Hyundai Ioniq vs Hyundai Elantra

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.

The Elantra might be overlooked compared to its famous i30 stablemate, but it shouldn’t be. It’s every bit as entertaining to drive and just as well equipped.

It’s a shame active safety is on the option list for lower trim levels, and there’s no radar features on higher ones, and the unnecessary styling changes might polarise buyers. But the Elantra is otherwise a well-equipped and rewarding-to-drive package across the range.

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 a facelift of the rather good looking 2016 Elantra, the 2019 car has taken a hard turn into the domain of triangles and right-angles.

The new styling has proved controversial in the CarsGuide office. The Go and Active seem to have largely abandoned many of the styling points which Hyundai has invested in over the past few years, with their vertically lined grilles and abundance of triangle light fittings.

All the extra space on the big, flat rear is taken up by the big-font ‘Elantra’ text and Hyundai logo, which is '90s-style in design.

The Sport and identical-from-the-outside Sport Premium are angry looking cars, with frowning LED light fittings, giant alloys and an abundance of angular black highlights.

The side skirts, rear diffuser and spindle grille give the Sport variants an impressive amount of presence on the road. There’s no spoiler to be found, though.

Inside, the Go and Active are a fairly basic offering, with the Active scoring a leather wheel and some extra niceties. The dash is a sea of grey, however, and the nice touchscreen is humbled by its old-school in-dash positioning.

The Sport grades add some more sophisticated touches, with sporty leather-trimmed seats, a flat-bottomed steering wheel and a more subtle climate-control console rather than the clunky air-conditioning one used in lesser variants.

All cars have a sensible trip computer and simple gauges in the instrument cluster.

Missing from any variant is a digital dashboard as seen in the Honda Civic. There’s also the argument that the Elantra’s cousin, the Kia Cerato, has a more forward-thinking cabin design.

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.

Up front, the Elantra offers decent room. The Cabin feels a smidge more spacious than its i30 hatch sibling, and there’s plenty of leg and headroom on offer in every variant - except for the sport premium, which has a cropped roofline due to the sunroof. While there’s a decent centre console box, the door lacks a bit of padded trim for your elbow.

Like the rest of Hyundai’s range, the Elantra has a slew of generous cubbys and cupholders throughout the cabin. Underneath the air-con console is a deep trench which houses a 12v output, USB port and, in the Sport Premium variant, the Qi wireless phone charging pad.

Rear passengers are granted great legroom and decently sized cupholders in the doors, as well as a drop-down arm rest with two more cupholders.

The Active and Go lack rear air vents, whereas the Sport and Sport Premium offer two for back-seat passengers.

The available boot space should serve as a reminder why sedans shouldn’t be overlooked for practicality reasons, with 458 litres VDA on offer. Still, it is bested in this segment by the luggage capacity of the Cerato (520L), Civic (517L), and Impreza (460L). A rubber cargo liner and fabric bumper protector are available as genuine accessories.

In an annoying niggle, the Sport variants ride quite low around their midsections due to the flared bodykit bits. I found these would quite easily scrape if you weren’t careful over speedbumps or shopping centre ramps. Go and Active variants were fine in terms of clearance.

The Elantra range is made up of four variants split into two price points. But there are also a few small catches to look out for.

Kicking off the range at $21,490 is the Elantra Go. That money buys you a six-speed manual gearbox. An automatic can be had for an extra $2300, and from there you can add the must-have ‘SmartSense’ safety pack for an additional $1700.

Standard features on the Go include 15-inch steel wheels, halogen headlamps, a 7.0-inch touchscreen with Apple CarPlay & Android Auto support, Bluetooth connectivity, a reversing camera, central locking, and a six-speaker audio system.

Next up is the Active. It starts from $25,990 and is offered exclusively as a six-speed automatic. Again, the must-have SafetySense is an extra $1700. The Active includes a larger 8.0-inch multimedia screen with built-in nav and DAB+ digital radio support, a premium audio system, 16-inch alloy wheels, body-coloured auto-folding wing-mirrors, as well as LED indicators and DRLs.

Then there’s a price-jump to $28,990 for the Elantra Sport manual. The Sport gets a significantly overhauled drivetrain and exterior treatment, with a full bodykit, bumper and grille. It also gets a leather interior with slightly sportier seats, aggressive 18-inch alloy wheels clad in Michelin Pilot Sport 4 tyres, ‘smart key’ keyless entry with push-button start, full LED front lighting with high-beam assist, and some (but not all) active safety items… More on that in the ‘Safety’ section.

The Sport can be had with a seven-speed dual-clutch automatic at a $2500 premium. The other optional extra is  red leather interior ($295), which can be had only when the car is painted white, grey or black.

Speaking of which, all colours (including blue, orange, red and silver) are optional and will cost you $495. White is the only free shade.

At the top of the range is the Elantra Sport Premium ($31,490 manual/$33,990 auto), which adds a sunroof (not the panoramic kind), front parking sensors, a power-adjustable driver’s seat, Qi wireless charging pad, auto-dimming rear mirror and a luggage net in the boot. Not a lot extra for a premium package, but it’s not wildly priced either.

The spread of pricing pitches the Elantra against sedan versions of the Kia Cerato ($21,990 - $32,990), Honda Civic ($22,390 - $33,690) and Subaru Impreza ($22,690 - $29,540).

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.

There are two engines in the Elantra range. A dated 2.0-litre non-turbo engine which has hung around for a long time in Hyundai’s stable, and a much newer 1.6-litre turbo engine in higher variants.

Unlike the i30, there’s no option for a 1.6-litre turbo-diesel. Any EV and plug-in hybrid versions are still beyond the horizon (perhaps pending the success of the Ioniq).

The Go and Active variants share the 2.0-litre engine which produces 112kW/192Nm. The Go is available as either a six-speed manual or a six-speed traditional torque converter automatic. The Active is six-speed auto only.

The Sport and Sport Premium are powered by the excellent 150kW/256Nm 1.6-litre turbo. Aside from the Kia Cerato GT, which shares the same engine, the next closest competitor at this price point is the outgoing Mazda3 SP25 (139kW/252Nm).

The Sport and Sport Premium can either be had with a six-speed manual gearbox or a seven-speed dual-clutch automatic, and can cycle between ‘normal’, ‘sport’ and ‘eco’ drive modes.

The Elantra range is a strictly front-wheel-drive affair, as there’s no option for all-wheel drive.

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.

All 2.0-litre Elantras have claimed/combined fuel usage figures of 7.4L/100km. Against this claim I scored a very reasonable 8.0L/100km in my road test of the Active.

The 1.6-litre variants have a marginally better claimed consumption figure of 7.0L/100km against which I scored 9.0L/100km in my test of the Sport. If you’re having fun, expect at least 9.0L or above. That’s a compliment.

All Elantra variants happily consume regular 91RON unleaded and have 50-litre tanks. Good stuff.

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.

All Elantra variants are great to drive. They share excellent suspension and steering characteristics, lending them a rewarding experience in the corners while not being too stiff or too soft over bumps.

The 2.0 litre variants offer, well, acceptable power, even if they're a little on the thrashy side, and their ride comfort is boosted by sensibly sized alloy wheels and soft rubber.

Sport variants are genuinely a blast to drive. The 1.6-litre turbo has small amounts of lag, but is otherwise strong through 1500-4500rpm. Torque steer is present but manageable, and even adds a little to the excitement.

Thick (and pricey) Michelin Pilot Sport 4 tyres (225/40R18s) help keep the Elantra Sport planted and surprisingly grippy through the corners.

Road noise is acceptable but not stellar across the range. The same goes for the 10.6-meter turning circle.

Truly gone are the days where you should question whether Korean cars can be fun; the Sport and Sport premium do a better job of channeling the characteristics of Japanese sports sedans of the '90s and '00s better than most current Japanese nameplates.

On the downside, the silly flared body kit on the Sport variants limit ground clearance on ramps or speedbumps and can be prone to bottoming out. This combines with the easily scratched giant wheels to make for some nervous driving.

Here’s where it gets a little tricky. Go and Active variants have no active safety features as standard, but can be equipped with the very worthwhile $1700 safety pack.

Included is auto emergency braking (AEB), which detects pedestrians and works up to freeway speeds, blind-spot monitoring (BSM), rear cross-traffic alert (RCTA), active cruise, lane departure warning (LDW) and lane-keep assist (LKAS).

Most of these features come standard on the Sport and Sport Premium grades, with the omission of active cruise control and pedestrian detection. This is because the Sport grades lack a radar system.

Standard safety includes six airbags and the regular suite of electronic stability and traction controls, as well as two ISOFIX and three top-tether child seat mounting points across the rear seats.

The Elantra carries a maximum five-star ANCAP safety rating as of 2016.

As a bonus, Go and Active variants have matching full-size spare wheels under the boot floor. Sport and Sport Premium cars have space savers.

The Elantra is built in South Korea.

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.

Hyundai covers its range with an on-par five-year, unlimited-kilometre warranty promise offered by most of the competition. It is outdone by its mechanical twin, the Kia Cerato,with its seven-year warranty.

Hyundai’s fixed service program is one of its strong suits, with service pricing on turbo Elantra models locked between reasonable $273 to $460 costs per visit, locked all the way out to 168 months/210,000 kilometres. And even beyond that there's the optional pre-paid ‘iCare’ packages. Costs are slightly less for 2.0-litre cars.