Jayco Penguin vs Hyundai Elexio

What's the difference?

At nearly $25,000 the Penguin can't really be called cheap, but what does make it worth a look is the completely contained living space – the sitting, sleeping and cooking are all done inside, and that's a boon when the weather turns.

It's ideal if you want the comfort of a caravan without the bulk of one, and the ease of towing a more traditional camper-trailer offers, without the struggle of set-up.

The Elexio doesn't really push any boundaries in terms of its exterior design, its powertrain, or its battery. It doesn't drive itself. It doesn't look like a spaceship. And apart from some interior quirks, it's all pretty familiar in the way it goes about its business.

And I think maybe that's the point. Maybe that's what people are really looking for. Because Hyundai says this will be its best-selling EV in the country. And on our short test, we can't find too many reasons to disagree.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

Inside, the layout is simple, but comfortable for two people. The rear of the camper is dominated by the east-west oriented bed.

The dinette, to the front of the camper, is cosy and only good for two people. It does actually fold down into a second bed for a third body (or a second body who's not allowed in the first bed), but although there's sleeping for three, seating that many would be difficult. Maybe a small grandchild, occasionally. It's comfortable, though and both seats lift up to reveal a little extra storage. There's even a hidey-hole behind the driver's side back-rest.

Typical of all campers of this sort, the bench heights are low and will frustrate taller people who need to stoop to use them.

This camper has a canvas skirt, but really there's more see-through plastic window than actual canvas, so it's quite panoramic inside. It's not hard to gain a bit of privacy, though; there's a dark tint to them so it's hard to see through during the day, and all the windows have curtains, so you can shut everything out, easily enough.

Lighting is simple, with just two LED lights in the roof, although unless you pay extra for a battery, they'll only work at powered sites.

At just over 4.6m long, just under 1.9m wide, and just under 1.7m tall, the Elexio fits snuggly between the smaller Kona Electric and Bigger Ioniq 5 among Hyundai's electric family. In family vehicle terms, it's marginally shorter than the brand's petrol and hybrid-powered Tucson.

But owing to the magic of EVs and their flat floors, the Elexio feels massively spacious in the backseat. I'm 175cm, and had no trouble getting comfortable behind my own driving position, with plenty of leg and headroom. 

Tech is pretty strong, too. There are twin wireless charging pads up front, a total five USB-C ports, and a household style plug (which car companies call Vehicle to Load) located in the boot.

There's storage in the doors and centre console, including a storage drawer, and cupholders up front and in the pulldown divider that deploys over the middle seat in the back.

But the weirdest thing is the driver screen, which is the only straight-ahead access the driver has to things like speed or navigation directions. It's a very cool 3D-effect display, but it utterly disappears if you're wearing polarised sunglasses. 

That's actually pretty common with all head-up displays, but they usually are projected above a traditional driver's binnacle. In the Elexio, it's the disappearing screen or nothing.

To be fair, the central screen also displays speed and crucial information, but I hate having to turn my head to look at it. It's my least-favourite thing about Teslas, and if you're wearing polarised sunglasses, the Elexio ends up feeling a lot like that.

I do love that there is an actual control to select Drive, Reverse or Park, and I adore the addition of a physical stop/start button, too.

There's also an auto-opening boot which reveals a 506-litre space with the rear seats in place, and 1540 litres with the 60/40 split rear seats folded flat. Keep in mind there's no spare tyre taking up space, though. You'll be leaning on the repair kit should you get a flat.

Because the Penguin is so light – as mentioned above – and because the towing height is just 1660mm, lower than the roof of most cars and certainly below that of SUVs, it's easy to tow, even if you don't have the largest 4WD to haul it around.

The Subaru Forester I tested this camper with, for instance, did the job quite well and would be ideal if you towed the camper down the coast a few times a year.

Underneath, the camper's got a simple beam axle with leaf slipper springs and shock absorbers. They do a commendable job and, as this is a purely on-road camper, there's no need for it to be anything else.

Ok, let's skip to the good part quickly. I really like the way the Elexio drives. Honestly, Hyundai (and, to be fair, Kia, Porsche, Polestar, Tesla, some German brands and Leapmotor with the new B10, amongst others I'm surely forgetting) are restoring my faith in how an EV can feel from behind the wheel.

It turns out they don't have to feel soft and saggy and come with a light sense of seasickness as standard. They can be engaging, connect you to the car and to the road below, and attack corners with some athleticism, too. 

And so it is with the Elexio, which – to be fair – has a spec sheet that reads a bit like a bedtime story, such is the lack of excitement in the numbers. A two-tonne-plus, front-wheel-drive family SUV that produces less power than a Toyota Camry doesn't exactly quicken the pulse.

And it's true that the flat-footed acceleration on offer won't knock your cap off (though it feels perfectly perky enough to get you up and moving). But the numbers don't tell the whole story here.

A sports car this ain't, but its driving nature perfectly suits the ethos of the car. The ride can feel a little harsh at times, but irons out most road imperfections to the point that you notice them, but they're not uncomfortable.

The steering is direct without being overly aggressive –though I prefer the sportiest setting with the heavier feel – and the body roll is minimal, too.

In fact, you can push the Elexio harder than you might think along twister roads, with plenty of confidence-inspiring stability and without too much complaint from the tyres. Because there's not a huge amount of power underfoot, and this is going to sound absolutely crazy, but it gave me (much-heavier) Mazda MX-5 vibes, in the sense that you can really feel like you're driving it without feeling like you're going to get yourself in too much trouble.