Hyundai Ioniq vs Abarth 595

What's the difference?

Just like the Kona EV, Hyundai's Ioniq is still one of the best EV options on the market today. It strikes an excellent balance by offering significantly more range and better energy consumption than the more affordable Nissan Leaf or MG ZS EV, while providing the familiarity of the Hyundai spec and drive experience at a price only a little higher than a top-spec Prius.

Its relatively high score is a product of these factors, but also the way in which its interactivity offers the early adopters the engagement they will be searching for.

It’s tough to be kind to the Abarth 595. Based on a platform that’s more than a decade old, the car has been left behind by its rivals in many ways, including basic ergonomics and its value equation.

The larger engine does work well in this smaller package, and its road-holding ability belies its size. However, only die-hard fans of the Abarth brand will be able to cope with the uncomfortable seating position and a complete lack of even the most perfunctory features that cars costing $10,000 less are able to offer.

The Ioniq follows in the footsteps of eco hatches before it. You'll note this car's similarity in profile to the Toyota Prius, both shaped as such to secure low drag figures and therefore better economy and longer range.

While the Ioniq is a little more sedate than the wacky angles of the current Prius, there's no getting around the fact it's not exactly a cool shape. You could say it's interesting, perhaps, in the way it warps the low-drag box to Hyundai's styling cues, but dorky nonetheless. The LED headlights help lift it  a little, but the filled-in grille and small 16-inch wheels hardly lend this car extra street cred.

The Ioniq is more a proof of concept for early adopters who care a little less about the way the car looks and a little more about its drivetrain and technology, which is clearly the  focus here.

This can be seen in the Ioniq's interior, which has been re-worked for its most recent update. The digital features are impressive, with the floating 10.25-inch screen now totally dominating its dashboard.

I also like how the brand has given the instrument cluster a more modern design, with a cool floating bridge element over the top to eliminate glare, and, as always, Hyundai has made ergonomic use of its excellent switchgear and tidy steering wheel from the i30 and Kona ranges.

The climate unit has lost its tactile dials, replaced by touch-panel controls, and the lack of a transmission under the centre console has allowed plenty of negative space for the brand to play with, in this case a huge storage bay. There are also elements from more recently launched Hyundai models, which help to tidy the centre space up further, like an upright wireless-charging bay and shift-by-wire drive selector, which all looks very modern and neat.

It's a step towards things to come from the newly minted Ioniq sub-brand, which will do a lot more of this stripped-back, space-saving stuff with its next vehicle, the Ioniq 5 SUV. For now, though, the Ioniq is good as a half-step into the future. It's not as outlandish as a Tesla Model 3, for example, and will better suit a buyer looking for something a bit more familiar that still has a futuristic edge.

Despite being based on a design that’s a decade old, the Abarths still stand out. Based on the classic Fiat 500 shape of the 1950 and '60s, it’s more cute than cut-throat, with a narrow track and tall roof giving it a toy-like presence.

The Abarth attempts to beef things up with deep front and rear bumper splitters, go-fast stripes, new headlights and alternate-colour wing mirrors.

The 595 rides on 16-inch rims, while the Competizione runs 17s.

Inside, it’s definitely different to most mainstream cars, with colour-coded plastic panels on the dash and a very upright seating position, along with a dual-tone steering wheel.

It’s a love-it-or-hate-it proposition. There’s no middle ground here.

As mentioned, there's actually quite a lot of space in the Ioniq cabin, and the design has been further stripped back with its most recent updates.

The front seat seems a bit high for a hatch, although ergonomically everything is correct for the driver, with a good amount of adjustability in the seat back and wheel.

The big, bright multimedia touchscreen is easy to use, and the single centrally mounted volume dial is welcome, but I do sorely miss the dials  for adjusting fan speed and temperature. Touch-panel controls, to me at least, are always inferior.

As already mentioned, the centre-console area under the climate unit has been almost entirely deleted for the electric variant, granting the driver a little more knee room, and leaving a deep rubberised bay for loose objects, maybe even small bags. This area also houses two 12v power outlets and one USB port. The centre console has been re-worked to include a smart, space-saving upright wireless-charging bay for your phone, the shift-by-wire console, and controls for the heated and ventilated seats. This area also hosts two large bottle holders, and a large centre-console box.

As is usual with Hyundai models, there's also a large bottle holder in the door, alongside a practical bin.

Rear passengers are treated to decent legroom, about on par with what you'd expect in a hatchback. Headroom is a little limited, both for getting in and out, with the descending roofline, so if you have family or friends taller than my 182cm height, they might be less than pleased.

The rear-seat area gets bottle holders in the doors and in the drop-down armrest, although there are no power outlets, just dual adjustable air vents.

The hatch body of the Ioniq makes for a decent boot volume of 357 litres, enough for a large pram or, in the case of my testing, the largest of the CarsGuide luggage cases, with ease. Hyundai gives you a little satchel to tidily store the standard powerpoint to Type 2 charging cable. A Type 2 to Type 2 cable, which you will need to charge at public outlets (up to 7.2kW) is not included.

This is another area where the Abarth falls down. First and foremost, the seating position for the driver in both cars is utterly compromised.

The seat itself is mounted far, far, too high, and has little adjustment in any direction, and there is no reach adjustment in the steering wheel column to allow a taller (or even an average height) driver to get comfortable.

The more expensive Competizione we tested was fitted with a set of optional sports bucket seats from racing company Sabelt, but even they are mounted literally 10cm too high. They are also ultra firm, and even though they look supportive, lack decent side bolster support.

The tiny multimedia screen is okay to use, but the buttons are miniscule, while there’s a complete lack of storage places in the front. 

There are two cupholders under the centre console, with two more in between the front seats for rear seat passengers. There are no bottle holders in the doors and no storage for rear seaters.

Speaking of the rear seats, they are the very definition of cramped, with little headroom for moderately sized adults and precious little knee or toe room. There are two sets of ISOFIX baby seat mounting points, though, should you fancy wrestling your wriggling toddlers through the narrow aperture.

The seats flip forward to reveal more cargo space (185 litres with the seats up, and 550 litres when the seats are down), but the seat backs don’t fold flat into the floor. Under the boot floor is a can of sealant and a pump, but no space saver spare.

In truth, it was a long day testing this car… at 187cm, I simply could not get comfortable in it at all.

The range has been stripped back to just two cars, and costs has come down slightly, with the 595 now starting at $26,990, plus on-road costs. 

A new 5.0-inch touchscreen multimedia system (with digital radio), a leather wrapped steering wheel, TFT dash display, rear parking sensors, alloy pedals, 16-inch alloy rims, and (front-only) adaptive dampers are standard on the base 595.

A convertible, or more accurately, a rag-top (cabriolet) version of the 595 is also available for $29,990.

The 595 Competizione is now a whopping $8010 cheaper at $31,990 with a manual gearbox, leather seats (Sabelt-branded sports buckets are optional), 17-inch alloys, a louder Monza exhaust, as well as front and rear adaptive Koni shocks, and Eibach springs.

Unfortunately, what stands out more on the Abarths is what they don’t come with. Auto lights and wipers, cruise control of any sort, driver aids including AEB and adaptive cruise… even a rear view camera is missing.

What’s more puzzling is that the Abarth’s architecture, though a decade old, has provision to accept at least a rear view camera.

Abarth’s explanation that the car’s home market doesn’t see these inclusions as important doesn’t really hold water, either.

In terms of value, the lack of basic content sends the Abarth to the bottom of a competitive pile that includes both the Ford Fiesta ST and the Volkswagen Polo GTI.

The Ioniq electric has a single motor on the front axle producing 100kW/295Nm. It's the least powerful EV in Hyundai's range, but still out-punches cars like the Toyota Prius on raw power. It drives the front wheels via a single reduction-gear transmission, and the Ioniq electric also has re-worked regenerative braking for its most recent update.

This is powered by a huge-for-its-size 38.3kWh lithium-ion battery pack under the floor.

The Abarth 595 pair use the same 1.4-litre 'MultiJet' four-cylinder turbo engine in differing states of tune. The base car makes 107kW/206Nm, while the Competizione makes 132kW/250Nm, thanks to a freer-flowing exhaust, a larger Garrett-branded turbocharger and an ECU re-tune.

The base car can do 0-100km/h in 7.8 seconds, while the Competizione is 1.2 seconds quicker; the optional 'Dualogic' automatic is 0.2sec slower to the mark in both cars.

A five-speed manual gearbox is standard, and neither car is fitted with a limited slip diff.

The huge 38.3kWh battery pack and official combined energy consumption of 15.7kWh/100km, grants the Ioniq electric an impressive 311km (WLTP) range. As already mentioned in the pricing section, this lets the Hyundai electric hatch strike a good balance for urban commuters, however, under our mostly urban testing, it's an even better story.

For context, electric cars are far more efficient when operating in an urban scenario than they are on the open road. This is because they can regenerate energy more often and are less susceptible to losses from drag. The Ioniq has a superb regenerative-braking system, which can be completely customised to the user's preference. Want to drive it with no regen braking (like a normal car)? You can. Want to have the full eco experience, and have the car's motor bring it to a halt even without using the brake pedal, thereby maximising the amount of energy recouped? You can absolutely do that, too.

For most of my week, I stuck the Ioniq in its maximum regenerative setting and was very impressed to find it return an efficiency rating of 12.3kWh/100km. Not only is this number well below its claim, it's by far the most efficient electric car I have driven, and the only one I haven't tried yet is the brand-new MG ZS EV.

Colour me very impressed. The Ioniq charges via the most popular socket, the European Mennekes Type 2 combo. On DC, the Ioniq can charge as fast as 100kW allowing for a charge time of 54 minutes from empty to 80 per cent. On AC, its max charge input is a frustratingly low 7.2kW, making for a charge time of six hours and five minutes (more expensive rivals will charge at 11kW or even the max 22kW),  while from a 240v wall outlet (~2.3kW) it will charge in 17 hours and 30 minutes.

My single charge session was at a council-supported clean-energy Tritium charger with a max output on DC of 112kW. It charged my Ioniq from about 35 to 80 per cent in 32 minutes, and cost around $7.

Over 150km of testing, the Competizione consumed a dash-indicated 8.7 litres per 100km, against a claimed combined fuel economy figure of 6.0L/100km. Our brief test of the 595 revealed a similar number, against the same claimed figure.

The Abarth will only accept 95 octane fuel or better, and its small 35-litre tank is good for a theoretical 583km between fills.

The Ioniq's familiar Hyundai switchgear makes it largely feel like the brand's i30 from behind the wheel, and this is a very good thing. This car is immediately ergonomic and user friendly, although the seating position is a little high, preventing it from feeling particularly sporty.

The Ioniq emits a pleasant choral tone at low speeds, which enhances the perception you're steering something from the near future. It also helps alert pedestrians nearby, which was one of my pet peeves about the silent Tesla Model 3. The noise is interesting enough that you'll have people peering closely at it to figure out what's going on. It even gets louder as you accelerate, as though the motor is making it and it's not entirely artificial. Cool.

This EV is silky smooth to drive and accelerate. Like other Hyundai electric cars, it doesn't have the unleashed electric torque of a Tesla, but it feels  well attuned to driving around in an urban scenario, with viscous acceleration and regenerative braking. I was surprised to discover how heavy it feels, though.

I was expecting it to be heavier than its hybrid or PHEV counterparts but compared to the hybrid Prius I drove only a week or two prior, the electric Ioniq feels obese.

Upon closer examination, the Ioniq electric weighs 200kg more than the Prius, at 1575kg. It doesn't sound outrageous but it's enough to have this little car's suspension wallowing and occasionally crashing over bumps that wouldn't bother its hybrid versions or, indeed, the Prius.

This is perhaps emblematic of the issues facing smaller EVs like this. To get more than 300 kilometres of range, they need a lot of heavy batteries. Manufacturers can better hide this with the existing heft and better suspension travel of SUVs. The Kona EV, for example, feels less hefty than this little hatch.

Regardless, the electric motor dispatches with the Ioniq's weight easily when you really want to accelerate, and while it doesn't provide the hold-on-for-dear-life acceleration of Teslas, it's more than enough for a daily commuter. Unlike the Prius, the Ioniq does genuinely feel pretty sporty in the corners, thanks to steering that's on the heavier side, and a firm, responsive damper tune.

The regenerative braking is particularly good on the Ioniq. Using paddle-shifters usually reserved for changing gears, the Ioniq instead lets you  alter the amount of regenerative braking available. Feel like coasting a bit faster? Flick the Regen braking off. Feel like maximising economy and range? Max it out in the drive mode of your choosing, and you can use it as essentially a ‘single pedal' car (you can go or stop by using the throttle alone).

It even has an auto mode, which I found to be pretty intuitive. Paired with a few different display options to let you get superior feedback on how you're tracking with battery usage, it's brilliant, and more electric vehicles should take note.

So, this is an eco-focused electric car that is reasonably engaging to drive if a little heavy. Most importantly for the electric era, it's highly interactive, helping you really understand how your inputs are affecting its battery usage, and how you can better drive it to maximise range.

Ergonomics aside, the combination of torquey engine and lightweight car is always a good one, and the 1.4-litre turbocharged four is a good match with the front-drive Abarth.

There’s always enough mid-range urge to give the Abarth the hurry-up, and the longer-legged five-speed gearbox is a good match for the engine.

It also grips and turns surprisingly well, despite the Sport button adding too much artificial weight to the Abarth’s steering feel. 

That same button also firms up the front dampers on the 595 and all four on the Competizione, which works well on smoother terrain, but stiffens it too much over more undulating surfaces.

Around town it can be hard to strike a good balance between ride and comfort. The difference between soft and firm is much more pronounced in the Competizione, but it will still get tiring if your commute is a bumpy one. 

The turning circle, by the by, is ridiculously large for such a small car, making u-turns - already compromised by the lower front bumper - unnecessarily fraught.

The Monza exhaust on the Competizione gives it a bit more presence, but it could easily be louder (or at least more crackly) again; you’re not buying this car to be a wallflower, after all.

Despite a lack of electronic safety aids – and, somewhat amazingly in the current age, a rear-view camera – the Fiat 500 that forms the Abarth's basis still carries the maximum five-star rating from ANCAP it was awarded in 2008, by dint of its seven airbags and bodyshell strength. 

It wouldn’t have the same luck if it were judged under new ANCAP regs coming into force in 2018, though.

Hyundais are all covered by a competitive five-year and unlimited-kilometre warranty, which includes 12 months of roadside assist. The roadside assist is topped up for an additional 12 months with every genuine service, and the battery pack in EV models like the Ioniq is covered for eight years or 160,000km.

Hyundai's service pricing is amongst the best in the business, and with less moving parts, the electric Ioniq is the cheapest in the range with the first five services for the life of the warranty fixed at just $160 per 12 monthly or 15,000km interval.

A three-year/150,000km warranty is offered as standard on the Abarth 595 range, with a suggested service interval of 12 months or 15,000km.

Abarth importer Fiat Chrysler Automobiles Australia offers three fixed-priced services for the 595 range at 15,000, 30,000 and 45,000km, with the first costing $275.06, the second $721.03 and the third $275.06.