Ioniq 5 – Hyundai’s newer than Starship Enterprise

What is surprising when you step into the Ioniq 5 is first of all the space it offers. Sure, the electric drive architecture, based on the new E-GMP (Electric-Global Modular Platform) platform, makes the center tunnel superfluous. In addition, there is an impressive wheelbase of three meters. In the first row, like in a van, it is almost possible to climb through. The expansive center console with plenty of shelves can also be moved lengthways. The new technology base also supports both 400 and 800 volt charging infrastructures. Another topic is bidirectional charging, for example of e-bikes.

The next aha moment: the driver’s seat. The one that almost embraces you, like a lounge chair. In addition to the side bolsters promising firm lateral support, there is also – electrically operated – an extendable legrest. That would be a hindrance when driving, but it should make waiting while charging more relaxing.

“Thanks to innovative technology, Hyundai is setting a new benchmark for comfort and user-friendliness in the e-mobility sector with the Ioniq 5 …” Rasin Kamali, Spokesman for Hyundai Austria

With the Ioniq 5, Hyundai has taken the subject of electromobility further, beyond driving, and incorporated the immobility phases – see charging – into the development. This also applies to the choice of materials, be it plastic recyclates, organic materials (flax, sugar cane, wool) or real (!) Leather that is treated and processed using natural methods.

The smooth exterior and the black panel technology for the lights are basically familiar from the new Tucson. But the design is completely chrome-free. The cockpit layout is no longer unfamiliar. But the Ioniq 5 goes one step further, with a headlight, turn signal and rear light design that could make a believable figure in spaceship enterprise episodes. The clearly drawn architecture of the command center fits in with this, and despite all its digitality, it is immediately understandable and intuitive to use. The only difference is that there is no gear stick. The speed levels are controlled by an automatic selector lever using a rotary control on a type of steering column on the valance.

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The scene of the first encounter with the still compact 4,635 millimeter long electric spaceship was Valencia, Spain’s model city for eco-tourism. There the South Korean caused a stir. Whether in the dense city traffic or on the surrounding country roads and highways.

The first around 100 kilometers in the top model with dual e-drive, with all-wheel drive, 305 PS and 72.6 kWh battery, left the following impressions (apart from the ease of handling from the spot): superb noise insulation, comfortable, but not rocky and completely Rumble-free chassis tuning, passably soulful steering, always ready, but by no means biting brakes. Despite the pithy acceleration – 605 Newton meters of torque – he is not an athlete. On the other hand, the take-off weight of more than two tons stands alone. For this you can pull 1.6 tons (braked) and have a good 500 kilos of payload available. The trunk volume: 527 to 1,587 liters.

One of the most important factors in electromobility is the range. The Hyundai specifies for the driven model with 430 to 460 kilometers (according to WLTP). This prognosis turned out to be almost one hundred percent correct on the 100 kilometers already mentioned with a mixed driving program. Without paying great attention to particularly economical locomotion, playing through all driving modes.

Aside from the two-axle top model, Hyundai offers the Ioniq 5 with a smaller battery capacity and three other performance variants. 170 hp go hand in hand with a 58.2 kWh battery and rear-wheel drive. In the short-range version, you can also have all-wheel drive, with 235 hp (from two electric units). The more powerful battery (72.6 kWh) and rear-wheel drive result in 218 hp. The minimum range of the Ioniq 5 is estimated at 360 kilometers, the maximum speed is always 185 km / h.

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The next focal point is the store. Neo-electricians can do this with alternating and direct current, the latter also at a 350 kW charging station thanks to the 800-volt architecture. Then 18 minutes are enough for a filling from ten to 80 percent.

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