If any doubt existed about South Korean carmakers striking at the hearts and heads of car buyers, they are dispelled totally by the Hyundai Ioniq. Before I inform you about the PHEV version tested here, let me attempt to explain Ioniq to you. It is three separate models emerging from one neatly addressed package. One version is Electric, one is Hybrid and the other is Plug-in Hybrid. They are individually identifiable by different alloy wheels, frontal aspects and badge styling details.
The march of the alternative fuel brigade is being led by governments needing and demanding zero emissions vehicles. The uptake of EVs is increasing daily, against the tumbling retail sales of conventional motorcars. Yet, the consumer remains confused, which is not much of a surprise really. Nissan Leaf EVs, or Toyota Priuses, are sold increasingly to active-retireds, living off pensions generous enough to enable the acquisition of an ‘eco-car’. However, Hyundai cannot be said to be doing anything less than aiding the conversion necessary from the heathenism of fossil fuels’ consumption, to the clean-and-green hedonism of hybrid. In truth, I love hybrids and, until a true ‘alternative fuel’ becomes available, my heart lies in a battery-supported petrol pump.
Hybrid technology that ekes out frugality by engaging petrol power with self-generated electricity remains a star turn. Since the arrival of plug-in technology, in the Ioniq’s case, creating a 30 to 35-miles pure EV range, the educational value is high. Driving the Ioniq PHEV reveals that life-with-an-EV can be entertaining, while lacking the battery life and range anxiety issues of pure EVs. The fact that a single overnight charge can enable an office commute, or Saturday shopping trip, or delivering the offspring to nursery/school, or the 9.00am service at the local church can be carried out with halo-intactness is much to Hyundai’s credit.
The Ioniq PHEV uses a 105bhp 1.6-litre petrol engine mated to a six-speed twin-clutch automated gearbox (complete with steering wheel paddles), optimised for fuel economy, and 60mpg is well within the reach of 99% of Ioniq drivers. Factor in the EV mode and, while the officially stated 256.8mpg Official Combined figure might be obtainable in a laboratory, its CO2 emissions of 26g/km are taxation-tantalisingly low. To be fair, around 75-80mpg should be within the reach of some Ioniq daily drivers, using a mix of hybrid power, which is a most welcome aspect worth clinging to. The Ioniq can clock the 0-60mph dash in around 10.3 seconds, before reaching a maximum velocity of 110mph.
More importantly, it is affordable, weighing in at a list price of £29,860 in Premium SE trim, before government subsidies and Motor Source Group discounts are applied. Packed with interesting features both inside and out, the Ioniq is not just well-proportioned but is eminently accommodating too. The boot offers some practical, below-floor slots for valuables, although the various cables (one for roadside fast-charge plug-in, the other for domestic, three-pin ‘emergency’ supply), are stashed in neatly logo’d bags that sit atop the boot floor.
The interior décor is pleasant, with plenty of soft-touch tactility and attractive highlights, such as the blue rings around the instruments and air-vents (while ‘green’ is the aim, ‘blue’ is the eco-colour). Of course, the electronic dials ahead of the driver are configurable, in typical hybrid manner, by dabbing on the appropriate steering wheel button, of which there are several with which to become familiar. The touch-screen in the centre of the dashboard is still legible, even when the sun is behind the car. It is all very neatly laid-out and user-friendliness soon breeds (there is also a useful, wireless induction charge pad for the mobile-phone built into the storage slot ahead of the gear selector).
Equipment levels are high, including heated, ventilated and electrically adjustable front seats, leather upholstery, dual-zone climate control, auto-on wipers and lights, puddle lamps, heated steering wheel rim, rear camera and guidance system, sat-nav and connectivity elements in abundance.
It is worth highlighting that, in EV mode, the Ioniq pulls uphill strongly, without kicking-in the petrol engine, although when it needs to, to top-up its battery pack (using the in-built over-run and brake energy recovery system), it happens painlessly and quietly. What’s more, the Ioniq is eminently drivable, feeling as much at home being pedalled along country lanes, as it is cruising on motorways. Its relative ‘normality’ is the key to its potential success with ride quality that is sublime and steering that feels well-connected to the front wheels. From a purely academic viewpoint, the all-electric Ioniq replaces the supple multi-link rear suspension of the PHEV with a simpler set-up, mainly due to a need to accommodate its enlarged battery pack, and alters its ride and handling characteristics accordingly.
Interestingly, as only the second brand that I have tested that features semi-autonomous steering (some new Volvo models have it), I could feel how the car self-steers around bends and maintains station between road-markings using a blend of GPS and around-car sensors. While a completely hands-off situation results in a bleep warning and on-screen display suggesting that the steering-wheel sensor detects a lack of contact…full-autonomy is still several years out of reach. Yet, it is part of a typically growing array of advanced technology that signifies a driverless future and is being incorporated on an increasing number of new cars.
No less than 10 years’ worth of sat-nav map updates are included in the car’s price, as are a five years unlimited mileage warranty, five years roadside assistance and eight years (125,000 miles) of battery warranty.
