Hyundai Ioniq
First UK drive of all-electric version of eco pioneer
THE Hyundai Ioniq is finally in the UK, and after enjoying the Hybrid model (Issue 1,442), we’ve now had the chance to drive the Electric version, which does away with the engine completely. While the Hybrid is a direct rival for the Toyota Prius, the Electric model has cars like the Nissan Leaf, BMW i3 and Kia Soul EV in its sights.
Happily, the Ioniq is actually one of the best pure EVS out there, and while it’s not without its problems, it’s more than capable of standing up to its main rivals.
UK buyers aren’t completely sold on the electric car yet. Most offer a meagre electric range, eventually giving you the same feeling as driving on a close-toempty fuel tank. The Ioniq’s 174-mile range should be plenty, which is a bit more than a Nissan Leaf (155 miles), too.
The 28kwh Lithium-ion Polymer battery helps the motor generate 119bhp and 295Nm of torque, although that is only available in Sport mode, with Normal and Eco settings keeping some in reserve to help boost the range. In fact, there are plenty of efficient tricks, including a special climate-control system, regenerative braking and an aerodynamic body.
That’s why the electric version looks a bit different: the large grey-plastic panel where the grille would usually sit helps move air more efficiently for less drag, while strange-looking wheels do the same thing. Unfortunately, the Ioniq doesn’t look as quirky as a Toyota Prius (another aero-focused design); from a distance, it’s more like a conventional petrol or diesel car.
Inside it’s more impressive, and while the dark plastics look a little dull, the materials feel good to the touch and there are some copper-coloured accents that give the car more youthful appeal. The cabin feels much more upmarket than the Leaf’s as a result – it’s just not as plush as that of an i3, which costs a bit more. The Ioniq feels similar to a Leaf to drive, with the instant response from the electric motor meaning there’s plenty of performance around town. It’s not as aggressive off the line as some electric cars, although it gets up to speed with a whoosh of power. It takes 10.2 seconds to go from 0-62mph, but it’s more impressive from 20 to 40mph.
It does all that without a peep from the motor, of course, save for a hushed whine and an external hum to warn pedestrians that you’re there. It means that at low speeds, the Ioniq feels right at home, being very refined and easy to drive in an urban environment.
The inconsistent brake pedal is a bit irritating in stop-start traffic, but most of the time you can avoid using it completely thanks to regenerative braking when you lift off the throttle. It’s a relatively novel way
“Ioniq Electric suffers the same problems as other electric cars do – expensive price and limited range”
of driving, but you quickly adjust to it. At higher speeds, the Electric behaves just like any other car. While there’s no sound from the engine, tyre and wind noise are evident. The ride is settled at motorway speeds, with small lumps taken smoothly. There is a bit of stiffness at lower speed, but it’s not uncomfortable. It’s better to drive than a Leaf as well, with the Ioniq more resistant to body roll than the Nissan.
While the steering lacks some feel and the self-centring is slightly erratic, the Ioniq handles tidily enough. It flows well through longer corners, and the electric motor means it’s fun to power out of slower bends, too. It’s not a driver’s car, but will still raise a smile.
There’s enough space in the back for adults, and the 350-litre boot increases to 1,410 litres with the rear seats folded down. Room is limited by the bulky batteries, and some of that space is taken up by the charging kit – but it’s still a usable boot.