Hyundai enters eco-friendly motoring with three electrified powertrains with the introduction of its new IONIQ liftback. The first to arrive is the relatively conventional petrol-electric hybrid. The Hyundai IONIQ Hybrid a 1.6-litre petrol engine with 32kW electric motor in an attractive five-door hatch that is aero and modern without straying into the realms of ‘weird Harold’. With yet to be confirmed pricing expected to undercut the Toyota Prius, sub $35k, Hyundai IONIQ Hybrid means business.
More conventional (less nerdy) looks and affordable (we hope) pricing, mean the 2018 Hyundai IONIQ Hybrid is set to break new ground for eco-friendly motoring Down Under.
Indeed, when Hyundai launches the IONIQ family in Australia later this year (2018), it won’t be a half-hearted foray into electrified motoring. With a trio of electrified versions of its new small car set to hit the Australian market, Hyundai will be the first manufacturer to offer hybrid, plug-in hybrid and pure electric drivetrains across one model.
With pricing yet to be confirmed, but tipped to undercut its most obvious rival, the Toyota Prius, the IONIQ will offer Australian buyers not only more choice, but at a better price point.
It’s the IONIQ Hybrid that breaks covers first in Australia, with 70 evaluation vehicles released to fleet users including Australian Red Cross before the official launch of all three models later this year.
And a preview drive for motoring.com.au confirms what we had all hoped. It’s good.
When we drove the IONIQ at its international launch in Korea last year, it was yet to be confirmed whether all three powertrains would hit our roads. But the official word from Hyundai is, yes! In August this year a hybrid, plug-in hybrid and pure electric IONIQ will go on sale in Australia.
The Hybrid (on test) is powered by a 1.6-litre, four-cylinder engine that delivers 77kW and 170Nm. Working in conjunction with a 32kW electric motor, this output jumps to 103kW and 265Nm.
Powered by the same 1.6-litre unit, the plug-in hybrid benefits from a larger 45kW electric motor and promises a range of up to 50km pure electric driving.
The pure EV IONIQ features a 28kWh lithium-ion battery developing 88kW and 295Nm, powering an estimated class-leading maximum range of 280km. We can’t wait to put this to the test.
In a case of one upmanship, Hyundai has resisted the CVT and you’ll find both IONIQ Hybrid and Plug-in Hybrid mated to a six-speed dual-clutch transmission.
CO2 emissions for the hybrid are reported at 92g/km.
Fuel consumption figures are a claimed 3.9L/100km for the hybrid and as low as 3.4L/100km for the plug-in hybrid. Again, time will tell, but (notwithstanding a fondness for Sport mode) we recorded closer to 5.0L/100km, including some lengthy freeway travel.
What is immediately obvious is that Hyundai’s three electrified offerings will make zero to low-emission motoring more attainable and a realistic option for consumer’s everyday driving needs.
Quirky styling and conspicuous badges be gone. As hybrid vehicles become more commonplace on Australian roads (although nowhere near enough), no longer is there a need for polarising designs that, let’s be honest, contradict Australian mainstream motorist’s desire to conform.
The Hyundai IONIQ Hybrid may not win any beauty pageants, but it certainly won’t offend anyone.
The IONIQ range represents a considered step forward in Hyundai’s design aesthetic. Sporting a streamlined liftback bodystyle, our white Hybrid Premium is finished with blue ‘character lines’ to the front and rear bumpers. Personally, I like it.
The front cabin follows a sensible and functional design. Amenity and oddment storage is excellent with well-positioned storage, two cupholders and good in-door storage.
Hyundai has also used recycled or ecologically sensitive materials where possible, such as interior door covers. It’s no BMW i3 in this regard, but it’s a solid nod in the right direction.
Somewhat of a hybrid for dummies, the IONIQ Hybrid does all the work for you, calling on its power sources to suit the drive at hand.
Upon start-up and in idle situations you get the earthy sound of silence, spoilt somewhat by the IONIQ’s penchant for eco-friendly audible reminders at every given opportunity. It’s like elevator music, but worse.
The e-friendly digital displays of power delivery methods in use, however, are always a nice touch… And a nice way to talk about e-power with the kids...
The IONIQ Hybrid fairly seamlessly flips between power sources, but as driver you can’t actually choose pure EV mode, rather the choice of Sport or Eco driving.
It fast became obvious that the frugal early gearchange tendencies of Eco just don’t cut it. It’s a little lethargic in its response and below par for rolling acceleration (and freeway overtaking), so we found ourselves most often opting for the combined power of the engine and electric motor for the most responsive and enjoyable drive. This moved the IONIQ Hybrid closer to ‘sport’ that you might imagine.
Given its head, the IONIQ Hybrid becomes spritely and responsive, with rapid gear changes. The change in character was quite remarkable. In the suburbs we reluctantly reverted to Eco mode.
Steering is light and responds well to input, but the general turn-to-turn feedback is lacking. A 10.6m turning circle gives the IONIQ Hybrid decent agility, but God-awful rearward visibility was a constant annoyance.
A local suspension tune sees the Hyundai IONIQ Hybrid’s MacPherson strut/multi-link set up cope well with the worst of Australia’s pot-holed and patchwork road surfaces. Rolling on 17-inch alloys, cabin refinement and road noise attenuation is good.
Eco-credentials aside, the headline story for the IONIQ is just how easy and ‘normal’ it is to drive. There’s a level of driver engagement that no Toyota Prius is able to match.
You’re not left wanting for either in the IONIQ Hybrid. Creature comforts in particular are well sorted, with heated and ventilated seats, a heated steering wheel, satellite navigation and Apple Car Play/Android Auto as standard.
The live traffic updates and route diversion functionality worked a treat when stuck in a Melbourne, Westgate Freeway traffic debacle. You can easily navigate the eight-inch touch screen, and your separate HVAC controls are equally simple.
Driver assist technology is excellent, including autonomous emergency braking, adaptive cruise control, lane keep assist, blind spot monitoring and rear cross traffic alert. A rear-view camera is aided by front and rear sensors.
The digital instrumentation cluster with customisable display looks every bit the modern part.
For a technologically forward vehicle, the foot operated park brake is baffling.
The IONIQ range is yet to receive a local crash test rating.
The IONIQ’s liftback bodystyle is one that we see growing in popularity (think Holden Commodore and Kia Stinger for example) and for good reason. Its large cargo area (433 litres) is easy to access and facilitates larger items when necessary. Add to this a 60:40 split fold seating and it’s a flexible arrangement fit for the family load (up to 1505 litres).
The second row seating is comfortable and spacious (head, shoulder and legroom) with room for three, but there’s limited storage and no rear 12V or USB charge points (if we’re to be picky).
The IONIQ is yet to be rated for towing.
Hyundai has a reputation for value for money, bolstered by solid after sales service and a long warranty. We won’t be surprised if that and the combination of IONIQ’s smart styling, conventional looks and competitive price point that is a tipping point re Australia’s attitude to electrification.
That alone can’t be a bad thing.
2018 Hyundai IONIQ Hybrid pricing and specifications:
Price: TBC
Engine: 1.6-litre four-cylinder petrol with electric hybrid
Output: 103kW/265Nm (77kW/147Nm petrol engine plus and 32kW motor)
Transmission: six-speed dual-clutch
Fuel: 3.9L/100km (ADR Combined)
CO2: 92g/km (ADR Combined)
Safety Rating: TBA