When we think of electric vehicles, it is always the same models that are mentioned. The Tesla of course, but also the Chevrolet Bolt, the Nissan LEAF or the Hyundai Kona.
Available in three different versions (hybrid, PHEV and 100% electric), the Hyundai Ioniq is more discreet among the models available on the market. Still, the electric version being tested today is worth knowing, especially since it received notable improvements in 2020.
The most important change concerns the battery which goes from 28 to 38.3 kWh, boosting the range from 200 to 274 kilometers. The engine gains power (134 hp instead of 118) and the torque rises to 218 lb-ft. The car also receives a dashboard with revised controls, advanced security systems delivered as standard as well as a more powerful charger (7.2 kW instead of 6.6).
Two different versions
The electric Ioniq can be ordered in two different trim levels. Battery capacity and performance do not vary by version. Both models qualify for the highest government rebates ($ 13,000).
The already well-equipped Ioniq Preferred starts at $ 35,100 taxes included and discounts deducted. That works out to $ 518 per month for 72 month finance and $ 447 per month for 48 month lease. For this price, the car incorporates heated front seats and steering wheel, Apple CarPlay and Android Auto, a multimedia system with a 12.5-inch screen and 16-inch rims.
Active safety has not been forgotten with lane departure warning, lane keeping assistance, adaptive cruise control, and highway driving assistance.
The top-of-the-range Ultimate model, displayed at $ 40,159 (taxes included and discounts deducted), adds an electric sunroof, leather upholstery, LED headlights, electric seats (with memory for the driver), a rear seat heater, an induction phone charger and a blind spot detection system. The monthly payments for this version are $ 592 for 72 month financing and $ 515 for a 48 month lease.
Unless you absolutely want the equipment of the top-of-the-line model, an Ioniq Preferred is more than enough for everyday use.
On the road, the electric Ioniq highlights its considerate side. Soft suspensions, comfortable seats and a tire ride far from extreme allow to enjoy a pleasant ride, even when the road is poorly paved.
This flexibility causes significant roll hold when cornering, but it never becomes dangerous. Be careful though with turns taken with too much enthusiasm in cold weather; the tires quickly admit their limits in these conditions.
The steering calibration, rather light, is perfect in town and at low speed to slip around or park. On the other hand, it lacks a little firmness on the motorway above 100 km / h. At high speeds, the Ioniq also makes loud rolling noises, as is often the case with Hyundai.
On the performance side, the 134 horsepower engine offers adequate acceleration and pick-up. More alert than hybrid models, the electric Ioniq does not stick to your seat like a Tesla Model 3. However, for everyday use, this is more than enough.
A small downside all the same: the calibration of the traction control could be refined when the road is slippery and you start from a stop. The engine torque, badly dosed, causes cuts and acceleration times not really pleasant. However, nothing special to report on dry ground.
The level of regeneration under braking can be adjusted with paddles on the steering wheel, and works well overall, although it is not possible to drive with a single pedal, a feature offered by several competitors.
Autonomy and recharging
Hyundai announces a theoretical range of 274 kilometers. According to our calculations, our total autonomy would have varied between 250 and 280 km if we had exhausted all the battery. The autonomy announced by the manufacturer therefore seems realistic. Note that the outside temperature varied between 4 and 8 ° C during our week of testing.
The electron consumption was 16.5 kWh / 100 km, which is a good number. By practicing eco-driving, we were able to go down to 14 kWh / 100 km and we went up to 18 kWh / 100 km using Sport mode without worrying too much about the total range.
Regarding recharging, we went from 30% to 100% autonomy in 4 hours 30 minutes on a level 2 (240 V) terminal. To fully charge the battery, it would therefore have taken between 6:30 a.m. and 7 a.m. Compatible with fast charging stations (level 3), the Ioniq can recover 80% of its charge in 54 minutes according to Hyundai.
Finally, a final word on the passenger compartment, which is spacious enough up front, but which suffers from reduced headroom for rear passengers. Equipped with a wide tailgate, the trunk is practical and easy to load. However, the shape of the rear window hinders visibility.
The ergonomics and controls remain well thought out overall, although the new touch controls are less intuitive than the rotary knobs of older generation Ioniqs.
In conclusion, the Ioniq is not the most demonstrative or the most exciting electric car. But it offers more reasonable monthly payments than the majority of its 100% electric competitors, a practical format and comfortable driving well suited to Quebec roads. A car to consider if you want to drive electric and don’t have $ 50,000 to spend on a car.