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Avec un design inspir\u00e9 de la Pony de 1975, premi\u00e8re voiture de production de Hyundai, la Ioniq 5 marque le d\u00e9but d\u2019une nouvelle \u00e8re pour le constructeur cor\u00e9en, celle de l\u2019\u00e9lectromobilit\u00e9. En effet, la premi\u00e8re voiture \u00e9lectrique du constructeur cor\u00e9en ne passe pas inaper\u00e7ue tant son design est original sans \u00eatre radical. Mais est-ce que la technologie et l\u2019ergonomie sont \u00e0 la hauteur de cette carrosserie ? C\u2019est ce que nous allons d\u00e9couvrir dans cet essai au volant de la version la plus performante disponible au moment de cet essai, qui d\u00e9veloppe 305 chevaux.<\/p>\n
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La Hyundai Ioniq 5 est une berline cinq portes avec hayon qui se rapproche d\u2019un crossover ou d\u2019un SUV. Contrairement \u00e0 ce que laissent penser les photos, la Hyundai Ioniq 5 est une grande voiture de 4,63 m\u00e8tres. Elle se base sur la \u00ab\u00a0Electric-Global Modular Platform\u00a0\u00bb qu\u2019elle partage avec la Kia EV6. On peut relever quelques particularit\u00e9s du design audacieux comme le capot monobloc sur toute la largeur de la voiture, le Z taill\u00e9 dans les panneaux de porte comportant \u00e9galement des poign\u00e9es affleurantes.<\/p>\n
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4×4
2x mot. \u00e9lectr.
305 ch \/ 605 Nm
2’125 kg<\/p>\n
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L\u2019int\u00e9rieur est l\u00e9ger et spacieux. Cela est d\u00fb, entres autres, \u00e0 l\u2019absence de console centrale, aux poign\u00e9es de porte dissimul\u00e9es derri\u00e8re les accoudoirs ou encore \u00e0 la planche de bord, tr\u00e8s sobre. La qualit\u00e9 de cet int\u00e9rieur futuriste a \u00e9t\u00e9 soign\u00e9e, \u00e0 l\u2019image des pi\u00e8ces parfaitement ajust\u00e9es et des mat\u00e9riaux de tr\u00e8s bonne facture, comme le cuir sur les accoudoirs et la planche de bord. Du c\u00f4t\u00e9 pratique, on dispose de beaucoup de rangements, d\u2019un chargeur \u00e0 induction et de multiples branchements en 12V ou USB.<\/p>\n
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On retrouve \u00e9galement beaucoup d\u2019espace \u00e0 l\u2019arri\u00e8re, avec une banquette inclinable en deux parties et coulissante par commande \u00e9lectrique, mais d\u00e9pourvue de trappe \u00e0 skis. Les espaces de chargement sont g\u00e9n\u00e9reux, avec 527 litres pour le coffre arri\u00e8re ainsi qu\u2019un petit coffre \u00e0 l\u2019avant de 24 litres.<\/p>\n
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Les si\u00e8ges en cuir sont chauff\u00e9s et ventil\u00e9s avec une int\u00e9ressante fonction \u00ab relax \u00bb, qui va basculer le si\u00e8ge en arri\u00e8re de fa\u00e7on \u00e0 pouvoir s\u2019allonger. Le syst\u00e8me d\u2019infotainment est tr\u00e8s bien pens\u00e9, avec un m\u00e9lange de commande tactile et \u00e0 pression permettant d\u2019arriver directement dans le menu en question. Celui-ci est compatible Android Auto et Apple Carplay.<\/p>\n
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Afin de pouvoir pleinement profiter des fonctionnalit\u00e9s de cette Hyundai Ioniq 5, je d\u00e9cide de l\u2019emmener en ballade sur les d\u00e9partementales du Jura fran\u00e7ais. M\u00eame si celles-ci ont parfois de mauvais rev\u00eatements, il faut mentionner l\u2019excellente qualit\u00e9 des suspensions classiques\u00a0: celles-ci filtrent tr\u00e8s bien les petites imperfections de la route, peu importe si on se trouve en mode Eco, Normal, Snow ou Sport. Toutefois, le comportement en mode Sport demeure peu dynamique avec un comportement un peu pataud, trahissant les 2’125 kg de l\u2019engin. N\u00e9anmoins, l\u2019ESP et l\u2019anti-patinage sont d\u00e9connectables, ce qui permet de ne pas \u00eatre brid\u00e9 par les aides \u00e9lectroniques en conduite active\u00a0; elle accepte m\u00eame de survirer\u00a0!<\/p>\n
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Les deux moteurs synchrones, de 95 ch \u00e0 l\u2019avant et 211 ch \u00e0 l\u2019arri\u00e8re, nous am\u00e8nent de 0 \u00e0 100 km\/h en 5.1 secondes, et je suis surpris par le faible roulis en virage malgr\u00e9 ma conduite dynamique. De mani\u00e8re g\u00e9n\u00e9rale, la Hyundai Ioniq 5 privil\u00e9gie clairement le confort \u00e0 la conduite dynamique. Les freins sont en revanche tr\u00e8s rassurants et arr\u00eatent avec puissance la voiture. Avec son double vitrage de s\u00e9rie, l\u2019insonorisation est tr\u00e8s bonne, mais celle-ci peut vite faire ressortir un bruit parasite, comme celui des boucles des ceintures arri\u00e8re qui frottent contre le passage de roue (pour l’\u00e9viter, il faut simuler la pr\u00e9sence de passagers en attachant les ceintures).<\/p>\n
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Outre les quatre niveaux de force du freinage r\u00e9g\u00e9n\u00e9ratif, la Hyundai Ioniq 5 propose un mode automatique qui va ajuster l\u2019effort de freinage en fonction des conditions. Il n\u2019est ainsi pas n\u00e9cessaire d\u2019ajuster en permanence la p\u00e9dale d\u2019acc\u00e9l\u00e9rateur pour rouler sur l\u2019\u00e9lan, \u00e0 plat. Cependant lors d\u2019une descente, la voiture va automatiquement appliquer un freinage r\u00e9g\u00e9n\u00e9ratif afin de maintenir la vitesse, sans que le r\u00e9gulateur de vitesse ne soit enclench\u00e9. Si cela para\u00eet int\u00e9ressant en th\u00e9orie, c\u2019est moins \u00e9vident en pratique, o\u00f9 la voiture ne va pas percevoir les m\u00eames besoins que le conducteur et ne va pas agir en totale osmose avec ce dernier.<\/p>\n
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Mais on dispose encore d\u2019un autre mode de freinage : le I-pedal (appel\u00e9 aussi mode \u00e0 p\u00e9dale unique). En plus d\u2019un freinage r\u00e9g\u00e9n\u00e9ratif modul\u00e9 automatiquement, il est possible de freiner et de s\u2019arr\u00eater compl\u00e9tement sans toucher la p\u00e9dale de frein. Toutefois, le d\u00e9clenchement du r\u00e9gulateur de vitesse et la reprise de la conduite en mode I-pedal se fera toujours avec un \u00e0-coup, le freinage automatique entrant en action sans adaptation progressive.<\/p>\n
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La conduite sur autoroute r\u00e9v\u00e8le une bonne partie de la technologie embarqu\u00e9e : lors de changement de piste, outre la d\u00e9tection d\u2019angle mort par le syst\u00e8me d\u2019aides \u00e0 la conduite, la cam\u00e9ra d\u2019angle mort s\u2019affiche sur le tableau de bord. Les aides \u00e0 la conduite disponibles sont multiples, comme le r\u00e9gulateur de vitesse adaptatif et actif, avec lecture des panneaux, le maintien actif de voie ainsi qu\u2019un affichage t\u00eate haute \u00e0 r\u00e9alit\u00e9 augment\u00e9e. Avec un syst\u00e8me de cam\u00e9ras 360 degr\u00e9s pouvant reconstruire et afficher l\u2019environnement du v\u00e9hicule virtuellement, il est \u00e9tonnant que cette Ioniq 5 ne dispose pas d\u2019un assistant de parcage actif, alors qu\u2019une fonction permet de la faire avancer et reculer en \u00e9tant hors du v\u00e9hicule.<\/p>\n
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Le conditionnement thermique de la voiture avant le d\u00e9part est hasardeux\u00a0: celui-ci ne se d\u00e9clenche pas toujours malgr\u00e9 sa programmation via l\u2019ordinateur de bord. On peut aussi d\u00e9plorer l\u2019absence de commande de conditionnement depuis la t\u00e9l\u00e9commande du v\u00e9hicule, tout comme une commande d\u2019ouverture de la trappe de chargement. L\u2019absence d\u2019essuie-glace arri\u00e8re est \u00e9galement un d\u00e9faut vu la forme du hayon, la vue arri\u00e8re par temps humide \u00e9tant fortement r\u00e9duite. La cam\u00e9ra de recul, non escamotable, est \u00e9galement expos\u00e9e aux salet\u00e9s.<\/p>\n
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La consommation s\u2019est mont\u00e9e \u00e0 19 kWh\/100km lors du parcours test. Avec une capacit\u00e9 de nette de 72.6 kWh, on dispose d\u2019une autonomie th\u00e9orique de 382 km, ce qui est proche des 430 km annonc\u00e9s par le constructeur. Avec une recharge sur borne ultra rapide, on va passer de 10% \u00e0 80%\u00a0en seulement 18 minutes puisque la Hyundai Ioniq 5 accepte 225 kW de puissance recharge. Le mode \u00ab\u00a0V2L\u00a0\u00bb permet de transformer la voiture en g\u00e9n\u00e9rateur mobile\u00a0: elle peut ainsi d\u00e9livrer jusqu\u2019\u00e0 4.6 kW de puissance sous 230 V via un boitier \u00e0 brancher sur la prise de recharge.<\/p>\n
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Avec un tarif de base de CHF 44’900.- avec une motorisation de 170 ch sans traction int\u00e9grale, la Hyundai Ioniq 5 de cet essai est factur\u00e9e CHF 60’900.-. La peinture matte (CHF 1’400.-) \u00e9tant l\u2019unique option sur cette version \u00ab\u00a0First Edition\u00a0\u00bb de 305 ch. Face \u00e0 ce crossover \u00e9lectrique, la concurrence est dense. On peut citer, tout d\u2019abord sa cousine de chez Kia, l\u2019EV6 (d\u00e8s CHF 49\u2019950-), la Ford Mustang Mach-E<\/a> (d\u00e8s CHF 56’900.-), la Polestar 2<\/a> (d\u00e8s CHF 45’900.-) ou encore l\u2019Audi Q4 50 E-tron<\/a> (d\u00e8s CHF 61’850.-), cette \u00e9num\u00e9ration n\u2019\u00e9tant \u00e9videmment pas exhaustive.<\/p>\n [\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”Grande image” background_color=”rgba(255,255,255,0)” background_image=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2022\/06\/Hyundai-Ioniq-5-4WD-91.jpg” custom_css_main_element=”min-height:400px;” custom_padding=”520px||520px|” custom_padding_tablet=”50px|0|50px|0″ custom_padding_last_edited=”on|desktop” _builder_version=”4.17.4″ prev_background_color=”#ffffff” next_background_color=”#ededed” inner_max_width=”1080px” box_shadow_horizontal_tablet=”0px” box_shadow_vertical_tablet=”0px” box_shadow_blur_tablet=”40px” 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Une multitude d\u2019aides \u00e0 la conduite sont disponibles, parfois avec un peu trop d\u2019intrusion dans la conduite. 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