Okay, the Model 3 tried to kill me. Just kidding, but what a lot of power for a car that's supposed to cost under €40,000.

Yesterday morning at 11 I booked a test drive on the Tesla website, and by 3 PM I was behind the wheel. Super easy to arrange, I'll give them that. The catch: I only got half an hour, so I mostly drove inside built-up areas. The German autobahn was off limits.

I also tried FSD (Supervised) and honestly, it was a bit of a letdown. It did a decent job most of the time, but you simply can't rely on it. It kept switching itself off every few minutes. Which, I noticed during my visit, is exactly the sales pitch: it's good, but you can't trust it. Parking was the exception. The 360 degree camera is really handy, much like the one I described yesterday morning for the Hyundai Ioniq 3.

The biggest surprise was the seat. Once you're in, the low seating position is fine. But getting in and out is another story. I'm closing in on 40 and I'm fairly tall too (1.85 m), so I'm pretty sure I'd never get used to that. So I also sat in a Model Y, and there I could get in and out like a normal person. I haven't test driven the Model Y yet, but I might do that another time.

Operating the gear selector via the screen turned out to be a non-issue. It becomes second nature quickly, and in the end it just drives like any other car. One difference is the one pedal driving. The staff member told me you can't turn it off, but it works really well, so I didn't mind. Setting up the seat was also done quicker than I expected.

Sadly the Model 3 probably isn't the car for me anyway. I can't even get it insured, because I was refused by Zekur.nl in January 2024. Switching is difficult, unless Lancyr has started insuring Teslas by now. The Model Y is supposedly easier to insure for some reason, so that could be a way out. It's a shame, because the Model 3 is now under €37,000 to be exact, and you can get it for €34,000 if you trade in an old banger. There's also a scrappage subsidy coming soon, but it's meant for people with a low or middle income, and the car you buy has to be a used EV, so as far as I can tell it won't help with a new Tesla. Either way, the new price is a lot lower than it was a few years ago. Both models also have trade-in offers going on right now.

For fun I asked Grok which car brand is the best. It wasn't Tesla, apparently because they have a few issues. So I think Elon Musk still needs to tune Grok a bit, because an AI built by him surely shouldn't say another brand is better /s

Bottom line: great cars with ridiculous power and a very complete standard spec. You just have to get used to everything running through one central screen.

---

Disclaimer: I try to approach every car I test drive as objectively as possible, and politics has nothing to do with that. Please keep political discussion out of the comments and stick to the car.

I recently had the chance to test-drive the Hyundai IONIQ 3. I'm seriously considering this electric car as a possible replacement for my 2019 Nissan Leaf with the 40 kWh battery. The IONIQ 3 surprised me in a positive way, but there are also a few things I'm less enthusiastic about. In particular, the price and equipment make it an interesting proposition to weigh up.

Here are my thoughts, covering everything from specifications and pricing to my own driving impressions.

Contents

1. Why the IONIQ 3 caught my attention
2. Prices, trim levels and equipment
3. Technology and efficiency
4. What does the IONIQ 3 cost to run?
5. IONIQ 3 vs. my Nissan Leaf
6. Is the IONIQ 3 suitable for a small family?
7. The driving experience

1. Why the IONIQ 3 caught my attention

The Hyundai IONIQ 3 is a compact electric car that looks quite interesting on paper. It combines relatively small exterior dimensions with a long wheelbase and a surprisingly generous amount of boot space.

Hyundai calls this the Megabox

My current car is a 2019 Nissan Leaf Tekna with a 40 kWh battery. I'm still happy with it in several respects, but I'm also starting to look around for a possible replacement. Efficiency, practicality, comfort and intuitive controls are all important to me.

On paper, the IONIQ 3 seems to combine many of those qualities. However, I don't want to judge a car on specifications alone. How it actually drives and how easy it is to use in everyday situations matter just as much to me.

2. Prices, trim levels and equipment

The Hyundai IONIQ 3's launch prices are as follows:

Trim	Battery	Launch price
Select	42.2 kWh	€27,995
Trend	42.2 kWh	€30,995
Vision	42.2 kWh	€32,995
Select	61 kWh	€31,995
Trend	61 kWh	€34,995
Vision	61 kWh	€36,995
Prime	61 kWh	€40,995
N Line Evo	61 kWh	€41,995

The Select is the entry-level trim, but it isn't exactly bare-bones. Still, there are a few features I personally miss.

Isn't the IONIQ 3 a bit expensive?

Although the IONIQ 3 Select comes with a decent amount of equipment, I still think the car is rather expensive overall. For example, heated seats and a heated steering wheel are missing, even though I really appreciate those features. As far as I could establish, it also lacks an anti-pinch safety function that stops a powered window from closing if, for example, a child's finger gets caught.

If I were seriously considering the IONIQ 3, I'd therefore want at least the Vision trim. Even then, it still lacks a conventional 360-degree camera system, which is a feature I'd really like to have. In fact, none of the trims seems to offer one, because the car displays a maximum of three camera views despite having four cameras fitted. I'll come back to that later in the post.

That makes the pricing even more interesting when I look at Tesla as an alternative. Of course, these are cars from different segments: the IONIQ 3 is a B-segment car, while the Model 3 belongs to the D-segment and is considerably larger. Even so, I find it noteworthy that the Hyundai IONIQ 3 Vision with the 61 kWh battery has a launch price of €36,995, almost exactly the same as the cheapest new Tesla Model 3, listed at €36,990, excluding the advertised trade-in bonus.

Tesla comes with several exterior cameras as standard for its driver-assistance systems. The company calls this technology Tesla Vision. However, that isn't the same as a conventional 360-degree camera system that gives you a bird's-eye view of the car and its surroundings. Tesla uses camera feeds and software to interpret the environment, but that doesn't mean you get the same camera functions as you would with a traditional surround-view system.

In The Netherlands you are allowed to use your phone while standing still: once you start driving, it needs to be put away!

There are similarities between Hyundai's software and Tesla's, though. The familiar animations showing other vehicles in traffic first appeared in Tesla's cars.

My point isn't that the Tesla is better in every respect. It's a larger car from a higher segment. But when you have to move up to a more expensive Hyundai trim to get the comfort and parking features you want, the price difference compared with other electric cars becomes very small. At that point, I'd seriously consider the alternatives as well.

Which battery would I choose?

The IONIQ 3 is available with either a 42.2 kWh or a 61 kWh battery. The smaller battery uses LFP chemistry, while the larger one uses a different lithium-ion chemistry.

The smaller battery makes the most sense if keeping the purchase price down is the main priority and you don't drive many miles. The larger battery offers considerably more capacity and, consequently, more range.

Personally, if my budget allowed it, I'd choose the 61 kWh version. You get almost 19 kWh of extra battery capacity for only a few kilograms of additional weight. I find that an interesting trade-off. A larger battery could also make the car more appealing on the used market, as it gives you more flexibility on longer journeys.

3. Technology and efficiency

The IONIQ 3 is approximately 4.16 metres long, 1.80 metres wide and 1.51 metres tall. Its wheelbase is around 2.68 metres. That makes it a compact car, but the long wheelbase helps create a relatively spacious interior.

It's about 33cm shorter than my Leaf

The boot offers around 322 litres, with another 119 litres of storage underneath the floor. That brings the total to approximately 441 litres. With the rear seats folded down, capacity increases to around 1,213 litres.

Those are pretty impressive figures for a car of this length.

Here are the key specifications at a glance:

Specification	Hyundai IONIQ 3
Length	4,155 mm
Width	1,800 mm
Height	1,505 mm
Wheelbase	2,680 mm
Boot space	322 litres plus 119 litres under the floor
Battery	42.2 or 61 kWh
Drivetrain	Front-wheel drive
AC charging	11 kW standard, optional 22 kW depending on trim
DC fast charging	Up to approximately 115 kW

The WLTP range depends on the battery and trim level. With the larger battery, the range approaches 500 km. The smaller battery offers around 340 km, depending on the version.

Those are useful figures for a compact EV. In real-world driving, of course, outside temperature, speed, driving style and climate control all make a difference.

The larger battery seems particularly appealing if you regularly drive longer distances or don't want to leave home with the battery charged to a very high level every time.

4. What does the IONIQ 3 cost to run?

When considering an EV, I look at more than just the purchase price. Energy consumption, road tax and charging options also matter.

My Nissan Leaf averages around 13.6 kWh per 100 km, including charging losses. I'm quite happy with that figure for my usage.

The IONIQ 3 also looks efficient on paper. The 61 kWh version is quoted at around 13.7 to 14 kWh per 100 km, depending on the trim and measurement method. That's broadly in the same range as my Leaf.

That doesn't automatically mean they'll consume the same amount of energy in every situation. A test drive is too short to draw firm conclusions about real-world consumption, and conditions make a difference. Still, it's encouraging that the IONIQ 3 doesn't appear to be a major step backwards in efficiency on paper.

Road tax

Road tax depends on the car's weight, the region where you live and the applicable rates. Based on the figures I've seen, the IONIQ 3's Dutch motor vehicle tax would work out at approximately €177 to €193 per quarter, or around €59 to €64 per month.

The exact amount can vary by trim and weight category. Anyone considering buying one should check the amount using the vehicle's exact specifications and their own location.

Charging

The IONIQ 3 supports 11 kW AC charging as standard. Depending on the trim, 22 kW AC charging may also be available. That can be useful at charging points capable of delivering more than the usual 11 kW.

DC fast charging is rated at up to approximately 115 kW. That's reasonable for a compact car, although peak charging power doesn't tell the whole story. The charging curve and conditions determine how long a charging stop actually takes.

For my own use, good efficiency is at least as important as a high peak charging rate. I don't rely exclusively on public charging during journeys, so I wouldn't judge the car on its maximum DC charging power alone.

5. IONIQ 3 vs. my Nissan Leaf

My 2019 Nissan Leaf Tekna with the 40 kWh battery is no longer a new car, but it still has features I appreciate.

In some respects, I prefer the controls in my Leaf. I'm familiar with the car, and the functions I use regularly are reasonably easy to operate. The camera system is another important point of comparison for me.

Jokes aside: I parked it at the spot saying ''Test drive'' and the next people where already waiting...

The IONIQ 3 has four cameras: front, rear and one on each side. However, it doesn't simply display all four camera feeds simultaneously. Depending on the direction of travel, it shows three camera views at a time.

I find that disappointing. Even when manually activating the cameras, the available views seem to depend on the direction you're travelling. When moving forward, you get the forward-facing camera view, while selecting reverse brings up the rear camera. You can't freely combine the camera views in the way I'd like.

I really prefer being able to see al four cameras instead of only three

My Leaf has a conventional bird's-eye view of the car, giving me a clear overview of its immediate surroundings. I find that very useful when parking and manoeuvring.

So, while the IONIQ 3 does have cameras around the car, that doesn't automatically mean it offers the same functionality as a conventional 360-degree camera system. I think that distinction is important.

Side camera views also appear when you use the indicators. That can be helpful when changing lanes or turning.

Another difference is the way the driving modes and regenerative braking are controlled. The IONIQ 3 has paddles that let you adjust the level of regenerative braking. You can also switch between driving modes. These features offer flexibility, although I can imagine that having so many controls to learn might feel a little overwhelming at first.

The IONIQ 3 also has its gear selector on the right-hand side of the steering wheel, while the wiper stalk is on the left. That's the opposite of what you're used to in many cars, so it takes some getting used to.

Voice commands can activate certain functions. I find that interesting because sometimes using your voice is more practical than searching through touchscreen menus. However, you need to articulate clearly for the system to recognise your commands properly.

My overall impression is that the IONIQ 3 feels more modern in several respects, but not every new feature is necessarily an improvement over my Leaf. The camera system is the main thing I wish Hyundai had handled differently.

6. Is the IONIQ 3 suitable for a small family?

The exterior dimensions might suggest that the IONIQ 3 is quite small, but its wheelbase and boot space make it surprisingly practical.

The boot is cleverly laid out. The floor can be set at different heights, and there's additional storage underneath. If you remove the entire boot-floor assembly, you uncover a fairly deep storage compartment.

Ofcourse you going have to store this somewhere: at home?

I didn't test exactly how many suitcases would fit. My guess is that two large suitcases and a small cabin suitcase should be manageable, with possibly enough room for a medium-sized suitcase on top. That's only an estimate, not something I've tested myself.

I didn't do a banana-box test either, so I can't say for certain how many would fit.

I found the driving position comfortable. I could just about sit behind my own driving position. That's usable for an adult, but a taller teenager sitting in the back might find it cramped. The rear bench doesn't slide forwards or backwards, so you can't adjust the balance between passenger space and boot space.

You can adjust the floor height as well

The IONIQ 3 could certainly work for a small family, particularly if boot space is important to you. However, I'd recommend trying the rear seats yourself with the driver's seat set to your actual driving position before buying one.

I could just barely sit behind myself: I'm 1.85m tall

I also noticed that rear visibility isn't great. The spoiler significantly obstructs the view through the rear window, making the interior rear-view mirror feel almost decorative. There are cameras and driver-assistance systems to help, of course, but I still value good direct visibility around the car.

7. The driving experience

The IONIQ 3 surprised me in a positive way during the test drive. It drives nicely, and most of the controls are laid out logically. The central screen looks reminiscent of Tesla's approach, but the system worked properly during my drive.

The software isn't fully translated in Dutch: which is a pity

I appreciate that Hyundai hasn't moved everything to the touchscreen. There are physical buttons on the steering wheel and beneath the central display. I consider that an advantage for functions you use frequently.

The driver-assistance systems also worked well. Adaptive cruise control combined with steering assistance reminded me of the ProPILOT system in my Nissan Leaf. One thing I noticed was that the steering assistance remained active after I switched off adaptive cruise control.

The warning for taking your hands off the steering wheel appeared after almost half a minute. The instrument display turned red at that point. The safety warnings were noticeable, but I didn't find them excessively intrusive.

I liked the front seating position. The heated seats and heated steering wheel were also very comfortable. That makes it even more disappointing that these features aren't available on the Select trim. For me, they'd be a reason to consider a higher trim level.

The regenerative braking paddles and different driving modes offer plenty of options, although I'd probably need some time to get used to them. The same applies to the gear selector on the right-hand side of the steering wheel.

I liked the interior design of the N Line. I also appreciate conventional door handles. I'm less enthusiastic about little design details that seem to exist mainly as hidden jokes. I'd rather have a practical car without too many gimmicks. Being normal is already unusual enough.

Unfortunately, I forgot to take a photo of the rear of the car. The test drives were scheduled quite tightly, and the dealership was busy, with plenty of people coming to try the IONIQ 3.

My conclusion

The Hyundai IONIQ 3 impressed me more during the test drive than I had expected. It drives nicely, the controls are mostly intuitive, and the boot is surprisingly spacious for such a compact car.

However, I wouldn't rush into buying one. I think the price is steep, particularly when you have to move up to a higher trim to get the comfort features you want. I also miss a conventional 360-degree camera system, whereas my Nissan Leaf offers a solution I find genuinely useful.

The IONIQ 3 could certainly be a potential replacement for my Leaf. I'd just prefer to wait until the model has been on the market for a while and there's more information about its longer-term ownership experience.

What stands out to me most is how practical and pleasant to drive the IONIQ 3 is despite its compact dimensions. In some respects, it feels like a lower-class car than my current Leaf, although I don't necessarily mean that negatively. I find it impressive how much space Hyundai has managed to fit into such a short car.

So, the IONIQ 3 is definitely on my radar, but my final decision would depend heavily on the price, the trim level and whether I'm willing to live without some of the features I want.

Gisteravond het inruilformulier bij Tesla ingevuld voor mijn Nissan Leaf (2019 Tekna, 151.000 km). Op de Model Y bieden ze € 5.000 inruilvoordeel, op de Model 3 € 3.000. Met inruilvoordeel is de Model Y (€ 35.990) dus duidelijk de betere deal dan de Model 3 (€ 33.990). Het verschil is maar € 2.000.

Wat wel opvalt: de inruilwaarde die Tesla biedt (€ 6.970) wijkt flink af van de ANWB Koerslijst. Die geeft € 8.350 bij inruilen bij een autobedrijf, € 9.050 bij verkoop aan een particulier en € 7.800 als veilingprijs. Zelfs de veilingprijs ligt dus hoger. Ik had zoiets wel verwacht, want het inruilvoordeel moet ergens van betaald worden. Ik had zelfs een nog groter verschil verwacht.

Maar een nieuwe Model Y kost maar een paar duizend euro meer dan een Model 3. Andere autofabrikanten verkopen voor dat bedrag vaak alleen een instappertje. Dan vind ik het nog best meevallen, op die lage inruilwaarde na. Ze sturen tenminste een inruilwaarde. Geely Bochane, lezen jullie mee?

Hoe kijken jullie hier tegenaan? Wie heeft een inruilofferte van Tesla gehad, en kwam die ook onder de Koerslijst uit?

PS de kans dat ik het daadwerkelijk een nieuwe Tesla of gebruikte zou kopen, acht ik klein: echter ik meen mij te herinneren dat in 2019 een Tesla model 3 voor circa € 55.000 of meer nieuw verkocht werd?

Ik plaatse deze locatie, waar een week geleden een fout geparkeerde Ford Ka stond. Al op r/elektrischrijden, maar bij deze hier op r/Kutgeparkeerd want deze keer staat er een Suzuki Alto. Veel van de reacties onder mijn oorspronkelijke post, waren in trend doe de ruitenwissers omhoog of verwijderd de ruitenwissers etc...

Maar weet je? Dan verlaag je tot het niveau van de foutparkeerders en tevens zou je dan aan het eigendom van andere zitten: dus ik blijf gewoon melding maken bij de kut Handhaving. Misschien als ik het maar vaak genoeg doe, treffen ze 1x een heterdaadje aan.

PS deze keer kon er wel iemand laden.... dus het is al minder erg dan de vorige keer.

Ik plaatse deze locatie, waar een week geleden een fout geparkeerde Ford Ka stond. Al op r/elektrischrijden (https://www.reddit.com/r/elektrischrijden/comments/1wnwqwi/weer_diezelfde_auto_op_de_laadplek_en_dan/)

, maar bij deze hier op r/Kutgeparkeerd want deze keer staat er een Suzuki Alto. Veel van de reacties onder mijn oorspronkelijke post, waren in trend doe de ruitenwissers omhoog of verwijderd de ruitenwissers etc...

Maar weet je? Dan verlaag je tot het niveau van de foutparkeerders en tevens zou je dan aan het eigendom van andere zitten: dus ik blijf gewoon melding maken bij de kut Handhaving. Misschien als ik het maar vaak genoeg doe, treffen ze 1x een heterdaadje aan.

PS deze keer kon er wel iemand laden.... dus het is al minder erg dan de vorige keer.

I spent all day at the EV Experience on Saturday, test-driving as many EVs as I could. And after driving quite a few different cars, I have to say: the Leapmotor B05 really surprised me.

I started the day with some free coffee at Allego, where I also immediately got a free charging tag. I wisely decided not to mention that Allego is usually one of the more expensive options for public charging. You've got to keep things friendly.

After that I checked out Lucid and booked a test drive in the Lucid Air. Beautiful car, absolutely. I can also understand why they don't just let everyone drive one. They're seriously expensive cars.

Then I drove the Hyundai Ioniq 3, probably the N-Line, although after so many test drives my memory started giving up on me. Definitely a very interesting and promising car.

I also drove the BYD Atto 2. Decent car, although I'm still not entirely sure what to think about it. One thing is certain: it's stricter than the Chinese government, because it keeps reminding you to keep your eyes on the road.

The Geely E2 was another pleasant surprise. It drives really well and is definitely one to keep an eye on.

And then there was the Leapmotor B05.

I really liked the way this thing drives. If this car doesn't become a sales hit, I honestly don't know what will. It feels like Leapmotor has got the driving part pretty damn well sorted.

The interior is probably the part I'm least enthusiastic about. It looks modern and clean, but it does feel a little bit "plastic fantastic" compared with my Nissan Leaf, which has quite a few leather-covered parts in the interior.

But honestly, I wouldn't reject a car because of that. I'd much rather have a car with a great driving experience and a slightly cheaper-feeling interior than the other way around.

The Nio Firefly was also fun, although my right foot kept touching a piece of plastic next to the accelerator. Still, definitely an interesting little car.

The Kia EV2 was also fun to drive. It's quite conservative and doesn't really try to be spectacular. In that sense, it's similar to the new Nissan Leaf I drove: it drives well, but with so much competition on the market, I'm not sure it's distinctive enough.

The Leaf does look very mature, though. The same goes for the Toyota I drove. Unfortunately, I was looking at the steering wheel instead of the instrument cluster, so that could be a pretty significant issue depending on your seating position.

The Toyota drives perfectly fine, as does the Suzuki e-Vitara. But just like the Leaf and Toyota, the Suzuki doesn't exactly encourage you to put your foot down.

For the track, my favourites were the Hyundai Ioniq 3, Kia EV3 GT and BYD Seal.

That BYD Seal is an absolute beast. Starting at around €39,000 new, it's definitely a car I'm going to keep an eye on once they start appearing on the used market.

Unfortunately, I missed the Tesla, Denza and XPeng test drives.

And then there was Volkswagen... or, more accurately, Pon.

That was honestly a complete mess.

Their organisation was poor, the music was ridiculously loud and the signage was practically non-existent. At one point I accidentally ended up in the wrong queue. Well... how was I supposed to know? It's all VAG.

I was then told to go to the other queue, which I did. After waiting another 20 minutes, despite having booked a specific time slot, and without anyone actually helping me, I eventually just gave up on Volkswagen.

What made it even more ridiculous was that Volkswagen/Pon seemed to have an exclusive area for "special guests", while the other manufacturers were much more approachable and actually took the time to help people.

Kia was also hidden behind a huge fleet of Pon's electric cars, so at first I thought that entire area belonged to Pon.

So yeah... Volkswagen can shove their cars wherever the sun doesn't shine.

They're not nearly as special as they seem to think they are.

And that's actually one of the things I found most interesting about this year's EV Experience. The competition, especially from China and Korea, has become seriously strong.

For me, the Leapmotor B05 was one of the biggest surprises of the day. It drives really well, looks good enough, and if the pricing is right, I can absolutely see this becoming a very popular car.

I'm genuinely curious to see how the B05 performs once it hits the market in larger numbers.

Oh, and I really wanted to drive the Volkswagen ID. Polo as well. Not because I'm a Volkswagen fan, but because it would've been a good opportunity for Volkswagen to actually change my mind.

Unfortunately, they didn't get that chance.

PS now I'm waiting for the Leapmotor dealer to contact me, as today I got an email Leapmotor offering me another test drive. But last time when I went through the same process, the dealership never contacted me. So this is the second time, applying for a test drive...

The dealership didn't reply to my emails either: so perhaps they rather sell Peugeot's instead of Leapmotor?

De verkoop van volledig elektrische auto's in de EU is dit jaar flink gestegen. In de eerste acht maanden werden ruim 1,6 miljoen EV's verkocht, een stijging van 45% ten opzichte van dezelfde periode vorig jaar. Het marktaandeel van volledig elektrische auto's groeide daarmee van 15,8% naar 21,7%.

Opvallend is dat vooral Chinese merken zoals BYD, Chery, Geely en Leapmotor aan die groei bijdragen. Bij veel grote Europese merken bleef de groei beperkt of daalde de verkoop zelfs. In Frankrijk steeg de EV-verkoop met 74%, in Duitsland met 53% en in Denemarken met 41%. Nederland blijft met een groei van 10% duidelijk achter bij deze landen.

Volgens AutoWeek spelen onder andere overheidsmaatregelen en de hoge brandstofprijzen een rol bij de toenemende vraag naar elektrische auto's.

Bron: AutoWeek – Chinese merken jagen Europese verkoop elektrische auto's omhoog

Daar staat ie weer. Elke avond hetzelfde liedje: lekker de hele nacht op de laadplek geparkeerd, en 's ochtends vroeg gauw even verzetten zodat handhaving niks kan vaststellen. Slim bedacht, maar ik zie het echt wel hoor. Avond na avond dezelfde auto, dezelfde plek, foto's liegen niet.

En dan heb ik het niet over zomaar een parkeervakje. Dit is een aangewezen openbare laadplek. Ik wilde hier vanochtend gewoon laden, en sta nu 500 meter verderop bij een andere paal, omdat deze bestuurder he-le-maal schijt heeft aan de laadinfrastructuur voor elektrische auto's en er gewoon zijn persoonlijke parkeerplek van maakt.

Dit is al de zoveelste keer. En om 6:45 wil ik hier gewoon kunnen laden. Niet omfietsen, niet zoeken, gewoon laden op de plek die daarvoor bedoeld is. Zet je auto ergens anders neer, dit is geen gratis stoepje voor je stinkbak.

PS uiteraard melding gemaakt bij de handhaving, alleen heeft dat in de regel weinig zin.