LOS ANGELES — In a few short months, a new chapter will start for the Hyundai Ioniq nameplate as the automaker sets out to capture 10 percent of the global electric vehicle market by 2025 and fully electrify its lineup by 2040.
The Ioniq name will go from representing an eco-friendly hatchback in hybrid, plug-in hybrid and electric variants to a subbrand that will offer three new EVs in the U.S. by 2024, starting with the Ioniq 5 compact crossover in the fall. A stylish midsize sedan and a three-row crossover will follow.
But a chapter is also ending, and it says something about the near-term direction of the EV industry in the U.S. that is unfortunate.
Many of the coming EVs are overweight resource hogs, often with massive batteries and inefficient SUV designs as part of a raging battle over range, power and consumer taste.
They are also pretty pricey.
In contrast, Hyundai’s affordable Ioniq electric variant, which was the most efficient vehicle ever tested by the EPA until the Tesla Model 3 took the crown, is going out of production after the 2021 model year.
The Korean automaker has a lot of good reasons for killing the compact EV hatch, including modest sales in the limited number of states where it’s sold. The Ioniq EV started life as a “compliance car” but has gained a following for its normalcy and competence. It’s basically an electrified Elantra.
But the exit of the Ioniq EV is part of a growing trend away from the core mission of electric vehicles to significantly lower the carbon footprint of driving in places such as smoggy Southern California.
The original 2017 Ioniq electric, with just 124 miles of range, was one of the few affordable EVs that helped convert the early-adopter community in California and beyond. Its modest 28.8-kWh battery tread lightly on the environment while offering smooth driving and respectable charging rates.
The 2021 model now disappearing from dealer lots offers 170 miles of range from an upgraded 38.3-kWh battery. The less expensive of the two trims goes for $34,250 with shipping, or $26,750 after the federal tax credit. The EPA estimates the cost of fuel to drive 25 miles at just 83 cents.
The coming crop of EVs recently announced by automakers have batteries that are twice, or three times, or five times as big as the Ioniq. And that’s understandable. Automakers are trying to convince consumers that they don’t have to give up range and convenience to transition to an electric lifestyle.
A big culprit for that need is the lack of EV charging infrastructure across the U.S., and that’s probably not changing soon, even with the current public and private push. For many potential EV buyers, range anxiety is real. Tesla has pioneered efficiency and charging ease but has drifted toward ever-higher prices.
This year, it’s the Ioniq that gets the ax. Because of their crossover shape, the Hyundai Kona EV and Kia Niro EV may hang around a little longer. But given the way this trend is going, who knows — maybe it will be the Nissan Leaf and Chevrolet Bolt that fade away in the near future.
By the time all the early, affordable EVs are gone, will there be a new generation of runabouts to take their place? Tesla is promising a $25,000 model in coming years. Hopefully, at least a few would-be rivals will beat them to the punch.