IONIQ HYBRID MISSING THE FUN
Does the world need another alternative-fuel vehicle? Hyundai thinks so, as it rolls out an all-new lineup for 2017: the Ioniq. It’s available as a hybrid, as I drove it, as an all-electric model and soon to come as a plug-in hybrid, which the company says is the first time any automaker has turned out three different electrified powertrains on one vehicle platform. The only driveline it doesn’t have is conventional gasoline-only.
It’s an interesting strategy, given that such vehicles are not all that common in driveways. Hybrids are still a small slice of sales, and electrics are an even smaller one, especially given that they’re sold almost exclusively in Ontario, Quebec and British Columbia, the three provinces that offer rebates to bring down their relatively higher prices. That said, if these cars ever do really take off, it’s best to be ready, rather than catching up.
Catching up now is important; while several automakers offer hybrids, the first mass-produced one, the Toyota Prius, is still out front. Like the Prius, the Ioniq is a four-door hatchback, a configuration that’s nowhere near as hot as a crossover these days. I was a little surprised that Hyundai opted for it, handing over the hybrid platform to Kia, a company it owns, to turn into the taller, crossover-styled Niro.
The Ioniq Hybrid comes in four trim levels, starting with the Blue at $24,299. There’s an SE at $26,499 and Limited at $29,749, while my tester, the Limited Technology, tops out at $31,749. That’s a lower base price than the Niro at $24,992, and the Prius, which starts at $27,190. The Ioniq also prices under the base stickers of such larger gas-electric models as the Ford Fusion Hybrid, Honda Accord Hybrid and Hyundai’s own Sonata Hybrid.
Along with the price, the Ioniq arguably has a betterlooking front end than its angry-faced Prius rival. While the rear isn’t bad looking, I find it a bit bulky, and with a fairly high lift-over when loading in groceries. Like the Prius, it features upper and lower hatch windows, with a thick divider that bisects the view in the inside mirror.
Hybrid cabin styling can go either oddball or conventional and Hyundai opts for the latter, with a clean, simple look that’s similar to most of its other vehicles. There’s space to stash small items, while frequently used features on the climate and infotainment systems are handled by hard buttons, as they should be on all vehicles, to minimize distraction.
All models include heated seats, while the SE and higher levels also heat the rear seats and steering wheel. This may seem odd on a vehicle meant to spend much of its time on electricity, but when your hands and butt are warm, you tend to turn down the cabin temperature. If the front-passenger seat is empty, you can save a little juice by setting the climate fan for the driver’s side alone. The Limited adds leather upholstery, but I’m not impressed with the chair it covers. Even with its power adjustment, it was almost impossible to find the right position. If I went low, my leg stuck straight out and quickly cramped, but if I went high enough to be comfortable, I couldn’t see the speedometer through the steering wheel. Take this car for a substantial test drive to see if the seat works for you.
The Ioniq uses a new 1.6-litre four-cylinder engine, mated to a hybrid power system and lithium-ion-polymer battery. As with all hybrids, it can run on gasoline, electricity, or a combination of both, and it automatically switches between them as needed.
If you’re careful on the throttle, it’ll happily run at higher speeds on battery only, including on the highway.
There’s no plugging in required, as there’s a regenerative braking system that captures kinetic energy during deceleration to recharge the battery. (The upcoming plug-in version does this too, but can also be charged to provide about 40 kilometres of electric-only driving, reverting to regular hybrid operation when that runs out.)
The gas engine makes 104 horsepower on its own, while the electric motor joins in for a combined 139 hp when asked for acceleration. Unusually, the Ioniq uses a six-speed dual-clutch transmission, an automatic unit that sets up the next gear as soon as it engages the current one, for quick and efficient shifts. Most mainstream hybrids use a gearless continuously variable transmission (CVT) instead.
Still, the Ioniq’s performance isn’t as spectacular as the numbers might suggest. I certainly don’t expect a mainstream hybrid to set the pavement on fire, but I’d like a bit more acceleration on hard throttle when needed, such as when merging onto the highway. The electric power steering is too light and dull, and needs snappier response. There’s no reason driving can’t be fuel-efficient and fun as well. Overall, while the Prius is no sports sedan either, it’s sharper and more satisfying to spin around.
Overall, the Ioniq has some good stuff going for it: its looks, that handsome and straightforward cabin, and a decent price for all the features loaded in. But that uncomfortable chair and less-than-stellar performance disappoint. It may only need some tweaking, but until then, Toyota has the chops that Hyundai doesn’t top.