LADIES and gentlemen gaze upon the future. It may be wrapped up in a rather anonymous-looking saloon, but the technology underpinning the Hyundai IONIQ will soon be rolled out across the range of every major manufacturer on the planet.

Bradford Telegraph and Argus:

Why? Because our love affair with diesel is over (sales down by more than a third in 2018) but fuel prices are still rising and we need an alternative.

Until hydrogen fuel cells can be made affordable the best compromise is a hybrid capable of running on battery power alone or using a lean burn petrol engine when the electricity runs out.

The IONIQ maybe the first plug-in Hyundai but it certainly won’t be the last. The Koreans say they will have more than 20 green vehicles in their line-up by 2020.

ON THE ROAD: The IONIQ sits on the same platform as the Kia Niro and is available in three flavours: a full-on electric vehicle, a petrol-electric parallel hybrid (in which the engine and the battery work together) and the plug-in tested here (which runs on batteries or internal combustion and can be recharged at home).

The internal combustion is taken care of by a modified 104bhp version of Hyundai’s tried-and-tested 1.6-litre ‘Kappa’ petrol engine, which has been extensively reworked with mpg in mind. Hyundai claims it is at least 15 per cent more efficient than a tradition petrol engine.

This works in tandem with the 1.56kWh battery, which sits beneath the rear seats supplying juice to an electric motor. Together these two can produce maximum combined power of 139 bhp and 195lb/ft of torque. Interestingly, Hyundai has adopted a proper twin-clutch automatic rather than the more usual (and cheaper) constantly variable transmission.

That gives the IONIQ tidy performance, although you have to press hard on the accelerator to find it because Hyundai has prioritised economy and battery range over acceleration. The handling is on a par with the IONIQ’s biggest rival, the Toyota Prius. It feels safe and secure but there’s no feel through the steering and you won’t be taking the long route home (not least because the battery range is 30 miles before the cells are exhausted).

Multi-link rear suspension delivers a comfortable ride - particularly in town where the IONIQ will spend so much of its time.

Performance is generally good, certainly better than a Toyota Prius. It may be slightly slow away from the line, but when the Hyundai is on the move the 6-speed gearbox is a smooth operator. It is also possible to change gear using paddles behind the steering wheel, although I suspect most drivers will be happy leaving the IONIQ in automatic.

When it is running entirely on battery power the IONIQ is very quiet. Hyundai’s transmission handles the switch to petrol power smoothly and swiftly. Most of the time you will not notice the change, although the engine does have a slightly rough edge compared with the silky smooth electric motor.

The brakes do not suffer the usual bugbear of being too grabby and body control is generally good. At motorway speeds, wind and road noise is kept to a minimum.

The anonymous body conceals some cutting-edge technology. Front wheel air curtains, a rear spoiler and diffuser, side sill mouldings, floor undercover and a closed wheel design all contribute toward the car’s high aerodynamic efficiency. The plug-in features an active air flap in the front grille operated in three stages to further smooth the air flow around the car.

The bonnet and boot are fashioned from aluminium in the interests of saving weight.

ON THE INSIDE: Inside the driving position is good with plenty of seat and wheel adjustment. Visibility is excellent, although the view over your shoulder is compromised somewhat by the sweep of the roofline. If you are a nervous parker you'll be glad to hear reversing sensors and a camera are fitted across the range.

The upper surfaces on the dashboard use quality plastics, although cheaper materials can be found lower down. All the switches feel built to last. Everything is well laid out, and compared with a its sister car, the Kia Optima PHEV, it looks smarter and is easier to operate.

Blue accents are used throughout the cabin - on the steering wheel, across the fascia, surrounding the air vents and the sat nav screen.

Although we’ve come to love our climate control systems switching on the air conditioner is a sure-fire way to increase your fuel consumption. To reduce this the IONIQ’s climate control can be switched to an efficient operation mode. Unusually, the dual-zone climate control can be set to ‘driver only’ mode, reducing the load on the air-conditioning and heating.

To bolster the IONIQ’s green credentials Hyundai has sought to reduce oil-based plastics wherever it can. The interior door covers are made of natural plastic combined with powdered wood and volcanic stone.

Raw materials extracted from sugar cane are partly applied on the headlining and carpet, helping to improve quality of air inside the car and the recyclability of vehicle parts at end of life. Even the paintwork uses renewable ingredients extracted from soybean oil.

WHAT YOU GET: If it’s a hybrid it’s probably about as luxurious as a medieval monastery right? Wrong.

The IONIQ is the first Hyundai in Europe to feature the company’s latest high-res digital instrument cluster which can be configured according to the driving mode selected. Standard equipment includes climate control, a rear parking camera with sensors, DAB radio, Bluetooth and adaptive cruise control. The infotainment duties are taken care of by an 8.0-inch touchscreen. Hyundai has partnered with TomTom, the European market leader, for its sat-nav solution. Anyone familiar with TomTom’s latest devices will be instantly at home. It comes with a seven-year free subscription to TomTom LIVE services which promise updated weather, traffic, and speed camera info updated in real time.

Our range-topping model also had heated seats in the front and back.

The IONIQ Plug-in features LED headlamps and specially designed 16-inch wheels, while sharing most general exterior design details with the Hybrid, like the hexagonal grille and the vertical C-shaped LED daytime running lights. Naturally, has an additional flap for the charging socket on the front passenger-side wing.

HOW PRACTICAL IS IT?

It takes around four hours to charge the battery up from a household socket. Three blue LEDS on the dashboard (which light up as the battery fills) allows you to monitor the state of charge from outside the car. Plugging in is simple enough - just pop the flat and slot the charger home. When the cable is connected it can’t be removed unless the car is unlocked so you needn’t worry about someone pinching it. However, Hyundai’s cable is rather on the short side - a couple more feet would make it more practical to use.

RUNNING COSTS: The IONIQ will put a smile on your face if your commute is less than 30 miles because you can run on battery-power alone. Used like this the Hyundai costs pennies. But longer drives reveal the IONIQ’s powertrain to be highly efficient regardless of battery level. I saw more than 90 mpg on one drive and averaged over 70 mpg during a 750-mile test. Those are diesel-beating figures.

And you can sit back and feel all smug about doing your bit for air quality and the environment.

Hyundai Plug-in Hybrid 1.6 SE - Price: £29,645 Spec: Engine: 1580cc four-cyl + electric motor Power: 141 bhp Torque: 265 Nm Top speed:110 mph 0-62mph: 10.6 secs Fuel cons: 74.3 mpg on test