2018 Hyundai Ioniq Reviews, Dimension, Engine, Interior
The challenge, the Toyota Hybrid, brings the 2018 Hyundai Ioniq. That will be declined in three variants: the test hybrid, the pure electric and the plug-in hybrid. The identity of the Korean is precise, the result of a design less extreme than the Prius, but also of the technical solutions adopted: Like that of the double clutch 6Dct, very different from the E-CVT of Toyota.
In all, there is 141 CV. At the power unit level, the 2018 Hyundai Ioniq proposes the combination of a 1.6 aspirated direct injection of gasoline and Atkinson cycle from 105 hp and an electrical unit from 44: In total, the system delivers 141 hp and 265 nm. The Hyundai does not renounce the wedge shape which, overall, is aerodynamic and no frills. The car body is similar to that of a C-segment sedan, a bit mixture: It says, in particular, the length of 4.47 meters.
2018 Hyundai Ioniq Reviews
It sails for many strokes. In electric mode, it is maneuvered and you can move up to well over 60. But you can also “sail” to 120-125. At constant speed, the thermal motor pushes the wheels and recharges the battery so that the level of the latter grows up to two-thirds. Energy then expendable, perhaps, in a overtake or uphill. Under normal conditions, the gasoline engine often intervenes: just squeeze one more thread, and here is the four-cylinder stage, so warnable, not annoying. Sure, it also depends on the battery level: if for example, the charge is a third, the 1.6 is more active. The urban traits contribute to improving things, but it takes some time. In a release the hybrid works well: However, when it draws on the “Electric Treasure”, the charge tends to fall quickly. But let’s talk about consumption. In the city, the Prius remains unapproachable: 26.6 km/L, against the 20.5 of the 2018 Hyundai Ioniq. The Korean, on the other hand, runs 21.2 km/L in the state (the Prius is 20.1), while on the highway the comparison ends almost in parity (16.7 versus 16.4). The Hyundai is driving happily, it is fluid and not tiring in travel. The cue is good and the performance is satisfactory: Beyond the numbers of acceleration, the disengagement is always assured, with a certain margin. Of course, we must not expect performance out of the catalog, but there is a pinch of panache more than the Prius, especially in recovery. To make the difference is the double clutch gearbox: it makes everything easy, also if you appreciate the successful marriage with the hybrid and the enjoyment that can ensure. By asking for more with the right foot, you scale with the kick down and you spin away, with some panache. In short, here the hybrid is versatile at 360 degrees. Without forgetting that you can “play” with the manual gearbox. In the guide of all days, then, the Korean filters well the bottom, except the dry irregularities, even in front. There is, however, an MA. In the course of our stability tests, in emergency situations, there has emerged a poor feeling between front and rear: The fast steering, in fact, makes counterpart a somewhat slippery rear train, which is difficult to find the support. To ensure safety, in this case, we think about ESP, particularly in the stability test in curves.