Category Archives: IONIQ Electric

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

eMotor feeding (Image: T. Heale)

Pod Point Home Charger Installation

[Friday 13th January] This post is about gratitude.

Thank you to the following organisations for covering the cost of my POD Point Home Charging Station – UK Government for the OLEV Grant and Hyundai for the balance.

A special heartfelt thank you to POD Point Installation Engineer Leighton for his fast, professional installation in such unpleasant circumstances.

This was the scene when Leighton arrived this morning (Image: T. Heale)
This was the scene when Leighton arrived this morning (Image: T. Heale)
Leighton running cable to new trip (Isolation) switch in meter cupboard (Image: T. Heale)
Leighton running cable to new trip (Isolation) switch in meter cupboard (Image: T. Heale)

The snow had eased off considerably by the time the next picture was taken.

It was still remarkably cold. I mean brass monkey cold. Trust me, I know cold. I’m a man in shorts all year round*

And here was this stranger disembowelling** my house.

POD Point installed (Image: T. Heale)
POD Point installed (Image: T. Heale)

Just over an hour after arriving and two coffees later the charger was in and I’d had a thorough briefing on using it. A very positive (no pun) experience from a professional company.

eMotor feeding (Image: T. Heale)
eMotor feeding (Image: T. Heale)

Thank you to all involved.

I have just heard from Hyundai Bletchley that my Owners Manual will be here soon. When It  arrives I’ll post about the Ioniq’s charge timer function to use Economy 7 electricity.

BTW – The Ioniq eMotor? It is a fantastic machine. Pure pleasure to drive.

Bye for now. I’ll be in touch.

* Picture half a walnut
** Gralloching for you country types

Follow this link to Pod Points website for details:

Dashboard, Ready to Drive (Image: T. Heale)

Hyundai Ioniq Electric Primer: First Drive

This is a quick introduction to using the Hyundai Ioniq Electric. It is intended to give just the basic information required for a test drive, use of an Ioniq Electric from a hire/rental company, or to get your Ioniq Electric home the day you buy it.


  1. The Ioniq is a four door car (with pull handles) with a button release tailgate.
    Helpful hint: Each time you open the tailgate wipe clean the lens of the rear camera.
  2. Ioniq uses keyless entry, i.e. it opens electronically via a key fob rather than with a physical key. There are two methods of entry:
    1. Unlock and lock the doors using the second button on the key fob.
    2. Press the small black button in either of the front door handles and then pull the handle.


  1. To start the car:
    1. The key fob must be somewhere inside the car.
    2. Press and hold the brake pedal and press the Start/Stop button to the left of the steering wheel.
Start/Stop Button (Image: T. Heale)
Start/Stop Button (Image: T. Heale)
    1. The electronic controls activate with a melodic jingle and the Ioniq lights up the dashboard in a colourful manner as it checks that all is well.
Dashboard at STartup (Image: T. Heale)
Dashboard at Startup (Image: T. Heale)
    1. A green car graphic (left of the speedometer) shows you are ready to select drive and move off.
Dashboard, Ready to Drive (Image: T. Heale)
Dashboard, Ready to Drive (Image: T. Heale)
  1. To select Drive press the D button on the centre console with foot still on brake. The ‘Handbrake’ will release automatically.
Gear Selector (Image: T. Heale)
Gear Selector (Image: T. Heale)
  1. Note that the Ioniq has been programmed with ‘creep’, i.e. it will move forward like an automatic even when the accelerator is not pressed.
  2. The Ioniq has both conventional and electronic brakes. The physical brakes (discs & pads) only operate at low speeds. At all faster speeds pressing the brake pedal will cause the electric motor (engine) to become a generator and this ‘regeneration’ creates a significant braking force as it puts power back into the battery.
    Helpful hint: Because the physical brakes are used so little they can accumulate debris/rust and make scratching/squeeking noises when the car first drives off. It’s nothing to be concerned about and usually stops after the first couple of uses.
  3. The car generates sound at low speed to warn pedestrians of your presence (up to about 20mph). Helpful hint: VESS (Virtual Engine Sound System) can be switched off but it is switched on by default each time the car is activated.
  4. Once in Drive mode you can accelerate up to maximum speed (about 105mph) without changing gear.
  5. You can come to a complete stop in Drive. Whilst still on the brake, press P during short stops (traffic, etc). To drive again brake and D.
    If you are stopping for any length of time you should then engage the handbrake. Lift the control at the rear of the centre console. Lift for on and lift again for off (you may hear a whirring sound each time).
Parking Brake (Image: T. Heale)
Parking Brake (Image: T. Heale)
  1. To turn off completely use the Start/Stop button.
    Helpful hint: If the keys were placed in the car remember to pick them up when leaving.
  2. The car will auto lock after a short while once the key is out of range (1.5m) but for security just press the first button on the fob.


  1. Ensure the car is in Park mode, the handbrake is engaged and the motor is off.
  2. Release the charging port door using the button to the right of the steering wheel.
Charing Port Door Release (Image: T. Heale)
Charging Port Door Release (Image: T. Heale)
  1. Ensure the charge point is powered up and ready (the Morrisons Supermarket free charge point, below, shows a green light). Remove the dust cover from the cable connector and plug it in.
Morrisons Charge Point (Image: T. Heale)
Morrisons Charge Point (Image: T. Heale)
  1. The charging port door is located over the rear nearside (left) wheel. Remove the dust covers from both the cable connector and socket. Plug in the cable. The connector displays a white light when it is properly seated. The cable is now locked in place and cannot be pulled free.
Charge Port Door (Image: T. Heale)
Charge Port Door (Image: T. Heale)
  1. If charging from a public charge point, at this point you need to initiate a charge (the method will depend on the charge point model).
  2. The IONIQ dashboard shows blue lights when it is charging.
Blue Charging Lights (Image: T. Heale)
Blue Charging Lights (Image: T. Heale)
  1. The car should be locked if unattended, but operating the locks and doors has no effect on the charge operation.
  2. Release the charge cable connector using the second button on the key fob (two clicks on the unlock button) and withdraw the connector.
  3. Replace the dust covers on the cable and the car socket. Close the charging port door; charging is complete.

[Thanks to Trevor Larkum for his Zoe Primer post this is based on.]