The problem began with an update to improve battery conditioning on 2022 and 2023 models. The automaker promises to release a fix next week.
Publikováno 22. února 2023
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Software-defined cars seem to be the way of the future , but what happens when that software doesn’t go quite right? I experienced that with the 2023 Hyundai Ioniq 5 I borrowed from the automaker’s press fleet. Driven normally, the car is excellent ; in Eco mode, it becomes unacceptably slow. Research shows that numerous Ioniq 5 owners have complained on social media and enthusiast forums, claiming a recent dealer-installed software update has turned Eco mode into an unusable, borderline dangerous drive setting.
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My observations started about a day after I received the 2023 Ioniq 5 for a one-week loan. With Eco mode engaged, and one-pedal driving turned on, I went for a drive where I eventually had to make an unprotected left turn across traffic. I pressed the throttle to the floor and the car crawled forward, right as I started to cross the flow of oncoming traffic. Suddenly, this 32 0-horsepower crossover was inching through the intersection, barely gaining any speed. I continued on my journey, mindful of the vehicle’s limited performance. Every other drive mode was normal, but in Eco mode, the Ioniq 5 felt more than slow — it felt broken.
Typically, in an EV, Eco mode may reduce power, dampen throttle response, and limit the output of the HVAC system, all in an effort to conserve battery. In Eco, the dual-motor all-wheel drive Ioniq 5 appears to rely mostly on its rear motor, only engaging the front motor for a little acceleration help or regenerative braking. But in most cars, Eco mode still gives full acceleration power when the throttle pedal is fully depressed. Even my 2012 Mitsubishi i-MiEV is still peppy off the line in its own Eco mode, and if I need to go faster, matting the throttle will give me all 67 of its electric horsepower.
Throughout my week with the car, the Ioniq 5 didn’t do that. Every other mode worked as expected, but in Eco, I’d press the throttle and it could take nearly a full second to get going, a dangerous eternity on public roads. When it finally did get moving, it would crawl from a stop to 15 mph; only above 20 mph did the Ioniq 5 have a semblance of safe and predictable power delivery. Matting the throttle did nothing to change the car’s dull response.
Seeking clarity, I turned to the internet. Owners on Reddit, the Hyundai Ioniq 5 forums, and YouTube all concurred — the Ioniq 5’s Eco mode is scary slow. To make matters worse, owners insisted the performance in Eco mode wasn’t always like this.
In late 2022, a number of Ioniq 5s got a dealer-installed software update . The update improved the car’s battery preconditioning feature, making DC fast charging faster . But it appears Hyundai may have altered power and throttle response programming with the update.
“I have a 2023 SEL AWD and I stopped using Eco mode because it is turtle speed,” one owner complained on the Ioniq 5 forum . “One of the joys of EVs is the ability to jump off the line and that joy is gone.”
YouTuber Wrenching Fool tested a 2022 Ioniq 5 without the preconditioning software update versus an updated car. The one with the software update took nearly double the amount of time to reach 40 mph.
Dangerously SLOW now?! Comparing Ioniq5 ECO Mode Before and After the Battery Preconditioning Update
I contacted Hyundai to ask about the issues I had experienced firsthand, and that owners have been reporting. A Hyundai representative confirmed that the Eco-mode issue has been identified in model-year 2022 cars that received the software update at the dealership; additionally, the representative confirmed that the issue was found in model-year 2023 vehicles that had the battery-conditioning software update installed at the factory.
“Hyundai has completed validation of a Vehicle Control Unit (VCU) software update that addresses certain complaints of sluggish Eco mode driving performance following completion of service campaign T9Q,” the representative told me over email. “Beginning February 27, 2023, Hyundai dealers will be able to perform this VCU software update on affected 22MY IONIQ 5 AWD vehicles with an Eco mode complaint.”
Eco mode’s sketchy performance is a soft spot in what is otherwise a charming and pleasant EV. In Normal or Sport mode, the all-wheel drive Ioniq 5’s 320 hp and instant electric torque move the car with quiet authority. It’s an easy-to-use EV with eye-catching retro 1980s styling , and it does lots of things really well .
For drivers who may not be paying close attention, the Ioniq 5’s sluggish performance in Eco mode could lead to some frightening moments. Until Hyundai rolls out the software update to fix it, maybe it’s best to use Normal or Sport mode until everything is sorted.
There’s a fine line between insanity and genius. For the most part, the Ioniq 5 walks that tight rope confidently. I can now say this with a little more assurance after having spent a better part of two days inside the cabin myself, driving it around (and also to death). Here’s what we learnt:
#1 Part Amazing / Part Annoying
The Ioniq 5’s suspension tune seems a little confused — almost as if it cannot pick a side between being sporty/stiff and comfy/soft. It sits in a weird gray zone. On perfect roads, the controlled body movement and the quiet cabin come together beautifully to give you a relaxing experience. It feels like a speedboat on calm waters, slicing through the scenery at peace and the occupants at ease. Much like the speedboat, once the Ioniq 5 is done dealing with minor bumps/undulations on the highway, it takes a second longer than ideal to settle back into a smooth ride.
Introduce some really broken surfaces, and you’d have to prepare for some side to side swaying. Most of this is presumably down to the vehicle’s extra heavy battery pack located under the floor. Add the gigantic 20-inch alloy wheels to the mix, and you will have to be careful. For most cars, we’d simply suggest you speed up on surfaces like these. With the Ioniq 5, you are better off taking things slow.
#2 What SUV?
Hyundai’s claim of the Ioniq 5 being an SUV seems a little far fetched at first. A majority in the office also tend to agree that it looks like a 3XL-sized hatchback. That’s right until you park it next to anything.
Whether it’s the retro-futuristic design elements, the matte paint that cuts out reflections or the general shape of the car — you really need a reference point at all times to understand this car is a Tucson/Compass-sized vehicle. The only thing it lacks for that outright SUV feel is height.
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Irrespective of what you choose to call it, the number of heads it turns is mind-boggling. It looks like it belongs on a movie set. And if you like attention, you will like the Ioniq 5.
#3 DECEPTIVE
For a vehicle its size (and weight), the Ioniq 5 is hilariously quick. Hyundai claims a 0-100kmph time of 7.6 seconds. With our VBox strapped on, we managed to hit the ton in 7.68 seconds. It will do questionable speeds (electronically limited to 188) a little too easily and also stay there comfortably all day long.
If the same kind of performance was coupled with a revving motor and an exhaust that popped, banged and crackled, you’d think of yourself as a driving god. It’s this sensory depletion that electric vehicles bring with them that fools you into thinking the Ioniq 5 is a lot more docile than it actually is.
#4 BRIM IT UP
Charging the Ioniq 5 using the standard 3.3kW charger is painfully slow. From 0%, the car showed an estimated time of 42 hours for a full charge. That seemed likely too, considering 12 hours later, the battery was at around 36%. This isn’t necessarily a bad thing considering this charge is enough to give you ~140km of range. The slow charge time is heavily a function of the large 72.6kWh battery capacity.
We also had the chance to sample a 120kW public charger. 25-95% took a little less than an hour. We had to abort charging at 95% due to a power cut, but there’s an interesting pattern in how the Ioniq 5 charges up:
Charging percent
Čas
25 až 30 procent
30 až 40 procent
40 až 50 procent
50 až 60 procent
60 až 70 procent
70 až 80 procent
80 až 90 procent
90 až 95 procent
Notice how the Ioniq 5 takes approximately 4-5 minutes for every additional 10% of charge, up to 80%. Post this, it takes nearly four times as long to add the same amount of charge. This is because charging speed drops from 120kW to 10-20kW. At this point, the Ioniq 5’s battery management system focuses on ensuring an even charge across all cells and managing heat caused due to rapid charging (as is the case with most electric vehicles) .
#5 Driven To Death
In our latest episode of Drive2Death, we tasked ourselves with running the Hyundai Ioniq 5 from 100 to 0%. The route wasn’t easy on the EV either, for it had to tackle the inclines of Lavasa, Amby Valley, the drive up from Mumbai to Lonavala and the old Mumbai-Pune highway. It clocked kilometres in the most diverse traffic conditions possible — from a light morning traffic, a smooth sailing expressway run and the evening rush hour as well. We weren’t particularly surprised when the Ioniq 5 managed to clock 431.9km at the end of the day.
Here are a few key things we learnt:
- The DTE fluctuates significantly when the battery is close to full. It takes a while before the on-board computer calculates an accurate DTE. We lost ~20km of displayed range just by switching off the Ioniq 5 and turning it back on again.
- A better indicator of range at hand is the battery percentage. We averaged ~4.3km/per cent of battery.
- When the battery drops down to 0% — you can still have 2km of range left to find a charger, subject to the driving conditions and how well you manage regenerative braking.
- There’s no loss in performance right up to 5%. Even then, you can very comfortably drive around in the city, hit triple digit speeds on the highway and tackle flyovers. Only at super steep inclines will you realize that the car’s performance is curtailed.
- At 0% the Ioniq 5 enters limp home mode. Again, still perfectly drivable within city limits here.
- Air-conditioning has a massive impact on the range of the Ioniq 5. Setting temperature to lowest and the fan speed to maximum takes a full 100km out of the car’s estimated range. During our battery draining test, we had the AC at 23 degrees and fan speed at 2 throughout. Surprisingly, seat ventilation has no effect on the car’s DTE.
- The i-Pedal, which is the single pedal mode, is calibrated well for city use. It takes next to no time to get used to. Let go off the accelerator in time and the car rolls to a halt on its own, owing to brake energy regen.
- Brake energy regen set to Level 2 feels the most ‘natural’. Resistance is actively felt in Level 3. Level 0 and 1 are barely noticeable. You can also tug and hold the left paddle to have the car come to a dead stop.
- The ADAS suite isn’t as India-friendly as the Verna’s. For our conditions, the adaptive cruise control (even at the closest setting) simply leaves way too much space between itself and the car in front. Enough for another car to squeeze in and trigger an emergency braking response. Second, lane keep assist doesn’t exactly keep the car centered — it positions it close to the left edge of the lane.
Would I still recommend the Ioniq 5? Well, yes. If your garage needs something luxurious and attention-grabbing whilst costing next to nothing to run, the Ioniq 5 is as good as it gets for Rs 50 lakh.
