2017 Hyundai Ioniq vs. 2017 Toyota Prius
South Korean hybrid tries to ‘out-normal’ a Japanese veteran
This week, we’ll see if the all-new Hyundai Ioniq can give its natural rival, the Toyota Prius, a run for its money.
Brian Harper: Maybe I’m not seeing the big picture here. I’m trying to figure out why Hyundai has chosen to develop the Ioniq hybrid as a sedan. It’s bad enough that sales of four-doors are in a steady decline, but combine that with the fact hybrid-powered vehicles of any sort are but a tiny percentage of total sales in Canada and, as long as gasoline prices don’t suddenly spike, that would almost seem to guarantee the newest Hyundai will be a rare sight on Canadian roads. If the company wanted to further its eco-sensitive initiative, wouldn’t it have made more sense for it to develop a hybrid crossover? At least there are better sales opportunities there.
That said, clearly the Ioniq has its sights on the Toyota Prius, the venerable poster car for the enviro-conscious. So, putting everything else aside, I guess the question is: Has Hyundai managed to out-Prius the Prius?
Nick Tragianis: Well, it certainly managed to out-normal it. And you know what? That’s a significant win because, while the Prius is undoubtedly well engineered, I wouldn’t exactly say it’s easy on the eyes.
Let’s start with the basics. The Hyundai Ioniq is powered by a 1.6-litre direct-injected four-cylinder engine with 104 horsepower and 109 pound-feet of torque. But that’s just part of the story. The engine is hooked up with an electric motor and a 1.56-kWh battery, so the Ioniq is rated at a net system output of 139 hp and 195 lb-ft of torque. That’s sent to the front wheels via a six-speed dual-clutch automatic transmission. No CVTs here! Plus, Natural Resources Canada rates the Ioniq’s combined fuel economy at 4.4 L/100 kilometres, though I averaged 5.1 L/100 km. Most of that was in the city, and it’s worth noting that a tank of gas lasted just over 900 km.
BH: “Out-normal.” That’s a good way to describe the Ioniq versus the Prius. With the Ioniq, Hyundai has chosen to blend it into the automotive mainstream. Toyota, meanwhile, has always had the Prius stand out. This was fine when the car had a friendly, organic look going for it. With the latest version, though, it’s all passive/aggressive; it’s frowning face and sharp angles are seemingly at odds with its eco mandate.
Speaking of which, both cars are exceedingly fuel efficient. By the time I returned the Prius to Toyota, the fuel display was showing a very parsimonious 4.3 L/100 km.
Yes, if we’re looking at specific power output, the Prius and its 121 net hp — courtesy of a 1.8-L Atkinson-cycle four cylinder with 91 hp and a 71-hp electric motor — seem out-gunned by the Ioniq. In truth, however, the car accelerates with efficiency, if not outstanding eagerness, and can be further tailored to run in either power mode or eco mode, depending on the driver’s wishes. That said, the needlessly complex shifter has to go. Why Toyota, an anally logical company, has saddled the Prius with this mechanism is beyond my grasp.
NT: You just opened up a can of worms. Using many of the Prius’s interior functions is an exercise in frustration, and it goes against Toyota’s ethos of building otherwise logical interiors. The shifter mechanism is beyond irritating, especially coupled with that incessant beeping when reverse is engaged — which you can’t disable unless you visit the dealer. Then there’s the instrument cluster; while it displays all the necessary information, uses crisp graphics, and is fairly easy to navigate through all the various menus and functions, the placement — smack-dab in the middle of the dashboard — is beyond comprehension. Oh, and good luck finding the heated seat controls.
All that said, the Prius’s HVAC controls and infotainment system are otherwise fairly intuitive. Plus, the materials, save for the white centre console, are quite decent, and the rear seats are fairly roomy. As quizzical as the design may be, it certainly fits the Prius’ science-project design ethos, and it’s fairly functional. Of course, I can also see how this would turn off consumers. And once again, the interior is where the Ioniq handily out-normals the Prius, despite the use of cheap plastics in some spots.
BH: Yes. Anyone testing the hybrid waters for the first time will find the Ioniq a less intimidating car. There are a few things in the Prius’s favour, though. First, the graphics, especially those pertaining to fuel economy, are more comprehensive and bolder than in the Hyundai. Second, the Prius’s steering feel is far better. The Ioniq is too light and remote. It seriously needs tightening up. And last, the Hyundai’s front seats are not as comfortable. So, you have to throw a little love at the Prius.
NT: Oh, I agree. The Prius deserves serious kudos — at least, in my books — in the reliability department. Having been around for two decades, there’s no question Toyota’s hybrid powertrain is well-established and proven. There’s a reason why you see yellow “Prii” roaming the streets of New York City. That isn’t a knock on the Ioniq, per se; it’s just that, being a new contender in the segment, Hyundai has yet to prove itself as a full-on Prius alternative. But, then again, the Prius was in the exact same position back in 1997.
Time will tell, but the Ioniq is promising. Not only is it more powerful than the Prius, it boasts a far more traditional design, something that would no doubt appeal to those who’d otherwise want a new Prius but couldn’t stomach the looks. I don’t blame them; if I were in their shoes, I’d give the Hyundai Ioniq a chance. It definitely has the chops to take on the Prius.
BH: Prius models, especially the Prius V, are the taxicabs of choice in many major American cities. So yes, their reliability is clearly a strength. Certainly in this regard, the Ioniq will have to work for the respect of the eco-conscious. But, at the risk of being repetitious, I agree; its user-friendliness and normalcy are its greatest strengths. Still, I can’t help but feel Hyundai made a mistake by going green with a car instead of a crossover. I will be pleasantly surprised if I’m proven wrong.