Here is a crazy love letter to Italdesign. Led by Giorgetto Giugiaro, the Turin-based firm experienced its most fertile period when the future was sketched in with wedge shapes. Think for example of the thick C pillar of the first Volkswagen Golf (1974), the billhook lines of the Lancia Delta I (1979), the sharp cut the doors of the Fiat Panda (1980) or the double projectors. squares of the DeLorean DMC-12 (1981) …
As much modernized stylistic references on this unexpected Ioniq 5, produced under the direction of Belgian designer Luc Donckerwolke, notably through Lamborghini. See the light signature in pixels, the lines crossing the sides or the wide and long smooth cover. This machine based on the e-GMP platform innovates in its proportions. The measurements say SUV (4.64m in length, over 1.60m in height), but the 20-inch wheels and the giant 3-meter wheelbase give it a maxi-compact look.
Interior
Moreover, in the interior is also XXL. First on the storage side. The door bins can easily store a duo of large water bottles when two gigantic housings find their place on the sliding center console (with location for induction phone charging) or under the dashboard.
Very clean and freeing up a lot of legroom, it revolves around two 12-inch screens arranged as in a Mercedes. But where Untertürkheim chose dummy counters, Hyundai opted for contemporary graphics. We would have appreciated a larger battery percentage indicator. The central touch screen is quick to use but complex to handle; in particular, it takes time to find the original menu. To bypass the Korean system, know that the set is compatible with Apple Car Play and Android Auto. The “techno” endowment on our Executive version could not be more generous : blind spot monitoring, lane keeping (too intrusive for our taste), remote parking, head-up display, etc.
Elsewhere, the assemblies are above reproach. Partly from the recycling of PVC bottles, the plastics are uneven. The enveloping and comfortable front seats are electrically reclining and equipped with removable calf supports. At the rear, the space is more than generous at the knees. As is often the case with electric vehicles, the absence of a central tunnel counterbalances the very slight discomfort caused by sitting low in relation to the floor.
Little sorrow, on the safe side. The presence of the rear electric motor also enhances the work surface, limiting the capacity to 527 liters. Fortunately, the 60/40 rear seat slides (electrically optional) to add more depth to the hold. Under the hood, a small space of 24 liters – 57 on the propulsion – will house charging cables and backpacks.
Conduct
Three power levels (170, 218 and 306 hp) and two battery sizes (58 and 72.6 kWh) are offered in the Hyundai catalog. The faster version, which we are trying out here, has two permanent magnet synchronous motors placed on each of the axles. Unlike entry-level propulsion, this version bearing the HTRAC badge sends its cumulative torque of 605 Nm to all four wheels. Even in the rain, the traction is flawless. But this is not a sportswoman, despite a 0 to 100 km / h checked in 5.2 seconds. The linearity of the accelerations and the 2.2 tons of the machine temper its character.
The proportions of the Ioniq 5 are surprising.
The calibration of the damping is also geared towards comfort. If it pumps lightly on an uneven surface and takes a little body roll on a curve, the Ioniq 5 limits body movements much better than a Ford Mustang Mach-E. Unlike many electric vehicles, the direction offers a real consistency and the brake pedal conveys a very natural feeling. Thanks to the Korean test pilots for their work. Another benefit of these tests: the presence of paddles behind the steering wheel also makes it possible to adjust regeneration in an instant. In built-up areas, the 3-meter wheelbase has a cost: the turning diameter is close to 12 meters, making maneuvers difficult in small arteries. Fortunately, the reversing camera offers very good definition and an appreciable panoramic view.
Autonomy
On the motorway, our notebook covers other positive indications: fitted with double glazing, the Ioniq 5 benefits from excellent soundproofing. If the aerodynamic eddies remain perceptible by the ears, the passengers are excellently isolated from rolling noise. Heading was very good, despite a strong side wind during our test. Some figures displayed on the instrumentation are less encouraging: at 130 km / h, the Korean approaches 24 kWh per 100 km, limiting the range to 300 terminals. On the road and in town, our average was 22 kWh / 100 km. Light feet will probably be able to go below the 19 mark, bringing the real range to 350 km. Rather disappointing figures compared to the competition, Tesla and Ford in the lead.
The drag coefficient of 0.288 – against 0.25 for a Model Y – and the choice of a smaller battery than the blue oval explain the passable position of the Ioniq 5. In addition, our test vehicle is equipped with 20 inch rims (option at 400 euros), removing about twenty terminals before each passage to the socket. A rise “in 19” will attenuate the jolts on degraded pavement, reduce the invoice side tires… and the number of immobilizations. Now you know the price of elegance.
Recharge
Hyundai has decided to reassure us on this chapter by equipping its vehicle with a 800-volt system, like the Porsche Taycan. This achieves a peak recharge power of 235 kW. A passage on a Ionity motorway terminal – Hyundai-Kia is part of this joint venture setting up charging points all over Europe – verifies the brand’s claims. In 20 minutes and a coffee, we raised the gauge from 22 to 85%. But this is not free. In addition to a “big wheeler” subscription at 13 euros per month (offered the first year if you buy the Ioniq 5), you will pay 29 cents per minute of connection to this network. Or 5.80 euros for a recharge similar to ours or 10.40 euros (52 cents every 60 seconds) if you choose the least expensive plan at 4.50 euros / month. On a conventional 11 kW terminal, recharging will be much less rapid: count About 7 hours to go from 0 to 100% in your car park and more than a day on a 220 volt household outlet.
The charging socket (Type 2 and Combo CCS) is located at the rear right of the vehicle.
And since we are talking about the portfolio, the prices charged by Hyundai are close to the competition. Our top-of-the-range version benefits from just a bonus of 2,000 euros, going down to 57,900 euros. The Tesla Model Y Great Autonomy, with greater range but with less look wahoo, will be billed at almost the same price. A few weeks before the first deliveries of the American, Hyundai is positioned as close as possible to Tesla. The design could make the difference.
Notice
Vast, comfortable, modern, the Ioniq 5 is much more than a beautiful sketch. We only regret an average range between two connections.
WE love :
- Attractive design
- Roominess and comfort
- Ultra-fast charging
We like less:
- Limited autonomy
- High mass
- Maneuverability in town
Price
Hyundai Ioniq 5 HTRAC Executive
- Tested version: 59 900 €
- Starting from: € 59,900
Average manufacturer consumption / during the test (kWh / 100 km): 19/22
CO2 (g)/bonus : 0 / 2 000 €
Fiscal power: 5 CV
Country of Manufacture: South Korea (Ulsan)
Range offered:
Electric from 58 to 73 kWh, from 170 to 306 hp, from 43,800 to 59,900 €
Technical sheet
Drive
Motor: synchronous electric permanent magnets, 95 hp (AR) and 211 hp (AR)
Transmission: four-wheel drive, 1 report + reverse gearbox
Battery: lithium-ion polymer, 72.6 kWh
Cumulative power (hp): 306
Couple (Nm) : 605
Manufacturer’s average autonomy / during the test (km): 430/310
Weight (kg): 2,095 to 2,175 kg
Long.xlarg.xhaut. (m) : 4,64 x 1,89 x 1,61
Wheelbase (m): 3.00
Charging time: 18 minutes from 10 to 80% (350 kW fast terminal), 7 hours from 0 to 100% (11 kW wallbox), 31 hours (220 V domestic socket)
Max speed (km / h): 185 km / h
0 to 100 km/h (s): 5.2
Standard tires: 235/55 R19
Test tires: 245/45 R20 (Michelin Pilot Sport EV)
Live
Chest 5/2 (l): 527/1587
Recommended options
- Roof with solar panels / 600 €
- Matt paint / 900 €
Main participants
- Volkswagen ID4 GTX, 295 hp, from € 52,450
- Tesla Model Y Grande Autonomie, 440 hp, from € 59,990
- Ford Mustang Mach-E Standard Range AWD, 351 hp, from € 56,500
- Audi Q4 e-tron 50 Quattro, 299 hp, from € 65,700
To read on auto-moto.com:
Our review of the Hyundai i20 N
Driving the Hyundai Bayon
All Hyundai news
