-fashioned mirrors. This also slightly alters the American-market dashboard design, with the video screens at either end deleted and leaving little stubby wingtips.An Interior So Nice …Elsewhere inside, the Ioniq 6 feels like a premium midsize sedan. The materials and build quality are as good as anything a "premium" automaker like Acura or Buick is doing, and in some ways better. The textured plastic on the center armrest and console feels all the world like fabric. It's both visually interesting and pleasant to touch.The long, flat center console is both a design statement and a functional bit of furniture. It makes for a large storage space underneath and, when you're not driving, a flat work surface where you can rest a laptop or tablet. It's also where the window switches are located.The dashboard, meanwhile, is more conventional and familiar. The twin rectangular screens are just like those in other Hyundai products, and we're happy to see real knobs and buttons for the radio and climate controls.We're also quite fond of the front seats, which Hyundai says are 30 percent thinner than its usual chairs. Both in shape and feel, they remind us of Volvo seats in the best way—comfortable and still very supportive.They also make for an enormous amount of rear legroom for a car this size, much more than you get in a Tesla Model 3. The Ioniq 6 also feels as though it has more rear headroom than the Tesla, though not by much, due to its sloping roofline.That plunging roof also means that although the trunk opening is reasonably large, it's more of a large slot you slide cargo into. The cargo area is plenty deep but not all that tall, so you can fit large suitcases, but they'll have to lie flat.Being an EV, there's also storage under the hood, but as with the Ioniq 5's, it's barely worth mentioning. The Ioniq 6's underhood space will fit maybe a bit more than a pair of shoes, or some mobile charging cables.The Dotted LineIoniq 6 production begins early next year for the U.S. market, and if the customer cars are at least as good as these prototypes, Hyundai has a winner on its hands. Pricing hasn't been announced, but if it matches or comes close to the Ioniq 5's $41,000 base price it'll be an absolute steal. Even if Hyundai ends up charging a few thousand dollars more, it'll still be cheaper than a Model 3 and a better all-around car. We find ourselves saying this a lot, but in this case we can't help ourselves: The EV market had better watch out, because Hyundai is coming.Looks good! More details?