road test
Hyundai Ioniq Electric Premium SE
On the move
ProDriver Tested 45.6mpg / 32mph Aug.2020
Tim Barnes-Clay
H
yundai launched the Ioniq back
in 2016. It came in three flavours: allelectric, a plug-in hybrid and a regular – or “self-charging” hybrid. That was a smart move, and still is. Having different power units in one body makes sense, and Ioniq started taking sales from its clearest rival, the Toyota Prius – especially as the Prius didn’t have a pure EV version. But you can’t stand still in the EV market. Stand still long enough, and the competition will catch up with you – and then overtake you if you’re not careful. The Ioniq was starting to be outdone by other EVs – especially in terms of range. But spurred by new EV market entrants such as Peugeot’s e-2008 and e-208, the Vauxhall Corsa-e and VW’s e-Golf, Hyundai has given the Ioniq Electric, a boost in power and smart regenerative braking. It has also had an aesthetic tweak here and there. The Ioniq Electric is a pleasant-looking, inoffensive, five-door hatchback. Up front, the model has been updated with a pattern on the closed grille and a new bumper design, creating a more dynamic appearance. The car has also been fitted with new LED lights that make the Hyundai stand out from the crowd at night. The five-door Ioniq Electric isn’t the biggest car
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around. It’ll seat four adults, no worries, but it’ll cope with five, albeit less comfortably. You’re pleasantly cosseted in the Hyundai’s cabin, although driver and front-seat passenger get the most generous slice of the pie. Headroom is decent, but there’s more in the rear of conventional hatchbacks, such as Skoda’s Octavia. Mind you; visibility isn’t bad, so you don’t feel claustrophobic. Furthermore, with an assortment of storage areas aboard, you won’t have any reservations stashing away any odd and ends. Also, the Hyundai’s rear seats divide 60:40 and fold to allow for extra loading. With the seats up, there are only 357 litres of boot space, as the Ioniq’s batteries eat into the cargo area – making it quite shallow. A substantial load lip makes it a bit of a pain to lift heavy items into the boot, too. The Ioniq’s cabin styling is a tad conservative, but it’s still a lovely place to be. The switchgear has a quality, solid feel, and lots of soft-touch materials are used on the hatchback’s interior surfaces. Sure, as with many cars, you’ll discover some cheap and nasty plastics, but in the Ioniq, these are in relatively obscure areas. Everything is logically arranged, too, and the cabin is easy to get to grips with. You should also know that there’s been a major
infotainment enhancement – in the form of a 10.25in touchscreen unit. It’s the same wide display that’s in the updated Hyundai Kona – and it’s a top bit of tech. It’s quick to react to inputs, and it comes with graphics that are bright and clear. Other developments include revamped instruments complete with mood lighting. On the road, the latest Ioniq rides well over potholes. It’s never great travelling across broken blacktop, but we have little choice in our wonderful, but rather congested nation. The pliant ride is thanks to the Hyundai’s decent suspension arrangement. Indeed, the system comes into its own even more on motorway drives, where a relaxed, cruising experience is to be had. Not only is the five-door electric car a competent one; it also handles appealingly. The steering reacts without delay, although there’s little in the way of feel. The hatchback’s ability to stay virtually flat in corners makes up for this, though – and it’s easy to manoeuvre in constricted areas due to its relatively compact hatchback form. Parking is a pushover, too. Ultimately, there’s not a lot to frown on regarding the way this Korean machine behaves. Safety is something Hyundai doesn’t take lightly.
OCTOBER 2020
