![]() Perhaps not surprisingly, I was not disappointed the interior was a very nice place to spend time in, and offered plenty of space.ĭriving felt like any other car but you were greeted with loads of torque as soon as you touched the accelerator–especially in sport mode. ![]() I was really excited to get behind the wheel of the Ioniq 5 because, on paper, it seemed like a great option when shopping for an EV. While I didn’t get a lot of time behind the wheel of the Hyundai Ioniq 5, I have to say I am impressed. Without your quarter on the machine, well, maybe they’ll get public charging straightened out by the time you take delivery. Which is probably fine, because current wait times for the Ioniq 5 are about a year IF YOU ALREADY HAVE AN ORDER IN. So the good news is the Ioniq 5 is awesome, but the bad news is pretty much everything else about the state of the EV union is still in shambles. The single-pedal mode, which allows you to all but eschew the brake pedal in normal operation, isn’t as smooth or intuitive as Ford’s implementation on the Mustang Mach-E, but after some familiarization, it became my favorite way to drive the Ioniq, as it was with the Mach-E. The Ioniq rides and handles like most modern medium-sized crossovers, which is to say better than it should given the tall form factor, but the added instant torque of the electric drivetrain means never having to say you’re sorry about shooting off the red light first when you need to make some lane changes to get to Kohl’s. The driving experience is pretty sweet, too. And the touch screen is also highly customizable, allowing you to basically set up “hot keys” to more quickly access frequently used functions. Most of the controls being touch-screen based is a minor inconvenience at times, but Hyundai still does the service-as with their gas cars-of providing actual buttons for a few mission-critical functions. While some of our friends and neighbors criticized the interior for being a bit too sparse-and, to be fair, it’s a departure from the traditional design of a highly-driver-centric cockpit we’ve become accustomed to-the minimal form is no less functional, and feels airy and open, which is something we can’t say about all modern cars. Compound that with predatory dealers and supply chains still reeling from peak pandemic-era slowdowns, and you end up with amazing vehicles being inserted into a turbulent world that refuses to let them shine.Īnd that’s a bummer, because while Hyundai in general is killing it these days, the Ioniq leverages that general corporate goodness with a bit of a sci-fi twist in the form of the minimalist, but comfortable interior. The public charging infrastructure is hot garbage, with too few stations, charging too much money, for too slow charging, and that’s even if they function when you arrive on e-fumes to begin with. ![]() Yeah, we’re there, and the Ioniq 5 is brilliant, unique, useful and interesting in all the right ways.īut the Ioniq’s goodness just underscores the badness of pretty much EVERY other factor surrounding EVs at the moment. The Ioniq 5 basically settles the argument-if it were even still ongoing-over whether mass-market electric vehicles are “there” yet. Where the Mach-E felt a bit like a novelty rushed to market (look, an electric Mustang) the Ioniq 5 delivered a more developed experience, from walking up to driving off. flat and blah (Mach-E).Įven outside door handles? Smooth and integrated (Hyundai) vs. Let’s compare seats: comfortable and supportive (Ioniq 5) vs. The Mustang? Here, we’ll just bolt this iPad to the dash, and hope you don’t mind hard plastic. Inside, the Hyundai delivers soft, upmarket touch points and a stylish, integrated wide-screen display. Instead of a caricature of something else, the Hyundai is a futuristic styling exercise brought to life. Where the Mach-E’s styling looks forced and saccharine–and even a bit bloated–the Ioniq 5 delivers crisp, refreshing and upmarket lines. The Hyundai Ioniq 5 is everything the Ford Mustang Mach-E wants to be.
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