Hyundai Ioniq
MODEL TESTED: Hyundai Ioniq 1.6 GDI Hybrid Premium SE DCT PRICE: £23,595 ENGINE: 1.6-litre 4cyl hybrid, 139bhp
HYUNDAI is offering the Ioniq in three guises. A plug-in hybrid will join the range next year, and there’s already a pure-electric version on sale. But it starts at £28,995, before the Government Plug-in Car Grant of £4,500, so it’s significantly more expensive than the regular Ioniq Hybrid we test here. The range costs from an affordable £19,995, with this top-spec Premium SE model priced at £23,595.
Styling 3.8/5
DESIGNING a hybrid from a clean sheet of paper like Hyundai has here puts a big emphasis on aerodynamic efficiency. There’s not much point in maximising fuel economy from the drivetrain if a slabby shape with lots of drag undoes the hard work.
This much is obvious from the Ioniq’s styling, as the curving roofline and some clever aerodynamic details give it a slippery shape. A car’s drag coefficient relates to the resistance created moving through the air; this is what designers strive to minimise, and in the Ioniq’s case, it’s a low 0. 24.
Actually, this is the same as the figure for the Prius, so it’s no surprise that these cars bear a striking resemblance to one another. The Ioniq’s low nose, gentle roofline and high, square tail give a similar look in profile, while both models feature a bar across the back dividing the large glass hatches.
Xenon headlamps are standard, while C-shaped LED running lights below make it easy to pick the car out on the move. A hexagonal grille connects the two sleek light units, and a contrasting colour insert at the base of the bumper gives scope to personalise the car, with seven different colours to choose from.
At the rear, the bar that divides the bootlid also acts as a brow for the tail-lights and dark glass panel, while a glossy black plastic insert in the bumper breaks up the smooth surfaces at the back. Smaller 15-inch alloy wheels are standard, although our test car was fitted with optional 17-inch alloys. But while they look good, they have a noticeable impact on efficiency (see Testers’ notes, right).
Premium SE models get plenty of equipment, with heated and ventilated leather seats, parking sensors and a reversing camera as standard. Also fitted is an eight-inch touchscreen infotainment system with sat-nav, Android Auto and Apple Carplay.
While there are no question marks over kit, there are a few over the build quality. The blue accents lift the sombre cabin, but some of the materials highlight the Ioniq’s cheaper price tag. The interior design is also more conventional than the Toyota’s, with the energy flow meter in the digital instrument cluster the only visual clue to the hybrid powertrain.
Driving 3.7/5
WITH 139bhp in total from its four-cylinder petrol engine and electric motor, the Ioniq offers decent performance. On test, it accelerated from 0-60mph in an identical time to the Prius, taking 10.3 seconds.
The Hyundai’s six-speed DCT auto transmission allowed us to get some in-gear figures, too. Holding it in fifth and sixth is where the electric motor’s 170Nm of torque helps, as with engine revs low, the boost from the battery pack and motor ensures the Ioniq feels brisk enough in a straight line.
However, the petrol engine is quick to cut in, even on a light throttle. Although Hyundai claims the car will hit 75mph on electric power alone, in reality it’s difficult to coax the Ioniq along at this speed without the petrol motor kicking in. The torque fill from the hybrid system is more noticeable off the line, as the instant shove gets the Ioniq’s 1,370kg body moving.
When the 1.6-litre unit does chime in, it’s relatively refined. But as in the Prius, if you ask for maximum performance, the noise from under the bonnet becomes more intrusive. Gearchanges can sometimes be a little jerky, while the powertrain doesn’t quite manage to switch between all-electric and combined power outputs as smoothly as the Prius’s. The same is true of the Ioniq’s regenerative braking, as you notice the step between using the motor to slow the car and the brake discs, while the pedal feels dead under your foot.
Despite a firmer ride than the Prius, the Ioniq is comfortable most of the time, which helps give the car a relaxed feel on the move, encouraging you to extract maximum efficiency from the powertrain. Harsh ridges in the road cause the chassis to jump about a little, but on the motorway the Ioniq settles down to a smooth cruise.
Ownership 3.8/5
THE five-year/unlimited-mileage warranty shows Hyundai’s confidence in the reliability of its products, but our Driver Power 2016 satisfaction survey proves owners don’t rate the brand very highly in other respects. It finished only 30th out of 32 overall, with owners criticising seat comfort, road holding, ride quality and performance. Hyundai also rated poorly for in-car tech, but at least the Ioniq does well here.
The car hasn’t been crash tested yet, although with seven airbags and safety features like autonomous braking, adaptive cruise, lane keep assist and blindspot detection all standard on this version, we’d expect a full five-star Euro NCAP rating.
Running costs 4.4/5
HYBRIDS like these are about efficiency, so real-world economy is just as important as the Ioniq’s claimed 79g/km CO2 emissions.
On test, the Hyundai returned 47.9mpg, which was 9.1mpg less than the Toyota. This difference is surprisingly large and means you’ll spend an extra £223 per year at the pumps by running the Ioniq.
Higher emissions means the Hyundai attracts a greater 15 per cent Benefit-in-kind rate than the 11 per cent Prius, so although the £23,595 Ioniq is £905 cheaper to buy, it will actually cost higher-rate company car drivers £336 per year more to run.
Practicality 4.4/5
THE 350-litre boot puts the Ioniq just seven litres ahead of the Prius in terms of load space. This small advantage is helped by a lithium-ion battery pack underneath the rear bench that has allowed Hyundai’s engineers to maximise luggage room.
However, it’s not quite as large as the Toyota with the rear seats folded, offering 1,505 litres compared with 1,558 litres in the Prius, although most people will benefit more from the roomier five-seat layout.
A space-saver spare wheel comes as standard, so the underfloor boot storage is limited. However, with plenty of trinket trays, cubbies and cup-holders – as well as good-sized door bins – storage is a match for the level of passenger space on offer.