Hyundai IONIQ Hybrid Squares Off Against IONIQ Electric – Video

MAY 27 2017 BY MARK KANE 35

The Straight Pipes put together a pretty fun Hyundai IONIQ Electric and IONIQ hybrid comparison, done over on a 1,000 km (621 miles) stretch from Toronto, Canada to Ottawa and back.

Hyundai square off

As it turns out both cars made it, however the lack of Canadian CCS Combo DC fast chargers for the Hyundai BEV along the route (there was only few) extended the trip by forcing long stays at AC L2 locations.

At one point, the electric version barely makes it to the next stop, having only 1% of energy and low range warnings.

With that said, and without the need of long range travel, the all-electric version is deemed the best choice for a daily commute.

Energy consumption was just 12.6 kWh per 100 km (62 miles), while the ybrid averaged at 4.3L/100 km (not including some charge at the beginning). The total range of IONIQ Hybrid is around 1,000 km, while the Electric nearly 200 km (124 miles).

Hat tip (and special thanks) to Jakub for shooting the segment and sending it over to our attention!

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35 Comments on "Hyundai IONIQ Hybrid Squares Off Against IONIQ Electric – Video"

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4.3L/100km is 57mpg (US gallons). About the same as the Hyundai IONIQ hybrid.

That’s probably because that’s what car it is.

Huh. When I read that it said “not including some charge at the beginning” I thought that meant this was the plug-in hybrid.

> the lack of Canadian CCS Combo DC fast chargers

And thus you have the state of EV’s in Canada. It’a joke.

It’s not great but the number of charging stations in Ontario is improving. The province has been working with private companies to get 500 charging stations up, about 200 Level 3 and 300 Level 2 by this fall. There will be a number of new charging stations across the 401 where the first part of this video was film.

That said, they missed a couple of charging stations on the way back across to PlugShare website. I don’t know if they were specifically looking for Flo charging stations or what was going on?

So far still in Canada, you should look at the province of Québec.
There is 77 DCFC (or BRCC in Québec) just from one provider and about half a dozen from other.
They both provide CHadeMo and CCS port.
On a percentage per population, this is much higher than U.S.A.
They’re not multiple station though, so if one is charging, you have to wait.

Entertaining but not fair. The trip took them 12h. I could have done it in 5h 45min by taking a different route and driving a tidy bit slower for 200km. Then you can charge only at DC fast charging stations.

Part of the idea was that they were being deliberately dumb about it, like some clueless newbie trying to drive their new IONIQ on a road trip without preparation. Which is not terribly unrealistic – plenty of potential IONIQ customers won’t be experts on organizing BEV travel.

That said, this type of trip is precisely not the sort of test that will allow a BEV to shine. Shorter daily commuting and errands, when you have a home charger, are where a short-range BEV will be the most useful.

But people expect their automobiles to be general-purpose. BEV manufacturers need to get it through their heads that if they want to sell these things, they need to think about the fast-charging network infrastructure.

The simplest way to accomplish this would be for every dealership to have at least one fast-charge station. Anybody on a road trip could count on being able to stop at the local Hyundai to get a quick charge.

Dealership hours may vary, and access CAN be limited to those hours of operation. Sometimes it’s a gate or chain across parking lot entry, or the usual ICE vehicles purposefully parked in front of the DC Fastcharger to hinder in and out ease and availability. Some dealers do have 24 hour access, those would be, in certain areas,(Downtown LA) mostly Nissan Dealers. Your area may differ as change is happening now!

Then Hyundai should insure that it’s public access 24/7 to the CCS charger.

But I think the onus should be on the gov’t to get these fast charging corridors up.

“Should”, indeed.

Dealers don’t care. If they don’t make money on it they don’t concentrate on it. They don’t make sure it works. They don’t make sure it isn’t blocked. They don’t make sure it isn’t inaccessible because they blocked the lot for the night.

They also don’t tend to be located halfway between big cities like a DCFC should be.

And finally car dealers don’t necessarily have the high-powered electricity service they need to have a DCFC.

Nissan started their DC charger program at dealers. It just doesn’t work well.

I thought the Iconiq Electric was going to be an EV competitor but it’s becoming more of a joke every day. I thought the Iconiq Electric would easily compete with the Ford Focus Electric but there are 50 FFEs offered for sale for everyone one Iconiq Electric and there are 1000 Chevrolet Bolt EV’s for sale for everyone Iconiq Electric. Hyundai gives no indication that they want to compete in the EV market.

Hyundai/Kia is a competitor now! Between the “Ionic”, not Iconic, and the Kia Soul, these are good/ decent commuter cars that are affordable, today. There are better options, but you have to dig deeper in your wallet to go the extra mile, should you need it!

There are 4 Ioniq EVs on AutoTrader and 0 on There are 270 2017 FFEs and over 4,000 Bolt EVs on AutoTrader. I don’t call what Hyundai is doing with the Ioniq EV competition at all.

Hyundai is doing the ICE manufacture “slow rollout” on the EV Ionic. I didn’t know it was barely a trickle at the moment. This should hopefully change for the better soon, if they are in it to win it. Nissan is going to be throwing out some serious Leaf price discounting, come the fall, Hyundai better get some numbers up before then.

You’re comparing a car that just came to the market to a car, like the Focus, that is on the market for quite a time now.
Even the Bolt has near six month jump start.

The Ioniq is sold out here in Europe and Hyundai are having issues with battery supply.
Here in Ireland despite the supply issue it’s our second best selling EV…. but new orders are being put on a waiting list until November. BEV Ioniqs outselling Hybrids 3:1 despite lots of hybrid stock and discounts.

Hyundai was unprepared for the demand for the BEV and had placed orders and tolling assuming the Hybrid would be the big seller.

I don’t think they’re “unprepared”, I think they’re uninterested.

“12.6 kWh per 100 km (62 miles)”

That’s 4.9 mi/kWh. Did they keep 62 MPH?

SparkEV got 5 mi/kWh at 62 MPH average, so it seems Ioniq isn’t as efficient at 62 MPH. Or did these guys let off the cruise control and hot-dog it often?

Hey Spark,
What would you be able to achieve in a Leaf? Have you ever compared kWh?
I’m seeing some decent lease offers on the Leaf S and I’m very tempted.

The Lease Deals can be tempting now, such as Sunnyvale Nissan with their lost leader special at $79.00 per mo. @ $1999.00 down with 24 mo./24k mi.(if you can actually get it). These special LL deals, are at about an efffective $.16 per/mi. The next closest dealers are at $ 0.18 < $ 0.19 per effective mile on their Lease deals. Don't go for anything over $ 0.19 per/mi. out the door.

You can get an efficiency of around 4.2 < 5.+ , if you go easy on the throttle, and don't use AC/ Heater more than necessary! I have added 26k Leaf miles in 18 months, and I am at 5.3 miles/kWh. Not many 65mph freeway miles logged, however.

Tony Williams ran 62 MPH test for various cars (even SparkEV), and he got 4 mi/kWh for Leaf, same as SoulEV. See my blog post for listing.

Ioniq is probably bigger and heavier…

Ioniq is bigger and about 300 lb heavier (10%). But EPA rates highway SparkEV at 109 MPGe vs 122 MPGe for Ioniq, 11% better. I thought it’d do better in highway. That also puts to question the efficiency at lower constant speed: is it really better than SparkEV?

It’d be lot more informative if EPA gave a curve of lowest power use at various constant speeds on flat road.

Given the Ioniq is at least one size class bigger than the Sonic, I’d be surprised if the latter weren’t a little better in energy consumption.

But on most days use the Electric is way ahead saving cost and maintenance. As gas hits $5 a gallon we will see who has the biggest advantage.

M3-Reserved; Niro-TBD

Sorry to say– gas not seeing $5 for quite awhile as long as fracking is here in the US.

Gas prices can hit $5 per gallon if OPEC works together again.

It’s hard to say if they will, though.

M3-Reserved; Niro-TBD

OPEC doesn’t control fracking in the US. The efficiencies for fracking is now good enough to produce at 40$ and the improved infrastructure has eliminated the spread between brent and west texas crude.

That means a level playing field with the Middleeast and Northsea and US oil is sweeter too.

All that translates into OPECs much weaker hand that they are desperately trying play nice with Russia even to keep prices higher; but simply too many individual players in the US Fracking market right now.

That’s not good for EVs marketing against high oil prices, but even at $2.50 nationally EV is quite competitive since all that abundant natural gas from fracking is keeping Energy prices for electricity down likewise.

I haven’t seen cheap natural gas lower my electric bills at all, and if that doesn’t happen in Texas I can’t imagine where it would.

Time to start charging an earthquake surcharge on natural gas in Texas, Oklahoma, and Kansas.

Yes indeed.
That’s one violent externality that can that can throw you out of bed at 2a.m

M3-Reserved; Niro-TBD

Ionic EV isn’t supposed to be in volume until 2018, like the Niro EV. I’m hoping for closer to range of 150mi which would be perfect weekender level for us. The Spark and Fiat EVs don’t make it all the time for us on the weekend and we resort to our ICE cars for extended day trips.

Spark has been insanely efficient; getting 4.5 mi/kwh easily with AC driving 70+MPH and having fun with the car–no hypermiling here!

Glad to see Ionic towards this than the Tesla #s on efficiency.

A couple of years ago I was complaining that the EVs for sale weren’t approaching the energy efficiency numbers achieved by the GM EV1 and Solectria Sunrise in the mid-1990s. It seems there were several factors in that: 1. EPA measurements now are tougher. I only focused on highway consumption because I assumed that was what would matter to commuters. If we applied the EPA cycle to those pioneering EVs they would have been pushed a lot closer to 200 wh/mile instead of the ~120 wh/mile they were talking about at a steady 50 mph. Speed limits have risen since then too. 2. The 1st generation Leaf and some other contemporaries with small batteries seem to fall well short of theoretical efficiency; but larger batteries are somehow getting closer. Teslas were always close to theoretical efficiency; I actually ran the math. Could this be the effect of running air conditioning? 3. Aerodynamics. The EV1 and Sunrise were narrow and had fantastic cD. No one wants to do both of those now; either you’re selling a 2-box design that’s tall, or a sexy luxury sedan that’s wide. We may never see an EV for sale that’s as aerodynamic as those two… Read more »

A lot of people also forget the EV1 was aluminum frame with plastic exterior panels and was only a two-seater. That does wonders for efficiency along with the extreme shape.