With the recent news that Hyundai will create a sub-brand of all-electric cars, all with the so-called Ioniq since early 2021, the Korean company’s compact sedan will become Hyundai’s OG electric vehicle– the style it originally demonstrated to the company that cars used. only electrons can actually sell to customers. Certainly, it also introduced editions of the Ioniq that used some gas (Ioniq plug-in hybrid PHEV) and a hybrid that cannot be plugged in at all, to provide a circle of relatives of possible transmission options similar to that of their rival the Toyota Prius. The well-known Toyota hybrid has not yet produced only one electric edition.
Ironically, this Ioniq Electric BEV tested here will not be a component of the new Ioniq logo, at least not in its current form, and it is unclear whether the Ioniq BEV will be renamed or removed. What we do know is that the first of this new car logo will be called Ioniq 5, in Hyundai’s forty-five electrical concept, an all-electric midsize SUV to be built on the E-GMP platform, the architecture of the 3 Ioniq models planned until 2024.
The Ioniq 6 will arrive in 2022, and the taste of its sedan chassis will be indicated by even numbers, while SUVs will more or less conform to their values in the Ioniq lexicon. The Ioniq 6 was anticipated through Hyundai’s amazing Prophecy concept introduced in early March, and a larger Ioniq 7 SUV is expected to arrive in 2024. With this E-GMP architecture shown as a platform committed to electric vehicles, it turns out that each and every Ioniq logo of the vehicle will be completely electric, suggesting perhaps that Ioniq’s existing multi-degree electrification strategy will soon be completed.
If this is the case, then this modified edition or edition of this electric Ioniq can be seamlessly an Ioniq 2 or 4, given that Hyundai has just updated and significantly improved the Ioniq 2020. But perhaps not, because there is still evidence of mandatory commitments through the existing universal platform.
The most productive news is clear: Hyundai has provided the Ioniq 2020 with a larger 38.3 kWh battery, compared to the last 28 kWh fuel tank, which means a much longer diversity: there is now 274 km compared to two hundred km. available in previous models. Arrangement according to official government figures. This is a massive improvement, of course, but it is also particularly smaller overall than the diversity of 415 km more productive in the newer Chevrolet Bolt category or the dearest Hyundai Kona EV.
There is also a quick vehicle evaluator on board, now 7.2 kW of 6.6, which allows about the same charging time of about six hours in the typical EVSE if you arrive in your garage with electron “fumes”. If you want a faster rate, the Ioniq uses a CCS Combo evaluator (480 V) for a Level 3 rate that can offer a rate of approximately 0 to 80% in 54 minutes, according to Hyundai.
This last capacity was the key of my week with Ioniq, as we took it on a weekend of three hundred kilometers in a chalet with the circle of relatives and masses of teams. Before leaving, I took a specific note of the estimated diversity at full load on the Ioniq: 335 km without air conditioning and 310 km with the air conditioning on, and we would probably be less effective in this direction at 90% on the road. All this meant that the 150 km adventure would unfold smoothly, but for the return trip, you would probably want at least a little recharge, to avoid any anxiety of autonomy for an hour and a part of the trip home.
We arrived at the chalet with 167 km remaining shown on the board, which demonstrated incredibly accurate diversity forecasts for the Ioniq and overall efficiency. And thanks to a box loader near Lake Simcoe, a short 15-minute break added another 72 km of diversity to build confidence, up to a healthier reading of 239 km, a charge of about 80%.
Which by the way costs $5.17, and can be done seamlessly through credit card, even without the associated Greenlots app or RFID card. Could we have made the 150 km circular at no additional cost, as indicated by the reading of the 167 km board? Perhaps, and there is a convenient navigation mode that graphically maps the driving force to how far its existing load state is possible.
A downside to this year’s update? Hyundai has not taken a step forward in the speed at which the newest Ioniq EV can temporarily qualify; Unfortunately, it has actually reduced this capacity, from a top speed of about 70 kW before, to a maximum of about 50 kW now, as evidenced through its fast charging time from 54 minutes to 80%, compared to its previous 24-minute estimate with the smaller 28 kWh battery. The fastest I saw those electrons pump to the Ioniq was 23 kW, about part of their maximum flow, it remained pretty close to that speed until I disconnected at just under 80%.
This slower maximum rate won’t make any difference if the fast tester you use reaches a maximum of 50 KW anyway, which many of the old ones do. But the new rapid testers from 100k to 350kW are now making their appearance and the Ioniq EV unfortunately won’t benefit from the faster charging speeds presented through those new L3 quick evaluators, many of which accelerate over time, no matter what. how many electrons your vehicle can absorb per minute.
That said, the Ioniq EV is one of the cheapest BEVs on the market, With an initial value of $41499 for the fundamental model, which includes a healthy set of popular equipment: heated guide wheel, emergency automatic braking (with pedestrian detection and cyclists), active cruiser (which can make Ioniq more sensitive and restart automatically), seven airbags (including the drive force knee bag), plus Apple CarPlay/Android Auto. The more sensible version of $45899 tested here adds subtleties like leather seats, heated rear seats, reminiscences-reminiscent seating configurations for two people, a sunroof, a wireless phone charger, which in a strange but perhaps safe way, pits the phone away from the driving force. more internal and external LED lighting.
The Ioniq’s convenient five-door frame is smaller than that of its brother Kona EV, making it more complicated for other seniors or less cellular people to go up and out, with a spacious shipping area spoiled only by non-folding seats and a cargo cable case that turns out to be much larger built-in underground. Once again, the most beloved Kona is so requested that it will now have to be specially requested, according to the Hyundai customer’s website, unlike Ioniq.
But it really drives more than the Kona EV, without sounding a low-speed synthetic exercise whistle for its comfortable and quiet electric exercise that constantly made me look for sirens in the electric Kona. It has similar regeneration paddles that provide some active driving involvement: the flat-bottomed guide wheel promises dynamic cuts that the Ioniq EV cannot supply, either on a direct line (0-100 km in 9.7 seconds, through the EV database.org) or at the corners, where it is self-confident but not electrifying.
Just because you can see through a glass panel on the tailgate doesn’t mean this Honda CRX is a fashionable sports car.
Of course, it would be wonderful if there was at least one shipping area under the front hood, as in other electric vehicles, that was not yet on platforms shared with gas versions. And it would be even more wonderful if there wasn’t almost the same Ioniq hybrid on sale starting at $25399. For the ultimate explanation of why alone, both driving and the Ioniq EV is fun for the hybrid, and for all of its 2020-worthy upgrades, Hyundai would possibly need to turn its Ioniq EV into a unique-looking Ioniq X as soon as possible. .
Get the latest news and more right in your inbox.
Forgotten password? Click here.
Aren’t you a member? Sign up now!
Enter your email and we will send you a link to reset your password.
Return connection.