KUALA LUMPUR, June 8 — The new Hyundai Ioniq hybrid, launched a few months ago, boasts perhaps some of the most advanced features and components in automotive hybrid technology. Available for just over RM100k, the Ioniq is locally assembled at the Innokom plant in Kulim.

Specifications-wise, the Ioniq is very impressive — with a CD of just 0.24, it is one of the most aerodynamic cars around. The body of the Ioniq is specially designed for hybrid use — it has a hatchback shape that is similar to that of the Prius and the Honda Insight. I would presume that this design is to make up for space used up for stowing the battery pack under the rear floor of the vehicle.

The engine of the Ioniq is an Atkinson Cycle GDi engine that develops 105PS and 147Nm of torque. The drive is supplemented by an electric motor that is rated at 32kW and 170Nm. The combined power is mooted at 139PS, with no numbers for the combined torque — on the road, the Ioniq accelerates briskly if you put your foot down. For those not in the know, an Atkinson Cycle engine is the best engine type for hybrid applications (currently) as this type of engine is known to be more fuel efficient in comparison to conventional engines. However, you cannot get something out of nothing, and so, if everything else remains equal, the horsepower is lower. Car makers, while trying to maintain a relatively low cubic capacity, therefore try to make up horsepower by adding other features, such as a Double Overhead Camshaft (DOHC) valve train, Gasoline Direct Injection (GDi) and Variable Valve Timing (VVT). In addition, the main material for the engine is aluminium, to keep weight down to a minimum.

Whilst traditional car makers go for a Constantly Variable Transmission (CVT), the Ioniq uses a 6-speed Dual Clutch Transmission (DCT), which provides a sporty flavour to the driving performance. Seven airbags are standard.

The engine and hybrid motor for the Hyundai Ioniq hybrid. — Picture by YS Khong

The Hyundai Ioniq follows the same tradition as the rest of the Hyundai model range to offer more for your money — the list of goodies reads more like that of a much more expensive car. Let’s look at the main ones — the driver gets an 8-way power seat with 2-way lumbar adjustments. On the road, should you get drowsy and veer away from your lane, the Ioniq has Lane Keeping Assist System (LKAS) that will give you an audible warning and actively steer the car back into your lane. Front and rear parking assist is also available. Luggage space is excellent, at 550 litres, and the rear passengers get an air-conditioner vent.

Other interesting features include a Tyre Pressure Monitoring System (TPMS), smart Entry and Keyless Start, Active Headlights, and perhaps the most impressive of it all is the Active Cruise Control (ACC) feature. ACC uses throttle and brake regulation to maintain a safe distance between the Ioniq and the vehicle in front of it.

With the following dimensions of a 2,700mm wheelbase, overall width of 1,820mm, overall length of 4,470mm, and an overall height of 1,450mm, the Hyundai Ioniq fits right into the C segment category. It seats up to a maximum of five persons. Kerb weight is 1,361kg. Having said that, we must also appreciate the efforts that Hyundai have put in to keep weight down to a minimum — there is extensive use of aluminium parts throughout to keep weight down.

The interiors of the new Hyundai Ioniq hybrid. — Picture by YS Khong

On the road, the Hyundai Ioniq is quite well behaved. I didn’t really get to go very fast, considering that I spent most of the time with the test car in a city environment. In that type of environment, I managed an overall fuel consumption of a mere 5.4 litre per 100 kilometres. I consider this fuel consumption a fair indication of what any other user, driving like an normal driver, would achieve. Top speed, which I did not hit, is declared as 185km/h, and zero to 100km/h acceleration is claimed at 10.8 seconds. In terms of road manners the Ioniq would not fall far from the tree — with a Macpherson strut suspension at the front and a multi-link independent suspension at the rear, the Ioniq, would be able to hold its own against any competition — I didn’t go fast enough to get anywhere near the Ioniq’s limits because I don’t think that anybody in his or her right mind would ever want to.

All things said and done, the Hyundai Ioniq, on paper, and in the flesh, is a great car, with high specifications and great features normally found in more expensive cars. In terms of value for money it would be hard to beat.