![]() ![]() The all-electric Kona is differentiated from its petrol sibling by a distinctive new closed front grille, a fresh rear bumper and unique aerodynamic 17-inch alloy wheels. Unlike some of its EV rivals, it doesn’t scream ‘eco car’. However, that price premium starts to pay off when you consider the Kona Electric’s ‘real-world’ driving range of 449 kilometres, which eclipses that of the Leaf (270 kilometres) and Ioniq Electric (230 kilometres). The base price is $20,000 more than the range-topping petrol-powered Kona Highlander, about $15,000 more than the Ioniq Electric, and $10,000 more than Nissan’s second-generation Leaf hatchback due to land in showrooms in August. ![]() Hyundai has priced the Kona Electric from $59,990 plus on-road costs for the Elite grade, which climbs to $64,490 for the more generously specified Highlander that we drove at the media launch in Adelaide. The Kona Electric is based on the popular petrol-powered Kona small SUV that went on sale in Australia in late 2017. Late last year it launched the Ioniq hybrid, plug-in hybrid and electric models, and this month marks the arrival of another zero-emissions offering – the Kona Electric. When it comes to EVs, however, it's all about the range, and while the Ioniq does offer plenty of value for the money, so do its far-riding competitors.Hyundai has ramped up its electric vehicle rollout in the past six months. The Hyundai Ioniq all-electric hatchback is a stylish EV that offers a decent level of practicality too with 23 cubic feet in the trunk. Unfortunately, one thing the Ioniq won't be sparing its owners, is time, with a 35.5-hour charge time expected from level 1 charging outlets or six hours on a level 2 unit. It's in efficiency where the Ioniq truly achieves, with its 145/121/133 MPGe EPA estimates, there are very few rivals that'll save their owners as much money as the Ioniq will. ![]() While that is a 46-mile improvement over previous iterations of the Ioniq, it's not the vehicle's strongest point. Owners of the Ioniq won't be planning any long-distance road trips with only 170 miles offered on a single charge. While the 2021 Ioniq may not quite match up to its competition in all-electric range, which is a very material performance consideration within the class, it is still a highly economical EV nonetheless. An area where the Ioniq Electric really excels is in its regenerative braking, which has been programmed with three levels of adjustment with good modulation and without the grabbiness often associated with these types of systems. ![]() While the steering wheel itself feels good to the touch, it communicates very little and feels far too light and desynchronized in its weighting in correlation to cornering forces. While the Ioniq does feel somewhat lively, there's only so much one can confidently get out of it in terms of spirited cruising because of its overly buoyant and occasionally unengaging suspension setup, on top of low grip efficiency-minded wheels. Apart from the buoyancy, the Ioniq smooths out most road imperfections and minor undulations it's about as smooth as the next EV in terms of comfort.īecause of the battery's low mounting point in the hatchback, its center of gravity is effectively low which bodes well for the Ioniq's handling dynamics and overall feel of stability. Unfortunately, this also has the Ioniq feel very floaty especially over undulating surfaces where it begins to porpoise, and those who get car sick easily will want to avoid long trips in the Ioniq. Its suspension is tuned on the softer side as its curb weight is relatively light for an EV, something which keeps it compliant and reduces the feeling of being overly sprung. Hyundai succeeded in having the Ioniq Electric deliver as much of a traditional car-like driving experience as possible: its drive and handling dynamics are well-rounded and while it's not a particularly fun hatch to drive, it is a rather enjoyable one from a comfort perspective.Ī comfortable ride quality is certainly prioritized for the Ioniq. ![]()
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