Hyundai Ioniq 2019 review

The Ioniq is in the same size ballpark, with similar interior dimensions to the Mazda3, Toyota Corolla and VW Golf. And although the matte grey or gloss black ‘non-grille’ treatment on the Electric version is a notable departure, its overall fastback exterior shape and overall body kit is shared across the range.

A smoothed underbody, front wheel air curtains, sculpted side sill mouldings, an integrated tailgate spoiler and a functional diffuser contribute to a super-low drag coefficient of 0.24, in line with other eco-focused warriors like the Tesla Model S and Toyota Prius.

For city dwellers, there’s the Ioniq Electric packing a high-output electric motor, sparked up by a whopping big Lithium-ion battery under its rear-end.

It delivers zero tailpipe emissions and a real-world range of around 230km. And it’s easy to pick thanks to a grille-less nose.

Its Ioniq Plug-in sibling spreads the footprint, an ideal option for city and suburban areas with a 1.6-litre, direct-injection four-cylinder petrol engine, joined by an electric motor tipping in a solid extra boost.

Not to mention an electric-only range in excess of 60km, and claimed fuel economy of just over 1.0L/100km (mainly because the first 60-odd kays are EV-only).

Recycled plastics, sugarcane by-products, and powdered wood are variously used as ingredients in parts of the interior.

Then the Ioniq Hybrid opens up the wide-open spaces with a combination of the 1.6-litre four supported by a specifically tuned version of the electric motor.

Claimed fuel economy for the combined cycle is less than 3.5L/100km.

As you can see in the interior photos, the Electric features a lower centre console with push-buttons controlling the single-speed reduction transmission.

While the Hybrid and Plug-in have a more traditional console thanks to the intrusion of the engine and dual-clutch transmission.

So, the interior is contemporary but relatively conventional, although the materials used to create it are anything but.

Recycled plastics, sugarcane by-products, powdered wood (essentially sawdust), even volcanic stone are variously used as ingredients in parts of the interior, from soft-touch door trim panels to the headlining and carpet.

The seats in Elite models are trimmed in cloth, with the Premium’s chairs are ‘leather-appointed’. featuring leather.

At just under 4.5m long, a fraction over 1.8m wide, and a little under 1.5m high, the Ioniq sits squarely in the small hatch segment, offering enough passenger and load space for anything up to a young family.

Up front, all models feature two 12-volt outlets, a USB socket, an ‘aux-in’ jack as well as plenty of storage including a medium-size glove box, a storage cubby and pair of cupholders in the centre console, plus a Qi (chi) wireless phone charger (in the Electric Premium), as well bins and bottle-holders in the doors.

Rear legroom is decent, in that I was able to sit comfortably behind my (183cm) driving position, although when I sat properly upright my shiny pate made firm contact with the roof. Adults will be okay for short journeys, but compromised on longer road trips.

Shoulder room in the back is typical for the class; fine for two adults or three kids, but a trio of grown-ups will struggle.

Big tick for rear centre console air vents and plenty of oddments space including two cupholders (one medium, one large size) in the fold-down centre armrest, a net pocket on the rear of the front passenger seat plus bins and bottle-holders in the doors.

Ironically, given the electrified nature of the car, back seaters miss out on USB power or media ports, with 12-volt outlets MIA.

Now for boot dimensions. Boot space, complete with pull-out cargo cover, varies according to drivetrain (with varying battery sizes) and rear suspension set-up (torsion beam in Electric, multi-link in Hybrid and Plug-in).

With the 60/40 split-folding rear seats upright the Ioniq Hybrid offers 456 litres (VDA) to the top of the seats, the Plug-in 341 litres, and the Electric 350 litres. Folding the back seats forward liberates up to 750 litres of storage volume. There’s also a handy additional recess behind the driver’s side wheel tub and four tie-down shackles to help keep loads secure.

Don't worry about towing capacity, the Ioniq is a no-tow zone.

The Ioniq Hybrid is powered by Hyundai’s 1.6-litre, all-alloy, direct-injection ‘Kappa III’ four-cylinder petrol engine (producing 77kW at 5700rpm and 147Nm at 4000rpm) and a (32kW/170Nm) permanent-magnet synchronous electric motor. Combined output is 104kW (139 horsepower) /265Nm.

Designed for the front-wheel drive Ioniq, this non-turbo evolution of the Kappa engine uses the Atkinson, rather than the virtually ubiquitous Otto combustion cycle.  

The Atkinson cycle is the result of design and engineering voodoo which delays closing of the intake valve during the compression stroke. This effectively reduces the engine’s capacity during the intake cycle but retains the full ratio of expansion in the combustion stroke.

Net effect is improved fuel efficiency offset (despite te engine size) by reduced low-end torque, which is where the electric motor steps in to pick up the slack. Default power source is the petrol engine with the battery-powered electric motor tipping in as required, and drive goes to the front wheels (no AWD or 4WD) via a newly developed six-speed dual-clutch automatic transmission (optimised for engine/electric motor drive). No manual transmission is available.

The Ioniq Plug-in flips that order, using a 44.5kW/170Nm version of the motor as its primary power source, with the petrol engine stepping in to extend the car’s range. Combined peak outputs are the same as the Hybrid at 104kW/265Nm, as is the six-speed dual clutch auto.

It’s all change for the Ioniq Electric with, as the name implies, a high-output (88kW/295Nm) permanent-magnet synchronous motor the solo source of motive power.

Maximum torque is available from step-off and its generous on-going supply means a single-speed reduction gearbox is used to transmit power to the front wheels. 

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle for the Ioniq Hybrid is 3.4L/100km in Elite grade (running on 15-inch wheels) and 3.9L/100km in Premium trim (rolling on 17s). Combined CO2 emissions are 79g/km and 92g/km respectively.

The Hybrid’s 1.56kWh Lithium-ion Polymer battery can only be charged via regenerative braking.

Shift to the Ioniq Plug-in and you’re packing a more substantial 8.9kWh battery and will have a 63km EV-only range at your disposal to extend mileage.

Claimed combined cycle fuel economy is a stunning 1.1L/100km, but bear in mind the first 63km of the ADR 81/02 test will be covered by the motor, so the engine is only contributing 37km-worth of running, and the next 100 kays will be a different story.

Both the Ioniq Plug-in and Electric can be charged from a standard 240-volt outlet. (Electric variant shown)

Then, fuel consumption and tailpipe emission numbers for the Ioniq Electric are easy, there aren’t any.

The Electric’s motor is powered by a thumping 28kWh Li-ion battery delivering a ‘real-world estimate’ range of 230km. According to Hyundai that number was derived from 1600km and nine charge cycles over rural and open roads, day and night, sunshine and rain.

The Ioniq Plug-in and Electric can be charged from a standard 240-volt outlet, but you’re looking at 12 hours for the full electric car.

Hyundai Australia has partnered with JET Charge for provision of a home (AC) ‘Delta Charger’ unit, which for a smidge under $2000 (installed) drops that time to around 4.5 hours and less than three hours for the Plug-in.

Hyundai’s comprehensive ‘SmartSense safety suite is standard on all Ioniq models, including active tech like AEB and Forward Collision-Avoidance Assist, Blind-Spot Collision Warning, Lane Change Assist, Driver Attention Alert, Lane Keeping Assist, Smart Cruise Control, and Rear Cross Traffic Collision Warning (no Tesla-style 'auto-pilot', so called 'self-driving' feature). 

Not to mention the usual suspects like ABS, EBD, BA, ESC and Vehicle Stability Management, as well as LED daytime running lights, Emergency Stop Signal, rear view camera and park assist, plus tyre pressure monitoring.

And if, despite all that, an impact is unavoidable, there are front, front side, and curtain airbags, plus one for the driver’s knee. There are also three top tethers and two ISOFIX locations across the back seat. Hard to fault.

The Ioniq is yet to receive a safety rating from ANCAP,