Hyundai Ioniq 28 kWh range test in -24°C

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[@dfjelddalen]

Always fun to see how well the classic Ioniq holds up against newer EVs. Also, great journalism that puts a perspective on EV development and demonstrates how older cars can be very viable, especially with today's much improved charging infrastructure. 🚗⚡⚡⚡

[@Francesco93488]

I bought a 2016 classic Ioniq in 2019 (29'0000km at the time) and now it has 140'000km. Still going strong! When I measured the degradation at 100'000km it only had 1%

[@Vayshen]

Great to see this powerhouse tested so thoroughly. This is the kind of car that would be perfectly sufficient for so many people - the short commutes/errands car. I hope Kia or Hyundai make a proper successor to it someday.

[@hadtopicausername]

That is one heck of an efficient car.

[@myaccount__7269]

Ha. Loving these daily Ioniq videos with th4 classic

[@toyotaprius79]

Why aren't used Hyundai Ioniqs cheaper whaaa 😭😭 why can't Hyundai (or Toyota) see sense in providing accessible plugins keeping the ioniq design philosophy, kamm back, clever in design, efficiency, material use etc. Less is more

[@swecreations]

If you make a good electric car people will want to buy them, and they won't depreciate nearly as much.

[@Gazer75]

I just increase the temp a bit in my eGolf. It detects passenger in right seat to determine if right side is in eco mode or not. So I usually set it at 22-23C when alone to compensate a bit.

[@gerbre1]

In summer you love the Ioniq even more. There are not many summer videos with the Ioniq on this channel. I remember an old Ioniq video in winter with a lot of ice at the front of the car.

[@pigedehekkan]

You can run the heater more efficient if you adjust it manually instead of using auto. Auto function has it's place, but it's neither the most efficient nor comfortable whether it's hvac, wipers or autopilot. The same goes for Tesla. Best regards, long time owner of both Hyundai cars and Tesla 😉

[@toranderssrvold8084]

Heater consumption is mostly time-based, so the faster U drive, the less influence will heating have on your total consumption if U are going to cover a certain distance...

[@sie4431]

It'd be nice if you tested this Ioniq in Summer for comparisons sake but even compared to the warmest winter test (3c) there has been a 50% increase in the power consumption from 3 to -23c.

[@Olvi12]

Model 3 2023 RWD at -15'C in Finland takes 210-230 wh/km with 10min preheating via the Tesla app (car does not count preheating to the consumption!). When DC charging battery up to good temperatures, only then the consumption drops a lot. 😢

[@ericvet8b]

Definitely check, if you can, model 3 RWD? 😊. I can’t believe that many modern EVs get that consumption in summer!! 😮

[@sgrippa64]

I wish my Leaf could reach those numbers…😅

[@totemimaging]

Super as always. Any chance of updated testing of the MG4 during winter?

[@ischju]

It’s really thirsty. I changes like a boss though.

[@totemimaging]

@@ischju I know. I own one, however, my average winter range between -5c and +6c between Switzerland/France (mountain roads, autoroute, city, etc) is 290-320km. I honestly find that quite worthy and frankly not that thirsty after all. Phase II version, with 17" alloys and Bridgestone Blizzak LM005 EV Winter tyres. It'd just be super interesting to see some updates on this model, under such 'severe' conditions. For sure, the key is battery pre-heating...

[@lingondraken]

Regarding the air chill; have you tried turning off the automatic frontscreen defogging? I found it incredibly annoying because it basically just meant it would try to defog/defrost the frontscreen 100% of the time and never allow any other vent configuration, even if you turned off the supposed "auto" climate control setting. If you, or someone else, don't know how to do it, you press and hold the button for front windscreen defrost until a little text appears in the tiny display dedicated for the climate control. Anyway, with this pesky "function" turned off, I can use body and feet airflow the majority of the time and do not feel cold even at -20 degrees with Driver Only mode.

[@robertpopek6063]

For hypermiling in winter I put on proper winter clothes, inkluding a Balaklava and battery heated shoes. Then I can take the Ioniq for an Arctic drive whitout issues! 😊

[@FFVoyager]

I might try that. I have an electric vest designed for motorcycle use that would run from the 12v socket.

[@lingondraken]

@@FFVoyager I would not at all recommend that. If you plan on breathing, you will have issues with fogging up windows in most conditions.

[@FFVoyager]

@@lingondraken do you think? 🤔 I might try it and see if that happens.

[@lingondraken]

@@FFVoyager I drive one daily and sometimes on short drives for groceries or the like in winter I don't feel like wasting so much energy on heating the cabin for 2 minutes in winter, which is usually the amount of time it takes until the windows starts to fog up.

[@JHDundrum]

Driver only but with setting one on the seat heater : )

[@LustX]

Can someone explain why the consumption does not go down between 23c vs max heat of 30c? The km number does not change on my dash, but i don’t remember if the EV menu shows an increase in consumption. Is the heat pump very efficient after room temp? For comfort 26-27 feels perfect for my body

[@SCVibez]

Bjorn, you need to compare classic Ioniq against Ioniq 6 RWD for efficiency. Is the classic Ioniq still king?

[@jeallservice]

If you drive in eco mode then the heater could be in eco mode to. And then it is more cold in the car

[@reynoldichi1090]

Maybe you should put 24 Celsius on driver only.

[@bro.100]

it was said, that Tesla uses "driver only" based on chairs occupied

[@hamshackleton]

I'd like to know how the MG5 Estate copes with extreme cold.

[@tridrean]

❤❤❤

[@atehrani]

Driver only should be in the results. Also, I see you're using ECO mode, which can decrease the climate usage

[@Owsryudie]

For the Ioniq owners I have a question: - How can you optimally measure the leftover capacity of your Battery? - Would help a lot, because I have the same Ioniq in the model: 2016 - 2019.

[@bjornnyland]

kzbin.info/www/bejne/oX7LaXybYpKLbqc

[@gksandsleth]

Drive it to as close to empty you can and measure how much you charge at home. Read the log from your charger. Mine is driven 110000 kilometers and i regular charge over 26 kWh in one charge at home. So then i know i have 26kWh battery to use.

[@reiniernn9071]

@@gksandsleth Maybe 6% less usable energy. You charge a little more than available for driving. In my kona64 that difference was 6% with slow charging (at 4KW)

[@Owsryudie]

Thank you!@@bjornnyland

[@Owsryudie]

Thanks! @@gksandsleth

[@UndefeatedDeity]

Ultrasound? Second baby on the way? 🤩

[@bjornnyland]

Yes

Best EV ever made!! Test it against a SR+ in everyday use (short trips) in cold weather, the Ioniq has almost the same range :)

[@bjornnyland]

You mean almost the same consumption, right? SR+ has twice as big battery as Ioniq.

@@bjornnyland I wish i was joking, but im not. My SR+ has 150km range in winter when commuting short trips. I keep saying it, real world tests are not 1000km straight but 5-15km trips with cooldown intervals until battery is empty. Try it if you dare! 😉

[@lingondraken]

@ That doesn't make any sense. It is cabin heating that takes huge amounts of energy in short trips, and with the car sizes being roughly equal but the SR+ having a twice as large battery. Are you suggesting the SR+ wastes such an enormous amounts of energy to heat the battery constantly?

@@lingondraken exactly

[@FFVoyager]

Driver only and turn the temperature up a bit!

[@nateagt]

Yeah but in normal mode you get a bit more heat.

[@FFVoyager]

@@nateagt and use a lot more energy. 🤔 But, to be fair, getting close to -30c is quite an extreme for most Ioniq users!

[@sn3lhest]

Is the battery in the 38 kWh model the same type? Like does it charge as good in cold temperatures etc as the 28 kWh?

[@OenkePoenke]

Not at all. the 38's battery is a lame duck, under best conditions (above 25C) charges only upto 48 kW, drops quickly and coldgates as hell. The 28's battery was very expensive, it was more like a lighthouse project, expected sales like 10% of all Ioniqs (there were hybrid and PHEV variants) and Hyundai was totally overwhelmed, thus throtteling production to not loose too much money - which resulted in delivery times of way over one year. The 38's battery was the one they were able to make profit with then. You can imagine that it was way cheaper to build, although it's thermal design was way advanced (liquid colling and heating, even heat scavanging) against the 28's (ait colling and heating only, no theat scavanging from the battery). It seemed though, that the heat scavanging was even active when the battery was below 25C, so it's almost impossible to get half-way decent charging speeds with the 38 in winter. Some (e.g. Electric Dave's north cape challenge) even tried to insulate it, with little to no success.

[@hanswallner2188]

The 38kWh battery has the same cells, but unfortunately charges VERY slow, even in summer much much slower then Ioniq 28 and in Winter really slow. It seems this is due to battery design and space constraints and no active cooling. It might be another factor, that they were just too afraid and added some artificial charging speed restriction for better battery life as so many Ioniq Classic were driven with extensive mileage by cab and transport services and put huge mileage on it making Hyundai fear they would run into battery life problems and therefore slow charging in newer models. The Ioniq 38 was designed at a time where we did not yet know how good the batteries hold up, today we have Ioniqs 28 with 300.000km and pretty good battery condition. So Ioniq 38 is a superb car, same superb efficiency, but SLOOOOOW CCS charging, but you can expect extremely long battery life due to to this design limitations. Ioniq 28 is fast on trips above 500km due to very fast charging, and still one of the best EVs ever built, and most people will not manage to drive the battery mileage wise down to their limits, so age degradation (which we do not yet know exactly) and not cycle degradation will be the limiting factor for this cars.

[@OenkePoenke]

@@hanswallner2188 nope, the 38 doesn't have the same cells as the 28 at all. The 28's are high cobalt cells, extremely expensive. The 38 uses the same cells as the same year's (2019) Kona, which came in two variants: 39 kWh and 64 kWh. The 39 Kona charges just as slow as the 38 Ioniq, the 64 Kona's speed is a scale-up just at the same ratio as the battery is bigger than the Kona 39's, simple math: 48kW/39*64~=79kW. This way, the Ioniq facelift and the two Kona viriants' 10..80% charging times are the same. Only the Kona 64 gets more km per minute charging time, at least in the lower percentages. Also wrong are your assumptions towards cooling, the new pack had an added water cooling and heating; the cooling is even visible by the flaps in the front "grille", which has two flaps, which open, when more cooling is needed. See e.g. Bjørn Nyland's Ioniq 38 range test. Just perform a quick search for eg "ioniq 38 battery tcooling". That way I also found a YT video by "Go Green Autos" called "Hyundai Ioniq EV 38kWh cooling system" The cars that got heavy charging throtteling due to insuffient cooling was the Nissan Leaf 40 and 62, because older models' batteries degraded (and still do) way too fast. The cooling system was not even sufficient for the oldest leaf models with 24 and 30 kWh batteries, thus most older Leafs have heavily degraded batteries. And that's why The 40kWh Leaf was the car bringing the term "rapid gate" to live. Totally agree to your last sentence though, I still own my Ioniq 2018 I bought new in 2018 🙂

[@mariuzsone]

Why regen on so high level? I remember, you was saying that, cruising on no regen is more efficient.

[@bjornnyland]

Nope

[@Pete-1261]

I also thought no regen means higher efficiency. I always drive with zero regen, but haven´t paid much attention to the my IONIQ´s power usage...

[@RRoberto76]

Nice video, Bjorn! This excellent car could be a reference for the EV industry, but it's not. 😐

[@FFVoyager]

I think Mercedes looked at the Ioniq before making the EQS. 🤔

[@RRoberto76]

@@FFVoyager Really? The more than 2 tons weight and the big, less aerodynamic body is not exactly the same way.

[@FFVoyager]

@@RRoberto76 shape. It's not the 'same' car at all but I think the Mercedes team went about their development from admiring the Hyundai rather than any other car.

[@w131ify]

Serius (7th time with Hyundai Ioniq 28 in 7 days??

[@bjornnyland]

And?

[@w131ify]

Duck :-)@@bjornnyland

[@Xennox2]

Its fun to watch these videos. am i going to buy a electric car? No.. Probably never.

[@chrisc8156]

It is not a little cheating it is a lot of cheating to drive with no heat in cold weather. The test is kind of pointless.

[@bjornnyland]

Lol, did I drive with no heat? Your comment is kinda pointless...

[@roberts.wilson1848]

Even if it were to have better energy consumption, it would be useless due to small battery. The ioniq is a joke with 28kwh. This is what a present day PHEV has...so beside the 20ish battery they also have a significant fuel tank and an ice engine, whereas this ioniq has a wimpy ass small battery. A korean scam vehicle.

[@gerbre1]

No PHEV can reach 250 km range in summer. A PHEV consumes twice as much. My Ioniq drives me everywhere I want to. From Hamburg to Riga in two days with a night stop in Warsaw, no problemo. Way better than any PHEV or fossil car.

[@SciFiFactory]

I daily drive an Ioniq 28kWh. It's perfectly fine. My work commute is 100km in total which I drive usually between 75% and 30%. Recharging only takes 5h over night on a normal wall plug (2.2kW). On long trips I do 10-15min charging brakes every 1-1.5h. Those brakes are just enough to go to the toilet and eat a snack. Many people with a girlfriend like mine have to do that anyway. Anyone who drives by night SHOULD do that anyway. These short charging stops are only possible thanks to the high C-rating of the battery. Thanks to the high efficiency you charge a lot of km in a short time. One very often overlooked advantage of this whole configuration: you don't need 150kW (or higher) chargers. The Ioniq can charge almost at full speed at all DC chargers you can find. Basically, with an Ioniq, the whole charging infrastructure is one tier improved. The small battery helps keep it efficient, as it keeps the weight and size of the car down. The Ioniq has so much space inside, it's quite incredible. So no, I wouldn't say it's a scam car. Maybe it's not for you .... I like it quite a lot. Yes there are some compromises ... but not all of them are as bad as one might think at the beginning... and some even result in actual advantages.

[@FFVoyager]

Not useless at all for the 'average' driver. In the UK and the USA (and probably most of Europe and Asia) cars do between 8,000 and 10,000 miles a year (13,000 to 16,000km). That's around 190 mi (300km) a week. With a small battery that charges fast how is that a problem for anyone?

[@fricatus]

The Ioniq is a great car. Drove it for 5 years, commuting 55 km in either direction every day. Also all around Ireland, Wales , England and France. The battery is small but the car is so efficient, it makes up for it. 150 km at motorway speeds, 200-250 on slower roads. Charges fast enough to be on the way again after 20-25 minutes. Just need to plan ahead for charge stops. Cost as much to buy new on finance as it was costing to keep a 13-yo Honda Accord diesel on the road. Best motoring decision ever.

[@Jinguapingi]

​​@@SciFiFactoryyeah, me too.the poster is just a troll

[@tridruankham2657]

❤❤❤