Showing posts with label Hyundai. Show all posts
Showing posts with label Hyundai. Show all posts

Review: 2017 Hyundai Ioniq Limited - Two Decades Late But Right On Time

2017 Hyundai Ioniq Hybrid red
If you wanted to drive green, greener than Kermit, greener than Ireland, but you didn't want to suffer range anxiety or even plug in, there was nothing greener than the Toyota Prius. 

THE GOOD
+ It's normal

+ Ultra-efficient city commute
+ Straightforward interior
+ Largely inoffensive manners
+ Big cargo area
THE BAD
– DCT not tuned perfectly
– Rear visibility
– Snug rear seat
– Choppy ride, soft responses?
– Niro? Elantra?
Was being the operative word.The 2017 Hyundai Ioniq Hybrid is now the most fuel efficient gas-powered car on sale in North America now. 

The Prius's reign has ended.

Or has it? The Hyundai Ioniq may be more efficient than the Prius – it wasn't while in our care. The Ioniq may be better than the Prius overall, as well, though that depends on your priorities.

But the Prius's reign in the marketplace may not be interrupted by a Korean upstart. Remember the Honda Insight? Honda tried and failed. The Insight is dead. 

Prius is as synonymous with hybrid as band-aids are with, well, band-aids; as googling is with Google. 

Does the Hyundai Ioniq have what it takes to be a successful interloper? Or will this all-new Hyundai be consigned to the Honda Insight's fate, which was killed off by the Prius after a brief five-year run?

WHAT IS IT?
Based on a new platform shared with the Kia Niro, the 2017 Hyundai Ioniq Hybrid is one of three Ioniqs. There'll also be a plug-in hybrid and a pure electric version. 

Designed to tackle the all-conquering Toyota Prius in the dedicated green car field, the Ioniq Hybrid is presently the most efficient gas-powered vehicle in North America. Sized like Hyundai's compact Elantra, the Ioniq will be priced more like the midsize Hyundai Sonata. 
2017 Hyundai Ioniq Hybrid Cow Bay Hall
2017 HYUNDAI IONIQ LIMITED
Base Price: est. $24,420 *
As-Tested Price: est. $33,550 *
Colour: Red
Assembly: Ulsan, South Korea
Drive Type: front-wheel drive
Transmission: 6-speed dual-clutch
Engine: 1.6L DOHC 16-valve I4
Horsepower: 104 @ 5700 rpm
Torque: 109 lb-ft @ 4000 rpm
Battery: 1.56 kWh Lithium Ion
Total System Horsepower: 139
Curb Weight: 3115 pounds
Length: 176.0 inches
Width: 71.7 inches
Height: 56.9 inches
Wheelbase: 106.3 inches
Tires: Michelin X-Ice
Tire Size: 225/45R17
Passenger Volume: 2724 litres
Cargo Volume: 750 litres
EPA City: 55 mpg
EPA Hwy: 54 mpg
NRCAN OEE City: 4.3 L/100km
NRCAN OEE Hwy: 4.4 L/100km
Observed: 46.1 mpg
Observed: 5.1 L/100km
* Official Canadian pricing has
not yet been announced.
The 2017 Hyundai Ioniq Hybrid delivered to GCBC Towers by Hyundai Canada is a top-trim model, the Limited with the Tech package, likely priced between $33,000-$35,000. The basic Ioniq Hybrid is the Blue model, likely priced just below $25,000. 

There's also an SE trim, but regardless of the Ioniq Hybrid variant, the powertrain remains the same: a 1.6L Atkinson-cycle four-cylinder/1.56 kWh lithium-ion battery with 139 total horsepower hooked up to a six-speed dual-clutch automatic sending power to the front wheels. 

HOW BIG IS IT?
Compared with its most obvious rival, the Toyota Prius, Hyundai's Ioniq is slightly shorter bumper-to-bumper but also slightly wider and lower. 

Besides getting more of the detailed styling elements right, the width and height help the Ioniq appear much less silly than the current Prius. 

Hyundai says the Ioniq offers 2724 litres of total passenger volume, 3% more than the Prius, as well as 750 litres of very usable cargo space, 8% more than the Prius. 

Compared with the Hyundai Elantra, traditionally Canada's second-best-selling car, the Ioniq is roughly four inches shorter stem to stern, an inch wider, and essentially the same height. 

Passenger volume is virtually identical, although there's more headroom in the Elantra and three passengers will invariably find the Elantra more comfortable. Cargo space is less comparable, as the Ioniq is a hatchback. Compared with the upcoming Elantra GT, likewise a hatchback, the Ioniq should have 6% more cargo volume. 

DOES IT WORK?
In three major ways, the 2017 Hyundai Ioniq works better than the 2017 Toyota Prius.

First, the shifter mechanism you deal with multiple times each day is, in the Ioniq, normal. There's a lot you'll put up with in a car for which you spent $20,000-$40,000, but the Prius's hateful shifter and separate Park button is unnecessarily annoying – there is no benefit. The Ioniq's normal shifter is merely symbolic of a whole Ioniq that never comes across as weird. The interior design is normal, the infotainment unit is intuitive, even the sounds the car makes are largely conventional. 

Second, the Ioniq happily accelerates. It's no sports car. In fact, it's no mainstream compact. But if you want greater urge, the Sport mode will leave the engine on (seemingly defeating the purpose of the car, but whatever) and get you up the side of mountain without difficulty. Indeed, the Ioniq never really feels wanting for power and doesn't deter acceleration by routing power through a frustrating continuously variable transmission. In other words, you won't drive around with your foot on the floor to keep up with traffic.

Third, the Ioniq sources a measure of joy from cornering that the Prius never will. Again, the Ioniq isn't a keen handler, but the steering responds quickly enough, the nose tucks in, the body rolls but not too much, and the rear end copes with rough mid-corner pavement. The Prius copes, too, but the Toyota's always suggesting that you don't really want to drive down a twisty road this quickly, do you?
2017 Hyundai Ioniq Hybrid rear
Photo Credits: Timothy Cain ©www.GoodCarBadCar.net
Those aren't the only Ioniq high points — the cabin is of a high quality, NVH is minimal, the feature count is typically Hyundai high, and the cargo area is shaped for hauling – but they serve to describe ways in which the Ioniq highlights the Prius's weak points at a particularly weak moment for the Prius.

There are potential pitfalls. The dual-clutch transmission is, thankfully, not the Prius's CVT. But it's not an especially quick shifter, and quick shifting is the claim to fame of DCTs. Moreover, Hyundai's DCT can become confused, clunky, and laggardly at low speeds and low revs, particularly when the powertrain is shuffling its responsibilities. 

Rear visibility, with a pillar bisecting the rear window precisely where a snowplow ought to appear in your rearview mirror, is awful. 

With my near-six-foot frame in the driver's seat, a front-facing child has no foot space and a rear-facing child seat required the front passenger to be moved far forward. Hyundai demands you pay midsize money for the Ioniq, but you won't get midsize space.

And while offering better backroad behaviour than the Prius, ride quality at the rear end can be jarring. The Ioniq we're testing is shod with low-profile winter tires, not the 195/55R15 efficiency-oriented tires of our test Prius but rather 225/45R17 Michelin X-ice winters. Equip both cars with the Hyundai's wider, lower-profile rubber and the Prius may shine more brightly in corners. Equip both cars with the Prius's tires and perhaps the Hyundai's periodically harsh impacts would be eliminated.

The Ioniq's stiffer ride would be more quickly tolerated if the car manifested real responsiveness. There's periodic pillowiness, however, where the Ioniq doesn't want to buckle down quite as hastily as its stiff ride suggests it will. More dynamic than a Prius, sure, but not a sports sedan.

The winter tires, meanwhile, may have contributed to somewhat disappointing real-world fuel economy results. While the Prius we tested last May drank only 4.1 L/100km, this Hyundai required more than 20% more fuel. The season isn't favourable. Neither are the winter tires and the fact that the Ioniq's odometer, with only around 1000 kilometres at arrival (and 1500 at departure) shows a very fresh car. 

At this high level of efficiency, the difference between 4.1 L/100km and 5.1 L/100k is slight in financial terms. 

But the Ioniq's supposed to beat the Prius. And in one major way, it didn't. 
2017 Hyundai Ioniq Hybrid interior
IS ANYONE BUYING IT?
Not yet. The Ioniq has registered some Canadian sales figures, but only as Hyundai registers the first copies, such as our test car. GCBC will be tracking Ioniq sales figures as Hyundai reports them.

SHOULD I BUY SOMETHING ELSE INSTEAD?
Outside of more affordable conventionally-powered compact cars with surprisingly low fuel consumption, prime Ioniq competition sits inside Toyota and Kia showrooms. 

The Toyota is obvious: the Prius has been around for two decades and in fourth-gen form, it's stone cold reliable; an entirely known entity. But the Prius is quirky in some unfortunate ways. The shifter is annoying, it doesn't always feel sufficiently powerful, and there are many weird noises.


Historical Monthly & Yearly Hyundai Ioniq Sales Figures
2016 Toyota Prius Driven Review
2017 Hyundai Elantra Limited Driven Review
2016 Hyundai Sonata Hybrid Limited Driven Review


The Kia Niro, on the other hand, is a fraternal twin of this Hyundai Ioniq. Shaped to be viewed as a utility vehicle – it's actually quite low and doesn't even offer all-wheel drive — the Niro is nevertheless an enticing package. It doesn't look like you're trying to send an environmental message to your Silverado-driving neighbour.

HOW MUCH SHOULD I PAY?
We don't know. As of this moment, Hyundai Canada hasn't announced official pricing, simply stating that the Ioniq Hybrid will be priced fro the mid-$20s to the low $30s.

If you want an Ioniq, presumably fuel savings play a particular role in propelling your desire forward. Presumably then, overall financial savings would be of use. The basic 2017 Hyundai Ioniq Hybrid Blue is equipped with heated seats and alloy wheels; it's not poverty-spec. And with the basic model, you won't just save money at the fuel pump. You'll save $5000-$8000 at the Hyundai dealer, too.
2017 Hyundai Ioniq Hybrid front
WHAT'S THE VERDICT?
On the whole, Canadians are pragmatic car buyers, unlikely to spend $10 just to save $5. Historically, this has made vehicles such as the Toyota Prius a hard sell. Think of it this way: while the U.S. new vehicle market is nine times larger than Canada's, Prius sales in America in 2016 were 35 times stronger than in Canada, and that was in a particularly poor year for the Prius down south; a particularly good year for the Prius in Canada.

For these pragmatic car buyers, the Hyunai Ioniq's greatest competition in the Canadian market won't be the Toyota Prius. There are exceptionally few Prius buyers to try to woo, anyway. No, for the typical Canadian car buyer, the 2017 Hyundai Ioniq must be a more reasonable purchase than a 2017 Hyundai Elantra.


Hyundai knows the Prius can't be the lone target. Aiming for the Prius and other hybrid cars, Hyundai Motor America product planner Mike O’Brien told Wards Auto, is "not enough to make a business case.”

Without firm pricing for the Ioniq, it's difficult to do the pure math. But the 2017 Hyundai Elantra Limited we tested last year consumed only 6.5 litres of fuel per 100 kilometres, just 1.4 more litres every 100 kilometres than this Ioniq, or roughly $140 more per 10,000 kilometres. The Elantra rides and handles better, accelerates more swiftly, and arguably looks better, as well. Elantra pricing starts below $18,000 and even the top trim Elantra Limited Ultimate is currently priced below $29,000, roughly $5000 less than this Ioniq.

In numerous ways, the 2017 Hyundai Ioniq is a better Prius. But it's not a better Hyundai Elantra.

Timothy Cain is the founder of GoodCarBadCar.net, which obsesses over the free and frequent publication of U.S. and Canadian auto sales figures. Follow on Twitter @goodcarbadcar and on Facebook. The Ioniq was supplied by Hyundai Canada's press office.

2017 Hyundai i30 Specs, Features, Performance Review

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From dispatch there's the alternative of

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Upcoming BEV Arrivals (Updated)

Image result for opel ampera e
2017 Opel Ampera-e

Discussing the upcoming Paris Auto Show with one of EVS readers, we have reached a timeline for a number of upcoming BEV models. Now updated with some more novelties for the next 18 months:

BAIC EH400 large sedan - H1 2017;

BYD Yuan & Song SUV's - Plug-in (BEV?) versions between Q4 2016 and Q1 2017;

Chevrolet Bolt / Opel Ampera-e - November symbolic arrival, deliveries ramp-up in December;

Opel version arrival in April in selected markets, dissemination across the continent in the 3/4 following months; 

Cowin C3R EV hatchback - Q4 2016;

Faraday Future SUV - Somewhere in the second half of 2017, we will see the first production units being delivered;

2017 Ford Focus Electric - Arrival December 2016, full scale production (100 units?) afterwards;

JAC iEV6E hatchback - Q4 2016;

Honda Clarity BEV - Second Half of 2017;

2018 Hyundai Ioniq BEV (40 kWh?) - Late 2017;

2017 Kia Soul EV (36 kWh) - January 2017;

2017 Nissan Leaf (40kWh battery) - LA Autoshow debut(?), December 2016 arrival, full scale deliveries in January;

Nissan Leaf II - 3Q 2017;

Qiantu K50 Speedster - Second Half of 2017?

Renault Zoe 40 kWh - October symbolic arrival, ramp up in November, full scale deliveries in December;

Renault Twingo EV & Nissan B compact EV - Q1 2017?

2017 Smart ED - December 2016?

Tesla Model 3 - First symbolic deliveries in September 2017, rest of the year to fine tune production, with moderate production quantities and high level of QC. USA-destined units. 

Beginning of 2018, significant ramp up, mainly targeted to North America. 

Second half of 2018, full scale production for all markets.

2017 Volkswagen BEV's - Larger batteries to arrive in January 2017;

XPeng EV SUV - Late 2017, ramp up in 2018.


Is anyone missing?

FCEV's: Fools Cells?

The Three Fuel Cell Musketeers: Mirai, Clarity and Tucson/ix35

2016 was heralded by many as the "Year of the Fuel Cell" because it will be the first full year of regular production of the Toyota Mirai and the introduction year of the Honda Clarity, which, adding to the already existing Hyundai Tucson/ix35 SUV, makes three models to choose from for prospective buyers interested in this kind of technology.

Unlike many detractors, which call them Fools Cells, i actually envision a future for this kind of technology, but also unlike the promoters of FCEV's, i just don't see them facing Battery Electric Vehicles head to head in the mainstream passenger cars, for me, Fuel Cells will be a niche player for larger, heavy-duty vehicles, a bit like Diesel is now in the USA and other markets outside diesel-loving Europe.

Let's see which are the main reasons for this assumption:

  • Oil and Gas Industry are closely connected with Fuel Cells.
Unlike BEV's, where Electricity Utility companies are not actively lobbying, the almighty Oil and Gas industry are promoting heavily FCEV's as a way to keep their business running in a future with reduced revenue from oil, so it is expected for this technology to be more subsidized than BEV's, because of intensive lobbying and "high powers that be" will to keep on running business as usual.

  • Fuel Cell technology does have its strong points.
The most important of them being fast refueling (Compared with a BEV) and reduced emissions (Compared to a gas car), so FCEV's can make a strong case for themselves when compared to regular ICE cars and even compared to BEV's in some specific niches, like long-range buses or heavy-duty trucks (Or even airplanes), where vehicles are used almost continuously, without time to stop and recharge for long periods, these advantages are key for the future for FCEV's. 

  • But they also have downsides.
Besides the debatable question of reduced emissions, as it depends on which side of the wall you are in, there are unquestionable downsides to the technology, not only it is much more complex (And expensive) than a pure electric car, but it also uses a lot of space, which is another area where BEV's excel, comparing with regular cars. Add that to the fact that FCEV's are 6 to 7 years behind in economies of scale, regarding BEV's, and you have the main reasons for Fuel Cells losing the mainstream passenger car market to all electric cars.

toyota-highlander-ev
2009 Toyota Highlander FCEV prototype
The foreseeable future for FCEV's

As seen before, FCEV's are a valuable replacement for regular ICE vehicles, but can't compete head on with BEV's, so they are left with niches where all-electric vehicles will have more difficulties to enter and Fuel Cell downsides are less determinant, like long range heavy-duty vehicles (Buses, Trucks, etc) and some of the larger Vans, Minivans, SUV's and Pick-up Trucks. 


Big Mistake

But instead of focusing on the technology strengths and go for larger vehicles, Fuel Cell promoters, like Toyota, Honda or Hyundai, are trying to sell the FCEV concept to the wrong market segments, be it midsize cars, like the Toyota Mirai or Honda Clarity, or compact SUV's, markets where BEV's will have it easier to win market share and Fuel Cells have a harder time disguising their weak points (Higher price and poorer space-efficiency), with this losing precious time to defend their possible niche markets from plug-ins. 

Also, in the Toyota case, giving the Mirai some Aztec-rivaling challenging aesthetics didn't helped much either...


Losing Ground

The disruptive force that Tesla is becoming, pushing plug-ins out of their niche and into mainstream, stealing sales from established ICE automakers like BMW (28%), Toyota (23%) or Audi (20%), it is also becoming increasingly menacing to the newborn Fuel Cell technology, as range of the Model S now touches 300 miles, it is close to the 312 (502 kms) announced by the Mirai, while eclipsing the 2014 Honda FCX Clarity (231 miles) and Hyundai Tucson/ix35 Fuel Cell (265).

True, the almost 300-mile Model S 90D is more expensive than the Mirai, but the difference isn't that significant (102.100€ vs 78.540€ in Germany) if you consider the Tesla is a car from a segment above, better in almost every aspect AND has lower running costs. Besides, the base Model S costs around 80.000€ and apart from range, it continues to be a far superior vehicle.

But the car segment is not where FCEV's are at their best, large SUV's and Pick-up trucks are markets where Fuel Cells could easily replace ICE models, but it seems that automakers are reluctant to make a Toyota Sequoia or Honda Ridgeline FCEV, preferring to keep their high margins in those cash-cow markets.

Only...If they don't hurry up, Tesla will (again) eat a slice of their cake, the Model X 90D has 257 miles of range, little less than of a possible Mirai SUV would have, and as the case of the Model S, it would be a more expensive but far better product than a hypothetical Mirai SUV.

As consequence, big SUV's could be already a lost market for FCEV's, so as the possibilities narrow down, the urgency for these automakers to shift priorities and launch Fuel Cell technology where it can be competitive (Pick-ups...) is increasing, as Tesla and others (BYD buses and do not forget the upcoming Chrysler Pacifica PHEV in the Minivan market) expand into new segments, FCEV's chances for success start to look increasingly smaller, not because the technology itself, but because of greed and mistakes made by the automakers committed to promote it.

Fools Cells? Not yet. But the odds are against them.





New Models for the Rest of 2015

New Models for the Second Half of the Year

Pure electrics have been resisting quite well to the new wave of PHEV's, mostly thanks to Tesla and the Nissan Leaf, but in the second half of year more Plug-in Hybrids will arrive, and PHEV Share should rebound, not only the refreshed Chevrolet Volt will make its impact, but there's a bundle of new PHEV's coming, particularly SUV's, and only one pure electric to help balance the numbers:



BYD Tang - The manufacturer claims this SUV has even more demand than the Qin, so the chinese  EV leadership should belong to it in the future. Sales target for this year: 15.000.






Chevrolet Volt II - Pushing the plug-in sales boundaries (only) in America, the second generation of the Volt could reach some 10.000 units this year and then step up in 2016.






Tesla Model X - Its production has been pushed back so many times that people wonder if it will land this year, after all there isn't still an official picture of the Real Deal, but having faith that deliveries do start as promised, in September, expect small numbers in the beginning, as Tesla will watch closely how the Falcon Wings Doors behave. Sales target for 2015: 4.000 units.




Volkswagen Passat GTE - There hasn't been many plug-ins in this particular segment, but the recent arrival of the Mercedes C-Class PHEV is just the first of many new players preparing to enter the game, the Passat GTE is another addition, based on the success of the regular Passat and of the Golf GTE, i think this has all the ingredients to replicate their success and reach some 3.000 units.




Hyundai Sonata Plug-In - The Korean automaker has arrived late to the plug-in train, is it ready to pick-up on the lost time? The Sonata PHEV is the first model on which we can evaluate if the Korean brand is going plug-in for real or not. Kia has only sold 1.500 Soul EV this year, so we'd better not expect a lot from these guys...Sales target: 1.500 units




BMW X5 Plug-In - The fourth plug-in of the BMW stable, it will be a strong contender for the Premium SUV PHEV trophy, but the Cayenne has already a big lead for this years trophy. Sales target: 1.500 units.





Volvo XC90 Plug-In - The regular XC90 is having an overwhelming reception and the T8 (PHEV) version waiting list is getting longer and longer...If Volvo can make them fast enough, i would say that some 1.500 units could be registered this year.







Audi Q7 e-Tron - Another addition to the Premium barge large SUV niche, Audi is looking to replicate the plug-in A3 in a XXL format. Sales target: 1.500 units.






BYD Song and Yuan - These smaller plug-in SUV's were shown earlier this year and the question remains: Will they arrive in time to land this year? If so, will they sell in significant numbers? My guess is a December launch, just in time to enter this year ranking.

Skoda Superb joins list of top safety achievers

According to the latest safety test results released by Euro NCAP, the Skoda Superb achieved 5 Stars, thanks to robust crash protection and its Autonomous Emergency Braking systems. The Superb is also equipped with crash avoidance technologies awarded under the Euro NCAP Advanced Rewards scheme such as Multi Collision Brake and Crew Protect Assist.

Among other cars tested, the Hyundai i20 supermini acheived 4 stars which is quite good for its segment, but misses out on the 5 stars due to a lack of an AEB system.

However, the Fiat Panda Cross recveived a modest 3 star rating. The supermini, based on the third-generation Panda 4x4 launched back in 2012, lacked assist technologies and also did not fare well in the latest full width crash test designed to evaluate the protection offered to smaller occupants in the driver and rear passenger seat.

Given below is the list of car safety ratings for 2015 so far, from the Euro NCAP website.

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