2021.06.15. 28,524 reads Familiar and new, Hyundai Ioniq 5 long-range test drive motor review 70


I met Hyundai’s pure electric car, the Ioniq 5.

Ioniq 5, which drew a lot of attention even before its launch due to the global electrification craze, from the release of the e-GMP platform to the world premiere and test drive events, Hyundai Motor Company announced the official launch in Korea in April. informed. Thanks to the strategy of releasing information one by one since the beginning of this year and continuing the interest and curiosity of the market, the Ioniq 5 has imprinted its presence not only on prospective buyers who have made advance reservations, but also on those who are not interested in electric vehicles.

Unlike the general focus of interest just before and immediately after the launch of a new car, I experienced the Ioniq 5, which continues to be the subject of interest even after its release, through a test drive for a few days. Here is a story that looked at the build quality of the IONIQ 5 that we encountered in our daily lives, its performance, and the appeal of an electric vehicle.

exterior design
What imprinted the IONIQ 5 on the world is the design, not the first use of the e-GMP platform, the use of the same 800V voltage system as the Porsche Taycan, and the V2L that uses external power. The unique design that mass-produced the design of the concept car 45, which was first unveiled at the Frankfurt Motor Show in 2019, conveys very strongly and directly that it is a pure electric vehicle, not an existing internal combustion engine.

The atmosphere that is different from the previous one is most evident in the front part. The design language of Parametric Pixel, which conveys the meaning of passing through generations by fusion of digital and analog, has been applied to various parts of the body including headlamps, radiator grilles, and exterior mirrors. The square headlamps and the radiator grille decorated with black color create a futuristic atmosphere unique to electric vehicles, and the bumper fascia geometrically connects lines and surfaces to create a very unique and unique atmosphere.

The details in various places are also noteworthy. Unlike the 45 concept car, which was drawn simply and simply, the IONIQ 5 reduced boredom and boredom by adding details at the bottom of the bumper. Faced with the real thing, the Ioniq 5 had a larger and wider body than expected, and I thought that if the simplicity of the concept car was emphasized, it would have conveyed a monotonous feeling.

If the front conveys a futuristic atmosphere, the side is full of retro atmosphere.

The design of the 45 concept car, a reinterpretation of the Pony Coupe concept unveiled at the Turin Motor Show in 1974, remains almost unchanged. Thanks to this, you can not only get a glimpse of the silhouette of the early pony, but also the unique side character line of Hyundai Motor, which was introduced through the 7th generation Avante and 4th generation Tucson, can be found unchanged. Of course, it is also possible to confirm that the wheelbase is secured as long as possible and the overhang is minimized due to the nature of electric vehicles that do not require a drivetrain for an internal combustion engine such as an engine and transmission.

As a pure electric vehicle equipped with a platform dedicated to electric vehicles, the device to deliver novelty and future-oriented image is located on the side. The flush door handles that are inserted into the car body while driving and automatically pop up when getting on and off, and digital side mirrors that replace the outside mirrors, deliver a new and fresh feeling, as if blurring the boundary between concept cars and mass-produced cars.

The distinctive and impressive parts of the 45 concept car have also been evenly transplanted into the rear.

The design emphasizing a square, straight line was applied to both the front and side as well as the rear to enhance the sense of unity and completeness of the design, and the cleverness of applying the design language of parametric pixels to lamps that maximize visual effects can be seen.

The design language of parametric pixels is more clearly placed in the horizontal tail lamps, identical to the front. The tail lamp filled with square pixels adds a sense of unity to the design with a lighting pattern similar to LED DRL, and the garnish at the bottom of the lamp is also painted in the same configuration as the front. The efforts to improve the design can be seen with the details placed on the bumper fascia, the distinctive reflector or the diffuser reminiscent of the active air flap.

The front, side, and rear all have a lot of detail applied overall, and I think this is a measure to alleviate the design dissatisfaction caused by the larger and monotonous body. Contrary to the image reminiscent of a small hatchback, the actual size is large enough to be compared to a semi-medium SUV. The two-tone body color that has been applied for a long time can be seen in the same vein.

interior design
While retro and high-tech were combined from the outside with a square and straight configuration, the interior has a futuristic atmosphere with a simple and simple configuration. It is talking about the difference from the existing ones through the configuration and design of various parts of the interior, such as the white display bezel, which is rarely used in internal combustion engines, the column-type gear lever with a unique operation method, and the floor connected flat.

Not only the design but also the materials have a future-oriented atmosphere and eco-friendly image. The seat uses a fabric that uses bio ingredients extracted from sugar cane, and the armrest uses yarn processed from recycled plastic bottles. It can be seen that eco-friendliness was considered not only in operation but also in the production process, such as using bio-oil paint extracted from rape flowers for door trims, switches, and crash pads. However, there was a disappointment that the interior material was a bit hard and created a cheap atmosphere, probably because of this change in material.

A two-spoke steering wheel with the emblem boldly removed to more clearly reveal the characteristics of the internal combustion engine and other electrified powertrains. The 12.3-inch metric cluster, which reveals the difference from the existing internal combustion engine with a white bezel and a high-colored UI, creates a different driver’s seat space as if it were familiar.

It is also said that the 12.3-inch infotainment, which controls all functions of the vehicle with the display except for some functions of air conditioning and multimedia, is also different from the existing ones. Physical buttons are inserted for parts that require intuitive use while driving, but the part where you can control all the functions you are familiar with using buttons through the display definitely delivered a different user experience. It’s okay if you get used to it, but it can be a little uncomfortable until you get used to it.

BOSE premium sound applied according to the trim level is an 8-speaker specification. Unlike the BOSE sound that was installed in existing Hyundai cars, the premium sound was first applied to the Ioniq 5, and although there is nothing to complain about in terms of overall balance, if you expect a sound that emphasizes the bass characteristic of BOSE, it may be a little disappointing.

Thanks to the configuration in which the center fascia and center console are not physically connected, there is a USB port and a small storage space under the multimedia/air conditioning controller, and between the driver’s and front passenger’s seats is the universal island that serves as the original center console. . The universal island, which can move up to 140mm forward/backward, has a cup holder, wireless charging for a smartphone, a USB port, an armrest, and a deep storage space, so it can be used in both the front and rear seats as needed.

It is my personal opinion, but since it is a vehicle that puts an electrified power train in the front, wouldn’t it have been a little nicer and forward-looking atmosphere if the movement of Universal Island was also supported electrically?

As such, the configuration different from the existing internal combustion engine can be seen elsewhere in the interior. The column-type gear lever allows you to select a gear by turning a dial, and the drive mode prepared in a round shape lets you select a driving mode by pressing a button.

The same is true for digital side mirrors implemented through digital cameras and displays rather than mirrors. The video captured by the camera is delivered to the OLED, and it boasts quite clear picture quality both during the day and at night. The response to the dynamic range is also substantial. When the turn signals are activated, the graphic in-display informs you of the danger zone, and the sense of changing the angle of view when parking is not forgotten.

Thanks to this, it is difficult to get used to in a normal environment, but I was not used to the whole test drive when the distance was difficult to estimate, so I had to look at the around-view monitor or look down the window to check it myself.

indoor space
An indoor space that has been highly anticipated even before its launch with a 3m-long wheelbase and a skateboard-type platform with a flat floor. As a result of direct test-drive, it is not an exaggeration to say that there is no regret about the space, so it is secured with a leisurely and intelligent way. Even with the battery located under the body, the seat position of the front seats secured an appropriate height, as well as the left and right seat spacing and headroom are generous.

The rear seat with sufficient leg space through the flat floor secured optimal livability through sliding and reclining of the seat. The reclining was manual, but the electrically operated sliding delivered a very luxurious feeling, and the space was also impeccable. The interior, where no other modifiers can be remembered other than the word relaxed, shows that not only the driving to the destination but also the utilization of the space in the parked state after arrival was taken into account.

The same goes for the vision roof, which provides an unobstructed view without crossing the middle.

storage space
Unlike the spacious interior space, the storage space is decent. Due to the characteristics of the electric vehicle with the battery located under the body, the trunk floor is rather high, and it seemed a bit difficult to load bulky luggage due to the smooth falling roof line.

The loading space is 531ℓ as standard, and can be expanded to a maximum of 1,591ℓ by folding the rear seats that fold at 60:40. There is space under the floor to store external plugs for the V2L, tire mobility kits, etc.

And one more thing, the single motor 2WD has a front trunk with a capacity of about 57L under the hood, so it can be used as additional loading space if necessary.

power train
The IONIQ 5 has a total of three powertrains depending on the motor and drive method. Among the powertrains consisting of standard and long-range (2WD, AWD), the powertrains currently on sale are the long-range 2WD and AWD. The long-range battery capacity is the same at 72.6 kWh.

The AWD with a motor added to the front wheel for the AWD drive system exhibits a maximum output of 225kW and a maximum torque of 605Nm, while the 2WD model, like the test vehicle, exhibits a maximum output of 160kW and a maximum torque of 350Nm. If you change it to a familiar unit, the maximum output of 2WD can be expressed as 217 horsepower and maximum torque of 35.7 kg.m.

Efficiency is 4.9km/kWh combined (5.5km/kWh in the city, 4.2km/kWh on the highway) based on the long-range 2WD Prestige (20-inch) of the test car, and the combined mileage of a single charge is 401km (446km in the city, 345km on the highway).

driving performance
As Hyundai’s previously released electric vehicles demonstrated neither excessive nor insufficient performance, we went for a test drive with expectations for a platform dedicated to electric vehicles rather than an internal combustion engine. The test drive results for several days under various conditions, such as long-distance highway driving from Seoul to Busan and back to Seoul, and city driving in Seoul and Busan, can be summarized as ‘Familiar, soft, and comfortable like an internal combustion engine.’ This is because, rather than emphasizing the performance based on the strong acceleration unique to electric vehicles, it focused more on the comfort that both the front and rear seats are satisfied with, and the familiarity that is not much different from the internal combustion engine.

Due to the strong initial torque unique to electric vehicles, acceleration in the city is not greatly lacking or stuffy.

It feels like an internal combustion engine of similar size and performance as it has to handle the weight of nearly 2 tons of empty vehicle with a maximum output of 217 horsepower and a maximum torque of 35.7 kg.m. Of course, it can be evaluated as a performance that is neither excessive nor insufficient for daily use as it has the ability to continuously push even at high speed while maintaining the cool feeling unique to electric vehicles in the early acceleration due to the undelayed response. Unlike the past electric vehicles, where the speed was limited at around 150km due to the efficiency problem of the electric motor, the overall performance, such as the maximum speed limited at a fairly high speed, was secured at the level of the internal combustion engine in the segment.

Although there is no significant difference in the acceleration force itself, unlike the internal combustion engine, which accompanies noise and vibration when accelerating, only the sound of cutting wind and road noise is transmitted to the interior, so the comfort at high speed was outstanding.

As the only 20-inch alloy wheel in Hyundai’s lineup except for the Palisade, there were concerns that it might damage the drivability. However, it was confirmed that this ended in rain with the test drive. Even though the electronically controlled suspension was not mounted, it was impressive that the response to shocks was quite sophisticated, and it stood out that it did not lose the comfort felt inside while ensuring stable driving. It was close to the high-quality Ride & Handling that is often said.

Of course, the overall setting of the lower body gave priority to comfort rather than sports, so it was somewhat inappropriate for active driving. It seemed to be saying that factors such as the effort of the steering wheel, which are lighter than expected, and the weight of a heavy tolerance, did not go well with the driving performance. Full-fledged driving performance can be expected from more powerful AWD. The long range of 2WD can be arranged in a setting that is close to the familiar internal combustion engine, yet retains the characteristics of an electric vehicle.

If there is one part that shows the characteristics of an electric car without regret, it can be said that it is regenerative braking.

Regenerative braking, which recovers energy wasted during deceleration and braking and recharges the battery, is a stage of smart and powerful regenerative braking that adjusts the intensity by calculating the distance between vehicles and adjusting the stage through paddle shift. A total of 5 modes are prepared, including i-PEDAL, a one-pedal drive that adjusts acceleration and deceleration according to the degree of depressing the accelerator pedal. The unique experience of electric vehicles is one-pedal, and the most useful mode is Smart, and the smart regenerative braking mode that smoothly supports deceleration and regenerative braking stood out.

Driver Driving Assistance (ADAS)
As it is a recently launched new car, the driver’s driving assistance system is fully equipped. Forward Collision-Avoidance Assist that detects cyclists and oncoming vehicles, Lane Departure Prevention Assist, Intelligent Speed ​​Limit Assist, Driver Attention Warning, High Beam Assist, Smart Cruise Control, Navigation-Based Smart Cruise Control, Lane Keeping Assist, and Highway Driving Assist All trims are standard. If you select a higher trim, front collision avoidance assist with avoidance steering function, rear side collision avoidance assist, safe get off assist, highway driving assist 2, rear replacement collision avoidance assist, etc. are added.

Among the functions added as an upper trim or optional feature, the lane change assistant installed in Highway Driving Assistant 2 can be usefully used on highways and high-speed roads. It takes some time to detect and change the lane situation after the turn signal is activated. I think the part needs to be improved to work faster.

The IONIQ 5 speaks of newness and the future inside and out.

The design, interior configuration, and user experience all have a different texture from the internal combustion engine we are used to. On the other hand, the driving performance contained the characteristics of an electric vehicle in a familiar feeling without any sense of difference. At the same time, it has been equipped with the virtues of a pleasant and comfortable family car by focusing on what Hyundai has done best and has done well. The parts that should be new and fresh are drawn sufficiently, while the parts where familiarity is important have been reduced as much as possible.

However, Tesla’s formula that changed the paradigm of the electric vehicle market did not follow. This is because consumers are naturally choosing to make a soft landing from conventional internal combustion engines to electric vehicles rather than to go faster, go further, and provide more innovative experiences. Thanks to this, it has universal validity that everyone is satisfied with, but I think it is somewhat insufficient to glimpse the future of electric vehicles drawn by Hyundai Motor Company. This concludes the test drive of the Ioniq 5, where satisfaction and disappointment intersect.

The Hyundai Ioniq 5 starts at 49.8 million won.

The price of the test car Prestige + Digital Side Mirror + Vision Roof + Comfort Plus + Indoor V2L + Built-in Cam + Parking Assist is 58,095,750 won.

Based on the Seoul Metropolitan Government, the subsidy price is 46,095,750 won.

“This content was created with a test drive provided by Hyundai Motor Company.”

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