What Now for a Tesla Model?
Aside from the Tesla nameplate and, for the time being, the Supercharger network, there aren't many compelling reasons to choose a Tesla Model Y or Model 3 over a 2022 Hyundai Ioniq 5.
For a decade, veteran auto industry observers have been preaching the same message: Tesla has a massive head start in EVs, but when the traditional automakers eventually fully devote their enormous resources to EVs, the tables will flip swiftly. This is not a "I told you so" moment, but rather one in which "things just got real."
Major manufacturers have finally taken EVs seriously, and Hyundai is the first to master the formula completely. The new Ioniq 5 is what happens when firms with decades of design, engineering, and manufacturing expertise make EVs a true priority, rather than a cheaply built compliance car or a well-intentioned but under-funded and under-developed first effort.
In one statement, here's all you need to know: The Ioniq 5 costs tens of thousands of dollars less than the Model Y, travels around the same distance on a single charge, charges quicker, has more standard and extra features, is quieter inside, rides better, is constructed better, and has a superior interior. The Model Y is faster and more sporty, and the Supercharger network is currently more dependable and simpler to use than everyone else's non-uniform charging alternatives, but that and brand prestige are the only areas where Tesla truly excels. The Model 3 sedan has a more affordable trim, but all of the other points remain.
When you look at the data, it's not surprise that the Ioniq 5 is slower. The standard rear-wheel-drive Ioniq 5 produces 168 horsepower and 258 pound-feet of torque and travels 220 miles with its 58-kWh battery completely charged. Better-equipped RWD variants produce 225 horsepower and 258 lb-ft of torque and can go 303 miles on a single charge owing to a bigger 77.4-kWh battery. The more powerful dual-motor all-wheel-drive variant only travels 256 miles on the same battery, but it produces 320 horsepower and 446 pound-feet of torque, making it the most powerful SUV Hyundai has ever made but still much less powerful than even the standard rear-drive Model 3. The Tesla Model Y crossover will go between 303 and 318 miles depending on trim, and comes standard with dual-motor AWD, so you will have to make a trade-off, like with the Hyundai.
As a result, it's no surprise that the Ioniq 5 is significantly slower in a straight line, taking at most 5.1 seconds to reach 60 mph, or 7.3 seconds for the more powerful of the two single-motor variants. (An estimate for the base model has not been provided, but anticipate to add at least another half-second.) The standard Variant Y will hit 60 mph in less than 5.0 seconds, while the Performance model will do so in just 3.5 seconds. The Tesla Model 3 is even faster. If you intend to drag race, the Ioniq 5 is not the vehicle for you.
For everyone else, it's plenty fast. Simply be prepared to put your foot down. The Ioniq 5 features a very lengthy accelerator pedal with a very gradual ramp up in responsiveness in most of its driving modes. If you want complete control, step on it. Unless you truly don't want to, this is Hyundai's method of forcing you to drive more efficiently. Switching to Sport mode raises the gain on the accelerator and makes it much more responsive, but the floor-it approach remains.
Hyundai, on the other hand, has developed a quieter EV than Tesla, having gone above and above by cramming the Ioniq 5 with noise-cancelling technology. This mass-market electric SUV is as silent on the interior as a high-end luxury vehicle. Wind and road noise are kept to a minimal, making it easy to lose sight of how fast you're driving.
Similarly, the Ioniq 5 has a much smoother ride than the Model Y and Model 3. In return for a slower, less sporty driving experience, you get this. Despite the inherent weight of all many batteries beneath the floor, the Ioniq 5 smoothes out bumps and holes large and small, adding to the sensation of seclusion from the outside world. The peaceful comfort and leisurely temperament make it a soothing rather than thrilling car to drive.
Avoid using the sport driving mode. It does make the vehicle seem faster, but it doesn't change the reality that the 5 isn't especially engaging. The car's innate low centre of gravity makes it feel planted on the road and helps limit body roll in turns, but the way it feels in a corner is just competent. It drives more like a vehicle with grace than a sports car. It's similar to a Chevrolet Bolt or a Volkswagen ID4, but it's not attempting to be a Ford Mustang Mach-E or a Tesla Model Y.
This is due, in part, to the isolating steering sensation. The reaction is direct and crisp, although road noise has been removed. The automobile travels exactly where you aim it, but it doesn't allow you much control.
As with any EV, the motors regenerating electricity handle much of the braking, but unlike other manufacturers, Hyundai is eager to offer you considerably more control over the regeneration. The Ioniq 5 has six regen levels that can be modified via the steering-wheel paddles, ranging from simple coasting to one-pedal driving (the car can slow to a halt without touching the brake pedal), which Hyundai refers to as "i-Pedal." There's also an auto mode, similar to what Porsche and Audi use, that lets the car coast as long as possible but activates when the car in front of you slows down.
Whatever programme you want, there's always the brake pedal to use if you need to stop quickly. Hyundai did an excellent job programming the pedal feedback and the transition from regeneration to mechanical braking, so much so that you don't notice it. The braking power just rises linearly until you come to a halt.
On a charger, you'll receive a lot more power a lot faster, which is one of the Ioniq 5's major assets. The Ioniq 5 will be in and out of the charging station far faster than any other EV on the market, charging from 10% to 80% in as little as 18 minutes on a 350-kilowatt DC fast charger and 100% in less than an hour. To decrease charging times, credit its 800-volt electrical system and an inverter that can boost the 400 volts flowing from the charger to 800 volts.
To be sure, we participated in a charging test on an Ioniq 5 that had been depleted to zero percent at a public 350-kw DC fast charger. This test was conducted with an Ioniq 5 Limited equipped with the bigger 77.4-kWh battery, however all Ioniq 5s charge at the same pace regardless of motor count or battery size.
The Ioniq 5 charged from zero to 80 percent in 23 minutes and from zero to 100 percent in 48 minutes without any preconditioning. We measured a max charging rate of 229 kW, but we've been told that if the battery is conditioned before charging, the car may reach 240 kW or more. Regardless, aside from its twin, the Kia EV6, no other EV on the market charges as rapidly. Not even a Model 3, which in our tests took 28 minutes to reach 80 percent and was only at 90 percent after 46 minutes. (Other Tesla models charge at a comparable rate.) It's up to you to decide if an approximately 30% reduction in charge time is a reasonable trade-off for a shorter range for all-wheel-drive Ioniq 5s.
In layman's words, the dual-motor Ioniq 5 with the optional 77.4-kWh battery we tested travelled from 0 to 100 miles in nine minutes and from 100 to 200 miles in 24 minutes. The whole 256-mile range was supplied in 48 minutes, as all EV batteries charge slower as they fill up.
With charge periods that short, you won't be able to sleep much, but the driver's seat features a Relax mode that leans you back and raises the leg rest (provided no one or nothing is in the rear seat foot space).
It is here that Tesla still has an advantage, although one that is eroding. The company's unique Supercharger network is better set out, more well-maintained, and has more plugs per site than any other network. Electrify America is spearheading the effort to provide the same, but Tesla remains well ahead. Fortunately, Hyundai and other automakers have created applications that allow you to plug into any public charger and pay with a card on file rather than signing up for different services. For the first two years, you also enjoy unlimited free 30-minute charging sessions.
You may also send electricity in the other direction. Your car's charging connection transforms into a 120-volt wall socket capable of delivering 1,900 watts at 16 amps thanks to an accessory converter available at the dealership. (Limited trims include a comparable plug in the cabin.) From there, you can power your home appliances (most rooms in your house have 15- to 20-amp circuits), your camping, or even trickle charge another EV—the other car will be a sluggish charge, but beggars can't be choosers. You may also specify a minimum battery charge level, after which the car will automatically cut off the outlet to avoid draining the entire battery.
Tesla's sole major edge is its Autopilot technology package. Hyundai's Highway Drive Assist 2 technology, available on mid- and top-tier models, accomplishes the majority of what Autopilot does, but not entirely. Lane changes must be initiated manually by using a turn signal, and off-ramps are not permitted. However, when driving down the road, it steers, accelerates, and brakes well on its own as long as the curves aren't too tight. The adaptive cruise control will even learn and emulate your driving style, notably how you behave when the car ahead of you accelerates or moves out of the way. Some individuals gently accelerate, while others floor it, and the automobile will do whatever you normally do.
To avoid abuse, the Ioniq 5 does require a stronger driver monitoring system. The device can easily deceived by the use of antiquated steering wheel torque sensors. We were able to take our hands off the wheel for more than a minute before the automobile alerted us to return them. That level of delay is just too sluggish and permits far too much driver distraction. The automobile will have driven one mile in that time if it is travelling at 60 mph.
The remainder of the technology is free of such restrictions. The augmented reality head-up display isn't as flashy as what you'd see on a Cadillac or Mercedes, but this is a Hyundai. The infotainment system is simple to use, and Hyundai includes a comprehensive list of standard and optional active and passive safety measures. In addition to Apple CarPlay and Android Auto, the Ioniq 5 may be controlled remotely by a personal assistant such as Google Home if you don't want to use the Hyundai Bluelink app. The app, on the other hand, may create a route with charging stations and submit it to the car. Unfortunately, it does not currently support wireless CarPlay or Android Auto, so you'll have to use the wires.
Aside from that, the cabin of the Ioniq 5 is simply a pleasant place to be. Despite being several inches shorter in length than a Model Y, Mach-E, or ID4, the Ioniq 5 has the longest wheelbase, which, along with innovative packing, offers it passenger and cargo space similar to the competition's biggest models. Importantly, the Hyundai's cabin has a spaciousness that isn't represented in most of the interior dimensions, save for the class-leading back shoulder space. It feels considerably larger inside than the rivals, front or rear.
The frunk, on the other hand, is absolutely not larger. Unlike the Model Y, which has a fully completed front trunk, the Ioniq 5 has a small plastic storage bin under the hood amid all the exposed electrical and mechanical pieces, with enough space inside for about two pairs of shoes. Sure, it's better than nothing, but only just. The storage area beneath the rear cargo floor is just somewhat larger, but it is entirely completed.
It stands in sharp contrast to the car's interior, which is immaculately completed everywhere. Many manufactures skimp on the second row, but the Ioniq 5 does not. The quality of the design and materials does not deteriorate behind the front seats. Hyundai's initiative to employ sustainable, recyclable, and recycled materials is great, but the company's choice to provide only one inside colour option is disappointing. I hope you enjoy grayscale.
The interior design treads a tight line between being trendy and seeming like it's been stripped down to its bare essentials. The door trim's adherence to the pixel outside design concept looks a touch forced, but it's visually appealing. The sliding centre console is an especially innovative innovation, providing ample room between the front seats for even the largest pocketbook or bag while still providing enough of storage space in the console itself, as well as a wireless phone charger.
The price, though, is what really ties everything together. The Ioniq 5 starts at $40,925, which is less than the Model 3, Mach-E, and ID4, and more than $20,000 less than the Model Y. Yes, the Chevrolet Bolt EUV is less expensive, but it is also one size smaller. AWD is more expensive on the Ioniq 5 than on the Ford or Volkswagen (it is not available on the Bolt EUV), but it is still less expensive than an AWD Model 3. A fully loaded Ioniq 5 is less expensive than a loaded Mach-E and more than $6,000 less expensive than the basic Model Y. Furthermore, all of this is before state and federal tax incentives, which can reduce the ultimate price by $7,500 or more.
In addition, Hyundai is launching Hyundai Home, a concierge service that will set you up with a hardwired Level 2 EV charger and even solar panels with battery storage for your home, all of which will be rolled into the car price.
Although it may not outperform the Tesla Model Y on every spec sheet, the Ioniq 5 subverts Tesla's EV monopoly more than any other automobile. Traditional automakers waited a decade to catch up, but now there are significant options in the EV market. The Ioniq 5, more than any of its other legacy competitors, forces you to rethink what you're truly paying more for in a Tesla, and the answer just became a lot smaller.
Hyundai Ioniq 5 2022
THE BASE PRICE
$40,925-$55,725
VEHICLE DESIGN
Front and rear motors 5-passenger, 4-door SUV with RWD/AWD
MOTORS
168-hp/258-lb-ft AC permanent magnet electric; 225-hp/258-lb-ft AC permanent magnet electric; 99-hp/188-lb-ft front and rear AC permanent magnet electric, 320-hp/446-lb-ft comb
No comments: