This story first appeared in the january issue of evtalk CLICK HERE to download the magazine FREE
When Hyundai originally launched the Ioniq range of plug-in vehicles, they did it in the Queenstown area.
The electric version, with its 28kWh battery made it around the day’s drive route without needing to charge – impressing journalists and beginning its rather successful run as the workhorse of the NZ-new EV fleet.
The Ioniq became popular with firms wanting to either reduce emissions or green up their look.
It had sufficient range, around 200km if you were careful, solid specifications and for fleet buyers a price that kept it within a viable range.
But with the launch of the Kona EV, it arguably slipped into the background.
The Kona offered more range, and arguably broader market appeal.
But Hyundai has returned to Queenstown with an update to the Ioniq range.
The looks are refined, specifications update, and in the case of the full BEV there is a larger battery and more motor power.
Range is also up, so rather than just hang around town, Hyundai decided to stretch their legs as well, with a two-day trip via Te Anau to Milford Sound.
Though in fairness only half of the trip would be in Ioniqs, the rest in the Kona and the hydrogen-fuelled Nexo model.
More on those next month.
Numbers all up
So what is different about the Ioniq? Being EVtalk we will, of course, focus on the EV one.
Firstly, the battery has grown from 28kWh to 38kWh (38.3 to be precise). Range rises to a little over 300km.
Keep in mind that our past testing has shown Hyundai seems to get more out of their batteries and drivetrains efficiency-wise than other EVs – definitely more than the Nissan Leaf.
Motor power is up to 100kW and 295Nm, not surprising really as this matches the drivetrain in the entry-level Kona with the same battery.
Many will complain that the battery is not actively cooled.
Considering most users will rarely fast charge more than once in a day I am not sure it is much of an issue.
When you do fast charge, the maximum rate rises to 100kw, though on AC you are still limited to 7.2kW.
A type-2 to type-2 charger and EVSE are supplied with the Ioniq, while Hyundai encourages the fitment of a level 2 unit in the buyer’s home.
Hyundai New Zealand general manager Andy Sinclair says the increased range is going to appeal to their main buyer set.
“A lot of fleets have felt they have wanted the extra range, or needed the extra range,” Sinclair notes.
“And the majority of EV sales have been driven by business.”
The concerning number that comes with the update is the price.
The entry level BEV cost rises from $59,990 to $65,990, while the Elite is now $71,990, just a few thousand off the start price of a Tesla Model 3 – which offers more performance and a battery twice the size.
Even a 40kWh Nissan Leaf is cheaper at $59,990.
That is also out of step with the BMW i3, which has seen two significant step-ups in battery size, with little variation in price.
In fairness to the brand, Hyundai NZ are an independent importer, and unlikely to have the same flexibility the factory-owned BMW and Tesla operations have.
Sinclair says they have little choice but to raise the price – the poor performance of our dollar being the culprit – and it could get worse.
“If the dollar keeps depreciating we will have price rises again,” he notes, at the same time suggesting we could see the same for other brands.
A new look
Styling revisions for Ioniq include redesigned front and rear lighting, front grilles, and new alloy wheels.
Inside there is a new dashboard, ambient lighting and a new, tablet-style multimedia unit.
The larger, 10.25-inch satellite navigation multimedia system on Elite models headlines the equipment upgrades, and incorporates satellite navigation and Apple CarPlay/Android Auto smartphone connectivity.
Hyundai’s extensive Smart Sense system now includes high beam assist and an upgraded driver attention warning system featuring leading vehicle departure alert.
The chassis tuning has been updated, with fine-tuning in Australia to work better with local conditions.
For your extra money the Elite offers quite a lot.
Externally, the differences include chrome trim, LED headlights, automatic folding mirrors and a different alloy design.
Inside you get leather seats, electric seat adjustment for the driver, heated front seats and steering wheel, premium Infiniti speakers, wireless smart phone charging, and of course, the larger infotainment system.
The Elite gets blind spot and rear cross traffic collision warning on top of the Smart Sense system.
It also has front parking sensors.
Simply refreshing
I have driven so many SUVs in the last year, including the excellent Kona EV, that I had kind of forgotten how nice a “normal” car can be.
Compared to the Kona, the larger Ioniq feels light, airy and spacious.
It’s simple, yet clean and very functional.
The partially digital dash is easy to read and the new infotainment system in the Elite is pretty easy to use.
The spaciousness extends to the boot, which is 18 litres bigger than a Kona, although I suspect more useful in day-to-day use.
The additional power easily seems to offset the extra weight of the larger battery.
The Ioniq is no sports car but it has that usual well-planted feel EVs gain from their battery weight.
The steering is nicely responsive, I definitely feel its “Australasian” tune is nicer than that of a Leaf.
With our car topped off in Te Anau before driving to Queenstown, the 170km distance was little trouble for the Ioniq – even with some spirited driving through the Devil’s staircase.
The Kona’s smart regeneration was welcome when tailing along behind tourist traffic, while the additional power was welcome when overtaking.
Overall the Series II Ioniq is a welcome upgrade, and it will still no-doubt find fleet business attracted by its solid reputation and not wanting the “look-at-me” nature of the Model 3.
Still, the price is a bitter pill to swallow.
