Electric Cars

The Ioniq 5 is Hyundai’s all-new electric effort.
Hyundai
As the first of an upcoming line of Ioniq-branded electric cars, Hyundai needs to put its best foot forward with the new Ioniq 5. Fortunately, the freshly debuted crossover makes a bold first impression with its geometric exterior design and the promise of big interior space, despite its compact footprint.But striking good looks will only get the Ioniq 5 so far. It will have to compete with the likes of Volkswagen’s ID 4 and the Ford Mustang Mach-E, each bringing their own unique balance of value, performance and efficiency. Of course, the Ioniq will also have to contend with the 800-pound gorilla of this class, the Tesla Model Y.DimensionsSmall in stature and perhaps more of a tall hatchback than a CUV, the Hyundai may also find itself cross-shopped with the likes of the Nissan Leaf and Chevrolet Bolt. Eventually, it’ll find itself in the similarly sized company of the Nissan Ariya and Bolt EUV, but for today, the Ioniq 5’s 182.5-inch length makes it the second-shortest model in this comparison, just edging out the 180.5-inch VW ID 4. The Model Y and Mach-E are notably longer at 187 inches and 186 inches, respectively. Width and height are similar proportionately, with all four models falling within a few inches of one another and the 74.4-inch-wide and 63.2-inch-tall Ioniq 5 landing in the middle of the pack.You might be surprised to learn that the little Ioniq 5 has the longest wheelbase of the pack at 118.1 inches from hub to hub. It’s followed by the Mach-E (117 inches) and the Model Y (113.8 inches), with the ID 4 trailing the rest at just 108.9 inches. Hyundai’s use of drive-by-wire and steer-by-wire technologies allow the Ioniq 5 to really push its wheels out to the extreme corners, resulting in short overhangs and more space in the cabin for people and cargo than its compact footprint suggests. Dimensions

Ioniq 5

Model Y

Mustang Mach-E

ID 4

Wheelbase

118.1 in

113.8 in

117.0 in

108.9 in

Length

182.5 in

187.0 in

186.0 in

180.5 in

Width

74.4 in

76.0 in

74.0 in

72.9 in

Height

63.2 in

64.0 in

63.0 in

64.4 in

Spacious little Hyundai Ioniq 5 electric crossover is all angles
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Cargo capacityHyundai has not released specific passenger volume as of this writing, so we don’t know exactly how Tardis-like it’s interior really is. However, we do know that Hyundai gave the Ioniq 5 a fancy set of seats and a sliding center console aimed at making the cabin a more flexible space than we’ve seen in any of today’s competitors.Hyundai did release cargo capacity, at least. The little Ioniq 5 boasts just 56.2 cubic feet of cargo space with its second row seats folded flat, a bit less than the 59.6 cubic feet found in the Mach-E and significantly less than the ID 4’s 64.2 cubes. Tesla’s numbers are a bit of a question mark — we know that it shares 68 cubic feet between its rear and generous front cargo areas, but we don’t know exactly where the split happens.Speaking of frunks, the Ioniq 5 has one, sort of. North American models only have about 0.85 cubic feet of space beneath the hood for cargo, which isn’t much at all. Meanwhile, the Mustang’s got that big ol’ 4.8-cubic-foot waterproof frunk that can serve as a cooler and Tesla’s got about a carry-on bag’s worth of space up front. The ID 4, however, doesn’t have any underhood storage, devoting its engine bay to, well, powertrain stuff and electronics. Cargo capacity

Ioniq 5

Model Y

Mustang Mach-E

ID 4

Max rear cargo

56.2 cu-ft

68.0 cu-ft

59.6 cu-ft

64.2 cu-ft

Max front cargo

0.85 cu-ft

NA

4.8 cu-ft

NA

Combined cargo

57.1 cu-ft

68.0 cu-ft

64.4 cu-ft

64.2 cu-ft

2021 Volkswagen ID 4 aims to electrify America later this year
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Battery and rangeThe Ioniq 5 comes in Standard and Long Range configurations, boasting either 58 kilowatt-hours or 77.4 kilowatt-hours of respective capacity. The longest-range Ioniq 5 trim is estimated to return about 300 miles on the European WLTP cycle, using a slightly smaller 72.6-kWh battery that won’t be available in the US. Our EPA cycle is usually a bit less forgiving, so expect that number to drop when the Ioniq 5 reaches the states. I’m guessing — based on some rough napkin math — it’ll be around 260 to 270 miles, also accounting for our bigger battery, but take that with a big pinch of salt.For an electric car, one of the most important metrics separating the winners from the losers is range. For that, you usually need a big battery, but smart use of aerodynamics, tuning, thermal management and software can often be just as important as kilowatt hours. For comparison, Volkswagen’s ID 4 has a bigger 82-kWh battery, but just an estimated 250 miles of range. The Mach-E offers up to 300 miles from its largest 98.8-kWh pack. Meanwhile, Tesla’s Model Y manages to squeeze as much as 326 miles from its smaller 75-kWh battery, which is downright impressive.On the other side of the range equation is the question of how quickly you can recharge the battery. The Ioniq 5 supports up to 350-kW DC fast charging and is able to rapidly fill to an 80% state of charge in as little as 18 minutes. That’s about on par with the Model Y’s 20-minute charge at the fastest Supercharger stations, but remember that the Tesla probably packs more miles into that 80%. The Mustang Mach-E’s 150-kW DC fast charge capability takes up to 45 minutes for an 80% charge with its biggest battery. Finally, the ID 4 has a 125-kW pipe and 38 minute rapid charging, slower but also shorter than the ‘Stang due to its smaller battery. Battery and range

Ioniq 5

Model Y

Mustang Mach-E

ID 4

Battery

58 to 77.4 kWh

75 kWh

75.7 to 98.8 kWh

82 kWh

Maximum range

270 mi (est.)

326 mi

210 to 300 mi

250 mi

DC fast charging

350 kW

250 kW

150 kW

125 kW

80% state

18 min

20 min

45 min

38 min

Fastest charge

62 mi / 5 min

162 mi / 15 min

61 mi / 10 min

60 mi / 10 min

Powertrain and performanceWhile rear-wheel drive is standard, the Ioniq 5 can be had in a dual-motor, all-wheel drive configuration. For purposes of comparing performance, this is the setup — along with the larger battery — we’ll be using against the Tesla Model Y Long Range, Ford Mustang Mach-E Premium and VW ID 4 Pro. So equipped, the Ioniq 5 boasts a total of about 306 horsepower between its two motors and combined 446 pound-feet of torque. The two-motor ID 4 Pro, which will follow the rear-wheel-drive First Edition later this year, brings up at the rear of the pack with 302 hp. Volkswagen doesn’t list torque or a 0-to-60-mph time, but they’re sure to be modest.Tesla also doesn’t officially list horsepower or torque, but the general consensus is that it’s packing about 384 hp and 376 lb-ft between its dual motors. With less torque, but more power than the Hyundai, the Model Y is the quickest of this bunch to 60 mph, at just 4.8 seconds. Meanwhile, the 332-hp Mach-E targets the “mid-5-second range” with the Extended Range battery and AWD, according to Ford.Ford and Tesla have more powerful trims — Mach-E GT Performance and Model Y Performance — that can each sprint to 60 mph in just 3.5 seconds, but they’re a bit too potent (and pricey) for this apples-to-apples comparison. Powertrain and performance

Ioniq 5 Long Range AWD

Model Y Long Range

Mustang Mach E Premium

ID 4 Pro

Power

306 hp

384 hp

332 hp

302 hp

Torque

446 lb-ft

376 lb-ft

417 lb-ft

NA

0-60 mph

5.2 sec

4.8 sec

5.5 sec (est.)

NA

Pricing and availabilityIf money wasn’t an object, we’d all be driving Porsche Taycan Turbos and Tesla Model S Plaids, but in this small SUV class, value for the dollar is a very important metric. Hyundai hasn’t released pricing for the 2022 Ioniq 5 yet, but we’re hoping that it will be competitive at least with Volkswagen ID 4’s manufacturer suggested retail price starting at $39,995 before its yet-unknown destination charge or any tax incentives or rebates. The Mach-E starts just above $43,000, but that’s for the standard range rear-wheel-drive model; more range or performance come at an additional cost. The Tesla Model Y has the highest starting price of the bunch with a suggested price of $47,490 for the Long Range model. The Tesla also justifies its price with the longest range of the group, longer even than the most expensive version of the Mach-E.The Ioniq 5 will be available this fall and, presumably, we’ll start seeing the first preordered Volkswagen ID 4 Pro models reaching buyers around the same time. Ford’s Mustang Mach-E and the Tesla Model Y are available for order today.

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The new Chevy Bolt comes with a Level 1/Level 2 combo charger, and GM will help you take advantage of it.
Chevrolet
Chevy’s Bolt EV has always offered pretty decent bang for your buck. With a sticker price under $40,000 and almost 300 miles of range, it’s been a relatively popular model for General Motors, but now there’s a refreshed Bolt EV version coming out for 2022, and to help get people excited about it, GM is offering something pretty cool.Specifically, according to a report published Wednesday by Inside EVs, GM will pay to install a Level 2 EV charger at your house, including an appropriate NEMA 14-50 outlet and labor. If that sounds like a solid deal, it is. The catch is that it’s only for what GM is calling a “standard installation,” likely meaning that if there’s any weirdness with your garage’s wiring, you could be on the hook for the difference.

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We asked GM for clarification on this but didn’t hear back in time for publication.The new Bolt will come with a combination Level 1/Level 2 charger, so once the outlet is set up, you should be golden when it comes to charging your hatchback at significantly more than the glacial pace of a 110-volt outlet. Of course, even then, you’re leaving something on the table. By that, we mean that the new Bolt can charge at 11 kilowatts at Level 2, but its included charger and this NELA outlet that’s part of the install package will only handle a charge rate of 7.2 kilowatts. If you want the maximum amount of juice in the least amount of time, you’ll have to upgrade to a 60-amp circuit and a hardwired wall charger that will dish out 48 amps.The program is being run through GM’s partner Qmerit, a platform that helps match EV owners with qualified home charging system installers. Customers can get in on the action until June.

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Discuss: 2022 Hyundai Kona Electric gets more aero-forward look and new tech

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That charge-port door on the nose is a lot more noticeable than before. Beauty mark or mole?
Hyundai
Hyundai revealed the new look of its 2022 Kona Electric on Tuesday, and the subcompact crossover SUV is getting an aerodynamic new face and updated cabin tech to go along with its 258 miles of range.The Korean automaker removed the vestigial grille pattern from the Kona Electric’s nose, giving it a smoother and somehow slightly more sinister look. That attitude is bolstered by even slimmer slash-like daytime running lamps at the leading edge of the hood and restyled, low-mounted main-beam headlamps that bleed into the fenders. Unfortunately, the Kona’s shark-like new nose also means that the charge-receptacle door doesn’t disappear into the front end as cleanly as before, resulting in an oddly asymmetric look that not everyone will love. Revised aero-pattern wheels grace the model’s profile, while out back you’ll find a redesigned bumper cap and new taillamps. Based on the specs Hyundai is quoting, it doesn’t sound like the new Kona has much in the way of under-the-skin changes. The aforementioned 258 miles of range is unchanged, as is the 201-horsepower electric motor that also delivers 291 pound-feet of torque.
2022 Hyundai Kona Electric gets more aero-forward look and new tech
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Using a Level 3 charger, Hyundai is quoting a 10%-to-80% charge time of 47 minutes. Level 2 chargers (as are more typically found both in home garages and using today’s public charger network) take 9 hours and 15 minutes to go from 10% to a full pack. Then as now, that synchronous electric motor is powered by a 64-kWh lithium-ion pack. Hyundai says the 2022 Kona EV’s MPGe numbers are 132 city, 108 highway and 120 combined.The Kona Electric’s bigger functional changes seem mostly confined to the interior, including a redesigned center stack and new center display. Both the digital gauge cluster and infotainment screens are 10.25 inches, the latter of which sits quite high on the dashboard. A retooled center console storage area now includes wireless charging. Similarly, Apple CarPlay and Android Auto are also available sans cord.Other tech enhancements for 2022 center on an updated Blue Link telematics system, which includes remote profile management and the ability to send navigation instructions to the car with up to three waypoints. Most importantly for the EV, charge times can now be scheduled via app to take advantage of lower off-peak electricity costs. A redesigned center stack and larger 10.25-inch screens for both the cluster and infotainment headline this EV’s tech update.
Hyundai
Hyundai says that second-row legroom and cargo space have also been enhanced for the Kona’s midcycle refresh (presumably through resculpted seatbacks), but it isn’t immediately clear if those benefits also port over to this updated EV model. There’s no pricing news yet, but the new model isn’t expected to stray too far from today’s starting MSRP of $38,565 (including $1,175 delivery) before any applicable federal and state incentives. The Ulsan, Korea-built 2022 Hyundai Kona Electric is slated to arrive in the US this spring.

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Truck No. 2,277 is the first EV to cross the finish line at a King of the Hammers event.
Nicole Dreon
Last week marked the first time an electric vehicle ran in the King of the Hammers off-road event in Johnson Valley, California. Racer Kyle Seggelin and his team finished the Every Man Challenge in truck No. 2,277, a Toyota 4Runner with the powertrain from a Nissan Leaf EV.The 4Runner/Leaf rig was built by Seggelin and his team. It started the race with two 20-kilowatt-hour batteries, enough to get it to the first pit stop some 17.5 miles away. There, the team swapped out those batteries for the 62-kWh pack found in the Leaf Plus — a process that took a mere seven minutes.The key to quickly swapping batteries? Custom-built sliders. The team divided the battery packs into sections, each weighing roughly 200 pounds. They fit securely into the sliders and connected to the electric motor with a large, high-voltage connection, and one or two smaller Molex connectors, depending on the pack size. All the team had to do was disconnect, slide the packs out and then reverse the process. Easy peasy.While Seggelin and his co-driver, his sister Dahlia Seggelin, were out on the next 55 miles with the larger 62-kWh battery, the team charged the original, smaller batteries with a 12,000-watt generator. It was on this 55-mile section of the race course that the camaraderie of off-road racing really shined. Another team’s crew asked Seggelin to carry some parts out to their rig, which was stopped about five miles outside of pits. The KOH rules state that there is no pitting outside of designated areas, but competitors can help each other. But before Seggelin got to his fallen foe, his power steering went south. Seggelin noticed that the other team’s tool bag had the part he needed: a simple bolt. Not knowing what was wrong with the competitor’s rig, he took a risk and used the other team’s part anyway.Celebratory champagne at the finish line. 
Nicole Dreon
Displaying true sportsmanship, the other driver was ready to give up his race in favor of his competitor finishing, until Seggelin noticed that the other rig just needed a heim joint to get going. Once again, the tool bag provided the solution, and both trucks were able to make repairs on the trail.The 4Runner, however, was also running on three-wheel drive thanks to a broken front axle, and Seggelin said his truck lost power a few times. The team made the second battery swap in under 10 minutes, but in all, it took him 7 hours, 42 minutes, 9 seconds to finish the 91-mile lap. Preliminary data analysis shows that the truck got more range than the anticipated 1 mile for each kWh of juice, but the team won’t know the exact figures until they really dig into the computers.Seggelin was in a class of one in the Every Man Challenge, only needing to finish the first desert-focused lap of the race to take the podium. Next year he and his team would like to go back in a tube chassis EV with dual motors, solid axles and gear reductions to really get the most out of the power plant. He’d like to see other competitors bring electric competitors, as well, including major car manufacturers.”If a couple of guys in a garage with a junkyard Leaf and a 30-year-old hand-me-down truck can do it,” Seggelin said, “what’s stopping the auto industry from giving us some competition?”

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