Hyundai Ioniq Plug-in Hybrid Premium SE 2017 review

What is it?The third and final variant of the new Hyundai Ioniq hatchback is this, the plug-in hybrid.Arguably the Ioniq's strongest asset in the fight against the Toyota Prius, the plug-in offers more performance than the regular hybrid and none of the range anxiety associated with the all-electric derivatives. As such, the PHEV could very well be the sweet spot of the trio.Our first go in an Ioniq Plug-in back in May is in Germany, a country famed for its currywurst and smooth roads. Neither of these things are linked to Britain, where the second is probably good news for passengers climbing aboard after lunch, the latter has proved too hard a challenge for many a battery-laden car's suspension set-up .Glance over the specifications sheet of the Ioniq Plug-in and you'll see bold claims of 247mpg fuel economy and CO2 emissions of just 26g / km. This means you can park in certain areas for less and slip through central London without paying the congestion charge.Iconic hybrid, mating a 104bhp 1.6-liter four-cylinder petrol engine to an electric motor, but the addition of a front-wing-mounted Type II charging socket enables the use of A larger 8.9kW battery and more potent 60bhp electric motor.

This enlarged electric system, which can be charged from a 16-amp driveway wallbox in just two hours and 15mins, can inject torque to the driveline for longer periods. So, despite having identical peak outputs of 139bhp and 195lb ft to the hybrid, the plug-in's quoted 0-62mph time is actually 0.2sec quicker at 10.6sec.

Those who dislike the revolution nature of a CVT gearbox, as used by the Prius plug-in, will be happy to hear the Ioniq drives its front wheels via a six-speed dual-clutch automatic. There are even paddles shifters behind the steering wheel.

Inside, our car - a top-spec Premium SE - comes with leather seats, steering wheel and gear, and has soft-touch plastics on the top of the dashboard. There's also a 7.0in touchscreen infotainment system with HD graphics as standard on all plug-in models. This features Apple CarPlay and Android Auto smartphone mirroring.

What's it like?This is not a car to be hustled. From the very first mile, the plug-in exhibits the same characteristics as its siblings, being laid-back and hushed, and it always seems to be caught by surprise when asked for maximum acceleration. But this relaxed demeanour will not have come by accident, given that many buyers in this segment opt ​​for electrified models for that very reason.When fully charged, the car defaults to EV mode, where the motor does all of the work and the petrol engine only cuts into life under heavy acceleration. It's a shame that you can not opt ​​to stick with electric power for longer, because the engine kicks in well before you press the throttle kick-down button into the carpet. But even with its occasional intervention, you'll still be averaging miles per gallon that far exceeds the computer's 99.9mpg maximum readout. Hyundai claims that the batteries can offer 39 miles of range in this fashion, even though urban test brought that figure closer to 30.When left to make its own decisions in HEV mode, the electric motor does all the work when pulling away, before the petrol engine gently contributes as the speedo rolls into double digits. With gentle throttle applications it's a seamless process, but ask for more power and the engine's contribution can suddenly jolt acceleration with a gruff note to match. Keep the throttle pressed and the dual-clutch gearbox, despite being a quick-shifting, does noticeably break apart acceleration, making the Ioniq plug-in feel more conventional than the Prius and its uninterrupted progress. Drive with the flow of traffic and you'll be rewarded with urban economy of around 55mpg.

Switch the grossever across into Sport mode and the digital instrument cluster ahead turns red and swaps a speedo for a rev counter, with the speed displayed digitally beneath. The instant response of the electric motor does make the car feel quicker than the 0-62mph time suggests, but once you're rolling, progress remains at best steady. This, coupled with the car's roly-poly suspension that still manages to vibrate over road imperfections, emphasises the car's eco character.The satisfaction of the Ioniq Plug-in comes not from straining its hybrid powertrain, but from the chasing high fuel economy and maximizing range. The car's digital instrument cluster is permanently displays where energy is moving, showing when the charge is being gathered by the regenerative system and when it's depleted under acceleration. Even when you're coasting the system can collect energy reappeared when coasting down a hill for 20 seconds - showing how eco-friendly driving can have a significant impact on fuel usage in the Ionoq Plug-in .Venture onto the motorway and road noise can get rather loud, especially over concrete surfaces. The fitment of adaptive cruise control and lane-keeping help makes the scenario effortless, from a driver's point of view, and we averaged more than 80mpg on a run at the outside lane pace.And what of the passengers? They are not in the back room. Although, like in the Prius Plug-in, the space for a middle rear passenger is narrow.

Hyundai Ioniq Plug-in Hybrid Premium SE

Location London, UK; On sale Now; Price £ 29,295 (£ 26,795 with government grant) Engine 4cyls in line, 1580cc, Atkinson Cycle petrol; Plus 60bhp electric motor Power 139bhp; Torque 195lb ft Gearbox 6-spd twin-clutch automatic; Kerbweight 1495kg; 0-62mph 10.6sec; Top speed 111mph; Economy 257mpg; CO2 / tax band 26g / km / 9%   

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2012 Hyundai Veloster

Starting MSRP $17,300

On the heels of the redesigned Elantra compact and Accent subcompact, the new 2012 Veloster adds a coupe to Hyundai's burgeoning small-car offering (see them compared). The distinctive Veloster is a true three-door hatchback: It has a liftgate, two front doors and a single rear door on the curb side for easier backseat access. By Hyundai's estimation, the Veloster competes with the likes of Honda's CR-Z hybrid and the Scion tC and might be cross-shopped with the Fiat 500, Mini Cooper and Volkswagen Beetle.

The 2012 Hyundai Veloster is a distinctive, high-mileage sport coupe that hints at the excitement to come in future variants.

Hyundai simplifies things by offering just one Veloster trim level starting at $17,300, distinguished only by three interior color schemes, which include gray, black and a red-and-black combination. The interior choices depend on the exterior color chosen. Options include an automatic transmission for $1,250 and two feature-filled packages. With currently known options, the Veloster tops out at $23,310.

Exterior & Styling

Somehow Hyundai has managed to design another car that looks unique and stylish without being overly polarizing (or just plain ugly). Available in seven colors, including bold yellow, orange and green, the Veloster stands out as something entirely new.

Seventeen-inch alloy wheels are standard. The optional Style Package, for $2,000, includes 18-inch wheels, fog lights and a chrome grille surround with piano-black highlights, along with interior feature upgrades. Different 18-inch alloy wheels with body-colored spokes join additional features in the Tech Package, which requires the Style Package, adding another $2,000 (for $4,000 total).

The Veloster also introduces Hyundai's first exterior graphics options, which include stripes and other designs. They're available when ordering or at the dealership.

Handling

I've called out handling as an area in which Hyundai needs improvement overall. For example, though the new Elantra is more than capable enough, it doesn't match the athletic Ford Focus or Mazda3, or maybe even the Chevrolet Cruze. I also find the Genesis coupe too skittish. The Veloster's dynamics and roadholding are among the best Hyundai offers — when equipped with the optional 18-inch wheels.

My chief complaint about the Veloster is its steering, which feels numb on-center and tends to wander at low and medium speeds, improving somewhat on the highway. Beyond the steering issue, the Veloster is exceptionally light — starting at 2,584 pounds with a standard manual transmission — and it feels that way. As important, it manages its weight well, with admirable balance for a front-wheel-drive car and minimal body roll.

The optional 18-inch tires showed no evidence of the automaker's quest for fuel efficiency, as some low-rolling-resistance (aka traction-resistant) tires on small cars do. The Kumho Solus KH25 all-season tires, rated P215/40R18, are well matched to the Veloster.

Note that I didn't drive the standard 17-inch tires, which are Nexen Classe Premiere CP671s rated P215/45R17. Though they're ostensibly all-season tires, these give me pause. The same models proved inferior in the cold and snow earlier this year on a 2011 Kia Optima, on which they were also standard equipment. Hyundai says the Veloster's tires use an updated compound and construction and should perform better. Pay extra attention to these tires if you test drive the Veloster, even if it's not cold out, and consider the 18-inchers if you have any concerns. If we test the 17s ourselves, we'll report back. 

 

Power

Handling can't be divorced entirely from engine power, because there has to be enough oomph to pull the car out of a corner, and here the Veloster's modest power comes into play. Shared with the Accent is a 1.6-liter four-cylinder engine that generates 138 horsepower at 6,300 rpm and 123 pounds-feet of torque at 4,850 rpm. Thanks to direct injection and variable valve timing, the little four-cylinder offers pretty broad torque delivery across the rev range. The six-speed transmissions make the most of it, launching the Veloster quickly when needed.

Taking on hills and powering out of sharp turns demands lower gears, keeping the driver — or the automatic — busy. The manual is a competent player with a forgiving clutch and a relatively short shifter equipped with a foolproof button for entering Reverse gear, to the left of 1st. (Why don't more automakers use this design?)

The more impressive choice is the automatic, a six-speed EcoShift DCT, standing for dual-clutch transmission — Hyundai's first. The dual-clutch automated-manual design means little to the average driver but can feel different to the more attuned operator. While DCTs are usually touted for their fast shifts, the overriding goal is lower weight and greater efficiency, and Hyundai's version takes it a step further by using a dry clutch system rather than a hydraulic design. So far, the only dry-clutch DCTs we've experienced come in the Ford Fiesta and 2012 Focus, which have their detractors.

When in Drive mode, the DCT behaves like any other automatic transmission. You can also slide the lever to the right and then shift up and down sequentially, or use the standard shift paddles on the steering wheel.

I'm impressed with the DCT. It performed nicely over a couple of miles of stop-and-go city driving. When I let off the brake at a stop, it would begin to inch forward after minimal delay. I noticed none of the balkiness or vibration we experienced just a week ago with the 2012 Ford Focus SFE. The transmission shifts up through the gears smoothly and without drama, and it doesn't downshift too conspicuously as you slow to a stop. It also downshifts reasonably quickly when it's time to pass. Hyundai engineers erred on the side of comfort, opting for smoother shifts rather than quick, hard transitions — a wise decision. They say it shifts faster when in manual mode, but I found the difference to be minimal.

There's no automatic sport mode, but there's an Active ECO button on the dashboard that intrigues me more than similar modes from other brands. Rather than change the shift behavior directly, it affects the accelerator pedal — not making it less sensitive but instead damping out sharp changes in position, smoothing the engine response and improving efficiency, Hyundai says, by up to 7 percent. What this does is make the regular Drive mode more responsive than in some cars, because of their manufacturers' pursuit of higher mileage. The transmission also reacts quickly to sharp jabs of the accelerator pedal, kicking down one or more gears for passing power.

The Veloster is no rocket, but thankfully it pays off in EPA-estimated mileage: 28/40 mpg city/highway for the manual and 29/38 mpg for the automatic. Both have a combined rating of 32 mpg.

Some shoppers are sure to conclude that the Veloster's styling makes promises the drivetrains don't keep. Perhaps they just need to wait for a more powerful version, perhaps a turbocharged one. The most Hyundai officials will say is there's no technical reason the car couldn't get a turbocharger. Beyond that, industry publications predict a turbo version for the 2013 model year, and unmistakable wide-mouthed-Veloster test mules have been spied on several occasions. I'd count on it; Hyundai established a risky direction with the midsize Sonata, maximizing efficiency with a platform that supports smaller engines rather than high cylinder counts, relying on charging to eke out more power. The Veloster, which shares elements of the Accent and Elantra platforms, could follow the same approach.

For now, the base Veloster should satisfy many buyers. The transmissions make the best of the available power if you don't mind frequent shifting — or the noise that sometimes accompanies it. There's a substantial ratio difference between 2nd and 3rd gears, so when you drop down, especially with the DCT, you hear a lot of engine noise.

Hyundai says it targeted its noise treatments at high-frequency sounds, and here they've done pretty well. Even at high speeds, a front passenger and I were able to converse without raising our voices. The overwhelming sound was a constant rumble from the tires, which might stem from the exceptionally coarse pavement around Portland, Ore., where Hyundai held the Veloster's national introduction. I'm withholding judgment because the tires went silent, if only for a moment, every time we crossed a short patch of smooth blacktop or concrete — and also because a ride in a Lexus LS 460 L featured the same soundtrack on Interstate 84.

The low-profile tires provided reasonable ride comfort for a car of this type, even after a full day of driving. Ditto for the Veloster's seats and cabin overall, which features contemporary cloth upholstery and nice enough materials. The Style Package adds a panoramic moonroof, leather on the steering wheel and shift knob, faux leather seat bolsters and door trim, alloy pedals and a one-touch feature for the driver's power window. The package also includes a stereo upgrade, but the standard Veloster has loads of connectivity: Bluetooth cellular and streaming audio, an auxiliary input, an iPod/USB port and an RCA cable that lets you play video on the dashboard screen when the car is parked.

The Tech Package adds keyless access and push-button start, a 115-volt outlet, automatic headlights, sonar backup sensors, a backup camera and a navigation system. Even without the system, Turn-by-Turn Navigation is available through the standard Blue Link, which is similar to OnStar.

Through the Third Door

Unlike the Mini Cooper Clubman, Saturn Ion coupe and a few other recent models, the Veloster's single rear door is forward-hinged, so it can be opened via a handle without first opening the front door. It's executed so nicely, people tend to see it as a big plus … rather than focus on the fact that the car shorts you one door on the other side. For ease of entry on that side, the driver's seat has a swing-away shoulder-belt guide and an additional lever to tilt the seat forward. Points for going the extra mile, Hyundai.

Once inside, I found the backseat surprisingly workable, at least for a short trip. Legroom comes at the generosity of front occupants, who typically have some to spare. At 6 feet tall, my head just cleared the ceiling — though it's not the ceiling so much as the rear window, and that's likely to be more of a problem if you run over a bump.

Safety

As an all-new model, the Veloster hasn't been crash-tested as of this writing. It includes six airbags: the frontal pair, front-seat side-impact airbags and side curtains that cover all the side windows. As federally mandated of all 2012 models, the Veloster has antilock brakes and an electronic stability system.

Equipped with Blue Link, the Veloster carries a GPS receiver and cellular telephony, which provides additional safety features, including Automatic Crash Notification when an airbag is deployed, along with operator supported one-touch SOS and roadside assistance. Subscription fees apply.

Source: cars.com

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2013 Hyundai Genesis Coupe

 

Earlier this month, we brought you some of the first spy shots of the facelifted 2013 Hyundai Genesis Coupe nabbed while doing the rounds on the Nürburgring racetrack. But as you'd expect, the prototype was all bagged up in black camouflage to cover the styling changes.

Now, a Gencoupe forum member posted a set of grainy cell phone pictures of the 2013 Hyundai Genesis Coupe that appear to have been shot on a transportation ship. While we can't be absolutely certain, the photos do look real and the cosmetic changes are the same we pointed out in our spy story.

Up front, these include the new upper grille with a center chrome strip and the restyled headlamps and bumper, while these latest pictures also reveal a redesigned bonnet sporting a pair of air vents.

At the back, we find new LED tail lamps and a reshaped bumper while other changes include the more aggressive design of the alloy wheels and the the exterior mirrors that incorporate the turning signals.

As pointed out in our previous story, it is believed that the refreshed Genesis Coup will get Hyundai's newer and more powerful 3.8-liter V6 engine with direct-injection that generates 333 horsepower and a peak torque of 291 lb.-ft, along with the option of an 8-speed automatic transmission.

H/T to Mark!

Story source: Gencoupe

PHOTO GALLERY

 

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Hyundai Introduces New i20 Blue in Britain

After the launch of the i10 Blue at the beginning of the year, Hyundai is doubling its eco-friendly offerings in the UK's small car segment with the addition of the i20 Blue to its lineup.

The i20 Blue combines the standard model's 1.4-liter CRDi turbo diesel engine delivering 90-horsepower with Intelligent Stop & Go (ISG), low rolling resistance tires, rear suspension under cover and rear wheel deflectors.

The result is a combined fuel economy of 76.4mpg UK (63.6mpg US or 3.7 lt/100km), which represents a 14% improvement over the i20 1.4 CRDi 90PS Style model, and a 12% reduction in CO2 emissions, from 111g/km down to just 98g/km.

The i20 Blue is priced at £13,195 OTR and comes equipped with standard 15-inch alloy wheels, Bluetooth connectivity with voice recognition, electric heated and folding door mirrors, electric front and rear windows, steering wheel audio controls, USB and aux connections air conditioning and remote central locking.

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2012 Hyundai Genesis Review

Hyundai Genesis - Three years on and the Genesis is due for an update, and Hyundai has gone beyond the usual tweaked tail lights and new wheel designs. The big news for the 2012 Genesis is a power bump, with the base Genesis V6 now making 333 horsepower, up from 290. At the other end of the spectrum, a new Genesis R-Spec model with a stiffer suspension, tighter steering and a more aggressive wheel and tire package comes equipped with a direct-injection 5.0-liter V8 making 429 horsepower. The former top-dog Genesis with the 4.6-liter V8 remains in the lineup with the same 385-hp, although fuel economy has been improved by one click on the highway for a new 17/26-mpg rating.

R-SPEC A SHOWCASE FOR WHAT HYUNDAI CAN DO

During the technical briefing, Hyundai was quick to boast that the 5.0 is the most powerful motor ever developed by Hyundai, but equally coy when asked about expected sales numbers for the R-Spec, or what percentage of Genesis customers would opt for the $46,500 high-performance model. Clearly, this is a demonstration of what Hyundai can do rather than a volume model, but that didn?t stop us from making a bee-line for the R-Spec, even when conventional logic dictates that we?d only be set up for disappointment upon switching into the V6 model.

 

 

Despite being saddled with over 4,000 lbs of weight, the R-Spec hauls itself down the road with little abandon. Coming out of a traffic circle, we gently applied the throttle to see what would happen, and were granted with a microsecond powerslide before the traction control put a stop to our fun. Beyond the traffic circle, there was little in the way of curves (save for the occasional high speed sweeper) for us to test the improved steering, springs and damping, but we noticed that all three felt fairly firm, especially more so than the last Genesis we drove a couple years ago. Hyundai has added more assist to the R-Spec?s steering, something that we definitely welcome, but that may not be looked upon favorably by other Genesis drivers, who tend to trade in cars like the Lexus ES350 and Honda Accord.

The suspension calibrations of the Genesis was one area previously criticized for being both uncomfortable and not sporting enough. Given that we were on a largely straight, perfectly paved ribbon of black tarmac for the entire drive, it would be hard to fairly evaluate the suspension?s improvements, although we did feel certain firmness when tossing the R-Spec into corners. A better test would be a week on Midwestern, winter-afflicted pavement, and we?re hoping Hyundai takes the hint.

What everyone wants to know about is the new powerplant, and the 5.0-liter V8 is like most Hyundai engines; it does what it says on the tin with little fanfare and lots of competency. Anyone expecting an American-style rumbling small-block can stop reading right now, as this V8 is much closer to something you?d see from Lexus. It may not operate silently in the background like a Lexus V8, but the nature of the R-Spec calls for a bit more involvement, and a step on the throttle will launch the luxury sedan down the road at a rapid pace.

One criticism we do have is with the throttle tip-in, which we found awkward and stilted from a dead stop. In addition, the 8-speed automatic takes a brief pause when downshifting, but this isn?t exclusive of the Hyundai unit ? we have never been enamored with 8-speed automatics and their multitude of ratios, and the gear-hunting is a general affliction rather than a specific issue.

UP-RATED V6 MAKES V8 A HARD SELL

As we handed off the keys to the R-Spec and hopped into a V6-powered Genesis, we were expecting to be a little underwhelmed by the 100 horsepower deficit, but that wasn?t the case. The base Genesis is more than adequate, with 333 horsepower and a chassis only slightly less sporting than the R-Spec. The V6 also weighs a few hundred pounds less, an important factor in everything from fuel consumption to performance.

We had trouble discerning the performance of the two cars ? sure, the engines sound slightly different, the steering has a bit more slack on the V6, and the R-Spec can hit 60 mph in 5 seconds as opposed to just under 6 seconds for the base car, but does it really justify the roughly $3,000 price premium between a similarly equipped V6 and an R-Spec (a base Genesis V6 with no options and an R-Spec have a nearly $12,000 price gap)?

Our V6 tester came with all the bells and whistles of the R-Spec, like the 17-speaker Lexicon audio system, lane departure warning system, HID headlights, Bluetooth and in-dash navigation system, leading us to further question the necessity of the R-Spec. Sure, it?s a great symbol of Hyundai?s accomplishments, but with the significant price gap and superior fuel economy (19/29 mpg for the V6 versus 16/25 mpg for the R-Spec), we found ourselves more enamored with the plain-Jane 6-cylinder car. Even if the R-Spec looks like something out of a rap video and can serve up powerslides on demand, the V6 is the practical choice that doesn?t lose much in the way of performance, luxury or style.

If there is a reason to opt for the big 5.0-liter it?s that you?ve already committed to the idea of getting a V8 and with the price premium to step up from the 4.6-liter to the 5.0 just $2,000? well? why not?

THE VERDICT

Hyundai says their target Genesis customer is ?the millionaire next door?, ostensibly a wealthy guy who is secure enough to drive a Hyundai, but probably wears a watch that you?ve never heard of, but costs more than a Rolex. While we wholeheartedly endorse the R-Spec, this kind of buyer isn?t too interested in the boy-racer aesthetic or the extra few thousand that the big engine costs. For them, the V6 is more than adequate, and if they really are millionaires, they probably have something more hardcore lurking in the garage anyways.

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