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Private Fleet Car Review: 2019 Hyundai Kona Highlander Electric

This Car Review Is About: Hyundai dipping a toe into the battery powered waters of electric cars. The Korean company has the Ioniq range of petrol/hybrid/battery, whereas the Kona has no hybrid option.With a range of around 460 kilometres, it’s more than suitable for daily running around in the urban environment, and so it proved during our week-long test.

What Does It Cost?: The range of Kona Electric starts at $59,999. That’s before government charges and dealership costs. The Highlander starts in the middle $60k range, and that puts it within the ballpark of the forthcoming Tesla Model 3. The car comes with a charge cable which plugs into a standard home power socket. For an extra couple of thousand Hyundai will supply an adapter box that gets installed at home. At a rate of around7.2kW per hour of charge, it trickle charges at a rate good enough to avoid range anxiety if plugged in overnight. In the week we drove it, it was topped up just twice.On The Outside Is: A car that is possibly overdone in styling to alert people to the fact it’s an electric car. The Tesla range, for the sake of inevitable comparisons, look like a normal set of cars outside, and have a distinctive yet still normal-ish look inside.

Front and rear lower bumpers have been restyled in comparison to the standard versions. There is a ripple, wave like, motif to them, and the front looses the centrally mounted driving lights. Somewhere in the front guards are cornering lamps, barely visible unless looking for them. Our test car was clad in a two-tone metallic Ceramic Blue and Chalk White body and roof styling, with a number of exterior colours and combinations available, at a reasonable cost of under $600 for the metallic paints. The wheels are bladed five spoke items, with the blades sporting a heavily dimpled design on one half of each of the slabby five spoked design.These reflect the nose of the Kona Electric. As there is no need for a traditional cooling system, the front has the air intakes replaced with a plastic insert that draws attention to itself by virtue of these dimples. The colour highlights these quite strongly too. This nose section houses the charge port, and here Hyundai has a solid win.

Press lightly and the cover pops open. Insert the Type 2 Mennekes charger device which is found in a sturdy bag in the undercover cargo section, attach to an extension cable, a green loop lights up, and charging is underway. To remove the charger requires nought more than a push of a simple press-stud. It’s more effective and far more simple than Tesla’s overthought system.The overall look is very close to the normal Kona but the dimpled look is probably a non-necessary addition. The dimpled wheels are unnecessary too. Normal looking wheels would have toned down the “look at me, I’m electric!” look.

On The Inside: The Kona Electric interior is more sci-fi than traditional in some aspects. The seats are vented and heated, with the car provided having white leather-look material which wouldn’t be suitable for younger childre.. The steering wheel is heated, there are cup and bottle holders, and a wireless charge pad for compatible smartphones, plus a USB port or two. All normal.

Then Hyundai goes to Star Trek inspired designs for the centre console. Its a floating or split level design and not exactly easy to get items into the lower storage section. The upper level is home to four buttons for engaging the drive, a tab for the heated steering wheel, another for three drive modes (Sport/Normal/Eco), and all in a somewhat chintzy looking silver. It’s horribly overdone, visually tiring, and goes past the point of sensible in pointing out to passengers they’re in an electric car.There are some good points: the drive modes change the look of the full colour LCD screen that is located inside an analogue dial. These, at least, look sensible and appropriate. There are different colours and looks to the kinds of information being displayed. There is also a HUD or Head Up Display for safer driving. The touchscreen is slightly revamped to take advantage of the propulsion system and has sub-screens that allow for personalisation and adjustment of the drive modes.

In regards to charger points for public usage, the onboard map system has these preprogrammed. That’s a good thing as this particular kind of charge point seemed to be a little spare on the group using certain apps.On The Road It’s: Soft in the suspension. It’s a well controlled softness, but it’s soft. There’s a lot of travel in each end, with the front exhibiting more sponginess than the rear. It really does feel as if it could do with a dialing up of the stiffness with a corresponding change in dampening to provide a still progressive yet tauter setup for a better ride. Hyundai say that something like 37 different damper combinations and a number of varying spring and anti-roll-bar setups were tried. However, it must be said that the suspension has to deal with 1700 kilos or so, which includes the floor mounted battery pack. That does help with handling by providing a low centre of gravity, so that softness, although the final result of the extensive testing, may not be to everyone’s taste.

There’s an unexpectedly high amount of road noise too. There’s a sensation of wind coming in via a door left open in respect to the noise level. The ecofriendly rubber adds to the ambient noise levels also.Acceleration is decently quick with a sub eight second 0-100 time, and there’s a gauge in the dash that tells you the percentage of normal, economical, and aggressive driving. Even with our drive routinely seeing hard launches, never did that aggressive driving gauge get above 2%.

To engage Drive, one places a foot on the brake pedal, presses the normal looking Start/Stop button, then presses one of the four drive buttons to get underway. Drive, Reverse, Park, Neutral are the choices.

Actual physical engagement of the drive gear is instant here, and the system does insist upon the brake pedal being used, for example, when selecting Drive from Reverse. Here Hyundai go a little more sci-fi in the aural side. There is an eerie whine, an almost subliminal sound that has people wondering if they’re hearing it or not, as it never goes beyond the level of a faint background noise.

There is a question mark about the drive system. The car reviewed was the Highlander model, meaning it came with the HUD in the dash, heating & venting in the seats etc. However the drive system was front wheel only. This meant that the front rubber would scrabble for grip off the line in those same hard launches.

There are three drive modes, which seem redundant for an electrically powered car. They’re activated via a selection tab in the console and Hyundai do provide personalisation of each for items such as climate control and recharge via the touchscreen. Regeneration levels are also changeable via a pair of paddles behind the tiller. These same paddles allow for bringing the vehicle to a full halt if the left paddle is held.The steering itself is heavier than expected in normal driving. That’s more to say it’s not as assisted as expected, feeling more akin to the front rubber being deflated by around 20 to 30 percent. All up, though, the Kona Electric, for all of its perceived deadweight, is nimble enough, with rapid and unfussed lane changing when required, a definitive sense of weight transfer when lifting off the accelerator, and the mid range urge is enough to raise a smile. Punch it whislt using the heated seats and steering wheel though, and watch that expected range figure drop, and rapidly.

It’s otherwise a delightfully enjoyable cruiser but “suffers” from a peculiar quirk. Although the electronic brains engage the drive systems almost instantly between Drive/Reverse, from a standing start there’s a small but perceptible hesitation before the actual drive kicks in. Think of that momentary lag along the lines of a diesel’s slight intake of breath. It’s an unusual sensation however once knowing it happens all of the time, adjustments on driving style make for smooth progress.

The brakes are an integral part of the drive system and they’re just on the fine side of grabby in normal driving. Downhill descents have them gently squeeze and you can feel the retardation the regenerative system endows.

Hyundai adds extra tech in the form of the smartphone app called Hyundai Auto Link Premium SIM. By tying in with the car’s telematics you can look at driving history, driving efficiency, general battery information, plus it allows a user to book a service remotely. Items such as hazard lights, or lock/unlock can also be performed by the app.

And The Safety? As expected, Hyundai’s full range of SmartSense active safety tech is here. AEB is standard, radar collision alert, Blind Spot Alert, Lane Keep Assist, and active cruise control are all here. The actual safety rating is five star.

Warranty and Services? Service intervals are once a year of every 15,000 kilometres. That second figure is appealing for some as it means they’re more likely to do less than the 15K…For those that aren’t frightened by range anxiety, and drive it as they would a petroleum fed machine, it’s a figure easily achieved. Hyundai have also capped the first five service visits at $165. Warranty wise there is a five year standard figure and the battery pack has eight years.
At The End of the Drive.

Hyundai is part of the growing band of brothers that have joined the fully electric powered car family. It’s a technology that has history against it, and the future on its side. But there’s no need for today’s cars to be made to look like something from 200 years in the future. Aside from the Star Trek meets Jetsons looks, it’s a capable enough chariot. Pricing is something that will change for the better but for now, it’ll have to do.
Hit up Hyundai here for more info.

Say Hello To The New Baleno and Colorado.

Suzuki Australia has announced that the Baleno has been given an update and will be available in Australia late this year. The new look Baleno GL will be here from August and the Baleno GLX variant available for purchase from September 2019. Pricing will remain incredibly sharp, with the Baleno GL and with a manual transmission starting at $15,990, the auto just $1,000 more, and the auto only GLX at $18,990.

Key changes to the exterior design include a newly designed front grille, revised front and rear bumpers, whilst the 15” steel wheel hub cap and the 16” alloy wheel have received an updated look.
The updated Baleno GLX will also feature UV protection glass on the windscreen, upgraded headlight projectors from HID to LED, plus automatic headlight leveling. Metallic paint is a $500 option, and the colour range is: Fire Red, Arctic White, Granite Gray Metallic, Stargraze Blue Metallic, and Premium Silver Metallic. Interior changes are limited to a revised door trim colour plus all-new seat fabric design and colour. All engine configuration and specifications remain unchanged as per the current model.

Suzuki Australia General Manager – Automobile, Mr. Michael Pachota said the introduction of the updated Baleno will be key for Suzuki’s growth in the light car segment. “A welcome improvement has been introduced in the Series II with a sleek but aggressive sporty aesthetic, amongst other additions. The new look design successfully freshens up the Baleno and remains perfectly fit in our Suzuki model line-up for the Australian automotive market.”

He added: “Impressively, even with these improvements, current pricing is sustained and with the recent introduction of a 1.4 litre engine in the GLX variant, bringing the entire range below $18,900 RRP, will no doubt further increase our opportunity in the light car segment.”

The new look Baleno comes with Suzuki’s 5 year Capped Price Service (CPS) warranty program.

Holden have also updated one of their staples in the stable. The Colorado has a new addition and some extra features added as standard. The model designated as LSX is now the entry level to the Colorado family. Sitting at the top of the tree is the Z71 and this now hasrugged fender flares and a bash plate now standard on the flagship model. A convenient new ‘soft drop’ tailgate is also exclusive to the range topping Z71, while the mid-range LTZ 4×4 gains leather trimmed seats with the front ones now heated. The Z71 and LTZ now also receive a Duraguard spray on tub liner as standard.
“The addition of the DuraGuard tub-liner means that MY20 Z71 and LTZ Colorado are the only pick-ups that retail for under $70,000 to feature this premium technology as standard equipment,” Andre Scott, the general manager of light commercial vehicle marketing at Holden, said. Careful research has also produced factory backed accessory packs, with Mr Scott adding: “Take the Tradie pack for example. It includes a towing package, side and rear steps, a roof tray, 12V auxiliary power, floor mats, canvas seat covers, weather shields, bonnet protector and cup holders – it’s enough to make sure any jobsite is done and dusted.”
Contact Holden for availabiliy details.

Mercedes Adds The GLB To The Range.

In a possible answer to a question that no one has asked, being “just how many SUVs does the world need?”, Mercedes-Benz has introduced the seven seater GLB. It slots into a gap moreso in the alphabet than in its range by being placed between the GLA and GLC.

Mercedes say it’s the first of their compact SUV range to be offered as a seven seater. However they’re also at pains to point out that the third row should NOT be occupied by anyone over the height of 1.68m. That’s logical as virtually every seven style vehicle simply doesn’t suit taller people.Power will comes from a pair of four cylinder petrol engines or a trio of diesels. A 1.33L petrol with 120kW/250Nm can be specified alongside a 2.0L with 165kW/350Nm. Economy is quoted as 6.2L/100km to 7.4L/100km, and emissions are rated as 142/169 grams per kilometre. Transmissions are a seven or eight speed auto. The pair will see 0-100 kmh times of 9.1 seconds and 6.9 seconds respectively.

The diesels are 2.0L in capacity, will offer 110kW in two versions, and 140kW in the other. Torque figures will be 320Nm or 400Nm in the higher output engine. Consumption is said to be 5.5L/100km. All three will power down through an eight speed auto and 0-100 times will be 9.0, 9.3, and 7.6 seconds respectively.

GLB will bring some cool tech. The driving assistance systems will, thanks to improved camera and radar systems, look up to 500 m ahead and can drive partially autonomously in certain situations. These could include, for example, conveniently adapting the speed before corners, crossroads or roundabouts using the Active Distance Assist Distronic with recourse to maps and navigation data. As a new function of the Active Steering Assist, among other things, there is also the intuitive Active Lane Change Assist.

There is the Energizing comfort control system. It networks various comfort systems in the vehicle, and uses musical and lighting moods plus a number of massage settings for a wide range of feel-good programs. The Energizing Coach recommends these programs according to the situation. Then if a driver or passenger is wearing a Mercedes-Benz vivoactive 3 smartwatch or another compatible Garmin wearable is linked, personal values such as stress level or sleep quality may improve the precision of the recommendation.The intuitively operated infotainment system MBUX (Mercedes-Benz User Experience) is also here. There’s a powerful computer, brilliant screens and graphics, and the ability to personalise graphics. There is also an all-colour head-up display, navigation with augmented reality, learning-capable software, and the voice control which can be activated with “Hey Mercedes”.

The LED High Performance headlamps and Multibeam LED headlamps are available for the GLB on request. The latter allow extremely quick and precise, electronically controlled adjustment of the headlamps to suit the current traffic situation. As an option there are also front fog lamps with LED technology. They distribute the light more widely than the main headlamps and thus illuminate peripheral areas better. Their low position in the front bumper helps reduce the risk of dazzling.

4MATIC models include the Off-Road Engineering Package. In combination with Multibeam LED headlamps these models offer a special off-road light function. This makes it easier to see obstacles in rough terrain in the dark. With the off-road light the cornering light on the Multibeam LED headlamps is continuously switched on up to a speed of 50 km/h. This results in wide and bright light distribution immediately in front of the vehicle, allowing the driver to more appropriately judge their progress.Contact your local M-B dealer for more details.

Private Fleet Car Review: 2019 SsangYong Tivoli ELX

This Car Review Is About: SsangYong’s Tivoli. SsangYong is the quiet third of a three tier car making setup from Korea. Nestled well below Hyundai and Kia, SsangYong currently have a three model range, and the Tivoli is the entry level to the brand. The Tivoli itself is based on the Kia Soul and is badged as EX, ELX, and Ultimate.
The ELX is a solid mid-level competitor in a very crowded market. Being based on the quirky looking Soul isn’t a bad thing either. SsangYong’s designers have done a good job of hiding the relationship with a heavily reworked interior and exterior. There’s no hiding that steeply raked windscreen though.Power Comes From: Behind the bluff and upright schnozz that hides a diesel or petrol powerplant. Our test car had the 1.6L diesel, a slightly chattery but butter smooth item. There’s a huge 300Nm of torque on tap between 1,500rpm and 2,500rpm. Peak power is just 85kW and is available from 3,400rpm to 4,000rpm. The diesel comes in 2WD or AWD for the Ultimate, and is a six speed auto only for the oiler. Economy is, unsurprisingly, pretty good for the pert little five door. Urban driving is quoted as 7.4L/100km for the 2WD version. We saw a best of 7.6L/100km in the urban cycle. Combined is 5.5L/100km and that’s without the realms of possibility. Tank size compromises range though, at just 47-L.What’s It Cost?: The range starts at a miserly $22,990 driveaway for the EX, without premium paint. It’s $27,990 driveaway for the ELX diesel auto, with premium paint an extra $495. Outside one can choose six colours, the test car was Space Black. Inside there are three choices with black overall, brown (mocha coffee shade), and beige. The trim is on the seats and the doors.

What Does It Look Like?: Overall, the presence is restrained from the outside, innocuous even. The front end is very SsangYong family in look, with LED eyebrow driving lights in a swept back cluster design. The lower air intake surround is a horizontal “double Y” with black urethane underneath joining the front and rear. The tail end itself is a look that evokes the MINI Countryman’s styling and a bold C pillar joins the top to the bottom.It’s compact in size to look at. Length is 4,202mm, height is 1,600mm with roof rails, and overall width is 1,798mm. What these numbers mean is good interior space for the 1,480kg (dry) Tivoli.
There’s some good looks inside too. The dash is the current Euro themed arch-type sweep from door top to door top and in the black-on-black it looks ok. The dash’s look is a mix of black textured plastics. There is a faux stitched look, a hood style binnacle, and piano black centre stack.This holds the aircon controls which are soft-touch buttons. An old-school amber backlit display screen sits above a dominant fan speed dial. Unlike most other manufacturers, SsangYong haven’t gone down the path of a standalone touchscreen for the audio/satnav, with the Korean make staying with an embedded look here. Again there is no DAB and that peculiar predilection to have one radio station sound like a skipping record.The driver faces a binnacle that has bright red backlit dials. These can be changed to five other backlights such as blue and yellow for that extra bit of personalisation. A monochrome centre screen shows wheel angle when parked. This is presumably to remind a driver which way they’re pointing when getting ready to move on.
Splashes of alloy look plastic add some colour to the black trimmed option. The seats are comfortable and not heated or vented in the ELX.
There’s the usual apps for the sound system, storage spaces front and rear, and a good amount of cargo space at the rear. There is a pair of 12V sockets, one up front and one for the rear.
Safety is high. AEB is standard, as are warning systems for forward collision and lane keeping. Australia doesn’t get the Euro spec traffic sign recognition system…yet.

What’s It Go Like?
It’s a hoot to punt around. There’s the barest hint of hesitation in the diesel from a standing start. The turbo very quickly spools up and there’s a rapid, smooth, but slightly noisy launch. The engine is a real old-school chatterer under load but there is no sense of vibration is any form. The gearbox is the same. It’s super quiet, super smooth, and rarely proved indecisive in its cog-swapping.

Off the throttle the engine is whisper quiet. There is a minimal amount of road and wind noise whilst coasting, and it’s again only when the go pedal gets the ask that the engine gets noticed. Mid range urge is sensational given the size of the engine. It’s relatively effortless in how it performs when compared to bigger cars with bigger engines. Ride is on the hard side however. The 205/60/16 from Kumho provide plenty of grip but that highish sidewall doesn’t do much in the way of aiding the suspension’s absorption. The spring and damper rates are almost adequate for smaller bumps but hit a traffic calmer at anything other than walking pace and it’s kapow.The rear corners will even “cock a leg” when in tight turns or at odd angles coming in and off some driveways. The upside is how it goes on the freeways. Undulating surfaces don’t exist, stability is high in windy conditions, and the steering, adjustable via a drive mode button, is well weighted. It’s responsive and ratioed so understeer is also kept to a minimum. As a driving package it’s far better than expected.
Warranty Is? Seven years. That’s also with unlimited kilometres, from front to rear. Srvices are 12 months or 15,000 kilometres.At The End Of the Drive: It’s a real shame that this quiet achiever is due to be discontinued. Although the forthcoming Korando promises to be just as good, the Tivoli could be kept as an alternative addition, much like many Euro makers seem to offer nowadays. And it’s at a price and trim point that would be a good alternative to quite a few others. And the Tivoli has just had an addition to the range in the form of the long wheelbase XLV.

Here is how you can find out more.

Private Fleet Car Review: 2019 Kia Cerato GT Sedan & Cerato Sport Hatch

This Car Review Is About: The latest offerings from the long running Cerato range, specifically the restyled sedan and hatch bodies, in GT and Sport trim. There is the S, Sport, Sport Plus, and GT. The S and Sport can be optioned with a Safety Pack.Under The Bonnet Is: A choice of a turbocharged 1.6L driving a seven speed dual clutch auto in the GT, against a 2.0L non-turbo and six speed standard auto for the Sport and S. The GT gets the powerhouse 150kW turbo which delivers 265Nm of twist across a flat 1,500rpm to 4,500rpm “torque curve”. The Sport has a very good 2.0L, with 112kW and 192Nm at 4,000rpm. The S is the only version with a manual six speed available.Economy for the pair is tight; the bigger engine is quoted as 7.4L/100km for the combined cycle, with the turbo 1.6L at 6.8L/100km. Our highway drives saw 5.8L/100km for the 1.6L Cerato GT sedan, the Cerato Sport hatch clocked a 6.9L/100km. Overall activity saw 7.4L/100 for the hatch as a final average on its return, with the sedan at 7.1L/100km. That’s running regular unleaded from a 50L tank.

What Do They Cost?: Kia says $32,990 plus on-roads for the GT sedan, $25,790 plus ORC for the Sport hatch, and if you opt for the Sport+, that’s $28,840 plus ORC. There are ten colours available, with the GT getting its own Sunset Orange shade. Paints classified as Metallic or Pearl are a $520 option.On The Outside Is: A choice of a sleek sedan or a sleek hatch. They’re essentially the same until the rear of the rear doors, and the hatch has a manual tail gate, a more pronounced taper to the rear roof line, and BMW-esque LED tail lights. Essentially, as the GT has a full suite of LEDs for both headlights and DRLs, whereas the Cerato Sport Plus has normal headlights and LEDs for the daytime running lights. Both ends, though, have the indicator lamps set below a driver’s line of sight, rather than being up in the head and tail light clusters.

The GT also has specific wheels and tyres. 225/40/18s with Michelin rubber wrap ten dual-spoke design alloys. The Sport has 225/45/17 alloys of a similar yet different design. The spare is a temporary sized one with a steel rim.Overall dimensions show just how big a modern small/medium sedan is. At 4,640mm in length, they’re bigger than the legendary EH Holden, which was 4,511mm. The Cerato’s height is 1,440mm except for the GT which is 5mm lower. The blocky EH stood 1,478mm. Where the classic Holden won was on weight. At 1,118kg it’s 200kg to 250kg lighter than the Ceratos.

There’s a couple of other minor differences too; the Sport Plus gets body coloured wing mirror covers, whilst the GT has high gloss black covers. Both have heating for the mirrors. The GT has twin chrome tipped exhausts, and the Sport Plus a single well pipe. There’s also a slight difference between the sedan and the hatch when it comes to opening the boot lid. There is a release button on the key fob, and a lever inside. But there is not a tab on the bootlid to open the boot. Once open there’s another design hiccup. The rear seats don’t have a shoulder mounted seat release mechanism. To flip the seats in the sedan the boot must be opened, a boot mounted lever puller for either the left or right hand seat, then it’s back to the rear seats to actually fold them down. The hatch does away with this ridiculous idea by having a boot-lid mounted tab. On the Inside Is: A surprisingly low toned interior. The GT is black upon black, having only subtle red piping on the seats and alloy look plastics around the gear selector, air vents and dash strip, central steering wheel spoke, and door handles, to break up the black. Under the driver’s foot is alloy pedals in the GT. The Sport Plus as tested had a similar look to the dash but had a lighter shade of material from the doors upwards and a charcoal/grey cloth trim to the seats. The GT’s driver holds a flat bottomed steering wheel.

Actual plastics look and feel is cheapish. There’s little, if anything, to differentiate the upper echelon cars from the base model S in this respect, plus there’s a distractingly high level of upper dash reflectivity into the windscreen. The driver’s binnacle display is fully analogue and has a monochrome display screen, not colour. Sound comes from a six speaker system in the Sport Plus, an eight speaker setup in the GT, with DAB tuners across the range plus the now almost seemingly mandatory Android Auto and Apple CarPlay plus Bluetooth.There are four cup, and four bottle, holders in the cabin. Just the driver gets a one touch up/down window switch. The GT gets a wireless smartphone charging pad and it’s a slightly tricky design. A small bump in the plastic on the left hand side will stop a phone from being charged properly if it’s not placed in the holder correctly. There’s a pair of USB ports and a single 12V socket up front as well.

As is the norm now, a touchscreen of 8.0 inches in measurement, and a simple one to use at that, is mounted up high on the dash. Default look is map and audio side by side. As is Kia’s wont, the interface is intuitive and makes using the various functions, and changing settings, fuss free.

On The Road It’s: Not quite chalk and cheese. The turbo in the GT is a firecracker, with verve, fizz, fire and brimstone, belying the 265Nm, as it feels as if there are more. The dual clutch transmission is beautifully matched and the performance potential is huge. Surprisingly, the 2.0L seemed not far off the pace in regards to response and driveability. The smaller engine is a free spirited and easily spun unit however the 2.0L in the Sport was nearly as easy going in how it moved the analogue needle around the dial. The more traditionally oriented six speed auto was nearly as slick and smooth, but simply couldn’t match the bang-bang nature of the dual-clutch in cog swapping.Get and go in both is very good, with the torque spread of the GT’s engine making for a harder run from a standing start. There’s real excitement from the driveline as a straight line run sees the freeway limit reached in what feels like just a breath. The Sport’s 2.0L pulled hard too but in a side by side comparison would be noticeably behind. The dual-clutch also exhibited a trait peculiar to this kind of transmission. Anything from a mild press of the go pedal upwards has the brains of the ‘box working fine, go a little softer, or change from Reverse to Drive, and there’s that customary pause as the brains figure out exactly what the transmission is supposed to do before actually doing so.Handling on both was neutral; the weight of the steering in both was excellent and allowed for a clean judgement of how much input was required to have the nose go where it was desired. On one particular corner the front end would run wide but only at a certain speed and was easily brought back to a controllable level with a back-off and a brush of the brakes. Highway driving has the pair change directions nimbly and the steering & engine choices, left in the default Eco mode, was never needed to be in anything other than that. The GT has a Smart mode which runs between Sport/Eco/Comfort, and effectively learns on the fly as well, helping the on board computers to adapt to an individual driving style.

Ride quality definitely tends towards the harder style yet the GT’s 18 inch rubber doesn’t crash through to the cabin at all. The Australian fettled suspension is well sorted, with work performed on the sophisticated multi-link independent system going to a specific sports tune all-round Braking is superb with the front brake discs growing in size from 280mm to 305mm, making braking a sensory experience and providing millimetre perfect judgement. The Sport lacked little here too, with its braking setup virtually on par. The Sport also has a softer ride setup, and perhaps one that more buyers would choose over the tauter GT for around-town driving.

GT stands for Grand Tourer and so it is with the sedan really showing its mettle on longer runs. The very nature of the torque deliver and the responsiveness of the seven speed DCT suits a good punt and taken westwards along the Great Western Highway, and eastwards on the freeways towards Sydney show what a beautifully setup long distance driver it is. In seventh geqar and barely off idle in cruise mode, the GT is a delight. The Sport’s sixth gear takes the rev point higher and it’s here that the slight coarseness of the 2.0L becomes apparent. It’s not harsh, just noticeable that it’s not quite as turbine smooth or quiet.Of a final note is the aural extension of the engine note into the cabin for the GT. It’s a throaty and rorty sound, not unlike a worked over flat four. But it’s a generated sound, and played via the sound system. It’s a matter of personal taste and unfortunately not one that can be deactivated.

Safety Features Are: strong, naturally. AEB or Autonomous Emergency Braking, with Pedestrian and Cyclist detection, Forward Collision Warning, and Lane Keep Assist are standard. Rear View Camera with dynamic guidelines, Driver Attention Alert Warning, front and rear parking sensors, are also standard.

What About Warranty and Service?: Standard seven years, unlimited kilometres, and capped priced servicing, as per the information here.

At The End of the Drive. Kia has come a HELLUVA long way in the twelve years since AWT was selling cars alongside the brand’s then new cars. The level of technology, safety, the designs, and the change from a non-turbo range to the inclusion of a genuine sports oriented range, such as the Cerato GT, put Kia into a stronger position in the marketplace than it was a decade ago. In an increasingly competitive sales area, the Cerato GT stands out as one to choose from a drivers’ perspective. The Sport is the one for an around town lifestyle. The sedan and hatch have further information available.

 

 

Tesla Model 3 Pricing Confirmed For Australia.

Tesla Australia has confirmed the range and pricing structure for the forthcoming Model 3.Built upon a two model range to start, the Standard Plus and Performance, the new entry level range for the electric car makers starts at $66,000 plus on-road costs and government charges. Expected 0-100 time is 5.6 seconds, and expected range from the supercharger capable Model 3 Standard Plus is 460 km. The Performance is listed as $85,000 plus charges. 0 100 is 3.4 seconds and a range of 560km. 20 inch wheels roll around red alloy calipers, with a subtle carbon fibre spoiler providing extra stability when driving in Track Mode.Five colours will be made available for the expected August launch timeframe; Solid Black, Midnight Silver Metallic, Deep Blue Metallic, Pearl White and Metallic Red multicoats. The metallics are $1,400 and the multicoats $2,100 and $2,800 respectively.

The Model 3 will also receive the over-the-air software updates. A major update is the Autopilot facility, which enables the Model 3 to effectively drive itself albeit still under active human supervision. It enables the Model 3 to to steer, accelerate and brake for other vehicles and pedestrians within its lane. The Standard Plus also gets a 12-way 12-way power adjustable, heated, front pair of seats, with premium seat material and trim, an upgraded audio system, plus standard maps & navigation. There is also centre console with storage, 4 USB ports, and docking for 2 smartphones. Entry is via the Tesla keyfob or a new smartcard system.LED fog lamps, Automatic Emergency Braking, Automatic Emergency Braking, Forward Collision Warning and Side Collision Warning will be standard. Buyers of the Model 3 Performance will receive what Tesla denote as the Premium Interior Package. Live traffic notifications with satnav maps, a 14 speaker audio system with music streaming, heated rear seats complement the standard equipment in the Standard Plus. Both cars will allow for customisable driver profiles, and everything is set up from a spare looking dashboard, dominated by a solitary touchscreen in landscape orientation.An extra feature to be released later in the year is traffic light and stop sign recognition. This will enable the Model 3 to further enhance its autonomous driving ability, and it’s forecast that the Model 3 will be able to do so in a full city environment. The Autopilot feature is also intended to allow autonomous driving in situations such as vehicle overtaking and on/off-ramp driving.

The exterior design is one familiar to anyone with a Model S. The headlights are subtly redesigned for a more wrap-around look, the roof is a solidly tinted glass item, and the rear is a more traditional boot, rather than liftback, styling.Orders for the Tesla Model 3 are now open and available via the Tesla Australia website.

 

Car Review: 2019 Hyundai Kona Iron Man Edition.

This Car Review Is About: Hyundai’s funky little SUV called the Kona. They’ve gone a little rogue here and given the world a limited edition, 400 vehicle, “Iron Man” version, complete with body styling that evokes the Iron Man look, and a couple of nifty interior changes too. It’s powered by the 1.6L turbo engine, has a seven speed dual clutch auto, and puts drive mainly to the front but will split torque to the rear on demand.

What Does It Cost?: Hyundai list it as $39,990 plus on road costs. That’s $990 more than the Highlander with the same engine spec.And What Do I get For That?: There is some visual highlights for the Iron Man Edition. Inside there is a Tony Stark signature on the rippled plastic in front of the passenger, a Stark Industries style logo for the top of the gear selector and in the driver binnacle dials. There is a Head Up Display fitted and it plays a stylised graphic on engine start. The seats have an Iron Man head and Stark Industries logo embossed into the faux leather and the doors shine a Iron Man head puddle lamp. Outside is a bit more. There is Iron Man badging aplenty, with the front of the headlight holder having it embossed into the plastic, an Iron Man centre wheel cap, the Marvel logo on the bonnet which has also been redesigned in shape, plus the letterbox slot above the main grille has a red insert with Iron Man here. There is an Iron Man badge on the front flanks and the guards have been pumped with extra cladding.The bottom of the doors have the brilliant metallic red from the Iron Man suit with the silver inlays, and the exhaust tips in the lower rear bumper have a similar motif. the tail lights are full LED and the rear gate has Iron Man on the grab handle. The LED driving lights have a similar look to aspects of the Iron Man suit and the roof, also in red, has a dark grey Iron Man logo which complements the dark grey semi-matte coating for the body and the Stark Industries logo on the rear doors.On the Inside Is: a mix of Highlander trim and lower trim level looks. Although the seats are perforated they are not vented nor heated. The centre console around the gear selector lacks the buttons found in the Highlander and has red piping highlights. It does carry over the drive mode for Sport/Eco/Comfort, and has a lock system for the AWD. The vents have red piping highlights also and the actual aircon controls are the same as Highlander’s. There are the usual audio and smartphone connections via the Android Auto and Apple CarPlay apps and USB, but the Highlander’s wireless charge pad is deleted. The driver’s seat is powered and there is memory seating. As mentioned before there is a HUD. Internal measurements are identical to the rest of the range.

Where Hyundai could have lifted the interior look is on the dash. The plastics could have been replaced by a higher tech look, perhaps a silver sheen material reflecting that found outside and on the Iron Man suit itself.

On the Outside Is: As also mentioned, some distinctive changes to the body work. Hankook supplies the 235/45 tyres on the multispoke alloys that have red plates attached. The LED driving lights are subtly restyled from the Kona range and the view from the front also shows the lower air intake is different to the rest in the range. The colour scheme is distinctive, of course, and the paint is the type that is best wiped down and certainly not suitable for polishing.

On the Road It’s: Happily far better to drive than the 2.0L with six speed auto. It’s a 1.6L turbo four that’s essentially the same as that found in the firecracker Kia Cerato GT. There is 130kW of peak power, and that’s at 5,500rpm. Peak torque of 265Nm is available between 1,500rpm and 4,500rpm. The seven speed dual clutch auto is mostly a delight to have along with the 1.6L turbo. It lights up from the press of the go pedal at standstill, is super responsive from 2000rpm onwards, and can be as economical as 5.5L per 100km on the freeway.

We finished on an overall average of 7.1L/100km in a mainly urban drive cycle. That’s decent as Hyundai quote 8.0L/100km for the urban drive, 6.0L/100km for the highway, and an overall combined figure of 6.7L/100km. Dry weight is 1,507kg at its heaviest, with a gross vehicle curb weight of just under 1,950kg. The DCT’s glitch is standard for just about any gearbox of its type. Select Reverse, and it engages, roll out to a stop and select Drive.

It’s here that indecision strikes and there’s that pause between engaging and forward motion. It also strikes when coming to a give way sign, and it disengages, waits….and waits….and waits, before the clutches bite. Otherwise it’s super smooth, slick, and rarely did anything other than delight.

 

The AWD system is biased towards the front wheels and one of the driver’s screen display options is showing how much torque is split to the rear. In the Iron Man Edition it’s coloured blue, lights up a set of six or seven bars when in front wheel drive. Plant the hoof and there are four or five bars for the rear wheel wheels that really only show a couple on tarmac drive conditions. When Sport mode is selected it’s more a matter of longer gear holding and slightly crisper changes.

Steering feel is light but not to the point of losing touch with the front. There is quite a bit of communication and the ratio feels tight, possibly thanks to the AWD system providing more bite. Directional changes are rapid, composed, and the suspension is almost spot on. The front end “crashed” over a couple of speed bumps but it’s otherwise urban suitable. The brakes are a delight, too, with instant feedback and one of the best progressive feedback stories available. A driver can precisely judge just how much pressure is required at any point on its travel from top to the end. Disc sizes are up from the 2.0L Kona, at 305mm and 284mm.What About Safety?: Well there is no problem here. It’s standard Hyundai in that there is little, if anything, missing from the SafetySense package. The mandated systems such as ABS etc are here but it’s the extras that are also becoming more and more common as standard that Hyundai fits. Forward Collision Warning with cyclist and pedestrian detection, Blind Spot Alert, Lane Keep Assist, Rear Cross Traffic Alert are standard here, along with four sensors for parking front and rear. There are six airbags, with the driver’s kneebag seen in other brands not seen here. Tyre pressure monitoring, pre-tensioning seatbelts, ISOFIX child seat mounts, and emergency flashing brake lights are also standard.And Warranty and Service?: Standard five years/unlimited kilometres with Hyundai’s Lifetime service plan including free first service at 1,500 kilometres, roadside assistance, and satnav upgrade plan as well.

At the End Of the Drive.
Bodywork and interior trim changes aside, the 1.6L turbo, DCT, and all wheel drive system mark the Kona Iron Man Edition as as much fun as any other Kona with the same engine. What makes the Iron Man Edition stand out is the distinctive body colour, the body mouldings, and the badging. Primary and high school runs get fingers pointing, with one high school lad coming over to the car, running his fingers over the front quarter badge and declaring: “man, that is the shit, this is so cool!” Passengers in other cars on the road would nudge the driver and point, and there was always a smile to be seen.

Absolutely it could also be seen as a somewhat cynical marketing exercise but it shows that one car company hasn’t completely lost something society needs more of: a sense of humour. Here is where you’ll find out more.

The Legend Returns: Toyota Supra Prices Confirmed.

It’s a good thing when rumours persist and become fact. So it is with the Toyota Supra, reborn for the 21st Century. Toyota Australia has confirmed the release and the associated dollars required. There will be two trim levels, GT and GTS, and initially will be available via a process of online reservations via this link: https://www.toyota.com.au/all-new-supra. The online on-sale date is June 19.

Starting price for the new Supra, powered by a 500Nm/250kW BMW-sourced straight six, is $84,900 plus on road costs for the GT. The GTS starts at $94,900. The online order process is due to one simple reason: allocation for Australia for the next twelve months is just 300 units.The website will use a random allocation process for fairness in regards to the online expressions of interest, with 100 customers initially getting the green light from the thousands already lodged with dealers. Sean Hanley, Toyota’s vice president of sales and of marketing says: “”The new centralised online sales process handled by a dedicated Supra concierge will ensure we keep customers updated at every step of the way and provide a bespoke and very personal experience, which is fitting for a vehicle of the Supra’s calibre.”
Those selected will received a follow up phone call from a dedicated Toyota Supra representative to advise them of their successful registration. From here they’ll be taken through a process to finalise the order, with first deliveries currently scheduled for September. For those that miss out, there will be repeat ballots and they’ll be timed to be released with forthcoming vehicle availability.

The car itself is looking to be a well featured and potent machine. The BMW six is a twin scroll unit, driving the rear wheels, and power goes through a launch mode enable eight speed auto. Expected zero to license losing time is 4.4 seconds. Adaptive suspension and an active diff will add to the sporting prowess.Toyota’s Safety Sense system is standard. Pre-collision sensing with pedestrian and cyclist detection, active cruise control, lane departure warning, and traffic sign recognition are a big part of the bundle. Seven airbags, blind spot monitor, and rear cross traffic alert are also standard.

The GT has 18 inch alloys, with the GTS going to 19s. A Head Up Display, 12 speaker JBL sound system, and a higher level of braking get added to the GTS. Common equipment is a wireless charging pad, eight way powered front seats for the driver and passenger which will be clad in leather accented trim. The GTS will also have a pair of $2,500 options, being a full Alcantara trim, and a GTS specific gret paint. The exterior colours themselves were put to a naming vote. With a likelihood of many Supras seeing track action, the names reflect motorsport’s finest. Fuji White, Suzuka Silver, Goodwood Grey, Monza Red, Silverstone Yellow, Le Mans Blue, and Bathurst Black will be the options.
Sean Hanley says of the Supra: “I am certain anyone who experiences it will appreciate the engineering, passion and precision that has gone into building what we believe is one of the best value, most engaging drivers’ cars on sale in the world today.”

 

Car Review: 2019 Hyundai Kona Highlander & 2019 Hyundai Tucson Elite.Private Fleet

This Car Review Is About: A pair of SUVs from Korean goliath, Hyundai. It’s great to have to Hyundai back in the garage, and the two cars reviewed, Kona and Tucson, show the direction of one section of the car market. The Kona was the highest trim level, the Highlander, with the Tucson a mid level trim, the Elite. Kona comes in four trim levels with the conventional, non-electric, powertrain. There is Kona Go, Kona Active, Kona Elite, and Kona Highlander. There is also the limited edition “Iron Man” version. Tucson is Go, Active X, Elite, Special Edition, and Highlander.

Under The Bonnet Is: A choice of turbo or non-turbo engine. The Highlander spec Kona came with the Atkinson cycle 2.0L that drives the front wheels, the turbo is AWD. 110kW and 180Nm are the peak power and torque outputs, at 6,200rpm and 4,500rpm. The Elite came with the same capacity engine and front driven wheels, but slightly uprated in regards to power and torque, at 122kW and 205Nm, which are available at 6,200rpm and 4,000rpm. Tucson also has the 1.6L/AWD, and adds AWD to a 2.0L diesel.Both cars run E10 compatible fuel systems and are EURO 5 compliant. Transmission for the 2WD Kona is a six speed auto, as is the Tucson. The Elite Tucson is available with the diesel and 1.6L petrol, which gain an eight speed auto and seven speed dual clutch auto respectively.Consumption for the Kona is rated as 7.2L/100km for the combined, 9.7L/100km for the city, and just 5.8L/100km on the highway cycle. In 2.0L and 6 speed auto trim, the Tucson has 7.9L/100km combined, 11.0L/100km in the city cycle, and a reasonable 6.1L/100km for the highway. Weights are 1,290kg (dry) to 1,383kg for the Kona, with Tucson ranging from 1,490kg (dry) to 1,590kg.

On The Inside Is: A really funky interior for the Kona Highlander, a restrained and functional interior for the Tucson. Highlander spec for the Kona sees the body colour added to the piping on the seats, colour coordinated seatbelts, the air-vent surrounds, and gear selector surround. As the test car came in a colour called Lime Twist it makes for a very eye-catching look.The Tucson Elite review car had mocha coloured seats and an otherwise standard looking interior. There are notable similarities between the two in respect to the layout of the dash, and a couple of of differences. The Tucson, for example, has two separate buttons for fresh and recirculating, whereas the Kona uses one. The Kona also goes for a Head Up Display, accompanied by a slight buzz as it rises monolithically out of the top of the driver’s binnacle. The actual dash designs are different; the Kona is at odds with the sharp and edgy exterior design by having a flowing, organic, dash. The Tucson is a more traditional look, with a flatter profile and has air vents at either end that are reminiscent of an American classic car’s rear end.Kona Highlander has dials for both fan speed and temperature, Tucson Elite has a separate pair of tabs for fan speed, and two dials for individual front seat temperatures. Naturally the Kona offers venting and heating for the front seats but the Elite offers neither., even with perforations in the seat materials. Kona Highlander has a wireless smartphone charge pad, two USB ports up front, with Tucson Elite having a sole USB port front and rear.Headroom is identical, at 1,005mm up front, and virtually the same at 961mm for the Kona, 963mm for Tucson in the rear. Front seat legroom is lineball with Kona scoring 1,054mm for the front, Tucson 1,053mm in the front, with the shorter overall Kona losing out in the rear leg room stakes. It’s 880mm to 970mm. Shoulder room for the Kona is 1,410mm/1,385mm front and rear, whilst the Tucson has 1,450mm/1,410mm. Load up the rear and the Kona has 361L/1,143L to the Tucson’s 488L/1,478L. Both have steering wheel controls for audio, dash screen information, Bluetooth phone connection and voice activation, with both looking virtually identical. the driver’s displays are the same, and the upper centre dash for both is where the touchscreens for audio, satnav, and more are found. There are minimal design differences between the two, and both have screens that are a delight to use in their looks, simplicity of usage, and layout. Both have the almost mandatory apps including Android Auto, Apple CarPlay, and DAB audio.

On The Outside It’s: Revolution and evolution. The Kona is one of the new breed of small SUVs that are supplementing the medium and large SUV segments. The marketing for the Kona is aimed at the younger demographic and the design of the Kona itself is of an appeal to the same. Kona eschews the traditional front end design of upper mounted headlights and replaces them with LED daytime running lights. the headlights themselves are mid mounted, with the lower centre air intake featuring conventionally powered lights, with cornering lamps also up front. The rear has LEDs in the Highlander, with separate clusters for the reverse and indicators. Tucson is in its second generation and has been given a refinement front and rear. The LED DRL strips are now set as “eyebrows” to the headlights, rather than being located in the lower front quarters. The grille and headlights are reprofiled, there are new wheel designs, and the rear has been subtly reprofiled from the originals slightly bulbous shape, and the horizontal line in the lower third of the rear door has been deleted. Both have the durable black polyurethane body mouldings for soft-roading protection and visual appeal.

Rubber for the Highlander is 235/45 on 18 inch alloys, with the tyres from Hankook. The Tucson is slightly smaller in width at 225/55/18, with Kumho the supplier here.

On The Road It’s: A bit chalk and cheese. Although the Highlander is no heavyweight, the high rev point for the peak torque means off-the-line mojo isn’t great with the 2.0L non-turbo. Patience is required and any move from a stop sign before going into oncoming traffic needs to be well judged. Rolling acceleration isn’t fantastic but it’s nice enough and builds in a linear fashion.

The Tucson Elite is more spritely, more responsive from the start. Although it was the non-turbo engine, the performance was definitely more engaging and sparkling. Peak torque is higher in numbers and lower in the rev range, so the cogs can deliver the torque more efficiently, it seems.

Both exhibit well mannered on-road credentials. The Highlander is harder in the suspension, with a notably tighter ride across all tarmac surfaces. Steering initially felt like twisting a thick rubber rope, the Tucson lighter and easier to deal with daily. The Kona eventually felt as much of an extension as the Tucson. Braking in both was balanced, progressive, and although not instant in response from a press of the pedal, could be judged perfectly as the pedal went down.

The Tucson had an opportunity to show off its soft-road ability with a long drive in a national park and on gravel roads. Up front, the ABS calibration definitely errs towards a tarmac bias. Some of the roads are just wide enough to allow two vehicles to pass at low speed safely, and occasionally the Tucson’s stopping ability into a certain section was called upon. There was no lack of control, the car went straight ahead, and once or twice the pressure was such to engage the emergency flashers.

On the rutted surfaces the suspension was tuned well enough that body control was solid. There was little noise intrusion, and the suspension transmitted little of the jiggles through. The front end felt connected to the front and even when provoked somehow managed to keep understeer to a minimum.

The Safety Systems Are: Quite solid in both. The Hyundai SafetySense package in the Kona Highlander is shared with Kona Elite, and included Forward Collision Alert with Pedestrian and Car avoidance, Rear Cross Traffic Alert, Lanbe Keep Assist, and six airbags. In Tucson trim, the Elite gets these but they’re an option below. The Lane Keep Assist is perhaps a bit aggressive, with a non-subtle tugging of the wheel in the driver’s hands as it works to centralise the cars in a lane. And The Warranty Is: Five years/unlimited kilometres is the current Hyundai package. 12 months worth of roadside assistance is included at purchase, the first service is free. Hyundai also offer a Lifetime Service Plan, and your local Hyundai dealer can explain how that works in more detail. There is also the Hyundai AutoLink app, and it looks pretty cool to play with. It’s a multi-function monitor system that transfers info from the car to a smartphone, allowing tyre pressure checks, fuel and battery status, even driving time.

At The End Of The Drive. The growth of the SUV market seems almost unstoppable. Here, a major world player offers a small and medium sized option, with the Santa Fe at the top of the tree. The Kona and its marketing seem to be ideal for a clientele in the 20-30 year old demographic, and potentially a sing;e or couple with no children. The Tucson goes towards the mid 20s and upwards, and with one child at least.

Neither are horrible to live with and certainly the Kona became easier to understand in how to drive it as the week progressed. the Tucson, in comparison, was like strapping on a familiar set of boots, partly because I was involved in the original model’s launch program. The fact that the room up front is identical and really not that much different for the rear seat speaks volumes for the overall design and packaging of the Kona.

On a tech level the Kona Highlander has the HUD to offer, and for those that don’t wish to use it there is a switch that lowers the screen. Dynamically the Tucson comes out as the winner, but a trim-for-trim comparison would provide a more apt comparison. In either respect, Hyundai kicks goals as a car brand to aspire to, and the “N” series of i30 is certainly highly regarded.
2019 Hyundai Tucson range and 2019 Hyundai Kona range info is available in more detail via these two links.

Isn’t It Ioniq, Part 2.

Hyundai recently released details of upgrades to its electric and hybrid small car, the Ioniq. It’s available as a hybrid, a plug in hybrid, and full battery pack power system.
The fully electric version has had the battery capacity upgraded, which brings with it a range increase. It’s up from 28.0kWh to 38.3kWh, with a new mooted top range of 294km. Power and torque are rated as 100kW and 294Nm. The on-board charger has also been uprated, with an increase to 7.2kW from 6.6kW. This enable a charge to 80% from empty in approximately 54 minutes.

Ioniq Hybrid has been given a 32kW/170Nm permanent magnet motor for the rear axle, with partial power from a 1.56kWh made from a lithium-ion-polymer battery. The PHEV delivers 44.5kW, with peak torque of 170Nm. The battery pack is a 8.9kWh lithium-ion-polymer battery and backs up the 1.6L direct injection petrol engine. 103.6kW and 265Nm are the combined capacities, says Hyundai. Pure electric mode allows a top speed of 120kmh and up to 52km of battery only range. Transmission is a single speed for the Electric, a six speed dual clutch for the other two.

They also receive a regenerative energy system, and a new Eco DAS, or Eco Driving Assist System, which lowers energy usage and fuel consumption when areas such as intersections are being approached and speed is reduced. This works alongside PEMS, the Predictive Energy Management System, that oversees the battery recharge and discharge rates. This is specific to up and down hill roads, and adjusts the drive system on the fly, integrating the petrol engine and recharge system as required.
Safety has been uprated too. Pedestrian Detection and Cyclist Detection is standard now and packaged with Front Collision Warning and Avoidance Assist. Lane Keep Assist and High Beam Assist are also standard. A cool option is Lane Following Assist; this keeps the Ioniq in the centre of a lane in just about all forms of traffic situations, plus partners with Intelligent Speed Limit Warning to read street signs.

For the tech-heads, Hyundai have their Hyundai Blue Link, a connected to car system which uses smart device technology to allow remote access, check charge levels, and set air-conditioning. An update adds eCall, an emergency backup system that will contact emergency services if airbags have been set off or a specific emergency button inside the cabin has been pressed.

Android Auto and Apple CarPlay are on-board as standard, and accessed via a 10.25 inch display screen. An extra and welcome piece of tech is the ability to connect two Bluetooth enabled devices for music streaming. This sits above a redesigned centre console stack, with a redesigned aircon panel and upgraded finish. The IONIQ Electric’s standard high-resolution 7-inch LCD console display (optional for hybrid and plug-in hybrid versions) has been improved with mood lighting to visualise the different drive mode themes. To round off the improved modern interior design, blue ambient lighting has been applied across the passenger-side lower dashboard and the centre console.
Outside the Ioniq has also been freshened. A refurbished grille design with a mesh-type look starts the party for the Hybrid and PHEV. The electric version has a closed grille and this has an updated pattern. The bumper up front and rear panels have been updated as well, with new running lights, colours, and LED powered front and rear lights. Wheels are 16 inch for PHEV and Electric, 15 or 17 for the hybrid.

With thanks to Trevor and Chris at eftm.com.au, here’s their long-term review of the current Ioniq: Hyundai Ioniq at EFTM

Hyundai says the updated Ioniq range will be available in the second half of 2019.