2024 Volkswagen ID 7 vs. Hyundai Ioniq 6
Fastbacks with 300hp used to be worth writing home about - is that still the case?
Yes, alright, we’ll admit it from the off - neither VW ID 7 nor Hyundai Ioniq 6 are the most thrilling cars PH will encounter in 2024. Not even the most exciting EVs, come to think of it. But as well as being reassured by both that the family fastback has a battery-powered future - and that an SUV isn’t the only way forward (won’t somebody please think of the aero?) - there’s the future fast ones to think about as well. Already Hyundai has an N version out of the Ioniq 5 with which this 6 shares a great deal, and VW has hinted at a punchier 7 with the ID X Performance. Where once upon a time cars like this might have got a larger turbo four or lusty V6 to make for super saloon flagships, now it’ll be beefier batteries and more motors. But which car for the moment shows the most potential?
You probably don’t need us to tell you which promises most in terms of design. Even by VW standards, the new-to-the-UK ID 7 is inconspicuous to the point of invisibility; the sheer size means there’s no tension anywhere (and the 20-inch wheels look lost), the familiar ID front end still looks pretty nondescript and the rear is only made slightly more interesting by some clever LEDs. There’s a fine line between subtle and staid that the ID 7 doesn’t straddle all that successfully. If ever a VW was calling for the dub scene, for a decent set of coilovers and some big BBS, this is it. The Hyundai, by contrast, is certainly attention-grabbing, a bit weird but cool weird: the teardrop silhouette shows how the ‘streamliner’ claim isn’t just a marketing ploy, the stance is more confident, the details more expensive. You’re immediately drawn to the Hyundai out of sheer curiosity; the VW you could lose parked outside the house.
The ID 7, on account of its newness, boasts an improved interior than we’re used to with recent VWs, thanks to a larger touchscreen that now makes some sense and actually responds to the touch. It isn’t perfect, not least because some features still feel a bit buried, though no longer is it infuriating. The driving position is nice and low, the ambient lighting adds some style and the HUD is huge, handily drawing the eye away from the instrument slit behind the wheel. The sheer vastness of the exterior undoubtedly transfers to the inside, as well, with a massive amount of space for people, things, small boulders and whatever else needs to be carried - it’s gigantic. A shame, then, that some of the recent VW quality issues remain, with a few scratchy plastics and not-so-nice details - see the mess of cables under the bonnet. If ever a car needed a black plastic cover there, this is it.
The Hyundai’s is most certainly the smaller interior, with foot room for rear passengers really tight, and the driving position feels much more perched, though it’s probably a nicer place to spend time. Some of it is gimmicky, sure, like steering wheel lights that change colour with the drive modes, but they raise a smile. And from a usability perspective, it’s the one to feel at home in quicker.
On the road, the VW ID 7 feels like what it’s probably meant to be - a wonderful company car. And that isn’t meant as a demerit. It’s so smooth, so quiet and so serene that it’s impossible not to feel relaxed behind the wheel. The effort invested in making it as slippery as possible for a big bus (0.23Cd, against 0.21 for the Ioniq) means it just feels like you’re gliding along using barely any energy at all, which the stats back up - it’s showing almost 4mi/kwh, where the Hyundai is only just above three. There’s very little sound from anywhere, a well-judged chassis and the sort of calm that is generally quite welcome. Because of that, because of how efficient it is and because the VW IDs now charge pretty fast (175kW for this), it feels like an ideal road trip car. Or, more realistically, a family holiday holdall. Or motorway mile muncher.
It's not even too bad when a corner is encountered. Not so long ago, a big two-tonne cruiser would have fallen apart at the first tilt of the wheel; even by the mass-defying standards of an EV, there’s something quite satisfying about how the ID 7 responds to inputs. Does it shrink around you? Absolutely not. But it's generally composed and doesn't ask much of its driver. Disturb the peace with abrupt inputs and the 7 doesn’t really engage, though you might argue it isn’t meant to. It’s definitely not a car to drive for the sake of it, though the ride and handling do feel to have been carefully considered. Even if the main thrust of all that consideration is to not upset anyone.
The Ioniq 6 is immediately a tauter and more immediate prospect. Very little wouldn’t be. It ties down body movements with more conviction and frisks through bends with greater willingness, albeit perhaps not so much more eagerly than might be expected looking at them. There’s 150kg between the pair, which is a bag of sugar in current EV terms, and the Hyundai is keen to push its efficiency credentials also, so it isn’t an imperious corner carver by comparison. Not least with unerringly light steering, which upsets the experience nearly as much as the VW’s dead brake pedal.
The Hyundai wants the driver to be involved, at least, and that must count for something. Paddles to adjust the regen as desired are definitely preferable to the one ‘B’ mode on the VW, as is a drive mode selector on the wheel (not buried in the screen). The EV sound on offer is truly mad, and you’ll probably turn it down - or off entirely - though at least it elicits a reaction. There’s even a physical traction control button, and it goes all the way off, and it kinda does little low-speed skids… of course, it’s not relevant, though Hyundai’s approach reflects a more driver-focused attitude, which we wholeheartedly support. The VW, despite being marginally better to drive than expected, confers upon its driver little more than occupant status.
A week after Porsche launched a near-1,000hp production EV, to see an ID 7 spec sheet with less than 300hp and more than two tonnes is something of a shock. And yet it feels brisk enough for its remit. Perhaps it’ll need a bit of persuasion moving out to the fast lane of the M40, but for getting up to 80mph without really thinking about it, this honestly feels enough. Speed matters, of course, though if EVs have taught us anything it’s hard to get excited about it purely for its own sake. Not when more than 300 miles to a tank is the trade-off. The Hyundai, which gets more than 300hp, is brisker, and there’s undoubtedly something pleasing about the additional punch in the back. But neither model (nor the roads they’re used on) suggests that with twice their respective outputs - as hinted at with the 558hp ID X and 650hp Ioniq 5 N - they would deliver twice the reward.
Or maybe they will. That’s part of the intrigue with the world of EVs - you really don’t know what’s going to come next. History, preconceptions and prejudices are out the window as it’s all about the next thing. The Ioniq 5 N is already shaping up to be one of the most exciting performance cars of 2024 of any stripe (for reasons beyond its power), and so the thought of a (sort-of) super saloon made from it is encouraging. The ID 7 drives as capably as any other big VW, and show cars like the ID GTI demonstrate that its maker really does still care about this sort of thing. An injection of some attitude - any attitude, really - would obviously help.
As would a less frustrating user experience, which applies to both cars. They aren’t alone in this, of course, though having the two together really forces the point home. The fusillade of bongs, beeps, dings and dongs that accompany every single action is maddening. The VW wants to take over responsibility for steering when the car is nowhere near the centre line or the inside of the road; the Hyundai’s speed alert is annoying all the time, though never more so than when the camera has the sign wrong and you’re actually far under the limit. The weave exhibited by its own steering assist is hardly confidence-inspiring, either.
Cameras for mirrors that don’t as well as mirrors (Hyundai) are almost as silly as haptic child locks that don’t make sense (VW). When so much of how both cars operate speaks to a consistency of thought and quality assurance, the constant and ill-judged interference of assistance really jars. Particularly when it’s not the work of a moment to turn off. We’re obviously not advocating for every car to intimidate like a Dodge Viper - safety should be paramount and the various rules these systems satisfy must inevitably be adhered to - though there surely must be a better solution. Or the kind of shortcut deactivation button that JLR has recently pioneered.
That said, having seen how a lot of regular folks drive these days, perhaps a car doing a lot of the work is a good idea. Nevertheless, it’s easy to imagine both Hyundai and VW proving a bit overbearing on a test drive, so don’t say you weren’t warned. Stick with them, though, because as EVs go, they’re likeable enough. The Hyundai is funky and fast and comes supported by its advanced electric architecture, so it’ll be able to do crazy quick top-ups if the charger permits. It’s a car that feels like there would be more to learn from during the ownership period, both as something to drive and something to use.
Meanwhile, the VW would fit into your life like a new sofa, where it would be exciting for about a week - and then play the comfy old chair forever. Think Passat: does the same job day in and day out, and only when it goes will it be missed. Perhaps not a ringing endorsement for a new ID flagship - that’s arguably the look-at-me Buzz, anyway - yet its efficiency and refinement and the great seats count for a lot when there’s distance to cover. Ultimately, the Hyundai brings a smile to the driver’s face more often, and it'll likely make the more engaging EV super saloon when the time comes, as well as being our choice for the moment. The ID 7 is too mellow for its own good, even if it suits the car's proportions and very long stints behind the wheel. Expect VW to fix that with the GTX - or else ruin it entirely.
SPECIFICATION | HYUNDAI IONIQ 6 ULTIMATE
Engine: Dual motors, 77.4kWh battery
Transmission: Single-speed, all-wheel drive
Power (hp): 325
Torque (lb ft): 446
0-62mph: 5.1sec
Top speed: 115mph
Weight: 2,020kg
Range: 322 miles (3.68mi/kWh claimed)
CO2: 0g/km
Price: £54,040 (price as standard; price as tested £55,735 comprising digital side mirrors for £995 (!), Serenity White paint for £700
SPECIFICATION | VOLKSWAGEN ID 7 MATCH
Engine: Single electric motor, 77kWh battery
Gearbox: Single-speed reduction, rear-wheel drive
Power (hp): 286
Torque (lb ft): 401
0-62mph: 6.5 seconds
Top speed: 112mph (limited)
Weight: 2,172kg
Range 383 miles WLTP (4.8mi/kWh claimed)
CO2: 0g/km
Price: £51,550 (price as standard; price as tested £52,600 comprising energy efficient heat pump for £1,050)
I cruised past one of the white ones on the A27 the other day and thought to myself, I can only imagine how miserable that bloke was...
My E38 was likely more comfortable, quiter, has better range and cost over £50k less. Will that be around and admired in 30 years time? Nope.
What a waste of time, effort and resources these new bags of poo are.
STOP BUYING THEM PLEASE AND THEN THEY WON'T MAKE THEM!!!!!
The ID7 is plain and boring, but should be an effective hauler once heavily depreciated... Here's hoping that the estate version doesn't lose too much range...
The compulsory safety features on new cars really are a concern. The ability to quickly switch them off needs to be item 1 in any road test.
The reality is that most of the automotive landscape is boring and always has been. I don’t remember many people clamouring for reviews of a smallest engine Passat, Mondeo or Avensis. This is why they’re such boring cars, they’re designed to be.
Vw too slow @6.5 seconds to 60 for a 50k car
Not sure on the looks TBH, especially the rear end.
Anyway out of curiosity had a look on autotrader and there are already 250 for sale. In comparison 290 Ioniq 5's which have been on the market around 2 years more.
Just found it interesting, these could be great value very soon.
The id7 is just horrible lazy engineering.
I cruised past one of the white ones on the A27 the other day and thought to myself, I can only imagine how miserable that bloke was...
(…)
STOP BUYING THEM PLEASE AND THEN THEY WON'T MAKE THEM!!!!!
Model Ys, Qashqais, Pumas, Sportages, Tucsons. All crossover blobs.
Yet judging by the comments the average PH is outraged by a saloon/fastback that
a) doesn’t weigh the wrong side of 2 tonnes even though it’s an EV
b) will be infinitely more fun to drive than any of the above
c) doesn’t have you sit 10 feet above the road
Needless to say I quite like the IONIQ 6. Think I’ve seen about two of them which tells me everything I need to know about what people want in a car these days.
I for one think it looks ace. I’m guessing the posters above will prefer a grey/black/white Model Y to blend in with the traffic
VW on the other hand seem to want to play it safe constantly. So boring. I can't honestly remember when VW designed a desirable looking vehicle.
150kg is a big bag of sugar
These two might make decent cheap used buys though, with fierce EV depreciation continuing and these models very unlikely to buck the trend!
I've never heard a single good word said about this modern safety tech. It just doesn't seem to work. I suppose they just persist with it because it is mandatory, but as the article suggests it should be easier to deactivate!
These two might make decent cheap used buys though, with fierce EV depreciation continuing and these models very unlikely to buck the trend!
I've never heard a single good word said about this modern safety tech. It just doesn't seem to work. I suppose they just persist with it because it is mandatory, but as the article suggests it should be easier to deactivate!
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