You know, there are times I wish a car had a navigation system. No lie, citizen; I’m the kind of person could get lost in a room with one door, and have a poor relationship with geography, even here in my beloved home city.
Combined with my uncannily poor sense of direction it can become a problem, especially if looking for an address in the west end. Or anywhere outside the Henday ring road, frankly.
And that right there is my one big problem with my test ride, pretty much everything else I really like.
The Ioniq is positioning itself to be perhaps one of the very few true rivals to Toyota’s ownership of the hybrid segment with its world-beating Prius line, and if the likeable Ioniq holds up in terms of long-term quality it’s a contender
There are actually three Ioniq models. The test car I used is their straight-up hybrid (which employs a gasoline engine combined with electric motor), but Hyundai also makes an all-electric version and a plug-in hybrid, which allows the battery to be recharged via a power cord module.
My gas-electric tester is the way to go, as far as I am concerned, doing away with the range anxiety of an all-electric car and also not adding another piece of equipment to the mix with an external charger. No matter what the charge level of the battery, it is a comfort knowing that there is a 1.6L internal combustion engine to fall back on.
Even without considering the science of the whole thing, though the Ioniq functions very well as just a straight-up ‘car’. Better-than-adequate power is delivered by the system (the company claims a combined output of 139hp for the hybrid), made peppier with a Sport mode for the six-speed automatic transmission.
That’s kind of a rarity in itself, eh? A regular transmission on a vehicle like this, where I am accustomed to CVTs on hybrids. And not a bargain-basement tranny, either, but a dual-clutch rig that delivers fast and appropriate shifts (and allegedly rivals a continuously variable transmission for fuel-efficiency as well).
My navigation problem aside, the Ioniq delivered a comprehensive list of inclusions inside the cabin. Heated seats with memory function (and heated steering wheel) are a great creature comfort to have, ditto the LCD screen for the information display on the center stack.
A digital speed display is one of the fields available for between-the-gauges information, always a favorite for me, in any car. The driver’s seating position is made more comfortable with a steering column that allows a better range of tilt-and-telescoping than I have found in Toyota’s Prius.
In an unrelated similarity to Prius, Hyundai has also split the rear window horizontally with a crosspiece, which has the effect of compromising rear visibility; as do the fat C-pillars of the Ioniq.
This is mitigated by the car’s backup camera, rear cross-traffic detection and blind-spot information systems, though, and I frankly didn’t have any complaints about the visibility during my time in the car.
Headroom up front is good, rear seat roominess is what you would expect in a compact car (i.e., not super, but the seats fold down for additional cargo – which is how they would spend their lives if I owned the car anyway).
Overall, the Ioniq delivers a genuinely nice compact car that brings great fuel economy (I averaged 4.5L/100 km during my time in it) and styling that is attractive to look at – this isn’t an ugly car, nor is the sheetmetal overly far-out to attract attention just for the sake of it.
It comes with a pricetag that isn’t alienating, either. My test model, a “Blue” trim level Hybrid model, enters at $24,299, although you can push it up over 30K at the high end if you opt for the Limited trim with Tech package.