Santa Fe and Sorento: Same yet different

The latest editions of the Hyundai and Kia large SUVs are still twins, but far from identical – particularly on the inside.

the Hyundai Santa Fe (above) and Kia Sorento are classic examples of badge engineering.

 I CAN just imagine the discussions that took place between two design teams during development of the latest Hyundai Santa Fe and Kia Sorento medium-sized sport utilities.

Hyundai: “We’re typically regarded as the more luxurious marque, so we want our interior to reflect that.”

Kia: “We’re typically regarded as the sportier and more youthful brand, so our interior should reflect that.”

To all intents and purposes the Santa Fe and Sorento are the same vehicle. They’re built on the same platform, share the same powertrains, and their base exterior designs are the same. And although they are built at different South Korean assembly plants – the Hyundai at Ulsan and the Kia at Hwaseong  - they were no doubt also developed within sight of each other at the sprawling Hyundai Kia Automotive Group research and development centre at NamYang, in South Korea.

But the two vehicles are different, particularly when viewed from the inside. In there, it is the Sorento that indeed exudes the more youthful look, while it is the Santa Fe that is indeed the more grown-up and luxurious.

It’s called badge engineering – but it’s not as we used to know it.

The term had its origins in the days – as far back as 1917, in fact - when, in an effort to spread vehicle development costs, manufacturers would simply replace a car’s badging to create a new model that would be sold by a different brand. Such as swapping the badges of a Mazda 323 hatch and calling it a Ford Laser, for instance. Or in more recent times, changing the badges of an Opel Senator or Insignia and calling it a Holden Commodore.

The Sorento is larger, its wheelbase and body is longer, which translates to superior interior load space.

These days, in many instances the badge engineering has progressed far beyond simply swapping logos. Exterior styling between closely related vehicles can be considerably different, interiors can be unique, and ride and handling characteristics can be engineered to suit the particular needs of each particular vehicle.

Outstanding modern-day examples of all of this are the Santa Fe and the Sorento. And the best way to illustrate it all is to study their respective centre consoles – those areas that house all the control bearing surfaces ranging from infotainment to climate controls to gearshifts.

At the top level – the Santa Fe Limited and the Sorento Premium – the vehicles are powered by the same 2.2-litre turbocharged diesel mated to an eight-speed dual-clutch automatic operated via a shift-by-wire selector.

But the vehicles require different techniques to do the gear selecting. In the case of the Santa Fe the selector is a push-button thing with Reverse, Neutral and Drive in a top-to-bottom line, with Park (the electronic park brake) to one side. The Sorento’s selector is a rotary device with R, N and D in a left-to-right sequence with the P button in the centre.

The differences continue through the respective centre consoles. In the Kia, the audio and air conditioning controls are located between two air vents in the dash area immediately below a tablet-style infotainment screen, while in the Hyundai the controls are laid out in an orderly fashion slightly north of the gear selector.

There are numerous other differences in the centre console designs, and they all point towards the same design conclusion – that the Santa Fe should be seen as the more premium SUV, the Sorento as the more informal choice.

So which is best? Well, firstly I have to say that both interiors are very good, outstanding examples of how things can be the same but different. Study both interior designs closely and it is obvious that almost all the controls are essentially in shared locations, but their design and application are unique.

Hyundai’s interior is different to the Kia’s, not least when it comes to the gear selector design. This is the Santa Fe …. Rob didn’t like it.

…. here’s the Kia. And, again, a gear selector that failed to impress.

But as for the electronic gear selectors? Frankly, I don’t like either.  I much prefer the sense of motoring involvement that comes via the use of a gearstick. Isn’t that ironic? It doesn’t seem that long ago that we were all moaning about the demise of manual gearshifts. Now I find myself moaning about the demise of auto gearshifters.

Mind you, there’s no denying the intelligence of the electronic transmissions. Our home has a short sloping driveway that requires us to reverse out of. When I had the Santa Fe for road test I initially found I was unable to select reverse gear and move off, because the Hyundai refused to disengage the electric park brake. It took a little while for me to realise this would not happen until we had clicked the driver’s seat belt in place.

Of course the same intelligence is aboard the Sorento, because they share the same transmission. In fact with both vehicles you are not allowed to move off in Drive either unless you have the driver’s seatbelt clicked in place.

Other differences between the two? While it is obvious the base design is the same, there are major differences in nose and tail design. The Sorento is larger, its wheelbase (2815mm versus 2765mm) and body is longer, which translates to superior interior load space. I believe that, to the uninitiated, the Santa Fe and Sorento have to be regarded as entirely different SUVs.

They’re both contributing solidly to their brands’ sales efforts, too.

As at the end of February Kia was running second beyond Toyota in passenger vehicle and SUV sales with a 13 percent share, while Hyundai was in sixth place with seven percent. But of these two medium-sized SUVs, it was the Santa Fe that was the dominant performer, sitting in 10th place with 338 sales.

That was a sound result for an SUV that sells for as much as $89,990 as a Limited – which is $13,000 more than the Sorento Premium. Could that be because customers prefer the more premium look of the Santa Fe to the extent they are prepared to pay the extra dollars? Or, does the Hyundai look more premium both inside and out than the Kia Equivalent?

After looking at the photographs accompanying this article, you be the judge.

Covers pulled from Staria

Get a load of this …. Hyundai’s spaceship-styled Staria is fully revealed.

NO word yet from Hyundai in New Zealand, but with other markets – including Australia – indicating they’re starters, the star signs are surely looking good for this dramatic looking next-generation people-mover making a local debut. 

The Staria is touted as a replacement for the iMax, the passenger version of the iLoad van, and in that people-provisioning format it will be built in seven-seater and nine-seater variants, with a luxury Premium edition billed in the latter format.

After sharing teaser images last week, Hyundai has now properly revealed the model and offered unexpurgated viewing of its mono-cell body.

The Premium version seen here is wearing a '3.5' badge. Does this mean its powertrain could be borrowed from the recently-released Santa Fe, offering 200kW and 332Nm via an eight-speed torque-converter automatic?

A turbo diesel is likely to be offered in entry-level Staria models, and could use a version of the Santa Fe's 148kW/440Nm 2.2-litre four-cylinder, or potentially the 137kW/416Nm 2.0-litre four-cylinder borrowed from the new-generation Tucson, also incoming to NZ soon.

Hyundai dealers in Australia have been told all-wheel-drive versions may be available. That’s of relevance here; our markets often share common models.

It’s thought the Staria, and the next-gen iLoad, will ditch the current generations’ rear-wheel drive layout for a front-drive monocoque platform.

The passenger version will incorporate independent coil rear suspension whereas the commercial editions are on a solid leaf-sprung rear axle.

Hyundai says the interior has been inspired by the lounge of a cruise ship, hence the enormous dark-tinted panoramic windows.

Staria will be offered in multiple seating configurations, with bench seat options in lower-spec variants taking up to 11 occupants. That latter provision comes with a model with four rows of seats that will apparently only sell in South Korea.

The top-spec variants will have individual arm rest for front and middle row passengers. Captain seats, with 180 degree swivelling function in the second row, will also have ottoman and recline function.

Infotainment will come from a centrally-mounted 10.25-inch screen, and the driver will be greeted with a digital instrument cluster and a button-type shift lever.

Staria – Hyundai’s stunning space shuttle

It’s intended to look like a spaceship visiting from another star system.

AS much as sports utility vehicles and crossovers have become Hyundai’s bread and butter in this market, the maker has not lost hope in there being a market for people carriers.

In that vein, Seoul given allowed a sneak peek at what it prefers to call a minivan that is production bound and potentially accessible to Hyundai New Zealand.

That’s wholly conjecture, though. Every piece of info about Staria has come from head office in South Korea. Hyundai NZ has not said a word.

 Fair to suggest the Staria is far more futuristic and interesting-looking than your average MPV.

Even the latest Kia Carnival, which has just landed here and would conceivably be considered a rival, is made to look quite old-fashioned.

For its part, Hyundai isn’t shy about supporting thought that the Staria is very much a future-now vehicle, probably vying to be the most outrageous and extrovert offer in the large MPV category since the Renault Espace and Avantime.

Indeed, in blurb sent out with these images it is bold enough to outright state the vehicle has a spaceship-like exterior design.

Certainly, it is bold: American website AutoBlog sums up well in describing Staria as looking as though it was “beamed to 2021 from 2121.”

 The styling highlights are numerous. The heavily raked windscreen and boxy monobox elements deliver a tie to the Ioniq 5 electric car that is coming here later this year.

The head-turning front end is characterised by an LED light bar that stretches across the entire fascia and headlights positioned at about the same level as the wheels. They're integrated into an extra-wide grille with bright mesh inserts. The tail lights are made up of individual dots that look like pixels; a signature also of the Ioniq 5. 

The short overhangs hint at an expansive wheelbase to maximise interior space. The dashboard is dominated by a centre-mounted touchscreen for the infotainment system and it appears there's no driver's display behind the steering wheel. The gear selector is a set of buttons, positioned right below the screen; the same layout already used by the Santa Fe.

The version in the images is a flagship model, designated the Premium, so it’s all about luxury. For instance, rear passengers travel on individual seats with retractable footrests. How much plusher it is to the standard fitout is a mystery, as that has yet to be seen. But you’d imagine there will be one better suited to the school run.

Kona N unveiled – pretty much

Seoul has just sent out these images of its upcoming performance SUV. Thoughts?

GETTING excited by the prospect of a performance flagship version of Hyundai’s Kona sports utility?

Maybe these photos will further fuel that enthusiasm.

 These are the first images of the car without camouflage, and though they are not exactly fully unexpurgated reveals, they do give a good idea of what to expect from a model set to land, probably later this year, with a 2.0-litre turbocharged petrol engine, in marriage to an eight-speed dual clutch transmission – and potentially, in front- rather than four-wheel-drive format.

It’s the same engine that serves the brand’s current sole N division emissary in New Zealand, the i30 N, and while outputs have yet to be announced, it's likely they will match the 206kW and 392Nm the hot hatch delivers.

Hyundai has previously promised the powertrain will be flavoured by a launch control and a sports exhaust.

The Kona N provides the first opportunity for the make’s N Division and the Hyundai Design Centre to work together on this kind of body type, and as the images released from South Korea today enforce, the ‘hot SUV’ ideal is being taken seriously.

 The car has a wider and lower stance than the donor and, accordingly, “clearly

represents a powerful presence and driving fun,” the maker says.

The front view is dominated by large, sporty and “iconic” air intakes, and the new light signature lends an aggressive, powerful appearance, the brand contends.

The lower grille defines the character of the bumper fascia; “its shape is inspired by an aeronautic fuselage and extends to the side of the car, emphasising its aerodynamic efficiency and speed. An N logo on the unique upper grille completes the look.”

At the rear, a large double-wing roof spoiler for enhanced downforce gives spice to the rear view. It also incorporates a third, triangular brake light, as is customary with N models. 

Large N dual exhaust mufflers fully express the high-performance spirit, according to today’s release.

“Lower down on the rear bumper, a large diffuser enhances the airflow departure. The sporty appearance is further emphasised through body-coloured fenders, bringing Kona N visually closer to the ground.”

Exclusive alloy wheels and red accents embellishing the side sills are exclusive N signatures.

EV6 teased, no NZ call yet

Kia's equivalent of the Hyundai Ioniq 5 has been teased ahead of a global unveil later this month.

WITH Hyundai’s Ioniq 5 out in the open, it’s now Kia’s turn to give an idea about what it plans to do with the same underpinning.

Today the subordinate has revealed some teaser images of its first dedicated electric car, the EV6, with promise to reveal the car properly later this month. 

The images are prescient as, in all probability, the only aspect about the EV6 that can be kept in the dark is the look.

 It’s no secret the model is on the same E-GMP (for electric- global mobility platform) architecture as the Ioniq 5 and will likely run common drivetrain elements.

Hyundai New Zealand has announced intent to have Ioniq 5 on sale here in the second half of 2021 but Kia NZ has yet to share its thoughts about EV6’s local sale potential.

It’s highly the models would ever be confused if caught together at the kerbside. 

In a media statement, Kia designer Karim Habib said the Kia EV6 “is the embodiment of ... our new design philosophy.”

The car makes something of a statement; whereas Hyundai has gone for a sharp-edged, squared look for Ioniq 5, mainly through having used its original export car, the unremarkable Pony hatch, as a muse, Kia has taken an utterly modern approach.

The EV6 appears to have a sleek, coupelike roofline with an integrated rear spoiler at the top of the raked hatch, and a slight ducktail as well. The front end is low with a seemingly short overhang, and the slim headlights have a segmented LED pattern. There's no bit grille, but a thin black panel above which sites the new Kia logo. There’s speculation the car will have some large air intakes in the lower bumper.

One of the images suggests the taillights extend all the way to the rear wheel arch with a light bar running across the hatch. 

The base EV6 will likely have a single motor and rear-wheel drive, while a dual-motor, all-wheel-drive setup will come to the higher-end variants, as per the Ioniq.

Outputs? There’s speculation Kia might be ultimately allowed to release EV6 in a performance tune, with around 447kW, top speed of 260kmh and a 0-100kmh time as low as 3.5 seconds.

It seems just as possible, surely, that it will also nonetheless initially provision as Ioniq does, with either one or two electric motors, for two- or four-wheel drive.

In Hyundai form, the single motor version uses a 126kW rear-mounted motor. The all-paw’s combined power output is 227kW and 605Nm of torque. In latter form, the Ioniq 5 will accelerate from 0-100kmh in just 5.5 seconds.

Range depends on the battery. With the parent brand, there’s a choice of two - a 58kWh unit or a 72.6kWh unit. Hyundai hasn't indicated the range for the smaller, but the bigger one, with a single electric motor, lends 480km on the WLTP test.

It seems likely EV6 will also mirror the parent’s car with 800-volt charging capability. The Ioniq 5 can gain 100km range in just five minutes of charging and go from 10 percent to 80 percent charge in 18 minutes with 350-kW DC fast-charging. 

BTW, Kia says all its future electric vehicles will get the “EV” prefix, to streamline naming conventions and distinguish zero-emissions models. EV6 leaves lots of room for a lineup of models at both ends, with the number corresponding to the model's position in the lineup.

Kia prices hybrid models, what’s Hyundai’s move?

The Sorento has beaten its sister ship, the Santa Fe, in arriving with petrol-electric powertrains.

 HOW long before Hyundai here catches up with its subordinate in offering a seven-seater sports utility with electric assistance has yet to be answered – whether the parent’s ultimate equivalent will also slip under the $100,000 mark is also not yet known.

The New Zealand distributor for Kia has stolen a march on Hyundai New Zealand in releasing the Sorento in two petrol hybrid versions, one with plug-in recharging and the other mild.

The New Zealand agent for Hyundai did not respond to questions today about when its Santa Fe, the Kia’s sister ship, will arrive with the same technology, which was developed by Hyundai then shared with the sibling brand.

However, Hyundai NZ has always indicated it will also provision the Santa Fe with the very same hybrid drivetrains.

As expected, the battery-assisted editions are more expensive than the other Sorento variants Kia has here.

At $89,990, the PHEV is the most expensive Sorento ever sold here, while the hybrid also raises the stakes in its $80,990 front-drive and $82,990 all-wheel-drive formats. 

All three are in the highest-level trim Kia offers with the model, according to a brand announcement shared by media today. 

To date, the most expensive Sorento here has been a turbodiesel, also in the Premium trim, that costs $76,990. 

Kia’s pricing strategy appears to reflect that there is an unavoidable costing factor with the hybrid tech, which allies to a four-cylinder petrol engine in either of its formats.

It also raises another question: How much more the Hyundai models might cost? 

There is already pricing inequality between the diesel sister ships, most obviously when the best-kitted versions are compared.

Though the specifications are identical, and they have the same powertrains,  the Sorento Premium costs a whopping $13,000 less than the Santa Fe Limited – whose RRP is lineball with the Sorento Premium PHEV’s sticker. 

Both hybrids run a turbocharged 1.6-litre four producing 132kW/265Nm, but the electric motors and their feeder batteries are different.

As previously reported, the Sorento (and Santa Fe) PHEV runs a 13.8kWh lithium-ion battery that delivers an optimal electric-only range of 57km per charge. The PHEV’s electric motor creates 67kW and 304Nm,

The hybrid (again, in both models) has a 44kW electric motor. It also has a smaller battery, rated at 1.5kWh.

Overall claimed outputs are 195kW/350Nm for the PHEV and 169kW/350Nm for the hybrid. The diesel creates 148kW and 440Nm.

Kia claims a combined fuel economy of 1.6L/100km and cites a CO2 count of 36 grams per kilometre from the PHEV. The figures for the mild hybrid have yet to be shared, but economy could well likely be closer to the diesel’s 6.1L/100km, if not the oiler’s 159g/km optimal.

Kia’s Premium grade ticks off leather upholstery, a heads-up display, wireless phone charging, Bose audio and a comprehensive passive and active safety suite.

Ioniq 5 taking off – other EVs recall status pending

Hyundai New Zealand is focusing on the positives of its battery charge; but where does that leave Kona and Ioniq EV owners?

NZ interest in the Ioniq 5 coming in the second part of 2021 has been immediate.

 KIWI interest in the latest Hyundai electric car since its reveal a week ago is being celebrated by the brand’s distributor – however, it has still to reconcile an issue tied to two battery-dedicated models already here.

In respect to the Ioniq Five, which made its global reveal on February 23 the first product from the Korean giant’s new electric sub-brand, Hyundai New Zealand says pre-orders have opened for a futuristic model set to land in the second part of the year and that the count has reached double figures.

Spokesman woman Kimberley Waters later clarified this to “20 pre-orders” since a specific webpage went live two days ago. Many more EV enthusiasts have sought information.

HNZ asks for a $500 deposit with each pre-order, but says that will be fully refundable if the intending buyer has a change of mind.

No price has been established for the five-seater medium crossover, the first model built on Hyundai Motor Group’s new dedicated architecture for battery electric vehicles, called Electric Global Modular Platform (E-GMP), and the New Zealand market specification is not yet clear. The car’s drawcard elements include eco-friendly materials of its interior design, to ultra-fast charging and vehicle-to-load function.

“We are really pleased by the initial interest in the IONIQ 5. Our team and dealer network are really excited about bringing this EV into New Zealand, and it seems many other EV enthusiasts are too,” says Andy Sinclair, Hyundai NZ’s general manager.

“In a matter (of) days we’ve had a large volume of people register their interest to hear more about this vehicle, as well as pre-orders.”

Ioniq Five’s roll out has timed with a big challenge for Hyundai and its sales agencies – the need to recall electric Kona SUV and Ioniq hatchback cars built since 2018 to replace their battery packs and battery management systems.

This requirement is triggered by fears of a potential fire risk.

 Many countries have already initiated a recall. Waters says HNZ has yet to receive an official notification from Seoul.

“We have still not received official notification from Hyundai Motor Company, so until we have full details regarding the recall campaign we are unable to fully initiate our recall process here in New Zealand.

“One of the first steps in the recall process is to notify/inform Waka Kotahi NZ Transport Agency and the CEO of the Motor Industry Association, and then begin communicating with customers with affected vehicles.

“When that happens, the recall will appear on the Waka Kotahi New Zealand Transport Agency recall website.“

Hyundai NZ says it is still awaiting official notification of need to recall the Kona EV and Ioniq EV hatch.

Remedial action that Hyundai Motors has said is required is a massive and expensive job; 82,000 electric vehicles are drawen in – the majority being Kona EVs, but the fully-electric version of the Ioniq hatch (sold here) is also involved, as are some buses (not sold here). 

The remedy is a complete replacement of the lithium-ion battery that feeds the cars’ electric propulsion. The total to Hyundai Motor is estimated to be at least $NZ1.2 billion, making it the most expensive EV recall ever.  

According to the Korea Herald newspaper, Hyundai will begin the replacement process at the end of this month March in the domestic market and from April in overseas markets.

It proposes a major logistical issue for the brand’s  overseas’ agencies as the batteries will have to be shipped by sea and then fitted locally, once the subject cars have been divested of the original items, which will also require safe disposal. New Zealand does not have facility for disassembly of such batteries.

It said the battery system subject to the replacement was manufactured by South Korea’s No.1 battery maker LG Energy Solutions, between November 2017 and March 2020. LG Energy is a key affiliate of the country’s leading chemical firm LG Chem Ltd, it said.

Another Korean news outlet, Business Korea, reported recently that since its launch in 2018, the Kona EV has suffered a total of 15 fires — 11 in South Korea and four overseas. Fires have also been reported in Ioniqs, and on February 15, in a Hyundai electric bus. No fires have been reported in New Zealand.

Three previous recall for the Kona are listed on the NZTA website, one specific to the EV, issued in October. This was an issue with the battery system that might also lead to a fire. The recall proposed a software update as a primary measure to address the issue. In at least one case, a NZ-new car required a complete battery change.

The owner of that car, which returned to the road last month after 68 days in an accredited workshop, has spoken with MotoringNZ. He is unsure if the replacement is of the same kind that requires replacement or if it has an improved battery.

 Hyundai gives its full EVs an eight warranty on the battery; conceivably that would refresh with a replacement.

Latest Kona EV kerfuffle not the first glitch

Requirement to change the Kona EV’s battery has a familiar ring to some NZ owners.

The Kona EV battery effectively fills out the entire floor area.

A PROBABLE recall that demands replacing the lithium ion battery that powers in Hyundai’s highest-profile electric car seems set to hit hundreds of Kiwi owners, including a handful for whom this could well seem deja vu.

Comment from electric vehicle owners about yesterday’s MotoringNZ story relating how Hyundai is moving toward recalling its Kona electric car internationally – and potentially also at least some examples of the battery-pure version of the Ioniq – following a spate of fires in South Korea, has drawn attention to the Kona already being subject to a remedial action here that began five months ago, is only now wrapping up and also sometimes demands the same extreme action of a complete battery exchange.

In November, Hyundai New Zealand recalled 724 Kona EVs it had sold, having been advised by the factory that "the lithium-ion battery may have internal damage or the battery management system control software may cause an electrical short circuit after charging" which could result in a fire.

It is unclear if this is the same fault at the centre of the recent fires overseas.

The immediate remedy for this was to change the battery management system and, if that did not work, Hyundai advised the same procedure it proposes for this new recall – pulling out the battery, a hefty and large item which completely fills out under the floor and is all but a structural component, and replacing it.

Hyundai NZ has said it awaiting confirmation that the Kona EV will be recalled again, however reports from overseas say this is a given and from the tenor of comment it has offered, the local distributor also seemed resigned.

This latest action is a whopper. It is expected to cost $US900 million to execute, a sum that makes it the most expensive recall involving an EV so far, and will cover 82,000 vehicles worldwide.

Conceivably, it will draw in the NZ cars involved in last year’s recall. These were built between September 29, 2017, and March, 20, 2020.

It is thought many were put right with an update to the battery management software. However not all these examples were remedied that easily.

the updated Kona, due to come here later this year, has the same battery pack as cars likely to be recalled.

MotoringNZ has spoken with a North Island Kona owner whose car, bought in 2018, was off the road from early December until mid-February while it awaited a battery replacement. His vehicle has since faulted again. Learning that it might require yet another battery was exasperating news. 

Kimberley Waters, a spokeswoman for Hyundai NZ, explained the original action.

“We updated the BMS software to allow for detection of abnormalities in the high-voltage battery system while parked.

 “If the software detected any early electronics deficiencies a full battery replacement was required.

“We are 96 percent through the initial recall and through the inspection process some Li-ion batteries were identified as needing replacing.”

The latest action has resulted after a Korean government investigation into why Hyundai EVs – which included a bus as well as some cars - were catching fire. That probe revealed the possibility of short circuits in certain defective battery cells produced by the supplier, LG Energy Solution.

According to Reuters news agency, the battery maker and automaker are currently hashing out a deal to split the cost associated with completely replacing batteries for the EVs.

It's not clear if this news will push back the arrival of the updated Kona EV, which has already been revealed globally and was supposed to arrive in New Zealand this year. The refreshed car boasts an updated design, but its electric powertrain continues unchanged.

Hyundai NZ awaiting EV fire risk recall news

Remedial action for Kona and Ioniq EVs has begun in South Korea; battery replacement for Kona has been proposed.

POTENTIAL that two popular Hyundai electric cars might be drawn into a massively expensive recall triggered by a fire danger that has made headlines in South Korea has been acknowledged by the make’s New Zealand distributor.

Hyundai New Zealand says it is aware of the situation in the marque’s home market in respect to a spate of battery fires reported there in the Ioniq and Kona electric models.

No such events have been reported in New Zealand.

The tenor of the reply from the make’s representative, an independent distributor, in respect to questions about this seems to leave impression a recall might not be out of the question, all the same.

This is supported by latest reports from Seoul, in which the brand is on record as saying it intends to replace the batteries in 82,000 electric vehicles, including 75,680 Kona EVs, 5515 Ioniqs and 305 buses at a cost of more than $US900 million, a record amount for an EV recall.

This comes after multiple South Korean news outlets have reported the manufacturer will voluntarily replace batteries, made by another Korean brand, LG Chem, in all local market examples.

While ignored by mainstream news outlets, the issue has nonetheless become a hot topic of discussion in recent weeks for EV owners subscribing to a national Facebook forum.

Hyundai NZ spokeswoman Kimberley Waters said today that “to date, there have been no fires recorded in NZ attributable to this condition.” 

She did not address a question asking if owners have expressed concern to Hyundai NZ. 

In respect to the potential for a recall, she offered: “We are aware of the news that has come out of Korea.

“However, (we) are waiting for official communication from Hyundai Motor Company with regards to this recall and the number of EVs affected here in New Zealand.

“Safety of our customers is paramount, so as soon as we have a list of affected vehicles we will contact those customers to advise next steps.”

A major South Korean news outlet, Business Korea, has reported 15 individual incidents of battery-related fires having been recorded in Kona EVs.

Similar fires have also been reported in Ioniq electric cars. Recently, a Hyundai electric bus caught on fire while operating in Seoul. 

Hyundai has also been caught up in an issue with the Tucson sports utility, citing a potential fire risk deriving from a braking circuit board.

The Kona launched in 2018, a year after the Ioniq released here as Hyundai’s first electric car. A heavily updated Kona EV is set for release in NZ soon and, of course, Hyundai has just revealed its first electric car to be sold under a new sub-brand, called Ioniq, that is intended to go on sale here in the second part of 2021.

Five a big numbers car

A host of clever tech comes with the first product from Hyundai’s new EV sub-brand

ANTICIPATED local availability is the second half of his year – oh, and what you see may or may not entirely be what you get.

That’s the initial message out of Hyundai New Zealand in respect to the ‘5’, the first of a new lineup of all-electric Ioniq-branded cars, and the first to use Hyundai's high-tech new Electric-Global Modular Platform (E-GMP).

In comment timed with the car’s global unveiling overnight, local brand spokeswoman Kimberley Waters has offered: “Please note that this is a global release so specifications will vary per country/region.

 “Once we are in a position to share more about the IONIQ 5 specifications for the NZ market (anticipated arrival is the second half of the year) we will so.”

That cautionary comment seems reasonable – this initial unwrap suggests there’s  conceivably a lot offered with this car that stretches, if not outright breaks, existing local boundaries.

It’s fair to suggest that that platform is arguably the most important thing about this hatchback.

It means that not only does it have a flat-floor interior, optional four-wheel drive, and a range of up to 500km, but it also a facility barely supported in New Zealand -  800-volt charging, until now the preserve of high-end EVs such as the Porsche Taycan and Audi e-Tron GT.

This means that the Ioniq 5 can draw as much as 220kW of power from a high-speed public charging point, meaning that an 80 percent battery charge can be achieved in as little as 18 minutes. Just charging up at maximum for five minutes adds 100km of driving range.

Also, the Ioniq 5's charging system is also the first to come to market with something else Kiwis have yet to experience: Vehicle-to-grid capability. That means it’s a portable generator in itself.

The idea is can power tools, camping equipment, laptops and an electric bike. Hyundai envisages that, in the future, you will be able to sell excess charge in the battery to the national grid at peak times and then recharge your Ioniq 5 later on, at cheaper night rates.

The car also provisions with either one or two electric motors, for two- or four-wheel drive. The single motor version uses a 126kW rear-mounted motor. The all-paw is a dualy, with a combined power output of 227kW and 605Nm of torque. In latter form, the Ioniq 5 will accelerate from 0-100kmh in just 5.5 seconds.

Range depends on the battery. There’s a choice of two - a 58kWh unit or a 72.6kWh unit. Hyundai hasn't indicated the range for the smaller, but the bigger one, with a single electric motor, lends 480km on the WLTP test.

The styling influence is the first car Hyundai sold in NZ, the Hyundai Pony, but not seriously; size-wise it is much larger, too. It seems spacious, with a three-metre wheelbase, flat-floor, and lie-flat seats. The centre console slides back and forth; one reason being so front seat passengers can get in and out through either front door. There's a spacious 531-litre boot as well.

There are two 12-inch displays up front for the instrument panel and the infotainment system, plus an 'augmented reality' heads-up display. The Ioniq 5 will also come with the full suite of 'BlueLink' connectivity, meaning in-car internet connection, smartphone control, and more.

Price? There’s been all sorts of speculation, but nothing confirmed, let alone locally.But given the spec, the car’s size, the fact that its job is to establish Ioniq as a more techy and glam alternate to the parent brand’s own electric cars, the Kona and, erm, Ioniq (hatch) and even the factor of Hyundai here being represented by an independent distributor rather than as a factory shop (as sub-brand Kia effectively plays) … well, don’t be surprised if at least the AWD pushes aside the up-to-$130k Palisade large SUV as Hyundai’s most expensive product here.

Ioniq 5 interior previewed

Teaser campaign continues for model also caught testing in Australia.

FRESH images – official and otherwise – are emerging of the Ioniq 5, first of a dedicated all-electric series from Hyundai under the Ioniq name.

As part of a planned teaser build-up to a global reveal of the whole car, set to occur on February 23, the Hyundai has sent out an image giving a peek of the five-door model’s interior.

Meantime, a charging network provider in Australia has also pitched in, by sharing images (below) of a disguised Ioniq 5 replenishing. 

Tritium says the car was hooked up to its new 75kW RTM75 charger at its headquarters in Brisbane. 

It’s just the latest image of the Ioniq 5 being caught undergoing pre-release trials in Australia by its maker. Others emerged last month.

Hyundai itself has only sent out darkened teaser images revealing the car’s general shape, and the head and tail-light designs.

Even that has been enough to fuel speculation that the production model is set to be all but a dead-ringer for the South Korean carmaker’s “45” concept that was shown off to the world several years ago, not just in shape but also jacked-up general quasi-sports utility stance.

Hyundai New Zealand has indicated the Ioniq 5 will be on sale here, but has stopped short of fuelling thought that it might land around July or August, to join the Hyundai Kona and Hyundai Ioniq electric cars.

There will be more Ioniq models to follow under the new 'sub brand' that sits alongside Hyundai’s N-badged models as being more special than the make’s standard fare. 

In 2022, the Hyundai Ioniq 6 electric sedan will make its world debut, based on another Hyundai concept, the Prophecy. Further out there will be a Ioniq 7 electric large SUV. And then? Mystery, but the company says will usher in 23 battery-electric vehicles by 2025. 

All next-generation Ioniq models ride on a new Electric Global Modular Platform (E-GMP), setting them apart from Kona EV and the current Ioniq hatch that provisions in hybrid, plug-in hybrid and electric forms.

That architecture will allow for high-speed charging capability and "plentiful" driving range – although neither of Hyundai's existing EVs disappoint in that respect.

When Hyundai revealed the ‘45’, it talked up the concept’s cabin as being a "smart living space.” That descriptive was used again in conjunction with today’s official image.

The design study was innovative, with highly adjustable seats, wireless connectivity – and a glove box space designed as a set of drawers.

Hyundai Motor Group – which encompasses the Hyundai and Kia brands, plus the upmarket Genesis marque that is not represented here, aims to sell 560,000 battery electric vehicles in 2025 – with its eyes set on becoming the world's third-largest maker of "eco-friendly vehicles". That count will also include hydrogen fuel cell cars.

Tucson recall pending, Hyundai NZ says

One of the Korean make’s best-sellers has a fault that could cause a fire – it’s been recalled elsewhere; NZ is awaiting information from Seoul.

 NEW Zealand’s Hyundai distributor will involve in a recall of a popular model to address a possible fire risk due to a manufacturing error - just as soon as head office in South Korea identifies how many cars are affected. 

Hyundai New Zealand has given this explanation after being asked why is has yet to publicise a remedial action for the Tucson compact sports utility highly-favoured by Kiwis. 

The car has been subject to a recall elsewhere and it has become big news. The brand in Australia is advising owners to park the vehicles in an open space away from garages and flammable materials due to fears of the car's engine catching fire, even when the vehicle is turned off.

 The fault is with current generation cars built from November 2014 to November 2020.

It has been traced to a potential issue in the electronic circuit board in the Anti-Lock Braking System (ABS) module. This may short circuit when the components are exposed to moisture. This can occur even when the engine is switched off because there is constant power supply to the component. As a remedy, Hyundai has developed a relay kit to prevent a power surge.

The make issued its bulletin, initially in the United States – where a dozen cars have caught fire – and most recently in Australia, where 93,000 vehicles are involved. Our neighbour announced its recall last week.

Hyundai NZ says it is aware of the issue and the sales network has been given a heads-up; but that’s it so far.

“Whilst we are aware of this recall, we have not yet received official communication from Hyundai Motor Company regarding the vehicles affected in New Zealand,” explained Kimberley Waters, the Auckland-based brand’s spokeswoman, in an email yesterday responding to questions sent on Monday about an apparent lack of action.

“Customer safety is paramount. We have already taken steps to communicate this expected recall with our dealer network, update our website and brief in our Customer Experience team should our customers have queries.

“As soon as we receive official notification of the vehicles affected in New Zealand we will initiate our recall process and contact those customers affected to arrange for their vehicle to be booked in and repaired.”

“We have had no reports of any incidents related to this recall issue. Whilst customers are able to continue driving their vehicle we will be advising them if their Tucson displays any warning lamp on the cluster, to stop driving and contact Hyundai Roadside Assistance on 0800 498 632.” 

The issue has been sensationalised in some overseas media, with reports the fault will cause the cars to "explode".

The remedial action might take some time to process; Hyundai in Australia has said it expects the replacement part required for its cars to start arriving in late February but has warned all 93,000 replacement components won't arrive at once as it takes time to produce them.

 The fix itself is straightforward – it’s fitting a fuse repair kit – and quick. Hyundai Australia cites the job taking about 40 minutes.

Hyundai Korea’s advice says it is safe to continue driving the vehicles and that the brakes will still work as normal.

Meantime, it is set to release a new generation Tucson here soon.

Palisade punches into big spend space

All but entry model is over $100k – the base offer is just $10 below – while the top spend is almost in BMW X5 territory.

SIX figure price tags attach to all but the entry edition of Hyundai’s first full-sized seven seater sports utility, the Palisade.

The brand’s announcement of the model line-up, finalised specification and pricing confirms Palisade will hold status as the most expensive vehicle any Korean maker has offered to Kiwis – the spend topping out at an almost BMW X5-hunting $119,900. 

The sharing of information also reinforces that a vehicle that offers in right-hand-drive to just Australasia at the moment is a much more expensive choice here than across the Tasman.

Hyundai NZ has three variants - Elite, Limited and Limited Nappa Edition – whereas our neighbour has two, but both countries achieve all the same choices. The difference is that a Nappe leather update that is optional to Australians packages as a specific model choice here.

The base model here is better kitted than Australia’s – here, for instance, every Palisade is on 20 inch rims while the cheapest in Australia is on 18s – but parity seems to accomplish at flagship level. There is parity in seat counts (eight in Elite, seven for Limited) engine and drivetrain choices. 

So, here, as there, a 3.8-litre petrol V6 driving the front wheels and a 2.2-litre four-cylinder turbodiesel, running through all-wheel-drive. 

The line here starts at $99,990 for the Elite petrol, with the range topping out at $119,990 for the Nappa Edition, which is only provisioned with the diesel.  

The other choices - Elite diesel, Limited petrol, and Limited diesel - are priced at $106,990, $107,990, and $114,990 respectively. 

At today’s exchange rate, Palisade RRPs (excluding, as here, delivery costs) are much lower across the Tasman.

 There the V6s sell for the equivalent of $NZ64,490 through to $NZ76,290, while diesel variants span from $NZ68,770 to $NZ80,590.

Hyundai NZ has not given explanation for its pricing strategy in material sent out today.

However, it recently reiterated to MotoringNZ that the Palisade would cost more than the SUV that has previously been its largest and most expensive offer here, the Santa Fe, which now peaks at $89,990.

The two models will likely stand comparison, given they share some common technology, though the recent refresh for Santa Fe has left it with more driver assists and a newer, more efficient version of the turbodiesel.  

The diesel Santa Fe also has dropped the orthodox eight-speed automatic that goes into Palisade for a direct-shift unit, also eight-speed.

Though both run V6s, the Santa Fe’s is a 3.6. The Palisade’s 3.8-litre, meantime, is from the Genesis luxury sedan that Hyundai NZ was unsuccessful in installing into the NZ market in 2016. The car was, then, the most expensive Korean model sold here.

Hyundai NZ cites outputs of 217kW/355Nm from the petrol and 147kW/440Nm from the diesel.

Hyundai says the Palisade’s V6 uses 10.7 litres of fuel per 100 kilometres, which is just 0.2L.100km worse that a six cylinder Santa Fe’s claimed optimal. The diesel’s economy suffers in the Palisade – Hyundai cites 7.3L/100km for the larger unit, against 6.1L/100km in a Santa Fe. 

Palisade’s size doesn’t reflect in it being brawnier for towing – quite the opposite, in fact. Towing is capped at 2200kg, whereas new Santa Fe can tow 2500kg.

 The eight-seater has two separate seats up front then two bench seat rows behind and the seven-seater provides with a bench in the very back and otherwise has captains’ chairs. 

The entry-level Palisade Elite comes with a 10.25 touchscreen, 12-speaker Infinity audio, motorised tailgate, heads-up display, three-zone climate, leather appointments, and 20-inch wheels.

The full SmartSense safety suite is also standard, inclusive of stop-go radar cruise control, lane keeping and lane following, and more.

There’s no ANCAP safety rating yet, but it’s unclear if it will achieve a four, or five-star rating with the lack of a centre airbag, deemed a new requirement by some manufacturers to achieve top safety marks.

Palisade was originally made for two big left-hand-drive markets, North America and the Middle East. It was re-engineered into right-hand-drive after Australia petitioned for it to be reconfigured.

Hyundai subordinate brand Kia also has a model based off the Palisade, but there is no likelihood of that car, called the Telluride, challenging the same turf, as Sorento does against Santa Fe, as there are no plans to make Kia’s biggest model in right-hand-drive.

 “The all-new Hyundai Palisade has a certain presence about it, making it worthy of Hyundai’s flagship SUV. Palisade indulges on every level – from space to connectivity to capability, all packaged in a cutting-edge design,” says Hyundai New Zealand General Manager, Andy Sinclair.

“This new upper-large SUV is the ultimate vehicle for practical, comfortable daily use, as well as open road adventures.”

Conan of Konas confirmed

Performance SUV teased, full debut just weeks away.

THE performance flagship version of the Kona compact sports utility has been revealed undergoing testing in Germany.

Hyundai has provisioned images of the new variant, and while the car’s camouflage obviously destroys opportunity to achieve an unexpurgated view, they do reveal some details, one being that the high-performance SUV will ride on 19-inch forged alloy wheels shared with the i30 N hatch.

Hyundai has also officially confirmed that the model will run a 2.0-litre turbocharged petrol engine, mated to an eight-speed dual-clutch automatic transmission.

While outputs have yet to be announced, it's fully expected they will match the 206kW and 392Nm extracted from the same engine under the bonnet of the facelifted i30 N. 

As for transmission choices? The hatch is about to pick up an eight-speed direct shift transmission as an alternate to the six-speed manual it has run with since launch two years ago. There’s talk the Kona might follow the same course. What’s still also subject to conjecture is whether it is running all-wheel-drive; some say it will be front-wheel-drive.

The powertrain will accompanied by "a variety of high-performance driving features" including launch control and a sports exhaust, according to an international release from the brand.

 Today’s release also promises the car will make its full debut “in the coming weeks”, with production beginning soon after. Hyundai NZ has yet to offer comment on these images, but has previous expressed strong interest in achieving a performance Kona.

PHEV Tucson’s electric range cited

Plug-in tech a first for popular model, but will it come here?

DETAIL is finally out about one derivative of the new-generation Tucson Hyundai’s New Zealand distributor has yet to officially commit to.

When initial specifications were announced at the new generation Tucson’s international unveiling in September, the make only spoke about the purely fossil-fuelled drivetrains.

The Tucson plug-in hybrid will likely be of more interest, however, and not simply because of the growing consumer interest in electrically-assisted drivetrains. It is also a breakthrough for this brand. 

The set-up comprises a 1.6-litre T-GDI turbo petrol four-cylinder engine with a 66.9kW electric motor, and a 13.8kWh battery. Combined, the powertrain produces 197kW and 350Nm of torque. The electric motor on its own develops a peak of 304Nm. 

The Tucson plug-in hybrid drives all four wheels via a six-speed automatic gearbox.

It also incorporates some trick aerodynamics. Behind that complex radiator grille, there's an active air intake flap, that opens and closes as needed, improving air-flow into and around the car, depending on how much cooling the engine needs.

 A range of drive modes are on offer, the Tucson's standard mode driving the wheels via the electric motor alone at low speeds, with the combustion engine switching on at higher velocities or when rapid acceleration is required.

Hyundai reckons that the Tucson plug-in's electric-only range will be more than 50km on the WLTP cycle' but the final figure is to be confirmed.

There's a 7.2kW on-board charging system, so it'll charge reasonably briskly from either a home wallbox or a public charger. CO2 emissions figures haven't yet been issued. 

Though Hyundai describes the 13.8kWh lithium-polymer battery as being mounted on the underbody, this installation and the fuel tank has eaten into boot space a little.

While the conventional petrol-engined Tucson that Hyundai New Zealand has confirmed it will introduce in the first quarter of 2021 has a 620-litre boot, the plug-in model has to make do with 558 litres. That luggage space expands 1737 litres with the rear seats folded. 

That four-wheel drive system comes with HTRAC terrain response technology, and there's optional adaptive dampers for the suspension.

The PHEV's interior is all-but-identical to the standard, non-hybrid model, save for a handful of hybrid-specific displays for the 10.25-inch infotainment touchscreen and 10.25-inch digital instrument cluster.

The Hyundai BlueLink smartphone app also gains the ability to monitor the Tucson's lithium-polymer battery's state of charge, as well as manage charging settings.

In the safety department, exclusive to the plug-in Tucson is Parking Collision-Avoidance Assist, a low-speed reverse autonomous emergency braking system that detects and notifies the driver of hazards behind the moving vehicle, and applies the brakes if necessary.

The new Santa Fe is also set to present to NZ next year in a plug-in hybrid format, as well as in mild hybrid.

Palisade’s Aus price gives Santa Fe a knock

The Palisade, Hyundai’s new super-large SUV, could present a big deal here if pricing reflects the Australia market strategy.

FAVOURABLE positioning against the just-landed Hyundai Santa Fe could seem a potential for that model’s big brother, the Palisade.

That’s on assumption stickers announced in the only other right-hand-drive market have been a guidance for the NZ distributor.

Hyundai New Zealand has confirmed intent to have the Palisade on sale here next month, but has yet to provision local specifications and prices for what will be the fifth SUV in its line-up and the first to offer eight seats.

It did not respond to a request to offer clarity on where it could stand, but conjecture has been fuelled by announcement of the car’s pricing in Australia.

If transferred here, our neighbour’s strategy would conceivably give the larger model a good start – but perhaps at expense of the Santa Fe, with which it shares a platform, a diesel drivetrain and even a common assembly line in South Korea. 

Across the water, Palisade will sell for the equivalent of $NZ63,850 in entry form and $NZ79,800 in a flagship trim, those recommended retails precluding on-road costs.  

If carried into NZ, that strategy would see a base Palisade siting $50 below the cheapest Santa Fe, but would also leave the top Palisade siting almost $20k beneath the most expensive Santa Fe here, the Limited.

 Australia has decided on an eight-seater entry model, simply called Palisade, and a range-topping version it calls Highlander, available with either seven or eight seats, both in front-drive petrol V6 and four-wheel-drive 2.2-litre turbodiesel.

 New Zealand and Australia are presently the only right-hand-drive markets for the car, which was originally expected to only be sold in North America, so conceivably that’s the full menu for us as well.

It became available for NZ consideration, with sign-off for sale confirmed in June, after Hyundai’s distributor in Australia successfully petitioned Seoul head office to start a right-hand-drive build programme.

Hyundai NZ has previously indicated thought that it sees good potential for Palisade, but has made clear it will not deliver it in as many formats as the Santa Fe. And don’t expect to see the Highlander badge – Toyota NZ obviously already has right to that name for its own SUV. It’ll be a Palisade Limited here, to maintain continuity with Hyundai NZ badging protocols. 

The big selling Palisade has previously been identified as the 2.2-litre four-cylinder turbodiesel four-wheel-drive. That’s been the top choice for Santa Fe, too. Palisade takes it the virtually identical tune, power output drops by 1kW in Palisade, to 147kW, but torque is identical at 440Nm.

Palisade’s alternate V6 is a 3.8-litre, creating 217kW and 355Nm, whereas Santa Fe runs a 3.5 good for 200kW/331Nm. They all run the same eight-speed automatic transmissions. Only the Santa Fe’s entry petrol, a 2.5-litre, is not in the larger setting.

Hyundai says the Palisade’s V6 uses 10.7 litres of fuel per 100 kilometres, which is just 0.2L.100km worse that the Santa Fe’s claimed optimal. The diesel’s economy suffers in the Palisade – Hyundai cites 7.3L/100km for the larger unit, against 6.1L/100km in a Santa Fe.

The exterior is to Hyundai’s current design language, but reminds of larger American SUVs, according to Australian website CarAdvice.

The entry car runs on 18-inch wheels, the high-end car on 20-inch wheels for the Highlander, together with bi-LED headlights and tail-lights.

Inside, buyers get a choice of black leather with metallic-look trim and a knit headliner in the Palisade, while the high-end model gets burgundy or beige Nappa leather with beech wood-look trim and a suede headliner.

A 10.25-inch infotainment screen featuring satellite navigation, Apple CarPlay and Android Auto capability, and multi-connection Bluetooth, which runs through a 12-speaker Infinity premium audio system, is a common fixture.

Due to the expansive cabin, the Palisade also offers 'Driver Talk', which allows the driver to speak to second- and third-row occupants through the car's audio system. The system also has a 'Quiet Mode' which mutes the rear speakers, and sets the front speakers to a low maximum volume.

Front occupants get wireless smartphone charging in the centre console, while second-row passengers have access to USB ports.

As well as three ISOFIX child seat restraints, the Palisade also features four top tether child seat anchor points in the seven-seat Highlander, and five anchor points in eight-seat configuration (all variants). The second-row of seats features one-touch folding to help with third-row loading.

Front occupants get to enjoy heated and ventilated power seats, while the driver gains a 7.0-inch LCD digital instrument cluster. The 10.25-inch, all-digital instrument cluster offered in overseas markets doesn’t feature in right-hand-drive, but a head-up display goes into the flagship.

On the Highlander, a blind-spot view monitor shows a live feed of the Palisade's left and right blind-spot zones within the instrument cluster when the indicator is engaged, as well as a surround view monitor with guidance provides a 360-degree birds-eye view when parking.

A dual-panel power sunroof and hands-free power tailgate are also standard on the more expensive model.

Hyundai's SmartSense safety suite comes standard, featuring blind-spot collision-avoidance assist, high beam assist, rear cross-traffic collision-avoidance assist, driver attention warning with leaving vehicle departure alert, lane-keep assist, lane following assist, safe exit assist (top model only), rear occupant alert, autonomous emergency braking with pedestrian and cyclist recognition, and adaptive cruise control with stop-and-go.

Government’s EV push a sweet synch with Hyundai announcement

The drive has begun to stock the Government fleet with electrics by 2025 – sweet timing, perhaps, for an already favoured brand.

The new e-gmp platform is a breakthrough for Hyundai that will underpin 23 new Hyundai, Genesis and Kisa vehicles between 2021 and 2025.

ARRIVAL timing of a swathe of battery-compelled Hyundai and Kia products atop a new dedicated electric architecture announced by their parent overnight could time sweetly with Government impetus to shift its fleet into that technology. 

The Government has formally joined 32 other countries around the world in declaring a state of climate emergency for New Zealand, bringing with it a revitalised focus on electrifying its vehicle fleet, thorough prioritising fully electric and hybrid cars, and plans to become carbon neutral by 2025. 

The decision has been welcomed by not-for-profit pressure group Drive Electric, though this organisation - which involves 17 new car - says the move still doesn’t go far enough.

It could be sweet news for Hyundai New Zealand, a Drive Electric member which is already established as the leading provider of electric cars – defined as passenger vehicles that can plug into mains replenishment (which excludes hybrid cars) - for public service usage, with its Ioniq and Kona, though in the overall scheme of things that involvement is token.

Of the 15,000 vehicles that could be defined as Government vehicles, just over 100 vehicles are electric.

A case of Ioniq irony? The current Ioniq is different to the Ioniq 5, so far only seen in concept form (below) that will be the first car on the E-GMP platform.

Even so, Government has now pledged all of its cars will have some degree of electrification by 2025 and determined to trade in internal combustion vehicles for either fully electric replacements or hybrids if EVs aren’t deemed fit for purpose.

 Quite coincidentally, the announcement timing synched with one overnight from Hyundai, this about a brand-new electric skateboard architecture that will underpin of the electric future for Hyundai and Kia cars and SUVs, as the basis for 23 products coming out between next year and 2025.

 E-GMP (for Electric Global Modular Platform) is a flexible architecture and an undertaking that lifts Hyundai’s electric car development to a much higher level, in that with exception of the batteries, it’s an entirely in-house achievement, requiring no reliance of components sourced from outside suppliers, as has been necessary with the current Hyundai-Kia electrics: Ioniq hatch and the Kona and Kia Niro SUVs.

With E-GMP every aspect, even motor design, is brought in-house: The same process Telsa undertakes.

 Hyundai’s underpinning is a rear-drive set-up that can also format, with addition of a second motor, to all-wheel-drive. It enables a range of up to 500km, develop as much as 447kW and take just 18 minutes to reach 80 percent battery capacity when using a high-speed charger.

The first vehicle on this new platform is the Ioniq 5, which has so far only been seen in concept form (where it was called the 45). Ioniq 5, should not be confused (but probably will be) with the current Ioniq, which presents in mild hybrid, plug-in hybrid and fully electric form.

Hyundai announced earlier this year it intends to start a whole new EV sub-brand, akin to Volkswagen’s ID line, called … Ioniq. The Ioniq 5 is the first of the new family’s products. It’s a medium crossover, larger than the Ioniq hatch.

But that’s just a pathfinder. E-GMP is intended for 23 new Hyundai, Genesis and Kia vehicles in car and SUV formats over the next four years, including a high-performance model that will be shown off next year.

That car will be capable of 0-100kmh in less than 3.5 seconds and have a top speed of 260km/h, with rear- and all-wheel-drive versions available. To save energy, the front motor on the latter will decouple from the wheels when it's not needed.

 Hyundai has not shared details on battery pack size, but said that it's targeting 500 kilometres of range – a sizeable leap on the abilities from its current electric products.

By bundling the components, Hyundai said, it raised the maximum speed of the motor by up to 70 percent compared to existing motors, despite its small size.  

EVs based on the new platform will be capable of charging to 80 percent in 18 minutes, thanks to an 800-volt architecture that supports charging speeds up to 350kW. A five-minute charge can add about 100km.

The E-GMP also supports bidirectional charging; meaning that it can – in markets that allow this - can be configured to discharge its energy from its battery back to the grid or to a house. The vehicle-to-load (V2L) function supplies 3.5 kW of power which, according to Hyundai, can operate a mid-size air conditioner and a 55-inch TV for 24 hours. Alternately, it can be used to charge another EV.

The national distributor for Kia says it has no comment to make about E-GMP. Hyundai NZ has yet to respond to an invitation to provide its thoughts.

Kona update enhances range, styling

Two years on from initial launch, the Kona is being updated.

WHAT’S more important for an electric car – decent range or decent looks? 

From the detail Hyundai has given out in respect to the updates that are coming to its battery-compelled Kona next year, the answer to that, is ‘both.’ 

The big changes to a model set to land before June are that it looks sharper – albeit somewhat more Tesla-esque - thanks to a big styling makeover and, even though the battery pack capacity is unchanged at 64kWh, it will go further on a charge.

The driving range is now being listed at up to 484km (WLTP). Not a big improvement on the current model, which is claimed to achieve 449kms, but with battery drive, every extra ‘kay’ helps. The electric motor puts out mated to a 150kW/395Nm electric motor,

 The restyling isn’t as drastic as it might appear. Those slim, high-set daytime lights and lower driving lights were already in place, although the latter have grown bigger. What’s different is that the dimpled cladding that wrapped the lower nose panel has now been restyled and reprofiled.

Also looking smarter are the recharging times. The maker claims a battery at just 10 percent charge can be replenished to 80 percent in just 47 minutes when connected to a 100kW charger, and 64 minutes when connected to a 50kW charger.

The Kona upgrades its safety suite, to include active rear cross-traffic alert, blind-spot alert and collision avoidance, and leading vehicle departure alert. 

The rear seats are now heated and occupants there are provisioned with a set of USB ports for charge any devices. It also gets a 10.25-inch digital cluster behind the steering wheel for the driver. This complements the 10.25-inch infotainment screen.

A point to note. Although some markets will achieve this car with a smaller battery, Hyundai New Zealand is sticking with just the 64kWh version.

Ace’s rally push goes electric

Hayden Paddon is first on the road with an electric rally car.

images Geoff Ridder

IN a variation on the theme of ``build it and they will come’’, rally ace Hayden Paddon faces a ``build it and they work out where you can take it’’ scenario with the fully electric Hyundai Kona rally car he unveiled today.

Paddon’s goal of competing in rallies with an electric car of comparable performance to modern day combustion engine gravel racers is not just a technology challenge. His pioneering programme means working with the sport’s local governing body to position the car in competition.

For the short term that means demonstration runs starting with a few quick blasts around the rallysprint course at the high-profile Battle of Jack’s Ridge event on Sunday November 14.

It will be a very public debut for a car that has only just completed two days of filming work.

By the end of November MotorSport New Zealand hopes to have published its first regulations for electric vehicles. Paddon’s hoping his car helps provide a framework for those rules.

``At the moment it’s going to be demonstrations,’’ said Paddon.

``Going forward we know we have to work with MotorSport New Zealand – one on the safety and two on the performance parameters to actually make it fit in.

``We have started that discussion but the key thing is nobody knows and we need the car running to see what it’s capable of. That gives us a benchmark to work from.

``I’d like to think within two years we can have it accepted within motorsport events including full-length rallies. In the short term we know people want it and it’s good for the sport.’’

There are few question marks over the performance potential of the car created by a small team of seven at Paddon Rallysport Group headquarters at Highlands Park.

In its current guise the car has electric motors and two-speed transmissions front and rear. Each motor has peak power of 200kW and about 360Nm of torque. Paddon says the car is geared to reach 240km/h and can accelerate from 0-100km/h in a little over 3secs.

It’s possible to lift that performace adding another motor both front and rear to double the output to 800kW. Paddon says his initial goal is to tune the car so its comparable to the AP4-spec 4WD Turbo rally cars currently competing in New Zealand.

The EV is a little heavier at 1400kg but the weight is positioned low in the chassis of the Kona.

The battery electric powertrain has been developed from technology supplied by Austrian company STARD. It features advanced safety and control systems.

``It’s very similar to a Formula-E battery. It’s not like an OEM battery and it has a fire system built into it.

``If there was a problem, we have so much control technology in the car to shut things down before anything goes wrong. In the worst-case scenario, it’s got the emergency flood connectors. You flood the battery to stop the car from going on fire.

``The safety in the car is quite is quite phenomenal. It’s not like taking an OEM EV car, putting a roll cage in it and making it a club car. That’s a lot higher risk.

``That’s where it’s difficult for Motorsport NZ going forward, because it’s almost like two sets of regulations between an OEM car and a be-spoke motorsport design EV car.’’

Ahead of development work in the coming months, Paddon believes the tuning the software will outweigh the challenges of mechanical fine-tuning and durability.

``It’s all software. Mechanically the car is way simpler. There are less working parts and it’s strong and simple,’’ he said.

``Mechanically it’s pretty sound. We’ve done two filming days now with a brand-new car and had zero mechanical problems. If you had a combustion car, imagine the amount of teething problems you would have had?

``But we can have bugs in the software. We have to go through all the programming and tuning and that’s a whole different kettle of fish.’’

In order to have the range to complete a full rally, Paddon’s team has created a quick-change battery solution.

``We want to do battery changes. We are not interested in charging on an event,’’ Paddon said at today’s launch.

``We have designed the car for quick battery changes – five minutes we can change a battery.’’

He’s not saying how big the battery is but confirmed it has a smaller storage capacity than the 64kWh battery in the standard Kona electric road car.

The team is working in scale at the moment with enough battery power for short runs at full performance. From there it can calculate the size of battery needed before locking into that expensive choice.

The big rally battery will have to be over 100kWh,’’ said Paddon.

``But right now we have to calculate what we need. The big problem is the batteries are six-figures and if you get the wrong size battery now, you’ve got a battery that’s no good to you.

``With this prototype battery we can simulate very condition – hot, cold, uphill, downhill, twisty, fast - and from all that we can calculate exactly what we need.’’

Other key areas of the development programme will be tuning the torque vectoring and regenerative braking systems and an important aspect of rally safety ensuring the car makes enough noise to warn spectators of its approach.

Paddon talked of airflow systems similar to air raid sirens that would generate different levels of noise as the car moves at different speeds.

``It makes a bit of noise but it’s not at the level we want yet,’’ said Paddon.

``We are still working on a sound generator. We were hoping to have it done by now but there have been some hold ups. It’s high up on our priority list to get that right.

``It will be a different sound. It won’t sound like a combustion car but it will be relevant and be from the inputs of the driver. It’s got to sound real and sound exciting.’’

Paddon’s electric rally car push times with EVs in motorsport review

Battery-compelled vehicles are moving into motor racing and the sport’s national governing body is now working out how to accommodate them.

haydon paddon’s groundbreaking electric rally car, pictured during construction, will be fully revealed tomorrow. It is based on the Hyundai Kona electric car, pictured below.

THE public unveiling of Hayden Paddon’s highly-anticipated Hyundai Kona electric rally car tomorrow is being accompanied by a review of MotorSport NZ regulations to encourage electric vehicles in competition.

Motorsport’s national body says it is supportive of including EVs in competition and 18 months ago it established a Working Group to produce guidelines for their inclusion. The regulations are now at a final draft stage.

 ``The draft guidelines were to be released a couple of months ago but the United Kingdom recently published their regulations and guidelines so we are reviewing some of the differences,’’ said Terry Carkeek, Motorsport NZ technical manager.

``We hope to have something published by the end of November.’’

EVs can already be accommodated in some events but Carkeek says car clubs wishing to invite any battery-compelled cars to an event should contact Motorsport NZ in the first instance.

``We will then provide them with requirements based on the event and the type of vehicle being used. To date, I think we have had three requests all of which we have been able to provide guidelines for,’’ Carkeek said.

``We currently don’t see any need to limit what competition EVs may run in. There is likely to be a requirement for the venue owner to approve the use of EVs to compete on their property and we would also require the approval of the local fire and emergency agency.’’

He said EVs could compete in a separate category but there is also potential to create an equivalency formula to allow competition against conventional powertrains.

``We currently believe that standard, largely unmodified series production EVs, will be relatively easy to include in a number of motorsport disciplines,’’ said Carkeek.

``We also believe that professionally designed and constructed EVs, like Hayden’s Hyundai, should also be relatively easy to include in some events.

``For EVs that have had the high voltage system modified, we will be looking to establish a certification process for those modifications. We have had initial discussions with LVVTA with a view to using their existing standards to accept those vehicles.’’

TOM SHORT has been a pioneer of electric drive within the sport of drag racing, fronting with modified classic cars including this LH Torana.

Kiwi drag racing has been an early EV adopter with a Tesla Model S and Nissan Leaf appearing at recent Meremere Dragway street car events. 

And Taupo engineer Tom Short has built four electric drag racing cars and received a mixed reception in the straight-line sport.

Short has modified classic cars – a Datsun 1200 Coupe, an LH Torana, HT Holden Ute and most recently a 1970 LC Torana GT-R – by installing battery packs and an electric motor.

He achieved early success winning the NZ Drag Racing Association (NZDRA) Super Street national points title in the 2014-15 season with the Datsun. Other than the fact they are near-silent there is little about the performance - or appearance - of Short’s cars that identifies the pioneering role they have played in Kiwi motorsport.

Short said EVs were banned after this title win, re-admitted and then banned again by the NZDRA. At present his car is welcome at events run under International Hot Rod Association (IHRA) rules.

``They [NZDRA] said the ban was for Health and Safety reasons. Some people don’t like change,’’ said Short. 

Another area of New Zealand EV competition has been in moto trials.

A small number of Electric Motion electric trials bikes were introduced several years ago. They’ve been used in competition but are now mainly used by riders for training. 

At present the big area of EV interest is in mini trials and trail riding with the Oset brand of electric off-road bikes becoming a popular choice for 3-12-year-old riders. 

Editor’s note: The end result of a project announced two years ago, Paddon’s car is based on the Hyundai Kona, a compact fully-electric crossover that has been in the market for three years. The rally edition is a world-first for the type and delivers with four-wheel-drive, raised suspension and all the other addenda required for rallying.

It has been developed by the driver and a handful of employees, all hand-picked Kiwi engineers, working from a lock-up at Highlands Motorsport Park at Cromwell. Hyundai New Zealand, the University of Canterbury, Yes Power have supported. STARD, an Austrian racing team that specialises in electric rallycross cars, supplied the battery, inverter and motors. 

 The car is being unveiled tomorrow night in Auckland at Hyundai NZ’s headquarters.