Hyundai IONIQ Electric Priced Aggressively From $29,500, 124 Miles Range

FEB 14 2017 BY JAY COLE 127

Hyundai IONIQ Electric Gets A Sharp Price In The US

While it may have taken a bit longer than originally expected to arrive in the US (originally pegged for Summer of 2016), the new Hyundai IONIQ Electric, has been priced aggressively.

Hyundai IONIQ Electric

The base trim model starts at $29,500 (+835 destination), or effectively from $22,000 after the US $7,500 federal credit is applied to the pricing.

Looking at today’s plug-in landscape, the IONIQ offers best in class pricing for its range, recently noted by the EPA as offering 135 miles in the city, 110 miles on the highway – good for a combined 124 mile range rating.

Converting the numbers to MPGe, the IONIQ Electric rings the bell at 136 MPGe, the most efficient offering on the US market today.

Truly, looking at what the Hyundai IONIQ Electric offers for the money, it is now very difficult to make a competitive case for buying today’s other shorter range/inexpensive offerings, such as the Fiat 500e, Nissan LEAF, Ford Focus Electric.


Electric88kW Electric MotorSingle-speed Reduction GearFWD$29,500
Limited88kW Electric MotorSingle-speed Reduction GearFWD$32,500

Freight Charges for the 2017MY Ioniq Electric are $835.

“Ioniq will attract an entirely new group of eco- and efficiency-oriented buyers in the U.S. market,” said Mike O’Brien, vice president of Corporate and Product Planning, Hyundai Motor America. “With outstanding powertrain flexibility, design, connectivity, and advanced technologies, Ioniq meets the needs of a large and growing group of buyers needing a highly efficient, enjoyable to drive and low-emissions vehicle without compromise to their daily lifestyles.”

The IONIQ Electric will arrive at US dealers (regionally) in April.

Separately, the standard hybrid (which we don’t care about, as its tiny 1.6 kWh battery doesn’t plug-in, but was rated at 58 MPG in “Blue” edition) was also priced:


Blue1.6L GDI 4-Cylinder6-Speed EcoShift Dual Clutch Transmission w/ SHIFTRONIC®FWD$22,200
SEL1.6L GDI 4-Cylinder6-Speed EcoShift Dual Clutch Transmission w/ SHIFTRONIC®FWD$23,950
Limited1.6L GDI 4-Cylinder6-Speed EcoShift Dual Clutch Transmission w/ SHIFTRONIC®FWD$27,500

Freight Charges for the 2017MY Ioniq Hybrid are $835.

As for the 3rd variant of the IONIQ lineup – the IONIQ Plug-In Hybrid, with an estimated 32 miles of range, that has also been delayed somewhat, and will not be arriving until Summer Q4 of 2017.  However given today’s announcement on the all-electric version, we are now pretty excited to see how it might be priced!

Hat tip to Alan!

Categories: Hyundai

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127 Comments on "Hyundai IONIQ Electric Priced Aggressively From $29,500, 124 Miles Range"

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It works out at around just under $30k after incentives here in the UK so you guys are getting a pretty good deal !

Is that including or excluding VAT?

US prices are always ex VAT. 20% VAT makes quite a difference.

New Zealand Retail price for base model is NZ$59,900 but already you can get ex-demo for NZ$45,000 which should have been the retail price in the first place.
US$1 = .71NZ$
New Zealand does not offer any incentives or rebates on EV’s
At 200km of range with only 88kw of power from the motor it does not sound like an exciting drive.

136 MPGe is fantastic- how did they manage that?- aerodynamics and light weight?

Aerodynamics and efficient electric motor. Weight does not matter much for EVs since they can recuperate a large part of the energy spent on accelerating their mass.

Also an efficient onboard charger and low heat losses in the battery when charging/discharging. EPA gives MPGe ratings based on consumption from the wall socket, not from the battery.

MPGe is a bulls*** measure, but miles per kWh spent is an interesting metric. The tesla seems to get about 3 miles per kWh, the 2015 eGolf we drive gets between 3 and 5 depending on driving freeway or stop and go city traffic. The highest miles per kWh I had in stop and go traffic. The Hyundai seems to get at least 6 miles per kWh so they must have done something better, and I also am curious what it is.

124 miles combined range from a 29 kwh battery pack is not 6 miles per kwh.

mi/kWh is also bull without context. Forum poster (Badger in Black) drove his Ioniq at 70 MPH in 2C, and found it to be 3.67 mi/kWh. But in 7C and 70 MPH, he found it to be 4.9 mi/kWh.

Another drove at 21C at 30 MPH average and found it to be 7.3 mi/kWh while another 90 MPH 6C found it 1.56 mi/kWh.

All assume range divided by battery of 30 kWh; another poster showed displayed mi/kWh and range, and it seems to be using 30 kWh (147 miles divide by 4.9 mi/kWh = 30 kWh).

It’s no more “bull” than MPG* is. As they say, “Your mileage may vary”.

Just like MPG, the miles-per-kWh rating is best used to compare against other cars, not as a prediction of how good a mileage you’ll get with your own car.

And drive any gasmobile at 90 MPH, and you can be sure it will get far worse MPG than driving that same car at 30 MPH!

*I mean, of course, real MPG and not the fake MPG that all too many drivers of Volts and other PHEVs report, adding electric-powered miles to gas-powered miles.

That’s why I say bull without context. For EV, it’s not only the speed, but temperature. For gas cars, their MPG (EPA) reflect the real world driving fairly well. But for EV, their MPGe or mi/kWh could vary by 90% or more.

Look, we can go on with the special cases forever. I live in mountainous British Columbia, and climbing mountain roads, even at 50km/h will drag your range into the gutter and pour motor oil all over it.

I honestly don’t care about all that. Give me an even comparison to every other vehicle, and I’ll make a buying decision based on *that*, not a collection of bizarre standards like what Nissan dragged out for “under these specific test circumstances that you will never see in real life…”

SparkEV said: “For gas cars, their MPG (EPA) reflect the real world driving fairly well. But for EV, their MPGe or mi/kWh could vary by 90% or more.” Real-world mileage vs advertised mileage or EPA raged mileage is a subject of particular interest to me, and I’ve gone out of my way to read a lot about the subject. So I find it very surprising indeed, Sparky, to see you make either of the claims in what I’ve quoted. Based on all I’ve read, the EPA range ratings for EVs over the past few years are more accurate than MPG ratings for gasmobiles. Furthermore, I can’t recall any claim for more than 60% loss in an EV’s electric range as compared to the EPA rating, and even those one or two claims come from EV-hater posts, so are highly suspect. Again, that’s for EPA range ratings from the past few years; older ones, back in the days of the Tesla Roadster (and the initial absurd “230 MPG” rating for the Chevy Volt) were much farther from reality. Sparky, I know from all the admirable work you do on graphing real-world data and posting those graphs to your personal website, that… Read more »

MPGe is very straight forward with pure EV’s. It is how many miles it goes on 33.7 kilowatt-hours of electricity.

It takes battery size out of the equation, so all you are comparing is miles per 33.7 kWh regardless of battery size. The unit of MPGe is used to roughly show that the electric drive is roughly 4 time more efficient than an equivalent 30-35 MPG gas car burning gas.

If you want miles per kWh, just divide both sides of the equation by 33.7.

136/33.7 = 4.0356 miles per kWh.

No BS, just simple division. Easy.

This has not been my experience when trying to do very simple math analysis and comparisons of the energy efficiency of different EVs. MPGe ratings seem to be all over the place. It’s rare for me to disagree with anything Nix posts, especially when it comes to the technical aspects of EVs, but here I’m going to go out on a limb and express a different opinion. In a comment above, Denis says that MPGe ratings are taken from the amount of electricity used from the wall outlet, not energy stored in the battery pack. Assuming that’s true, that would appear to explain the discrepancy. There are of course to variations in the average efficiency of onboard chargers in different PEVs, Furthermore, some PEVs, perhaps all, charge more efficiently when the battery is near empty than they do when it’s near full. So the charging efficiency would at least partly depend on the SOC (State Of Charge), which would at least potentially introduce a further variable, which would make MPGe ratings even more erratic and undependable. Even when doing TCO (Total Cost of Ownership) analyses, I think we should move away from the very misleading “MPGe” metric, which implies there… Read more »

Nix is right, you are wrong. Move along. Sorry it is simple arithmetic and I find that to be a weakness of this forum. Nix is exactly right and MPGe (power used to get miles out) is the ONLY true measure that is useful to even discuss when it comes to efficiency. Variation by speed etc is all baked into the cake in the EPA numbers as it scales the result to the same testing on internal combustion engines and you can then directly compare to said vehicles. This is also how CNG and LNG vehicles are compared. Standardizing the units is extremely important. If you don’t understand them please take to the time to do so and realize that perhaps dozens of scientists from industry and the government of all political persuasions both combustion engineers and electrical almost certainly agree that this is the right calculation to use. That says that it is your misunderstanding of this number not the number that is off base.


“Standardizing the units is extremely important.”

Neither miles nor gallon is a unit a scientist or engineer would call standard… You know about SI units?

Tom bloviated:

“…perhaps dozens of scientists from industry and the government of all political persuasions both combustion engineers and electrical almost certainly agree that this is the right calculation to use.”

I don’t know any real scientist or trained electrical engineer who would use the awkward metric “MPGe”, which was recently invented as a crutch for car buyers who have a problem understanding metrics like kilowatts and kilowatt-hours, for any technical discussion or formal study. They’d be far more likely to discuss energy and power use in an electric car in terms of watts, watt-hours, ergs, and/or joules.

“If you don’t understand them please take to the time to do so…”

That’s a near-perfect example of the Dunning-Kruger Effect in action. And I don’t take kindly to being lectured by someone who very clearly knows far less about a subject than I do.

“Sorry it is simple arithmetic…

You mean overly simplistic.

“…and I find that to be a weakness of this forum.”

The fact that anyone can dilute useful discussion by posting cabbage certainly is a weakness of Internet discussions.

2015 Volt drives: 3.25Kw/mi @ 80mph – 3.7Kw/mi @ 70mph – 4.25Kw/mi @ 60mph – 4.9 Kw/mi @ 50mph

Weight does matter when comparing the MPGe of BEVs. The much larger and heavier battery in the Tesla Model S 100 dings its MPGe compared to the smaller, lighter battery in the Hyundai Ioniq. Since BEVs are nowhere near recuperating/regenerating 100% of energy used to accelerate their mass, some of the additional energy used to accelerate a heavier BEV is energy lost compared to the amount of energy used and recouped from accelerating and deccelerating a lighter vehicle.

And can you compare the lightweight 33ish kWh BMW i3 range to the 28ish kWh IONIQ range to us please?

If we compare the EPA range ratings and the reported full capacity (not “usable capacity”) of their battery packs, we get:

2016 BMW i3 (BEV, not REx): 81 miles from 22 kWh, or 3.68 miles/kWh

2017 BMW i3 with uprated battery pack: 114 miles from 33 kWh, or 3.45 miles/kWh

2017 Hyundai Ioniq Electric: 124 miles from 28 kWh, or 4.43 miles/kWh.

* * * * *

The reported energy efficiency for the Hyundai Ioniq is amazingly high; one might even say suspiciously high. I won’t be surprised to see those numbers challenged.

According to the Autocar test in real life the i3 was more efficient and had significantly longer range.

After about 16K miles, my SparkEV battery to wheels is 5.3 mi/kWh, or 4.5 mi/kWh after 85% charging efficiency. That’s 152 MPGe average after 2 years of driving. 70 MPH resulted in 4.4 mi/kWh, 4.1 mi/kWh (138 MPGe) after charging loss. What Ioniq claims is certainly possible.

I think you’re comparing apples and oranges there, Sparky. The Spark EV is a microcar. Contrariwise, the Ioniq Electric appears to be what I’d call a real car. It may be a compact, but it’s certainly no microcar.

Spark EV:

Yes, Its a real car and can manage long trips with minor difficulty. Tesla Europe winner Bjorn Nyland has tested one of the first Ioniqs in Norway on a long road trip video. He likes it more than any other budget EV he has tested and notes the Ioniq has wait lists. Its his second favorite EV after Tesla.

See Bjorn’s Test Drive youtube:

Great post, Pushmi. Comparing the efficiency of the 22kwh i3 vs 33kwh i3 is the best way to see the affect of weight on efficiency. Comparing the i3 to the Ioniq to determine the effect of weight on efficiency is nonsense because there are so many more variables in comparison.

It’s not all on the weight.
Frontal area of a bigger car move more air around.
Tesla is much bigger than an Ionic
But Tesla also has aggressive direction setting, camber and caster and pretty large and sticky tire.
It’s an all known feature that Tesla wear out tire quickly.
This is waste energy.
Although it give you cornering performance above less aggressive setting.
Tesla also use 3 phases induction motor that is less efficient than hybrid permanent magnet one.
Propelling and regenerating.
It all adds up.
Efficiency is a very sophisticated art, and weight isn’t the main one.

There is a direct linear relationship with weight and MPG. Other factors obviously matter and but to say otherwise is just ignorant. Even considering regenerative breaking the same direct linear relationship exists for the simple reason that double the weight creates double the friction with the road. Coefficient of friction times force down. Not discounting those other factors as those also have the same direct relationship. But I keep hearing the ‘weight isn’t a big deal’ comments and that is outright false.

Newton’s Second Law of Motion– Force = Mass x Acceleration.
F= Ma. So unless the laws of physics have changed, the statement that mass is relevant is just that.

The i3 that gets less range from a larger battery than the Ioniq is a good example why you are wrong. Putting weight over other parameters (like aerodynamics and size) is a big mistake if you are building an EV.

I disagree. There are too many variables in the comparison of the i3 to Ioniq to determine which changes are more valuable. On the other hand, just adding a little weight to the i3 (and changing nothing else) shows a big change in efficiency, which indicates that weight makes a big difference in efficiency.

tosho said:

“Putting weight over other parameters (like aerodynamics and size) is a big mistake if you are building an EV.”

Thank you for that reality check.

Weight affects EV range due to rolling resistance and inertia. If I recall correctly what I’ve read, rolling resistance is only about 1/7 of the total forces limiting a car’s speed at highway speed. As you say, drag (wind resistance) is a far more important factor.

Anyone citing the simple “Force = Mass x Acceleration” equation in this context is showing that he doesn’t understand the complexities of the situation. This isn’t a junior high school physics class, where real-world considerations like friction and air resistance are ignored to make things easy for students.

Didnt they learn about inflating mpg ratings not too long ago?

Good for ride-sharing/car-sharing/taxi.

(⌐■_■) Trollnonymous

Pretty descent specs but even better price point.

For the Base model…
$29,500 – ($7500 Fed + $2500 CA) = $19500

The Limitted…
$32,500 – ($7500 Fed + $2500 CA) = $22500

At those prices, you don’t need to buy a used EV to get butts in seats.

SparkEV was $25.2K – $10K = $15.2K, yet not too many (relatively speaking) took the plunge, even when it was the quickest car in the world for its price.

We will see how well Ioniq does with its underpowered motor (relative to SparkEV). One selling feature that will turn heads is 136 MPGe rating, but eco generally doesn’t sell well.

Have you seen a Spark EV? Maybe for some but too small for families.

I sometime sit in a chair and stare at my SparkEV for hours, mesmerized by such wonderful engineering. 😉

Ioniq is bigger, but not that much bigger. I think rear seat headroom of Ioniq is less than SparkEV, and if there are taller kids in the family (ie, teenagers), SparkEV might be better option than Ioniq. Unfortunately, there’s no more new SparkEV for sale.

“I sometime sit in a chair and stare at my SparkEV for hours, mesmerized by such wonderful engineering.”

I sometime sit in a chair and stare at my SparkEV for hours, after a ten minute drive, to relax my aching back and leg cramps.

Just kidding, the spark was quite the bargain, for an EV and if you had incentives to go with it. I think GM has made a mistake to withdraw from the sub 30k EV market. A 30kWh Bolt could surely have made sense to some.

Legs are fine; plenty of room. Back is as you say. But such is the price you pay for cheap. Maybe one day, I’ll put Lexus seats in SparkEV. 😉

Passenger and luggage size comparison of Ioniq, SparkEV, and a couple other EVS,

Spark: 86 ft^3 passenger, 11 ft^3 luggage, subcompact
Ioniq: 96 ft^3 passenger, 23 ft^3 luggage, mid-size

I mean, I still think the Spark EV is a good car, I’m just saying that objectively it’s much smaller.

My comment was regarding rear seat head room. I’m not sure I’d say Ioniq is midsize car. If you saw it in person, it feels like about Corolla.

You are right about it being in the same class as a Toyota Corolla. But you might be surprised to learn that the Corolla has bloated over the years into also being a Mid-size sedan according to the EPA:

Crash safety?

It may have been the quickest for its price, but its price was double the base MSRP. When someone is shopping a regular Spark, they may very well not be able to take advantage of the tax credit. That means that the SparkEV is coming out at a similar price as a decent Malibu. Someone has to be really dedicated to the cause to make that leap, especially given the relatively limited range of the SparkEV. What the Ioniq has going for it is that there is less of a range limit and it isn’t one of the smallest cars on the market.

The price in France for the base model, is 35,850€.
the change €/$ is 1€ = 1,05$. And with the 20% of VAT, to compare with the same condition, 35850€*1.05=~37650$. And 37650/1.2=~31375$. The price is about 2,000$ less than in France.
The Leaf will have a hard 2017 in the north America after the Volt and The Bolt, now it’s time for the Ioniq.
January in France there was only 37 Ioniq sold, perhaps the dealers hadn’t have enough Ioniq.

For the Base model…
$29,500 – ($7500 Fed + $5000 CO) = $17,000

The Limited…
$32,500 – ($7500 Fed + $5000 CO) = $20,000

That’s cheaper than a Chevy Sonic, putting it into the list of top 10 cheapest cars.

So, roughly have the price of the Bolt. But considerably more affordable. It’s $7,000 cheaper. It will be interesting to see how the 100-ish mile vehicles sell compared to the 200-ish mile vehicles. I believe I would be satisfied with the range of the Ioniq. It would be hard to justify spending the extra money for the Bolt EV.

You said “roughly have [sic] the price of the Bolt” but I think you meant “roughly half the range“.

To me, 1/2 the range at 3/4ths of the (net) price is not exactly a killer deal. I wouldn’t find it “hard to justify” the Bolt’s higher price tag, at all.

Without a national fast charge infrastructure like Tesla, the Bolt is still essentially tethered to your garage. So neither one is probably going to cover 100% of your driving needs anyway.
If the Bolt covers say 99% of your drives and the Ioniq 98%, it’s probably not worth the extra $7k… that will buy you a lot of ICE rentals.

There’s a significant practical difference between the length of the Bolt’s tether and the length of the Ioniq’s tether.

Furthermore, even if you had DC charging available at every gas station in the country, DC charging billing rates (relative to gas prices) make ICE cars a much cheaper option for long-distance travel. Obviously Tesla’s rates are cheaper (or free, depending), but a ~$90,000 entry fee pays for a lot of charging.

Is the difference significant? From a use case perspective?
Most of the US population lives in a metro area. 120 miles of range will get you from the suburbs of one extent of a metro area to the suburbs on the far other side and back. The vast majority of the drives people make are a subset of that. Occasionally you need to drive between metro areas. In that case, which is rare, it’s unlikely the Bolt’s extra range would help you, without charge points that will recharge you in a reasonable amount of time.

I’ve had a LEAF for 4 years. The times I’ve needed to use an ICE instead, I don’t think a Bolt would have cut it either.

Yes, the difference in range is significant, very very significant.

Sublime — Yes, the Bolt won’t be able to live up to its full DC fast charge potential until 80+ kW charges are widely available.

But when they become widely available, I believe that charge rates will be fast enough for regional trips.

Yikes.. I guess I should have proof-read that. Yes, I meant half the range of a Bolt, but more affordable.

I don’t live in the US so it’s rather academic for me.
However I haven’t driven more that about 240 kilometres (150 miles) in one day for maybe 5 years and I only make that particular trip 2 or 3 times a year (so 6 total journeys) I can’t imagine spending thousands of dollars extra just so I didn’t have to plug in halfway when I have my toilet break…
I am sure I am not alone in my view on this.

125 miles isn’t enough for me. That is only being able to comfortabl go 50 miles from home & back, and not at 75mph in MI winter temps.


Well, obviously I can only go on 3rd person review, but Bjorn Nyland (and several others in Europe)have shown on YouTube videos that this car can definitely handle the cold and not lose too much range. If I am not mistaken, the car was doing quite well using the hybrid heat pump, the battery drain was not significant at all. My guess is that it may very well achieve 100 miles(or close to it)in winter conditions on the highway. What was not mentioned in this article is that the Ioniq EV charges very fast on a CCS unit(that can handle the higher rates). I do believe that this car will fill a niche for those who want a city/suburban EV but cannot afford a $43,000 Bolt EV. This will be interesting.

you wouldn’t want to own this as your only car. to that extent, i am beginning to think that it is a mistake to try to position a BEV as an ICEV replacement, although you could make this argument for a PHEV. instead, i think that the BEV might have a role as an ICEV complement, especially for mission-driven travel, such as commuting and most shopping trips.

Very good point David.

It seems that decisions for some people is quickly becoming between a slight inconvenience with a 125 mile range car for less $ car (Hyundai and new e-Golf) or a never really worry about range car for a more $$ car (Bolt and Model 3 vaporware).

I choose the former with a very cheap e-Golf lease as it’ll handle 80% of my driving needs (100% of my commute need) and I have a 2nd car.

I really wanted the Bolt but leases are much too $$ at this point. I saw the Hyundai at the car show and it has decent interior room. Hopefully they offer attractive leases.

“Model 3 vaporware”

Really? They hadn’t even promised to deliver the yet.

Yeah Tom, if its vaporware maybe you should short sell tesla stock right now at its all time high?

Short-selling near the stock’s high is exactly where you WANT to trade, not at a low.

I don’t trade big in TSLA anymore but 280+ is tough to ignore with many, many new data points coming at the Q4/FY’16 call.

Indeed, this would appear to be the perfect time to buy in to a short position on Tesla’s stock, for those so inclined.

What makes absolutely no sense is for a short-seller to be posting anti-Tesla FUD at this time; posting FUD in an attempt to knock the price down… unless they stupidly bought in when the price was much lower, and they’re now panicking because they’re caught in a short “squeeze”!

I suppose it’s unfair to judge the intelligence of short-sellers by the few serial Tesla bashers who keep posting to InsideEVs. Hopefully the average “short” investor is smarter than they are?

Sorry guys I’m a TSLA shareholder and have been for many years. You can’t deny the fact that they have been late delivering every new model so far. I doubt the model 3 will be different – a handful of deliveries this year (maybe) and not shipping in volume till Q3 2018…..

Maybe Vaporware was the wrong word… ‘much delayed’ is probably more accurate.

Epic battles, with many mortal wounds and no quarter given on either side, have been waged here in the comment threads of InsideEVs on the subject of whether or not the Tesla Model 3 will be late! 😉

Seriously, it is a hotly debated topic. There is some pretty strong evidence that Tesla is trying much, much harder to get the Model 3 out on time… or actually early, considering they’ve advanced their earlier production goal significantly.

On the other hand, things like the “glass roof” and the apparent need for a HUD (Heads’-Up Display) to replace the absent instrument panel, rather strongly suggest that those in charge of Tesla (by which we mean Elon Musk and nobody else) just can’t resist putting in things that are going to make production harder and more complex.

But you’re quoting MSRP, have you paid MSRP on any of your EVs? Almost no one does…GM gives great incentives and lease deals on the Volt and the Spark EV and virtually nothing on the Bolt…We’ll need to see what incentives/deals Hyundai decides to offer…

In addition to price, why would anyone choose a IONIQ over Bolt? Bolt is not available with ACC, a sunroof, power/memory seats or homelink…For many this is important to them in addition to it looking more like a “normal” vehicle…

The more EV owners I talk to, the more I’m realizing very few have an sole BEV per person, most have another ICE vehicle in their household meaning most of the time they’re using the EV for their weekday commute and the ICE vehicle for long trips…

With the Bolt you are not just getting more range for that $7,500 but are also getting 200 hp vs. 120 hp in the Ioniq

Yep, huge performance difference.

Which doesn’t matter to a lot of the population, but does for others.

For the longest time, I thought maybe 140+, maybe ~150 miles would do it. Would be enough to round trip two days without a charge, back to back. Beyond adequate “emergency day” range, maybe to a doctor, etc., having enough to survive that night you forgot to plug in, or when your EVSE fails, is the next step in EV range-luxury.

I’m sure those of us with EVs look at 135/110 differently than those without.

My two cents – Range is always your best option.

The pricing here is fantastic. And the range is right at the area I feel comfortable with. (125-150 mi range)

I think I might actually need to test drive this before buying the Bolt… just to be sure. I prefer the Bolt’s body style, technology and performance but I also like saving 10k…

Double the battery capacity and it will be great.

Hopefully the 200 mile EVs will push them to cut the price and/or upgrade the battery.

According to Bjorn Nyland, the top trim even has AP 1.0 like features. It has adaptive cruise and can keep the lane by itself, not some lane keep assist bouncing you from line to line, as in Bolt.

I get by just fine with one 80-mile range EV and one PHEV. Rarely do highway driving for more than a few miles at a time anyways. An Ioniq range will cover basically all of my needs. (Although the Bolt will be much better for some trips like my once a year trip to Austin – without stopping to charge on the way)

I’ll probably still go for the Bolt since I prefer the body style for many reasons – including camping trips and carting our two dogs around. But the Ioniq pricing and range is very tempting.

If they keep the pricing roughly the same for the 200 + mile range version then It’d be hard to pass up for anyone looking for an EV sedan.

Hmmm.. My comment was not supposed to be a reply to you, I mussed have pushed reply somehow though. Of course the only one to say what range you need is you.

Lol woops! I have hit reply to the wrong comment before also.

But yes you’re right, everyone knows what is best for them. If I didn’t have a Volt as well for those rare long trips, then 125mi range probably would not be enough.

I figured 140 miles for under $30,000 was about right. In California you get state and federal tax credits of $10,000.

Pretty much kills 2017 FFE as contender. Only problem with Ioniq is rear seat head room. It’s only fit for those shorter than about 5 ft 6 inches.

Ok, Mr. Tony Williams. I can’t wait for you to try out your famous 62 MPH range test.

(⌐■_■) Trollnonymous

I haven’t sat in one. Did you?
If so how tall are you. I’m genuinely curious as this car fits my needs. Just cant’ get past that they are members of the same group lobbying to relax EPA.

Your torso and mine are different, so you should sit in one yourself.

I sat in one at autoshow. Head was touching the ceiling in rear. I had someone about 5’6″, and there was small bit of clearance. If you plan to haul around people with tall torsos, it may not be for them.

Front was fine for me, it’s just the rear. My dogs are always in rear seats, so I always “measure” rear seat head room.

I really don’t get you Sparky. FFS has never been a contender, for anything, anywhere, ever. Except maybe crappiest compliance car of the year (CCCOTY) every year since it was introduced, of course.

FFE is (will be) the best bang for the buck at $29K + 110 miles range + DCFC standard. Not sure if Ioniq will come with DCFC standard, but more range and better efficiency and probably better availability would make Ioniq a better deal.

By the way, 2017 FFE will be far better than Leaf when it comes out; it even has active liquid cooled battery. Nissan had better do something soon when even CCCCCCOTY is better than their flagship EV.

A liquid cooled battery has tradeoffs, it’s not necessarily a positive.

It’s less efficient and has more maintenance issues.

Battery intruding in the passenger and cargo space is unforgivable in 2017. You need to build your cars on a platform that allows you to put the batteries under the car where they belong.

It doesn’t have to be liquid, but it should be active cooled. Even simple charging will degrade the battery without cooling. For example, if you plug in even L2 in 110F ambient temperature (middle of hot parking lot in SoCal summer), battery will suffer more than 110F without active cooling. DCFC would make it even worse.

SparkEV and Bolt with liquid cooling is lot more efficient than Leaf and eGolf. Unless you run the pump, there’s no efficiency penalty for having liquid cooling. If temperature was such that passive cooling worked, liquid cooled would not have to run the pump, either. Coolant service interval is about 100K miles, so additional service is minor.

As for FFE battery, yup, agree 100%. However, bang for buck was the best until Ioniq showed up.

Sparky: I am curious about the 2017 FFE. However, I seem to remember reading that it will not have a heat pump/hybrid heater(might be wrong there). Also, that trunk area is still way too small. The Ioniq EV has a better sized trunk.

I asked Ford rep about 2017 FFE at auto show, they (two of them, two different times) were not too interested in talking about it. Instead, they pointed me to general direction of eco-cars and said it’s probably there somewhere. I can’t comment on anything about it, neither could Ford. I got more info from IEV than them.

Hyundai rep were not too knowledgeable about Ioniq BEV, either, but at least they were very enthusiastic.

Apparently Hyundai have modified the car somehow after initial release to add rear head room. I’m not sure how they would’ve done this. European owners on the Ioniq forum are reporting that the rear seats are fine for people up to 6′.

And from what I’ve been able to find about specs on trunk room, the Ioniq is much bigger and more practical than the Bolt’s.

I’m just hoping they carry this pricing level over into Canada. The extra 20-50km range over the LEAF makes it much more viable for the occasional trip.

Now that the MSRP is out I hope they release the unlimited lease pricing and details soon.

So it’s $7500 extra for the 28 kwh battery or $268/kWh. A bit expensive I think in today’s market.

(⌐■_■) Trollnonymous

If you qualify, factor in the rebates applicable to you.

No I just wanted to get a rough idea of how much they overprice the EV version

$268/kWh would be very cheap. It is retail price including battery pack, warranty, suspension improvement for extra weight, sales costs, R&D and so on.
It is not factory cost of goods for loose cells only.

I agree but there is also a whole hybrid drivetrain that isn’t there anymore that should counteract that cost.

ICE engines aren’t that expensive — you can buy new ones retail for most common compact cars for $1500 or less (new).
Modern cars irrespective of drivetrain, have a large amount of complex active systems which make up the cost, most of whihc are computerized and have various sensors and electronics: Steering, suspension, climate, infotainment, safety, braking…

By far the best looking 100 mile EV and the best MSRP…
But Ford and Nissan constantly offer multi thousand dollar rebates which could make them a better deal if you dont need 20 miles more range that Hyundai offers…

What’s the deal with two clutches? From a maintenance point of view.

How many clutches do you think a traditional automatic transmission has?

I called Keyes Hyundai in Van Nuys (California) over the weekend asking when they expect to have some Electric Ioniqs’ in for a test drive. They said they had 50 allotted, as they are one of the largest Hyundai dealers in So Cal. He then asked which version I was interested in, I again said the all-electric version. He yells out to a co-worker asking if they were getting in any of the EV variants. Co-worker yells back that it is not coming out until later in the year. Maybe Keyes is not getting any of the pure EV variants, which seems unlikely, or the typical salesperson EV confusion strikes again.

Great price if you can get one. Not everyone admittedly needs 200+ miles of AER. For the near future I hope that automakers don’t force you to pay more for some extra battery that you may not use. Not that 200+ mile cars aren’t needed just that not everyone needs them.

Doesn’t this basically kill the Leaf and FFE 1.1? And every remaining <100 mile BEV.

I guess Leaf 1.0 is dead man walking anyways, and the FFE is purely just a CARB ZEV credit grab.

If I was in the market for a BEV and I had an absolute hard line <$30k budget before credits, I would probably take a hard look at the Ioniq.

Well, I can walk into the Ford dealership up the road in Allentown and order an FFE. Not sure Hyundai will support its car so extensively.

I have no idea what the point of the Leaf is at this point, though.

Yeah. The Leaf would have to come out with at least one better spec like more than 120 hp.

Seeing that the Leaf up until now has had a motor with similar power it’s not likely they will drop a 200 hp motor in like the Bolt.

I agree on the current gen Leaf – it is not very competitive at the moment. But it still sells quite well (especially worldwide). The new version should give it a shot in the arm when it’s released. I would be shocked if the Ioniq outsold the leaf at any point… That would show some serious commitment by Hyundai and I would love to see it!

The Ioniq BEV doesn’t have to sell much to outperform the FFE though. 😛 The Soul EV outsold the FFE basically 2 to 1 last year.

I have a ’17 FFE with the 115 mile range on order in the Philadelphia area. My current FFE lease ends in early March. I love the FFE but am thinking the Ioniq is a better option if it will be available in time. Regular trunk and seat memory. Would love to have both. I can extend my FFE lease up to 2 months, so my fingers are crossed that the Ioniq will make it to my area by May.

I don’t know about that. I can get a new base Leaf for $24k without doing any work. Take $10k off that and it’s a $14k car.

There definitely is a market for that, even if it is a bit shy on the range

Actually to add, if it didn’t have the crappy batteries I likely would have swapalease’d my Volt and picked one of them!

WTF the leave is more expansive than the Hunday ioniq. AND it has 18 miles less range and uses more electricity. Wow. I know which i would buy.

i think this is a great approach. it is unrealistic that people are going to adopt BEVs as their sole vehicle in large numbers. a better approach is to position BEVs as a second car, that would be used as a commuter. then, the key objective is to provide a BEV with adequate range for commuting, without the need to try to match ICEVs in range. toward this end, you would be able to offer BEVs at a lower price, and one that is comparable to less expensive ICEVs.

the other approach, of course, is the PHEV approach.

i still expect that ICEVs will sell in larger numbers, but if you can even get people to start replacing a portion of the driving with an emission-free option, progress can be made.

And with the ICEV as backup, you still get those awful handling trips to the service center. “Low fuel” can mean triangulating away from even that ~5 mile trip home, just so you can propel the economy by buying gas.

At some point ICEVs will be respected for the full-employment model they support. EV buyers will soon understand its not about themselves or silly green stuff, but about the opportunity to pay dividends to all those other people, who just want to be left alone.

Hyundai produce in compliance numbers, thats a shame.

I am interested in what the rollout will be across the country.

M3-reserved - Bolt TBD -- IONIQ perhaps!

Outgrown our Fiat and Spark with the dog, and the Bolt is still a bit too small cargo for our golden retriever I think.

IONIQ piques our interest and it just may have both the local legs and space to replace our CRV. Spark at 85miles gives us too much a headache of planning after work school activities while Fiat cramps even without the dog.

Great price to beat too. Nice to supplement our future M3

You mean putting your retriever behind the rear seats when they are up?

I’d say yes, it’s too small for that. But then again I have another even larger wagon I wouldn’t put a dog behind the seat of either.

If you mean with the rear seats down your dog should be thrilled. Plenty of space that way for a retriever. Your dog might also be happy in the back seat too with the seats up, the sills are pretty low.

I think this is a good solid offering at the right price. Hopefully it will be manufactured in large enough numbers to make an impact.

IMO, the range, size and price of the car will meet many peoples needs. I can’t see it competing with the Bolt or Model 3 but since both of those cars will be $10k more expensive that shouldn’t really be a surprise.


The Ioniq has QC as standard in all trims, right?

I had the opportunity to sit in one at the Chicago auto show along with a Bolt! I’m a big guy 6’6, 300+ and drive a Leaf which fits fine. The Ioniq is a tight fit, similar if not smaller than the FFE. The Bolt is more like the Leaf, perhaps a tad less headroom in the drivers seat, however more legroom. In comparison I find the headroom similar to a Model S, which although it being a large sedan, has low seating and roofline impacting headroom significantly and feeling as if I’m sitting on the floor due to lowering the seat all the way down. Dream fit was in a Model X….some day…

“it is now very difficult to make a competitive case for buying today’s other shorter range/inexpensive offerings”

Availability. Case made.

And price. With $10k rebates available on the Leaf in multiple states and if you can use the full federal tax credit, you’re looking at a purchase price of $12,500 new for a base Leaf. Incredibly affordable.

Please people. Can environmentalists please take a couple hard science or math courses….please!!??? You discredit yourselves in your cause when you cannot speak intelligently about even the most basic aspects of what you are advocating for.

Let us run some numbers here
The car is $29,500. A Powerwall 2 $6,500.
Solar panels $3,000. An induction cooker and a couple of Split Air Conditions and a heat pump water heater ~$2,000. An inverter fridge freezer ~$600.

Now tax credits and rebates EV $7,500. 30% for all other items.

So for around $30k you can have a car, the fuel for it, heating and cooling your home, heating your water and cooking your food and cool it for life for free. With just an initial cost of around the price of this car. A very good deal I would say.

Not only the range counts, the kind of fast charging counts too. At least in France, where I live. After a total loss accident with my Kia Soul EV, I bought a Soul EV again, even knowing the Ioniq Electric was just around the corner. The point is the Ioniq uses CCS for fast charging, while the Soul uses CHAdeMO. And in France CHAdeMO is much more present. Not only that, most CHAdeMO chargers are still free and have much more uptime.

I do travel long distance. The Soul can (just) do it, the Ioniq can not. Its range is better, certainly, but there are too few CCS fast chargers to be able to crisscross France. With the Soul that is no problem.

Only the Opel Ampera-e (the European Bolt) will change the situation, while with 380 km true range the number of working CCS chargers in France will do the trick.

How can there be more chademo chargers?

There is a law which says that every public charger must have an CCS charger!

Another (Euro) industrial point of view

Pricing is good but of no use to customers if they restrict production & distribution which is often the case with EV’s.

Fantastic news. Hope they sell in all the states in all the dealers.

125 mile range is very impressive. Now you can go to a place 60 miles away leaving the remaining 65 miles for the return trip.

Its time for other companies to reduce the price of their electric models.

Please note that the Ioniq has 119 cu. ft. of interior space which is 4 more than Leaf.

Besides its a new model while Leaf is in its 7th year.

Good that the Ioniq hybrid model is also priced affordably. It should be able to take on Prius since Ioniq has a higher mileage and more interior space.