Ioniq offer three ways to go electric
First Drive: 2017 Hyundai Ioniq
KELOWNA, B.C. — It’s testimony to how far electric vehicles have come in the past half-decade that Hyundai Canada chose the B.C. Interior in February to launch its all-new Ioniq.
With the EVs of just a couple of years ago, the very notion of having the nation’s automotive press crank up the heat and fire up the seat heaters — and in the process watch the battery range get nearly halved — would have been a PR case study in how not to unveil a new EV. But in the all-new Hyundai Ioniq EV — with a fullcharge range of about 200 kilometres — turning up the heat in the vehicles did not turn up the heat under the collars of the company’s communications staff.
Quite the opposite, in fact, as experiencing the Ioniq EV in winter conditions demonstrates just how adaptable the vehicle is for Canadian drivers in far-from-ideal driving conditions. With the heat turned up to high, the two front seat heaters on and the rear defrost activated, the full-charge display went from 197 to 160 km.
The Ioniq EV is only a third of the Ioniq story, as it counts two other electrified siblings in its stable: a plug-in hybrid (PHEV) and a hybrid (HEV). This trio makes the Hyundai Ioniq the world’s first vehicle to be offered with three distinct electrified powertrains.
The EV and HEV models were at the Kelowna launch; the PHEV is scheduled to arrive in Canada in a few months.
Think of the Ioniqs as triplets with almost identical appearances and slightly different personality traits (in this case, powertrains). The only noticeable exterior differences are found on the front grille, tail lights, and the size and design of the wheels. In silhouette, the Ioniq defies its hatchback configuration with a sedan-like appearance, thanks to an integrated split-view rear window and integrated spoiler.
Inside, apart from dash displays and powertrain-specific controls, the three Ioniqs are the same. In keeping with the sleek exterior, the interior design is a study in forward thinking. The environmental theme of the Ioniq’s ‘green’ efficiency carries over with plenty of eco-friendly materials used throughout the cabin.
The Ioniq EV also climbs to the top of the all-electric heap with its combined 1.7 Le/100 km rating, beating the 2017 Chevrolet Bolt’s 1.9, although when it comes to range, the remarkable Bolt almost doubles the Ioniq’s. The VW e-Golf is third with a 2.0 rating, followed by the Nissan Leaf (2.1), Ford Focus EV (2.2) and Kia Soul EV (2.3).
Charging time for the Ioniq EV’s 28 kWh lithium-ion polymer battery is 24 hours using 120 volts, 4.5 hours using 240 V, or 30 minutes when plugging into a 450-V fast charger.
The HEV and EV might look almost identical, but after a half-day behind the wheel of each, there were certain characteristics that separated the two. They both share a comfortable and well-designed cockpit for the driver and front-seat passenger. And legroom for the rear passengers is surprisingly spacious for a compact vehicle.
The snowy city streets, back roads and highways around Kelowna weren’t conducive to pushing the Ioniq models to the limits, but it was readily apparent that both powertrains provide performance and handling characteristics that cannot be classified as boring. The EV in particular was high in the fun-to-drive quotient. Acceleration was excellent, and the battery packs’ location in the floor provided a fantastic low centre of gravity to aid handling. Despite a horsepower equivalent of just 118 feeding a single-speed reduction gear transmission, it’s peppy and responsive.
Its unique brake-regeneration system really adds to the fun. Two steering wheel-mounted paddles allow you to engage different levels of regenerative braking, depending on the terrain and traffic. The left-hand paddle ‘upshifts’ the levels — from zero to four, with four being the strongest regen — while the right-hand paddle ‘downshifts’ the levels. On twisty roads, once you get the hang of it, you can use the regen levels just like upshifts and downshifts, a benefit not just to the performance of the car but also to the range, as regen braking puts energy back into the battery.
Powering the HEV is a 104-hp, 1.6-litre Atkinson-cycle four-cylinder engine, working with a 43-hp equivalent 32 kW electric motor. An all-new dual-clutch transmission provides direct, six-speed feedback to the driver. The HEV also features a world first: a consolidated 12-volt battery that never needs replacing and can be reset by the push of a button on the driver’s door. This provides a weight saving of some 12 kilograms.
The new battery design is another reminder of the ongoing ingenuity of engineers and designers as they fully embrace electrified vehicles. In the case of the Ioniq, Hyundai has done just that, times three.