Category Archives: IONIQ Electric

Renault Zoe vs rivals – cost analysis

We’re all pretty clued-up about the benefits to zero-emission driving these days. Not only do electric cars help to improve air quality, lower your SMR costs and bring a reduction in BIK tax bills, they also deliver huge savings by not relying on fuel.

According to many experts, we are now getting very close to mass adoption of electric cars here in the UK. But they’re still a niche choice for many fleets because higher P11D prices and anxieties over range remain key stumbling blocks.

A whole-life cost approach is essential and, as discussed in the previous pages, they have to be fit for purpose to provide enough savings to outweigh the initial cost. But technology is improving at a considerable rate and battery ranges are increasing with every update.

The Renault Zoe

Refreshed in 2016, now offers an official 250-mile range – the best the sector has to offer, Tesla aside.

According to the French carmaker, if you use the most efficient means possible, like charging at night, running a Zoe could cost as little as 2p per mile in warmer weather, rising to 3ppm when the nights draw in. As well as offering the best range of our four cars here, the Zoe is also the cheapest to buy with P11D prices starting as low as £18,440. Despite some disappointing residual values, which are a common theme for most electric cars currently, the Zoe is the cheapest per mile too, costing 52.9p.

Renault Zoe Dynamique Nav 41kWh R90 – 52.2p CPM
P11D: £27,890
CO2 (tax): 0g/km (7%)
BIK 20/40% per month: £33/£65
Official range: 250 miles
National Insurance: £1,116
Boot space: 338 litres
Battery size/power: 41kW/92hp
0-62mph: 13.5 seconds
Residual value: 18.7%/£5,225
Fuel costs: £600
SMR: £890

Nissan Leaf

The biggest-selling electric car here in the UK by some margin, the Nissan Leaf also had a battery upgrade in 2016, which saw its range increase up to 155 miles.

Not only is the Leaf the most popular of our models here, it’s also the most practical, offering a 355-litre boot and the most interior space. The Nissan is also easy to drive and comfortable over longer distances.

Nissan Leaf Acenta 30kWh
P11D: £30,235
CO2 (tax): 0g/km (7%)
BIK 20/40% per month: £35/£71
Official range: 153 miles
National Insurance: £1,210
Boot space: 355 litres
Battery size/power: 30kW/111hp
0-62mph: 11.5 seconds
Residual value: 16.9%/£5,100
Fuel costs: £980
SMR: £1,029

BMW i3

First launched in 2013, the i3 not only marked the start of BMW’s EV model range, it also moved the game forwards considerably for electric car technology as a whole. It was a game-changer in every sense, and although it’s struggled to gain momentum in sales against its rivals, the i3 has remained one of the most desirable and technologically advanced electric cars on the market.

A battery update in 2016 doubled the car’s range to 195 miles officially on one charge, although the carmaker believes 125 miles is more realistic in real-world conditions, plus the i3 is also fitted with a new charging system that is 50% faster.

BMW i3 94ah eDrive
P11D: £32,485
CO2 (tax): 0g/km (7%)
BIK 20/40% per month: £38/£76
Official range: 195 miles
National Insurance: £1,300
Boot space: 260 litres
Battery size/power: 33kW/170hp
0-62mph: 7.3 seconds
Residual value: 30.2%/£9,825
Fuel costs: £1,200
SMR: £1,216

Hyundai IONIQ

The first car to be available in hybrid, plug-in hybrid and electric forms, the Ioniq moved Hyundai into new territory when the car was launched last year. It’s all part of the firm’s plans to have as many as 28 eco-friendly models on sale by 2020.

Arguably the most eye-catching of the four cars, the Ioniq also has one of the biggest boots, and its official 174-mile range is one of the best on offer here too. RVs, as we explained earlier, leave a lot to be desired for EVs in general; however, the Ioniq still manages to better both the Zoe and Leaf at 20.3%, and only the Renault is cheaper per mile for whole-life costs.

Hyundai Ioniq Premium
P11D: £28,940
CO2 (tax): 0g/km (7%)
BIK 20/40% per month: £34/£68
Official range: 174 miles
National Insurance: £1,158
Boot space: 350 litres
Battery size/power: 28kW/120hp
0-62mph: 10.2 seconds
Residual value: 20.3%/£5,875
Fuel costs: £862
SMR: £1,222

Read more: Business Car

Hyundai IONIQ Plug-in hybrid revealed at Geneva 2017

Plug-in hybrid version of Hyundai’s bespoke EV manages 26g/km of CO2 emissions

Hyundai has completed its line-up of bespoke electric and hybrid vehicles by launching the Ioniq Plug-in at the 2017 Geneva Motor Show.

Hyundai IONIQ Plug-In Hybrid, Geneva 2017 (image: Auto Express)

The Ionig Plug-in joins the Ioniq Hybrid and Ioniq Electric in the Hyundai range. The new model uses a 1.6-litre petrol engine producing 103bhp and 147Nm, and an electric motor offering 45kW. Hyundai claims the combination can deliver pure-electric range of up to 63km, and drops CO2 emissions to just 26g/km. By comparison, the standard Ioniq Hybrid emits 79g/km – but Toyota’s latest Prius Plug-in manages 22g/km.

As with the Ioniq Hybrid, the Ioniq Plug-in uses a six-speed dual-clutch automatic transmission instead of a CVT or torque converter. It also gets the same suspension configuration as its stablemates, with a multilink set-up at the rear. Hyundai says that despite the Plug-in’s efficiency mantra, it will offer different driving settings, including a Sport mode that will alter the power steering and transmission software.

Hyundai IONIQ Plug-In Hybrid, Geneva 2017 (image: Auto Express)

The exterior design of the Plug-in is, in effect, the same as the regular Hybrid, so it retains that car’s ultra-slippery shape, with an aerodynamic drag co-efficient (Cd) of just 0.24. There’s an additional flap on the front wing, allowing the car to be refuelled as well as recharged – and the Plug-in gets a flash of blue material at the base of its front bumper, instead of the regular Hybrid’s dark grey finish.

Hyundai has not confirmed how long the Ioniq Plug-in will take to complete a full charge – or issued any performance data. Nor has it released a price, but the car is expected to slot in between the Hybrid and the Electric in the line-up – so we’d expect a starting figure of around £24,000

Source: Auto Express 

Untethered and Tethered Charge Points (Image: POD Point)

Choosing a Charge Point

When buying an electric car it is nearly always worthwhile to get a dedicated charge point installed at home.

It’s more convenient than an ‘occasional use’ or ‘granny’ (13 Amp) charge cable because you don’t need to reel it up and put it away each time.

Home Charging a Renault ZOE with a Dedicated Charge Point (Image: Charging Solutions)
Charging a Renault ZOE with a Home Charge Point (Image: Charging Solutions)

It will also be significantly faster because a dedicated charge point can provide more power without the risk of overheating. Also some electric cars, such as the Renault ZOE, don’t come with such a cable and buying one yourself can be very expensive (£500+).

The good news is that the installation of domestic charge points is subsidised by the UK government.

There are 3 decisions to be made when selecting the type of charge point for your car:

  • Tethered or Untethered
  • Connector Types
  • Power Level

 

Tethered or Untethered

There is usually the choice of a ‘tethered’ cable (it is fixed to the charge point) or an ‘untethered’ cable (it plugs into and can be removed from the charge point).

Untethered and tethered charge points (Image: Chargemaster)
Untethered and Tethered Charge Points (Image: Chargemaster)

Untethered has the advantage of allowing different cables to be connected (for example you can use the same charge point for a Nissan Leaf and a Renault ZOE). However, most people choose tethered because it avoids the inconvenience of connecting a cable whenever you need to charge (usually daily). It also reduces the risk of the cable being stolen.

A charge point with a tethered cable will usually cost more than an untethered one (typically about £50 more) because of the cost of its cable.

Untethered and Tethered Charge Points (Image: POD Point)
Untethered and Tethered Charge Points (Images: POD Point)

If you choose untethered you will need to use your own cable to connect to the car; it is the same cable that would be used to connect to a public charging point. It may come free with the car, for example the Renault ZOE or the Nissan Leaf with the 6.6kW charge option come with one. Otherwise you will need to buy one (we can advise you on suppliers).

 

Connector Types

All untethered domestic charge points supplied in the UK come with a Type 2 socket on the charge point, just as all public charge points now have (or at least officially should have) Type 2 sockets. Similarly all charge cables have a Type 2 plug at the charge point end.

If the cable is tethered then you need to tell the installer the type of plug you want at the car end. This will depend on the car:

  • Type 1 socket: Nissan Leaf, Mitsubishi Outlander PHEV, Kia Soul EV
  • Type 2 socket: Renault ZOE, BMW i3, VW e-Golf and Hyundai IONIQ

The Type 2 or ‘Mennekes’ connector is the official standard in Europe and should eventually replace the Type 1.

 

Power Level

A dedicated charge point can provide higher powers than a typical occasional use charging cable which will run at 10 Amps, equivalent at 230 Volts to 2.3 kilowatts. The charge will take place at the highest power that both the charge point can provide and the car can use.

There are two common power levels:

  • 16A = 3.5kW: This is the maximum charge level of the Nissan Leaf 3.3kW, the Mitsubishi Outlander and the VW e-Golf.
  • 30A/32A = 7kW: This is the maximum charge level of the Nissan Leaf 6.6kW, BMW i3, Kia Soul EV and Hyundai IONIQ. The standard Renault ZOE can use this level, in fact anything up to 22kW.

The higher power reduces the charge time so a typical EV battery will charge in about 8 hours at 16A but in about 4 hours at 32A.

It may be best to install the highest power charge point you can afford; even if your current car can’t use all the power, the next one almost certainly will be able to.

2017 Hyundai Ioniq Electric: First Drive Impression

The second version of the 2017 Hyundai Ioniq I got to drive was the fully electric model (the plug-in hybrid wasn’t available to all drivers), and although my first thought was that the Ioniq electric only has a 124-mile range (which probably has more to say about our societal conditioning about “range anxiety” than about actual driving habits), I ended up changing my mind about the so-called limitations of that as well by the end of the day.

For my time behind the wheel, I gunned it up hills and from full stops, put the regenerative braking at the lowest level, and generally tried to “drive it like I stole it” (at least as much as I could in traffic, anyway), but after checking the odometer against the estimated range still in the battery, that 124-mile range certainly seemed like a solid number, even for a driver who wasn’t trying to hypermile it.

Before getting behind the wheel, I thought that driving the 2017 Hyundai Ioniq Electric was going to be more exciting to me than the hybrid was, perhaps because it’s truly a contender for the fully electric market, both in price and in efficiency (where it is actually the leader — more on that later), but it turned out that I barely noticed the difference. Sure, there were slight differences in the handling and driving experience, perhaps only due to the different drivetrain and battery, but overall, it felt so much like the same car that I had to keep telling myself “It’s an electric.”

The main difference was the almost complete lack of noise, other than some slight road noise from the tires, and the gear shift was missing (replaced by buttons for selecting drive, reverse, Eco and Sport mode, etc.), and the lack of oomph off the line. The Electric accelerated just fine, and could hold its own in traffic, but it certainly didn’t seem to have the same “launch” feeling that the Hybrid did from a full stop.

One feature that I really liked about the Ioniq Electric was the ability to quickly switch between several levels of regenerative braking, via two paddles on the steering wheel. At the lowest setting, the car drove very similar to a conventional vehicle, with plenty of coasting possible when taking your foot off the accelerator, while at the highest level, the regenerative braking feature allowed for a “single pedal” driving style, which meant that as soon as your foot was off of the accelerator, the car started slowing down quite aggressively — not enough to come to a complete stop, but enough that touching the brake wasn’t necessary when accounting for curves and slowing traffic.

I could see the usefulness of the high level of regen braking when trying to get the most range out of the car, while the lowest level gave you the feel of driving a conventional car — something that might come in handy when transitioning from a conventional or hybrid to a fully electric car.

That said, the Electric had plenty of power for the route we were on (which had no incredibly steep or sustained grades), and wasn’t a stodgy “green car” that sacrificed all of the fun of driving in order to deliver a more sustainable transport option.

As with the Hybrid, for the first half of our time with the Electric, my co-pilot drove it mostly in Eco mode, so when I got in the driver’s seat, I put it in Sport mode and kept it there, with the same aim as before — to see if I could put some holes in the company’s range claim. This time, even with some pedal-to-the-metal takeoffs and punching up hills, we ended our drive of the day with the car giving us a range estimate very much in line with the company’s stated 124 miles after subtracting the miles we’d driven.

Read more: Clean Technica

The complete line-up of the Hyundai Ioniq. They are (from left), the Ioniq Hybrid, the Ioniq EV and the Ioniq PHEV (Image: Hyundai)

Hyundai Motor unveils new Ioniq plug-in hybrid

SEOUL, Feb. 27 (Yonhap) — Top South Korean automaker Hyundai Motor Co. unveiled the Ioniq plug-in hybrid electric vehicle (PHEV) here Monday, completing its lineup of Ioniq cars.

The new plug-in hybrid is the last and third version of the Ioniq, which was first introduced in the country early last year.

The complete line-up of the Hyundai Ioniq. They are (from left), the Ioniq Hybrid, the Ioniq EV and the Ioniq PHEV (Image: Hyundai)
The complete line-up of the Hyundai Ioniq. They are (from left), the Ioniq Hybrid, the Ioniq EV and the Ioniq PHEV (Image: Hyundai)

Previously, the car was available only in hybrid or full electric versions.

“With today’s launch of the Ioniq PHEV, Hyundai Motor now has a full lineup of the green car,” a company official said.

The PHEV uses both an internal combustion engine and rechargeable batteries to provide a maximum driving range of over 900 kilometers, with an average fuel economy of 20.5 kmpl, the highest among PHEV cars currently available in South Korea.

The latest trim of the Ioniq car also comes with various driving and safety features, including a lane keeping assist system and the autonomous emergency braking system.

Read more: Yonhap News

Just Ask Alexa... (Image: Hyundai)

Remote Voice Control of Hyundai IONIQ

Hyundai has announced that its incorporating the use of Amazon Alexa into most of its new vehicles, including the upcoming IONIQ Electric.

According to Hyundai, owners of compatible vehicles will be able to use Echo for simple voice commands, including charging:

“Owners of the all-new Hyundai Ioniq Electric and Plug-in Electric vehicles are able to start and stop charging of their cars with the ease of simple voice commands with Blue Link.”

Just Ask Alexa... (Image: Hyundai)
Just Ask Alexa… (Image: Hyundai)

The Plug-in hybrid Sonata shares this functionality as well.

Of course, the cars won’t be able to start or stop charging unless you’ve manually plugged them in (this is where wireless charging would be preferred), but still it seems like a rather nifty feature to be able to make use of from time to time.

Additional commands (not plug-in specific) include

Owner: “Alexa, ask Blue Link to start charging my Ioniq.”
Alexa: “Request for remote charging your Ioniq has been sent.”

Owner: “Alexa, tell Blue Link to start my car at 80 degrees.”
Alexa: “Request for remote starting your car with climate control has been sent.”

Owner: “Alexa, ask Blue Link to lock my Santa Fe.”
Alexa: “Request for remote locking your Santa Fe has been sent.”

Check out the brief video showing how the vehicle’s interact with Amazon Echo below:

Source: InsideEVs

The Ioniq will first be available as a hybrid and EV, with a PHEV coming later

My IONIQ Test Drive

Together with my wife I set off to our local Hyundai dealer in Hendon for a test drive of the all-electric IONIQ Premium.

We are currently Leaf drivers and thinking of upgrading to the 30 kWh version. However, given the very positive range reports being given for the IONIQ, it made sense to try it as a possible alternative.

The Ioniq will first be available as a hybrid and EV, with a PHEV coming later
The IONIQ electric car

It was a booked test drive so we were disappointed to be kept waiting an extra 30 minutes, but eventually we got to go on the road.

My wife had her turn first, and took a few minutes to run over the controls and get everything set up. Our host took us on a route through rather slow, congested roads, so there was little chance to swoop on the open road. However, my wife enjoyed adjusting the regenerative braking to different levels and feeling the effect, as well as switching between the ECO, NORMAL and SPORT modes of drive. What she didn’t like was the bar across the back window where the spoiler is placed. Apparently, this is a major contributor to a low drag coefficient, but because they add glass below the spoiler, it does look a bit odd from the inside. I didn’t mind it myself.

After a few miles we swapped over and I enjoyed the feel of the sporty steering wheel. The layout of the controls was good and intuitive; I certainly preferred the steering wheel paddles for adjusting the regenerative levels, against the rather tiresome central lever in the Leaf. Eventually we came to a spot of more open road, and I was pleased at the sporty feel of the car to the throttle, even with 3 adults inside. As ever, the instantaneous response of an electric drive was satisfying (petrol automatics always have an annoying lag). We also saw some of the advanced driver support features such as accidental lane change warnings and car follow.

And of course, it has all the usual features of satnav, timers to pre-heat the car in the morning, and a good stereo. Unusually it doesn’t have an app to allow you to trigger pre-heat from your phone.

At the end of it our conclusions were:

  • Pros: sporty feel, apparently excellent range, nice roomy hatchback, advanced driver support features.
  • Cons: a slightly ordinary look externally, split glass on the back window, no app available for remote pre-heat.

So, a very impressive car. Left to me we would get the IONIQ, but my wife is a big Leaf fan. Watch this space. I’ll let you know what we choose eventually.

Hyundai Ioniq, Volkswagen E-Golf, BMW i3 vs Nissan Leaf

The Hyundai Ioniq Electric is the latest addition to a growing class of city-friendly battery-powered hatchbacks. We pit it against its rivals

The electric vehicle market is growing, so we’ve collected the Hyundai Ioniq, Volkswagen E-Golf, BMW i3 and Nissan Leaf together to see which comes out on top.

Hyundai Ioniq, Volkswagen E-Golf, BMW i3 vs Nissan Leaf - electric vehicle group test (Image: Autocar)
Hyundai Ioniq, Volkswagen E-Golf, BMW i3 vs Nissan Leaf – electric vehicle group test (Image: Autocar)

A watched EV never boils. More to the point, it doesn’t bleep, flash, pop, ping or do anything else that you might imagine an all-electric hatchback ought to do to indicate a completed charge. Shame. I like the idea of a Nissan Leaf gradually browning, wafting warm toast smells in every direction, before spontaneously hopping three feet into the air like a slice of Warburton’s ready for the butter knife.

It would at least make an interesting spectacle in the motorway services car park in which we’re now waiting. We’ve got four brand-new battery cars lined up in front of Ecotricity’s fast chargers, each suckling almost noiselessly in turn from the national grid, before setting off on an exercise we’ve been waiting a long time to carry out.

It was six years ago that the Nissan Leaf and Mitsubishi i-MiEV first tested the appetite of drivers all over the developed world for a compact, affordable electric hatchback. It’s an appetite that’s needed plenty of encouragement, but it’s finally growing at something close to the rate those evangelical early market entrants had hoped for. Viewed globally, the market for pure EVs and plug-in hybrids will total more than 600,000 cars this year, up about 50% year on year. Just over half of all those ‘plug-in’ cars sold this year will be wholly electric-powered.

More important, as concerns today’s agenda, the all-electric hatchback market now provides the UK motorist with enough choice to populate a full Autocar group test. Welcome, then, the new Hyundai Ioniq Electric to UK showrooms. And allow us to introduce it to the similarly priced, all-electric rivals against which its stature must be measured: the Nissan Leaf, Volkswagen e-Golf and BMW i3.

Having followed the early-stage development of these zero-emissions pioneers, we’ve become used to the strengths and limitations of electric propulsion at the affordable end of the ownership spectrum. An £80,000 Tesla may already offer the sort of cruising range it takes to replace internal combustion in a car for almost any occasion or journey, but a £25,000 Leaf doesn’t – and probably won’t for a few years yet.

Where affordable EVs have already shown strength is when performing as responsive, relaxing, cost-efficient short-range transport, in the role typically served by the second car in a family. And that’s how we’re going to test today’s field. We’ve plotted a route across north London, taking in some of its most congested streets and winding up at Queen Elizabeth Olympic Park in Newham. We simply want to know which of these cars would serve you best with predominantly urban use in mind.

Before we set off, time for a quick poke around our newbie: the Hyundai Ioniq. The Leaf, i3 and e-Golf are well known to us, all having been the subject of Autocar road tests over the past few years and all serving customers looking for slightly different things from their first EV. And rather than competing for exactly the same customers as any of its new-found rivals, the Ioniq definitely adds to the breadth of choice in the market.

Read more: Autocar

2016 Hyundai Ioniq Electric

What is it?

Apart from another opportunity to make poor Alanis Morissette-based jokes, this is our first chance to drive the all-electric version of the Hyundai Ioniq on UK roads. If that name looks familiar, that’s because we’ve already sampled the hybrid version.

Hyundai Ioniq

With a plug-in hybrid to follow, the Ioniq is a key part of Hyundai’s plan to have 22 ‘green’ cars in its range by 2020. Underneath all three versions is the same platform that underpins the Kia Niro. There’s plenty of high-strength steel to help rigidity, along with aluminium panels and other componentry to reduce weight.

Unlike the Niro and the two hybrid Ioniqs, the all-electric version does without independent multi-link rear suspension, despite costing nearly £29,000 before any government grant. There is good reason for the fitment of a torsion beam rear axle, though. As it’s more compact, Hyundai has been able to shoehorn in a larger battery pack without sacrificing too much boot space.

Indeed, the lithium ion cells have enough juice to give the Ioniq a maximum potential range of 174 miles. Like official fuel economy figures, we’d take that number with a pinch of salt. Even so, you’re still left with enough range to make all but the longest commute viable. The question is whether you’d want to spend an hour or two every day in one.

What’s it like?

With 118bhp, the Electric may be the least powerful Ioniq, but it is, nevertheless, the fastest. A substantial 218Ib ft of torque from rest and no pauses to change gear result in a 0-62mph time that just squeaks under 10 seconds. At urban speeds, the Ioniq feels even quicker than that.

That instant torque can overwhelm the economy-biased tyres, though. In the wet, the traction control has to cut in hard if you try to accelerate quickly. Turn it off and the Ioniq will spin its front wheels all the way up to 35mph.

Not that performance is really a selling point of the Ioniq, more a handy by-product of the electric powertrain. More important is the smooth power delivery and complete absence of vibration from under the bonnet. Like other electric cars, it proves far more serene than a diesel or even petrol engine.

Read more: Autocar