New Hyundai IONIQ family

New Hyundai IONIQ family

The new Hyundai IONIQ family is finally unveiled with updated hybrid, plug-in hybrid and electric versions.

 

Let’s see some highlights about the one that matters, the electric.

 

The new IONIQ Electric’s battery has been upgraded from 28 kWh to 38.3 kWh, meaning drivers can go even further between charges. It boasts 36% additional energy storage capacity, offering a total of 294 kms of range (internal target under WLTP regulations). Its e-motor delivers a maximum power of 136 PS and 295 Nm of torque and is fitted standard with a 7.2-kW on-board charger – an upgrade from current 6.6-kW – for Type 2 AC charging. Using a 100-kW fast-charging station, the battery can reach 80% charge in as little as 54 minutes.

 

New IONIQ Electric specs

 

 

As well as the new convenience features, the new IONIQ’s reimagined interior incorporates new design factors to enhance its sophisticated image. In addition to standard black seat trims, customers have the option of four leather seat colours: Black, Gray two-tone, Red Umber (exclusive for hybrid and plug-in) and Electric Shadow (exclusive to electric version). Meanwhile, the dashboard garnish arrives in Dark Chrome Accent.

 

New Hyundai IONIQ Electric interior

 

 

Below the new wide screen 10.25-inch AVN screen, the control panel for heating and climate control has been redesigned and sports a sleek, glossy finish. New touch-type control buttons allow for intuitive operation of heating, ventilation and air conditioning. The IONIQ Electric standard high-resolution 7-inch LCD console display (optional for hybrid and plug-in hybrid versions) has been improved with mood lighting to visualise the different drive mode themes. To round off the improved modern interior design, blue ambient lighting has been applied across the passenger-side lower dashboard and the centre console.

 

New Hyundai IONIQ Electric interior

 

 

The new IONIQ features Hyundai Blue Link, a connected vehicle system which uses embedded telematics to allow drivers of IONIQ Electric to remote start and stop, while all versions allow remote lock or unlock and control air conditioning via a smartphone app. This technology also allows owners of the plug-in or electric model to remotely check the status of their battery so they know when they need to recharge the vehicle. Thanks to Blue Link, charging can be remotely controlled and scheduled via the app.

 

MyHyundai app with Blue Link

 

 

The front of the new IONIQ Electric has been updated also with a new distinctive pattern on the closed grille. All models feature an updated front bumper design with a silver-coloured molding at the bottom, and new anthracite seen on the rear bumper molding and daytime running light bezels up front, creating a more refined and dynamic look. The LED DRLs as well as the newly available LED head- and taillights have been completely redesigned to make the IONIQ stand out at night – offering not only aesthetic enhancements but also additional safety.

 

New IONIQ Electric front

 

 

And let’s not forget about safety.

 

For a comfortable and safe driving experience, all new IONIQ models are equipped with a comprehensive Hyundai SmartSense technology package. This cutting-edge driver assistance system constantly monitors the environment around the vehicle to protect drivers from potential hazards while on the road.

The new IONIQ’s leading safety package includes Front Collision Warning and Avoidance Assist with Pedestrian Detection with new Cyclist Detection ability and Driver Attention Warning. Lane Keeping Assist and High Beam Assist also come standard. Optionally available as well are Lane Following Assist which keeps the car in the middle of a lane so drivers can navigate safely even in heavy traffic during rush hour, and Intelligent Speed Limit Warning that uses the front camera and information from the navigation system to identify road speed signs and displays the speed limit and no-passing signs in real time.

Using the radar sensor to detect the distance from the car in front, Smart Cruise Control with Stop&Go and Leading Vehicle Departure Alert maintains a preset distance to automatically stop and depart again according to traffic conditions. Additional options include Blind-Spot Collision Warning and Rear Cross-Traffic Collision Warning.

 

 

New IONIQ Electric adopts 1-pedal driving capability

 

Taking a cue from its similarly innovative Kona Electric sibling, as a maximum use of regenerative braking technology, the new IONIQ Electric adopts 1-pedal driving capability, which allows drivers to stop the car by simply holding onto the left paddle shift lever with often no need to engage the braking pedal. Working thus via Smart Regenerative Braking, the level of energy recuperation is automatically adjusted depending on the road incline and traffic situation in front when coasting.

The new IONIQ Electric also features Eco+, which supplements the standard Eco, Comfort and Sport driving modes. By selecting the Eco+ mode, drivers reduce their energy consumption and the car’s remaining energy can be extended during unforeseeable emergency situations.

 

I really like the new Hyundai IONIQ Electric and I think that more range with a lower charging rate at DC fast chargers is a good trade-off, especially considering that the on-board charger was upgraded. Higher range gives us more freedom to avoid expensive and overcrowded DC fast chargers and charge at home – where charging is more convenient and a lot cheaper.

The biggest problem might be low production capacity that won’t be enough to meet demand, which is a shame considering that the other super efficient electric car, the Tesla Model 3 is a huge success.

Finally, the new Hyundai IONIQ Electric will be available to customers in September 2019.

 

 

More info:

https://www.hyundai.news/eu/press-kits/new-hyundai-ioniq-offers-a-range-of-new-enhancements/

https://www.hyundai.news/eu/press-kits/all-new-hyundai-ioniq-line-up-technical-specifications/

This Post Has 16 Comments

  1. Thanks for this update, Pedro. Has anything been done to improve rear visibility? My problem with the rear visibility in the 28 kWh Ioniq wasn’t even the horizontal crossbar, but actually the frit (the black enamel band on all four edges of the windshield). The frit is really thick – about six inches in some places – and you don’t realize this until you’re sitting inside the car, but this makes the actual rear windshield very small, almost like a porthole in a ship.

    1. That’s a good question, but I don’t have the answer. There are still no available photos of the rear.

  2. Hi Pedro, I am looking at Ioniq MY19 battery spec table in your article and it seems to me that this new battery design uses 88s3p configuration instead of actual 96s2p with the same LGX L3 cells with nominal energy of 161 Wh and 43 Ah capacity. This assumption is based on presented 319.4 V battery voltage and also the gravimetric density of the new pack is slightly worse than before. I think it is possible by omitting the cooling air gaps between the cells used in actual design. Also this can be the answer for presented significantly lower charging time at 100kW DCFC. 54 min to 80% is actualy much slower than Citigo E charged at 50 kW DCFC.

    What do you think?

    1. Hi Pajda.

      I didn’t think much about it yet, but my first guess is that the previous cells were NCM 523, and the new ones are NCM 622.

      It could be 88s2p with the LG Chem E63 battery cells.

      319,4 V x 65,6 Ah x 2 = 41,9 kWh total (38,3 kWh usable)

      https://pushevs.com/2019/02/10/renault-zoe-ze-40-full-battery-specs/

      The battery pack nominal voltage is a bit disappointing, 102s cell series configuration should be standard by now to handle faster charging.

      1. Thanks for reply, using LG E63 makes a lot sense.

      2. Actual idea is that the Kona 39.2 kWh and the facelifted Ioniq 38.3 kWh uses the same LG Chem cells with a capacity of about 65 Ah. (It seems that they also share powetrain and onboard charger as well) There is slight difference in the connection of batteries, where Ioniq seems to have 4 cells less in total. Battery parameters look like this:

        Kona: 39.2 kWh (usable), nominal voltage 327 V equals to 90s2p and so total energy ca 42.3 kWh.
        Ioniq: 38.3 kWh (usable), nominal voltage 319.4 V equals to 88s2p and so total energy ca 41.3 kWh.

  3. Using a 100-kW fast-charging station, the battery can reach 80% charge in as little as 54 minutes.

    That’s kind of crappy and I hope it’s wrong. Above means an average speed of 34 kW… Worse than most. If it’s true I’d still stick to the 28 kWh version.

    1. It’s probably true, just as Pajda mentioned, look at the nominal voltage, it’s pretty low.

      1. But a 50 kW charger can usually output 125 A which is 40 kW max speed. That should be enough to charge it to 80 percent in 54 min. I think it’ll be faster.

      2. … just for the record, it is Pajda not Padja 😉

      3. Sorry mate, I probably need to start using glasses 🙂

  4. Hyundai made a step back.
    Of course having a bigger battery is better, but the DC charging rate is awful.
    The old Ioniq could charge at 60-70 kW. This feature made it a competitor on long trips to cars with a bigger battery, to Chevrolet Bolt and Kia e-Niro, it came close even to the in-house competitor – the Kona 64 kWh.
    Of course the battery was small, but it could charge in some 30 minutes on standard CCS and in 20 minutes on HPC. With hoping from charger to charger every 100-120 km it was long-range *capable* .

    The new one will barely go beyond 40 kW and the average will be even less. So yes, the car will be able to make 250 km (160 miles) in real life or 200 km (125 miles) on freeways, but then it will be damned to a 40-50 minutes charging session – to make some 70-80% of the first part. Good luck with this.

    Hyundai converted a mid-range commuter car with long range capability to a mid-range commuter car (with a slightly longer range) *without long range capability.*

    And yes, it obviously has the same battery as the smaller version in the Kona – as it was announced.

    *Avoid this car* – unless you *really* know what you are buying or there is a serious lack of any better, for example the Leaf is even worse because it overheats while rapid charging.
    In my opinion, take the Kona 64 kWh or even better – the Niro 64 or the Tesla Model 3. The basic Model 3 Standard Plus is lightyears ahead of this one. If that one is not available yet – just wait and in the mid-time – skip this 39 kWh Ioniq.

    1. Agree with your analysis. Moreover, I’m worried about the higher density battery without proper thermal management. Something tells me it’s gonna get Leaf problems of fast degradation and glacial charging speeds. The price difference with a Niro 64 Kwh is not enough to justify the poor usability of the new Ioniq as a sole car. But damn, it’s so efficient…….

  5. 111 kWh/kg? 😀
    8.5 times the desnity of petrol.
    So the battery pack is 345 grams? Such scrooges. With 10 kilos of batteries it could go thousands of kilometers.

    1. Well spotted, after all this battery is amazing 😀

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