By on February 21, 2017

2017 hyundai ioniq hybrid

2017 Hyundai Ioniq

Hybrid

1.6-liter Atkinson-cycle-style I4, GDI, DOHC (104 hp @ 5,700 rpm; 109 lb-ft @ 4,000 rpm)

AC Synchronous Permanent Magnet Motor (43 hp; 125 lb-ft)

Hybrid system net output: 139 hp, 195 lb-ft

Six-speed dry dual-clutch automatic, front-wheel drive

55-57 city / 54-59 highway / 55-58 combined (EPA Rating, MPG, Trim Dependent)

Pricing: $23,035-28,335

Electric

88 kW AC Synchronous Permanent Magnet Motor (118 hp, 215 lb-ft)

Single-speed reduction gear, front-wheel drive

136 MPGe (EPA Rating), 124-mile all electric range

Pricing: $30,335-33,335

Prices include $835 destination charge and are exclusive of tax credits.

At 30,000 feet above Nebraska, a man who could generously be described as severely corpulent had finally reached the level of personal solace required to allow his mass to spill out of seat 27D and into my own. It was another 1,500 miles to New York, and I could already feel the damp warmth of his body begin to encompass my left side as his sweat began seeping through his pants’ cotton-nylon blend and into my dark denim. Hyundai had invited me out for the introductory press event for its new hybrid/EV five-door, the Ioniq, and I desperately wished I was back in California braving unseasonably heavy rains on low rolling resistance tires as some overfed stranger’s lap oozed across my thigh.

I would have given practically anything to be back behind the wheel of one of Hyundai’s demo cars — not because the Ioniq was the pinnacle of automotive excellence, but because, a day earlier, the company claimed the hybrid version could make the entire transcontinental journey for roughly $100. I’d have gladly paid the Benjamin and spent four headache-free days on the road to avoid four of the most emotionally traumatic hours of my life.

While saying that Hyundai’s new green machines are little more than a preferable alternative to being smothered by middle-aged flesh isn’t the highest praise, I can also say that the Ioniq Electric, Hybrid, and Plug-in Hybrid are all superlatively serviceable — surpassing expectations without ever becoming a sensation. This is adequacy at its most acceptable

2017 hyundai ioniq hybrid

Hyundai desperately wants to make a good impression with this car, which is probably why it flew me out to California to spend the latter half of last week testing all three variants of its new electrified hatchback while God attempted to erode Santa Barbara through torrential rain. (Full disclosure: I also received free food and a hotel room.) It believes that the Ioniq can compete not only with the Toyota Prius and Chevrolet Bolt, but also internal combustion vehicles like the Chevy Cruze. It’s a notion that I agree with, at least in concept.

As with so many of Hyundai’s vehicles, an appetizing price remains the cornerstone of customer consideration. The hybridized Ioniq begins at $22,200 in basic “Blue” trim and maxes out at $30,500 with all of the trimmings — significantly lower than an identically equipped Toyota Prius.

Things are a little trickier with the all-electric variant. While $29,500 (not including the $7,500 federal tax credit and $835 destination charge) puts it miles away from Chevrolet’s $36,620 Bolt EV, you are getting noticeably less car with only 124 miles range compared to the Chevy’s 238-mile capability. That’s perfectly acceptable for daily commuting duties but would make a day trip out of state to visit less-popular relatives more trouble than you’d care to deal with. The Bolt is also more of a lark behind the wheel and would decimate the Ioniq BEV in race. The 88 kW motor simply isn’t up to the challenge.

Hyundai Ionic

However, what the Ioniq lacks in performance it makes up for in efficiency. Hyundai cites its EV’s combined 136 MPGe as the best currently in production — the Bolt and eGolf manage 119 MPGe each, with Nissan’s Leaf coming in a distant third at 112 MPGe. Hyundai believes that people who really care about the planet will take that into consideration.

It’s an identical story with the hybrid’s 58 mile-per-gallon combined rating — which, again, makes it the most fuel-efficient non-plug-in vehicle in its class. Hyundai also mentioned that the Ioniq uses lithium-ion polymer batteries stead of the environmentally taboo nickel-metal batteries. There was even an extended discussion on the sustainable sourcing used for the materials that made up the vehicle’s interior.

2017 hyundai ioniq hybrid

The interior is also the quickest way to tell the nearly identical trio apart. The electric version has a push-button gear selector while the hybrids both use a traditional center-mounted lever. Despite all of the talk of volcanic ash infused A-pillars and sugar cane-sourced dashboard material, it’s not a stand-out place to park your rear end. That said, it was on par with what the nicer ICE compacts offer and had one of the more intuitive layouts I’ve come across recently. Overall, it matches the car’s exterior in feeling almost premium but without seeming cheap. Satisfying buttons control the majority of the important functions and the center touchscreen was extremely responsive and user-friendly.

Hyundai Ionic

You could easily go between your 1996 Toyota Camry and your 2017 Hyundai Ioniq Hybrid, feeling like you’ve stepped into tomorrow but without the unpleasantness of culture shock.

That’s both a good and a bad thing. While I admittedly hold a personal prejudice against the current Prius, I will acknowledge that it is a more comfortable and futuristic place to spend time, and that’s important to some shoppers. The Ioniq is comparatively normal, lacking the Toyota’s oddball styling, goofy gear selection apparatus and central information bar. It’s a tasteful restraint and familiarity not present in the Prius (or the less-homely Prius Prime). Hyundai’s look is understated and handsome, even bordering on interesting, but it appears plain next to either Toyota.

Hyundai Ionic

As for driving dynamics, Hyundai’s Ioniq is appreciably more fun than a Prius thanks to the hybrid’s MacPherson struts, multi-link rear suspension, six-speed dual-clutch transmission, Michelin tires, and better-than-expected flat-bottom steering wheel. I was surprised how compliant the car was during spirited driving — it responded well to being poked and prodded and maintained its composure. However, the 1.6-liter Atkinson-cycle inline-four isn’t a powerhouse, even when paired with a 32 kW electric motor and its 1.56 kWh battery. The two powerplants’ combined efforts only result in 139 horsepower, 195 lb-ft of torque, and a supremely lackluster 10-second 0-60 mph time. The BEV posts a similar acceleration number but is noticeably easier to upset on a bad road.

Hyundai Ionic hybrid

The electric and hybrid Ionic both provided unnecessary, but welcome, sport modes. Moving the hybrid’s shift lever left from Drive results in new computerized shift points (which can be overridden using manual gear selection), a race-oriented digital display, more responsive throttle inputs, heavier steering, and puts the gasoline engine on high alert. The added performance is more appreciable at lower speeds and becomes nearly imperceptible on the expressway.

2017 hyundai ioniq hybrid

Meanwhile, the Ioniq EV has a push-button sportification mode that changes the gauge screen’s accent colors to orange and red. While I think I felt weightier steering and additional power coming in below 35 mph, it could be an illusion created by the crimson display. However, a sense of sportiness can be added by amping up the electric’s regenerative coast braking. This came in particularly handy when driving down some fairly narrow mountain roads.

Regen doesn’t occur on the hybrid model at all, unless you decide to press the left pedal yourself. While you can always manually downshift into a lower gear, it doesn’t return any energy back into the battery. Another minor gripe is that there was an odd dead spot and delay on the accelerator. It seemed to take just a moment longer than what was acceptable when I gave the Ioniq the very subtlest suggestion of throttle input. Otherwise, I was happy to putt around in the Hyundai. The hybrid’s 1.6-liter comes in unobtrusively when you need it and then vanishes when you don’t, which is more often than expected.

Forward visibility is wonderful while rearward observations provide a more substantial challenge. The Ioniq’s back porthole is comically small and the rear pillars are the leading authority in maintaining a blind spot. This is worsened by the downward taper of the car’s rear, which reduces rear headroom while helping the car achieve its excellent 0.24 coefficient of drag. Battery placement under the rear seats also improves aerodynamics by allowing the car to ride lower. It also freed up some rear cargo space (less in the electric model) and allows seating for five.

2017 hyundai ioniq hybrid

Available advanced safety features include collision detection, automated braking, blind spot detection, rear cross-traffic alerts, smart cruise control, and a lane departure warning system. Throwing the Ioniq into a few European walls resulted in a five-star best-in-class crash test rating, though U.S. results aren’t in yet.

For now, the Ioniq will happily sync to your smartphone and recharge it wirelessly. Hyundai owners can mate their vehicle’s center console to their Amazon Echo or Google Home device too. There is also a topographical GPS system that works with your car to anticipate the most energy efficient route and way to drive, telling you the best times to coast. Eventually, the company says it intends to use the vehicle as a development platform for a fully autonomous car. Hyundai wasn’t crystal clear on the timeline for that and I’m not willing to speculate. The Ioniq made a few self-driving laps around the Consumer Electronics Show this year, purely for the benefit of the press, and there is a small test fleet in Korea shuttling around employees. That’s the extent of my knowledge.

I am, however, willing to carefully speculate on the prototype plug-in that I was informed is around “90 percent” complete. I know a few things for certain: Hyundai expects it to reach the market in the final quarter of this year with the same 1.6-liter internal combustion unit, 44.5 kW electric mill, 8.9 kWh battery, and an estimated 28 miles of all-electric range. My test mule felt interchangeable to the standard hybrid and I doubt that would change much before production. Still, 10 percent leaves a generous amount of wiggle room, possibly enough to alter the vehicle’s personality.

2017 hyundai ioniq hybrid

Chatting with company executives and PR representatives, the plot for the Ioniq family appears to revolve around coaxing timid consumers into their first electrified vehicle while also poaching Prius ex-pats and environmentally savvy Millennials. Hyundai is convinced that further urbanization by America’s youth and a continued interest in EVs will make the vehicle a success.

That’s a gamble considering North America’s below-average fuel prices and affinity for sport-utility vehicles, but impressively adequate economy cars have surprised us in the past (rest in peace, Geo Metro). Maybe this hatchback will do so in the future. It’s certainly a bet I would consider taking. And if I were, God forbid, a hypermiler, then the Ionic hybrid would be on my no-brainer shortlist — so long as Hyundai’s fuel economy estimates are all above board.

However, that aspect didn’t really surprise me; I was prepared for it to be competitive with the Prius. The curveball the Ioniq threw was that it also seems like it might be a decent alternative to some of the more traditional small-engined options, especially on a lengthy road trip.

Hyundai Ionic hybrid

The bargain battery-electric unit has limited usefulness outside of the city and wasn’t really my cup of tea, but I could see Hyundai’s hybrids appeasing everyday people. It isn’t the car you would recommend to an enthusiast — it’s the car the enthusiast would recommend to you. Completely average and unexciting, but better than the sum of its parts (and a good value, too). It’s what the Corolla used to be and, frankly, the kind of car Toyota should have matured it into by now.

The 2017 Hyundai Ioniq Hybrid is available today, while the electric variant will hit California dealers in April with an available three-year subscription plan that includes unlimited mileage and maintenance — everything but insurance, really. Other states are welcome to the EV upon special order. All Ioniq trims come with Hyundai’s new lifetime battery warranty, provided you are the vehicle’s original owner.

Hyundai Ionic

[Images: Hyundai Motor America]

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61 Comments on “2017 Hyundai Ioniq First Drive Review – Alternatively Conventional, Sublimely Sufficient...”


  • avatar
    dividebytube

    blind sport? Should be spot, old chap.

  • avatar
    OldManPants

    I think Hyundai means “nice try” in Korean. Maybe Corey knows for sure.

  • avatar
    bluegoose

    The shot of the Hybrid’s engine compartment has to be the most boring of all time. No dress up. No logo. No fancy lettering. Just a barely readable “HYBRID” designation.

  • avatar
    philadlj

    THAT’S WAISTIST!!!

    But still, if Hyundai wanted to make a good impression, you’d think they’d wait until all three variants of the Ioniq (EV, Hybrid, and Plug-In) are ready before putting it in showrooms.

    How many mildly intrigued customers are going to walk in, learn they don’t have the one they want yet, and then walk out?

  • avatar
    eggsalad

    One thing I find interesting about hybrids is that this and the Prius are sold in liftback form, while there’s hardly an ICE-engined liftback to be found for sale today.

    I’m considering a used Prius. Not because it’s a hybrid, but because it’s a well-built Toyota liftback. Looks like $13k gets me a nice array of selections in the 2012-2014 range, and that may be the best value in a used car today. Even leaving fuel economy aside, I think I could drive a $13k Prius for 8-10 years, sell it for a few grand, and make out like a bandit.

    • 0 avatar
      OldManPants

      Great observation and comment.

    • 0 avatar
      gtemnykh

      I’m right with you eggsalad. If I could get either a Prius liftback or a Prius V with a conventional ICE and some weight savings+ more cargo space from lack of batteries, I’d be first in line to buy one. As good as they’ve made them, I still find the hybrid kicking the gas engine on and off to be somewhat jarring and disturbing.

    • 0 avatar
      John-95_Taurus_3.0_AX4N

      No Focus, Cruze, Corolla iM, Civic, Fiesta, Yaris, Golf, Sonic, Spark, Impreza, Mazda3 or Fit out there? Not even a Mirage?

      How is that a “great observation” when there are more hatches than there have been in a long, long time?

      Maybe not so many great ones that meet your specific requirements or budget, but its hardly fair to wave the “we don’t get no stinkin hatchbacks!” flag when nearly everyone has one, but usually at least two, in their lineup, even outside of Hybrids.

      • 0 avatar
        eggsalad

        I consider the hatchback and the liftback two different body styles, differentiated by the angle of the back glass.

        The Civic and Cruze come close to being liftbacks, but they’re not. The rest are purely hatchbacks.

        I’m not sure I can convince you there’s a difference between the two different body styles, so why am I trying?

        • 0 avatar
          OldManPants

          Protected species, spazzes for no apparent but undoubtedly a developmentally legitimate reason.

        • 0 avatar
          gtemnykh

          spot on eggsalad. The longer sedan-length body with a liftback is its own thing. I really wish the current Civic “sedan” was a liftback rather than just being shaped like one.

          In the case of the Prius V, it is truly more unique in terms of size/cargo hauling niche, different than any of the listed hatchbacks. More crossover-shaped/sized I suppose, at a significantly lower cost than something like a Rav4.

          • 0 avatar
            eggsalad

            I haven’t compared the two, but the Prius V looks a lot like the Ford C-Max, so I’m not sure it is unique.

          • 0 avatar
            gtemnykh

            Yeah I mean Prius V and Cmax are on their own in the “micro-van” niche. Sub Mazda 5, taller than a wagon, not a crossover (normal clearance).

      • 0 avatar
        gespo04

        There is a difference between a liftback and a hatchback. Really, most sedan designs should just be friggin liftbacks at this point with how short and angular they are.

    • 0 avatar
      bluegoose

      You might want to give the Lexus CT200h a look as well.

    • 0 avatar
      indi500fan

      That’s an excellent strategy. I feel if I can drive something respectable for $2000 a year in depreciation I’m doing well. My used Caddy was 16 grand, I’ve had it for 8 years, and it’s gravy from here on out.

      For those who can handle the limitations, I think a used Nissan Leaf might be another good strategy. At 6000 or so you should easily do a grand a year on depreciation, then decide if it’s worth a battery replacement.

    • 0 avatar
      krhodes1

      Sure there are, they are just uselessly jacked up and called “Coupe CUVs”. Mostly German in origin, but a couple of Japanese entries.

    • 0 avatar
      Mirko Reinhardt

      The lack of liftbacks seems to be an American thing. Here in Europe, we can get in liftback:
      Audi A5 Sportback
      Audi A7
      BMW 3-series GT
      BMW 4-series GC
      BMW 5-series GT
      BMW X4
      BMW X6
      Ford Mondeo (no sedan offered in central Europe, except for the hybrid nobody buys)
      Opel Insignia (they even got rid of the sedan for the new model, but kept the liftback)
      Škoda Rapid
      Škoda Octavia
      Škoda Superb (Škoda doesn’t have a single sedan in the lineup)
      Seat Toledo
      Toyota Prius and Prius+
      Porsche Panamera
      Mercedes GLC coupe
      Mercedes GLE Coupe

      …and some more, I’m sure

      Add to this some new models coming (VW Arteon, Kia Stinger, that AMG thing they had in Geneva, upcoming Hyundai i30 liftback bodystyle…)
      Going against this liftback trend is Renault, they used to have a liftback mid-sizer and replaced it with sedans. Toyota and Mazda went from liftback/sedan/wagon midsize lineups to sedan/wagon.

  • avatar
    gtemnykh

    No word on interior roominess/comfort, ride quality, or NVH?

    C’mon, those are the basics!

    I like how this looks inside and out, certainly more so than the current Prius. I wonder what discounts will be like in the current age of cheap gas.

    • 0 avatar
      John-95_Taurus_3.0_AX4N

      ^good points.

      I could only surmise that the NVH and such were what you’d expect and so he thought they weren’t worth mentioning. Dunno.

    • 0 avatar
      OldManPants

      “No word on interior roominess/comfort, ride quality, or NVH?”

      Yeah, that would be nice. Instead we get a modern equivalent of Samuel Johnson’s hind-leg-walking dog quote:

      “I was surprised how compliant the car was during spirited driving”

      Much more important than comfort to prospective buyers of a small hybrid sedan, no doubt.

      • 0 avatar
        Matt Posky

        I like to spend more time with a vehicle before declaring myself an expert on any of these nuanced matters but I can say that there were no real surprises.

        Front seat room was ample without being cavernous. The rear offered better than anticipated leg room, but anyone above six-foot might be annoyed with the tapering tail. However, two adults could manage on a long car ride. It would work for a small family, especially since the cargo space is superior to Toyota’s hybrid.

        Old fogies could be better suited to the more cushioned ride and softer seats of the Prius Prime. The Ioniq’s a little firmer but still plenty comfortable with more supportive seats. Both are quiet without any eyebrow raising vibrations. Fit and finish on the Hyundai are what you’d expect.

    • 0 avatar
      SCE to AUX

      I sat in the Ioniq at the Pittsburgh Auto Show this week. The back seat was surprisingly small for legroom and headroom, but I’m 6’6″ with low expectations for back seat room.

      Alternately, the Kia Niro was worlds better. It has the same drivetrain as the Ioniq, but it’s just roomy enough to allow me to ‘sit behind myself’. I really think the Niro is the better buy.

      • 0 avatar
        dal20402

        Interesting. One of the underappreciated things about the Prius is how it manages to have a midsize back seat in a compact package. That’s one of several reasons why they have completely taken over the cab market from legacy Panthers.

        • 0 avatar
          jalop1991

          But Toyota squandered away that midsize back seat for the current model, changing instead to a significantly smaller back seat plus that damned coupe-like roofline that makes it more difficult to get in the back seat in the first place.

  • avatar
    John-95_Taurus_3.0_AX4N

    I like how it looks. I like what I hear about how it drives.

    I admit I’m biased against the ugly and over-hyped Prius. But, even looking at the two objectively, I believe I’d still prefer this one for its looks and its not horrible driving dynamics.

    I want to like the Kia, but they’re calling it a crossover which is stupid.

    • 0 avatar
      dal20402

      This can compete with a Prius if and only if it’s as reliable as a Prius. This being Hyundai, the jury is still out. Sometimes they’re good, sometimes they’re not. The Prius may be the most reliable mainstream car on the road today.

      • 0 avatar
        Johnster

        Toyotas in general, and the Prii in particular, are cars that frequently run for more than 200,000 without needing their engines rebuilt. Hyundais are greatly improved from what they were in the 80s, but they’re not yet at Toyota levels of reliability.

        The Ioniq is inoffensively styled (while the Prius is offensively styled), but without a reputation for long-term reliability it will be a hard sell. I imagine that it will be priced at least a couple of thousand less than a comparably equipped Prius.

        • 0 avatar
          rudiger

          Great points on Hyundai versus Toyota reliability, particularly with something as complicated as a hybrid. The Ioniq might beat the Prius on initial purchase price, but I’d be willing to bet the Toyota will prevail in the long run.

          If, in a couple of years, the Ioniq turns out to be nearly as good, a lot of people will make the switch. But, until then, my guess would be they’ll wait before jumping the Prius ship.

    • 0 avatar
      bd2

      Calling the Niro a crossover isn’t “stupid” (or simply having gone with the crossover body-style) as the Niro has been out-selling the Ioniq in markets where the 2 have been available (SKorea and the EU).

      Would not be surprised if we see the same thing occur here.

      As for reliability – if there is a problem with hybrids, tends to be with the battery pack (know several people who have had their battery pack on their Prius die on them after the warranty ran out and 1 person had 2 battery packs go bad); granted, this issue hasn’t been a major one, but it does happen.

      Hyundai offers a lifetime warranty on the battery for their hybrids – so that concern should be alleviated.

      Kia, otoh, has a 100k mile warranty on the battery of the Optima hybrid, so assuming likewise for the Niro.

  • avatar
    yticolev

    Matt, did you happen to notice if the plug in prototype had paddles like the EV to increase regenerative braking? Or hear any hints that that might hit the 10% unspecified? The regular Ioniq hybrid does not have that feature, or the B transmission option on a Prius to increase regenerative braking. I don’t want a pure electric, but one pedal driving is very appealing and cuts down on brake wear.

    • 0 avatar
      Matt Posky

      No such luck on prototype plug-in that I tested. While they could always change it up before launch, I wouldn’t bank on Hyundai adding brake regen.

      • 0 avatar
        yticolev

        Thanks for that! Disappointing if true. I would have thought with the bigger battery, the same logic would apply as to the straight EV for better results in economy. I almost don’t care about the economy, I’d like the better drivability.

  • avatar
    BlueEr03

    So Ioniq or Niro, which would you choose? Does one have a nicer interior? I know the Ioniq gets slightly better mileage, but is the Niro’s better cargo carrying ability worth the trade off?

    • 0 avatar
      yticolev

      Based on dozens of reviews I’ve read (or watched) now, one thing that stands out is how many reviewers knock the Ioniqs road noise, and how many mention how quiet the Niro is. Both have some outliers saying the opposite is true, but it’s something to consider.

      Personally, I’m leaning to the Niro as a better transition from my 16 year old PT Cruiser (both looks and interior room). But I’m going to consider both, and see how stuff fits in the back.

      • 0 avatar
        Matt Posky

        I have spent the same amount of time in the Niro as I have on the moon so that’s a tough call to make. I don’t know what the other reviewers are on about with the road noise though.

        Check out Mark’s take on the Niro for more: https://www.thetruthaboutcars.com/2017/02/2017-kia-niro-hybrid-first-drive-review-hold-trimmings/

    • 0 avatar
      SCE to AUX

      Per my comment above ^^, I liked the Niro much better after sitting in both this past week.

      • 0 avatar
        BlueEr03

        Interesting, thanks. I think the big test for many is going to be the Niro vs the Sportage. How much will the fuel economy of the hybrid come into play when the salesman just walks you across the room to a larger (legitimate) crossover for the same price.

        • 0 avatar
          SCE to AUX

          That’s a great question. Perhaps the biggest differentiator will be whether people want AWD, which I don’t.

          The Sportage will use about 2X the fuel, so for every 10k miles that’s about $500 more to operate.

          The Sportage has a tiny advantage in passenger room, but it can haul more, and tow a bit. But it weighs 1400 lbs more than the Niro. Given the smaller (cheaper) tires, better fuel economy, and smaller overall dimensions, some people will opt for the Niro just because it’s easier to own.

    • 0 avatar
      bd2

      For many, the better utility of the Niro will win out (despite the small penalty in fuel economy).

      In markets where the 2 have been on sale for some time, the Niro has been outselling the Ioniq.

      Hyundai really should have gone with a crossover body-style, but guess they really wanted to a mark when it came to fuel economy.

      The more popular Niro has certainly raised eyebrows at Hyundai – which is why they are working on a separate hybrid/PHEV/EV in crossover form.

  • avatar
    quaquaqua

    This sounds like it does all the things Honda promised with the last Insight, only Hyundai isn’t going to fail miserably. Well, sales-wise they might, but at least they seem to have built a real car here. If the dual-clutch can be trusted.

  • avatar
    FreedMike

    Solid review overall. Well done.

  • avatar
    MLS

    Do the automakers typically only spring for coach tickets to/from press events? If so, ouch.

  • avatar
    PrincipalDan

    Hyundai – the “Babe” of Automakers

    “That’ll do pig, that’ll do.”

  • avatar
    brandloyalty

    I don’t see how the hybrid can get such good mileage and not have regen. Something missing here.

    Gps/topographical nav linked to the hybrid system is a great feature.

  • avatar
    mcs

    I hate using mpg-e for EV comparisons. I prefer miles per kWh or kWh per 100 miles. The computer on my current car reports in miles per kWh, not mpg-e. Miles/kWH is a good number to work with to sanity check your range meter. You learn your cars miles/kWh under certain conditions and if you know you’re going to be running it at 3.2 kWh and the range meter is assuming 4.2, you can check you kWh remaining and figure out what your real range will be.

    I looked up the numbers for the Ioniq EV and it’s rated at 25 kWh/100 mi or 4 m/kWh.

    • 0 avatar
      SCE to AUX

      I like the MPGe rating, because it’s an exact energy conversion based upon the energy of a standard gallon of gasoline. It serves as a nice transition from ICE driving (in North America, anyway) to EV driving.

      Not sure what you get on your Leaf, buy my 12 Leaf seemed to run about 3.0 (winter) to 4.0 (summer) miles/kWh, and maybe 3.5 miles/kWh average. I think it was rated for 3.4 miles/kWh, so no complaints about its efficiency. My only problem was lost *capacity*.

      So if the Ioniq is rated for 4.0 miles/kWh, that’s quite good.

      • 0 avatar
        mcs

        @SCEtoAUX:

        I get about 3.2 in the winter (around 30 degrees) at 70 to 80 mph up to maybe 4.4 at lower speeds (55 mph) and in traffic. In warmer temps, it’s 4.8 to 5.0 and sometimes 5.2. The heat pump and my mastery of B-mode regen really help. I pretty good at one-pedal driving in traffic.

        This winter, I managed a 130 mile round trip with the first half of the trip at -4 degrees. Boston traffic helped by keeping speeds to about 45 mph to help the range. Pre-heated the car while it was plugged-in to 90 degrees before I left. I can’t remember, but I think I may have been getting 2.8 miles per kWh. Not sure – wish I photographed it.

        Just made a 10.4 mile round trip on an errand with 80% at 55 mph including one full throttle “ECO mode off” takeoff from a light 0 to 60+ mph and I got back with 91 miles on the range meter when I returned. It was at 107 when I left. So 16 miles off of the GOM (guess-o-meter) for 10.4 actual miles – maybe because of the impromptu drag race. It was 34 degrees out. BTW, my GOM is temperature compensated. Last week, it was reading in the upper 90’s fully charged. Today at 40+ degrees I was back in the triple digits.

        The car has 44379 miles on it and still gives me the usual number of miles on the 12th bar and LeafSpy Pro still gives me 100% health. The battery seems to like having the living crap beat out of it. Maybe it’s the highway miles?

  • avatar
    ajla

    How many Ioniq sales are needed to get a turbo V8 for the G80 and G90?

    Or maybe this and the Niro sets the stage for a future hybrid V6 Stinger/G70/G80.

  • avatar
    scott25

    Strangely read reviews elsewhere that say the Ioniq is far inferior dynamics-wise to the current Prius.

  • avatar
    carlisimo

    How big is it? I think a lot of the Prius’s success comes from being about as big as midsized sedans used to be, plus the utility of a hatch. Not all of us have grown enough to need something the size of a modern Camry or Accord, but most compacts struggle with car seats or taller back-seat occupants.

  • avatar
    HotPotato

    When discussing sport mode, the author says “electric” when he means “plug-in hybrid.” In fact, the failure to stick to a single nomenclature for each model makes this article needlessly confusing to read at first pass. This doesn’t have to be hard: There is a hybrid, a plug-in hybrid, and an EV…just call them by those names, every time.

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  • Goatshadow: RiviVan or Vivian, which is what I first read the post title as.
  • ToolGuy: “Plus a gas powered generator is a much better option as it has a far greater range of uses over an...
  • pmirp1: el scotto, this winter as you pay more for gas to heat your rooms, go scream support for wind mills and solar...
  • MitchConner: One issue is when people get a company F150 a gas card comes with it. Drive to work sites. Drive home....
  • teddyc73: @ Imagefont Are people still doing that?

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