![]() ![]() ![]() It's about par for the segment, though, with none of the other offerings focusing on anything but comfort. The ride is for the most part compliant, on the softer side of things as it makes effective use of the light weight to avoid being overly sprung. The grip is also limited, due to the efficiency-biased tires, so while the Ioniq feels lively, there's only so much that can be extracted from it in terms of driver thrills. The relatively low curb weight for an EV helps give the Ioniq a feeling of surprising nimbleness, but the suspension is a little too buoyant and aloof at times and it feels floaty over undulating surfaces. However, the suspension is well tuned and the battery's low mounting point gives the Ioniq a low center of gravity that bodes well for handling attributes and an overall feeling of stability. It's precise on turn-in and responds well to inputs mid-corner as well as at low speeds when maneuvering through tight city spaces, but there's a lack of feedback that we feel could have been a bit better. The wheel itself is phenomenally well molded, but it feels too light in hand and doesn't weight up proportionately to the cornering forces. It's in the steering feel that the Ioniq fails to deliver. The Ioniq boasts well-rounded driving dynamics and an enjoyable driving experience, but one that leans more towards comfort than towards driver thrills. That may not matter to seasoned EV owners who are accustomed to off-peak charging or who are familiar with existing charging infrastructure, but the Ioniq Electric is hardly appealing to first-time EV buyers with its limited range and availability.Hyundai wanted the Ioniq Electric to look and feel as much like a regular car as possible, and to a large extent, it's succeeded. The Ioniq Electric is only available in Southern California too, and a confusing charging reimbursement program was dropped for 2018. The electric Ioniq only offers 124 miles of range, significantly less than the Bolt EV and the upcoming 2019 Nissan Leaf with a bigger battery. The Ioniq Electric is limited in availability-and in other ways. MUST READ: 2017 Hyundai Ioniq Hybrid: further thoughts on 50 mpg after 1,200 miles It's rated at 52 mpg combined as a hybrid. The Ioniq Plug-in Hybrid swaps out the hybrid's 1.56-kwh battery for a larger 8.9-kwh battery system that delivers an EPA-rated 29 miles of electric range before the 1.6-liter inline-4 internal combustion engine kicks in. Plug-in hybrids likely will cost nearly $26,000 and electric models ring the bell at just over $30,000 before applicable federal and state incentives are factored in. Plug-in hybrid and all-electric models are available in base and Limited trim levels. Other Ioniq Hybrids are rated at 55 mpg combined due to added weight and different tires.Īt the top of the pile is the Ioniq Limited that swaps in leather upholstery, a sunroof, 17-inch wheels, and Hyundai's telematics system for more than $28,000 to start.Ī spend-up package is available for SEL and Limited models that upgrades the touchscreen to an 8.0-inch unit with navigation, adds premium audio, wireless cellphone charging, and advanced voice recognition. The base Ioniq Blue has the distinction of being the most fuel-efficient car without a plug on sale in the U.S. Likely starting around $23,000, the base 2019 Hyundai Ioniq Blue is equipped with a 7.0-inch touchscreen with Android Auto/Apple CarPlay compatibility, cloth upholstery, a 6-speed automatic transmission, 1.56-kwh lithium-ion battery, and 15-inch wheels. Value-minded buyers can find nearly as many features for less money, however. The SEL trim level includes heated front seats, 16-inch wheels, power-adjustable driver's seat, and LED daytime lights.ĭON'T MISS: Battery shortage interrupts Hyundai Ioniq Electric sales The most notable change for the Ioniq this year is the addition of standard automatic emergency braking on the Hybrid SEL, the bread-and-butter trim level that likely starts at just more than $25,000 (Hyundai hasn't yet announced pricing for the 2019 models).
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