Hyundai Ioniq Hybrid

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To compete: since C.C. It gave me the opportunity to take care of the “cars to pilita” in Autoblog, I have tried several incomparable models, hybrid, electric, luxurious, familiar, but in no case they corresponded to the same market segment. Until now.

With a portfolio of products that have several electrified alternatives, Hyundai decided to take its first step in these new technologies in Argentina through a Segment C (compact) model. This leads him to dispute the market with the superclassic - and pioneer - of hybrids in Argentina: the Toyota Prius, a car that I also had the opportunity to try (read review).

With the experience of having made a few kilometers with both - a long round trip to Bahia with the Japanese and a few in the conurbation on the occasion of the marriage of my friend Nico for this Korean - it is the first time we can talk about a new product in a hand in hand with the reference of the segment. The Hyundai Ioniq Hybrid is already selling for $ 37,500 (same price as the Prius) and the full review is reproduced below.

OUT

Autoblog already tested the Ioniq family exactly three years ago, in an interesting event in the Galapagos that included his fully electric brother (read review). This family received a restyling later, which is the one that finally arrived in our country. Although the changes are not profound, the differences are clear and we will develop them throughout the criticism.

It shares to some extent the “efficient” philosophy of the Prius, but without adopting the disruptive features that make Toyota attract attention everywhere. The result of the Hyundai is a vehicle with an excellent aerodynamic coefficient, but even its cousin Veloster - not to mention the rebel N - could obscure in terms of attracting looks. Those who saw this Ioniq, both outside and inside, at all times stressed that it is a unit that is pleasing to the eye and well proportioned. The eyes were not lacking in the street, but it would bet strongly on its character of novelty, rather than a really risky design.

The horn combines a new “three-dimensional” grill, following the fashion of the moment, which added to a very elaborate set of LED-based optics - which remind those of the French DS - really give it a modern presence, within the framework mentioned of discretion

The tires are still 17 ”, with a new design with great surface coverage, more thought of aerodynamic efficiency than the cooling of four-wheel disc brakes. It is a decision that is reasonable for a vehicle that uses the engine brake (over friction) most of the time. This is another of the most praised points of the car's external visual: almost all the people who saw it praised the bicolor five-ray design.

Finally, a subject that I particularly dislike, both the Prius and this Ioniq is the rear window split to the middle. I understand that designing a fastback scheme results in excellent aerodynamics and very comfortable access to the trunk, but from the point of view of rear visibility it is quite uncomfortable. Perhaps it would be good to incorporate a more continuous surface, without interruptions, in the style of the classic fire coupé, or other famous representatives of this style.

INSIDE

At this point, restyling is noticeable with much more force. The interior of the Ioniq Hybrid incorporates a few changes in tune with the rest of the Hyundai family. The most notorious, when compared to the previous version, are the new eight-inch touch screen, which does not include a browser but delegates this task to your phone (which can be wirelessly charged) through Android Auto or Apple CarPlay. Regarding the Android version, my inner nerd (put on) is still a bit frustrated with the need to connect via cable and the recurring crashes in applications like Waze. I understand that the future is on this side.

The quality of the materials is really excellent, at the best global level of any generalist brand, although without major differences with the Prius, only because the latter is of Japanese origin and not Mercosur. With inserts of excellent fit and very good finishes, added to a wide interior make good enjoyment and comfort are guaranteed during the life in the family of this vehicle.

The driving position is also really very good, with a “D” shaped steering wheel that adjusts height and depth and adds to a fully electric regulation chair with multiple adjustments. The board is now dominated by a seven-inch screen, which includes something that at this point is almost a curiosity: engine temperature indicator. The graph and indications change radically when the Sport mode is selected on the gear lever, resulting in, for example, the appearance of a tachometer, more useful in a more sporty driving circumstance.

The steering wheel includes all the usual functions and adds for the hybrid version the possibility of having cams at the wheel (before, only available in the electric) with dual functionality: handling changes in Sport mode, and what I liked most , the possibility of managing regeneration levels in Eco mode. We will talk about this later, in detail.

The upholsteries are made of microperforated leather, heated and ventilated. It is an ideal combination when choosing this material on the fabric, especially in winter and summer, interacting very efficiently with an excellent dual zone automatic air conditioning system. The trunk has a large manhole, but the depth is a bit sparse for everyday use. At the bottom of several separators is a temporary help wheel (worse is nothing) and if we remove them and do without the latter, in urban use the capacity really increases significantly. It is comfortable for the family trajín.

A few months ago, by work and grace of Facebook and WhatsApp groups (how could it be otherwise), I met with my classmates from elementary school. Obviously one is reunited with the current image of each one, but fundamentally with the memories of almost 30 years ago. Beyond what one remembers, it struck me that many commented on my holsters at that time: half useful, half toy, they had multiple buttons with functions such as ruler, magnifying glass, opening of compartments and others, which added to the stereotype “ cufa ”(here I threw a bahiensismo, find out what it means) that accompanies me since then. I loved them and they definitely called attention.

At this point, I think that both the Ioniq Hybrid and its Japanese competitor are vehicles that continue to target people who enjoy the disruption their cars represent, not from the virility or sophistication proposed by other brands of power or luxury, but from the sophistication of telling the rest that they drive vehicles 5 or 10 years ahead of time.

Unfortunately, interior luxuries end here. Due to factory decisions or the choice of “catalogs” the vehicle has lost a series of interesting comfort elements, such as the sunroof or automatic parking, which are reflected in a significant number of “blind” buttons, although most of Unfortunately, these are missing in the next section.

SECURITY

Even with a reasonable package of active and passive safety, which includes the current standards of traction and stability controls, blind spot alert, seven airbags and a start-up assistant on slopes, the Ioniq has lost in its regional configuration the brilliant package of assistance to the driving (ADAS) that shines in other representatives of the brand, such as the Kona, and that make a user experience that increasingly distinguishes less the line between comfort and safety.

Autonomous emergency braking, lane maintenance system, adaptive cruise control, automatic high beam switching, are equipment that in a long time will not swell the list of "we do not recommend buying cars without ...".

MOTOR and TRANSMISSION

Here the set remains unchanged from the previous generation. It offers the classic combination of an Atkinson cycle engine, with a hybrid system and enters the variant through a 6-speed double clutch housing, a solution a bit different from most electrified ones, but we could already know in the most expensive Mercedes-Benz GLC 350e (read review).

Regarding the electrical system itself, there are two interesting things to observe. First of all, a lithium-ion battery is used instead of the classic nickel metal, a solution similar to that also adopted by the Mondeo Vignale, which we tried not so long ago (read review).

Between the two technologies there is about 10 years of difference in their arrival on the market, in both cases looking for a superior version of the classic rechargeable nickel-cadmium battery, without “memory effect” (the loss of charge capacity with regular use) and mainly with the highest energy density (or how much the pile loads) possible.

At the end of the ‘80 for the first, where a nickel oxyhydroxide anode (NiOOH) is used - thanks Wikipedia -, as in the nickel cadmium battery, but associated with a cathode of a metal hydride alloy. This allowed the removal of cadmium - expensive and harmful - while the latter, where a lithium salt is used as an electrolyte that achieves the necessary ions for the reversible electrochemical reaction, which takes place between the cathode and the anode (usually based on cobalt) They became po[CENSORED]r in the late 90s (although strictly speaking their commercial debut was in 1991).

In this particular case of the Ioniq, it is also a Lithium-Polymer battery, a special subtype that is usually used in prismatic batteries - and not cylindrical - in electronic devices that require a lot of energy density, and discharge capacity , such as drones, watches and some very thin or light computers. The electrolyte (the place where electrons travel) is a gel polymer - hence the name - which in this case is developed by another famous Korean: LG, with the promise of 25% weight savings, 40% in volume and 10% greater efficiency.

However, there is usually no battery technology that is completely superior to the other, since in the change you gain advantages, such as higher energy density - storage in Watts / Hour per kilogram or liter - but others are lost as the useful life - loading and unloading cycles - or the energy density - ability to deliver or receive instant energy - giving rise to the need to choose. This need is also conditioned by the evolution of the market and the greater demand that some technologies have at the expense of others.

At first glance, this solution would suggest that there is a slightly greater electrical autonomy, but the truth is that the car is driven in a very small margin (a couple of “stripes” above and below the center of the indicator) giving You realize that the advantages that are achieved by incorporating a more modern battery with higher energy density - and probably lifespan - are partly lost due to their lower power density. The latter, a factor known as "C", implies that charging and discharging cannot be done in a very large proportion of its total capacity without entering into harmful circumstances for the battery itself.

This means that in real use the circumstances of 100% electric displacement are quite short in duration and intensity (the thermal motor "starts" very easily). If we add it to the absence of an electric mode button and the noise of the gasoline engine make us feel that the ecological experience is not a priority, but a good complement to what is already seen at this point as a large compact car.

The other thing is an interesting curiosity: the absence of a 12-volt battery, at least one of lead as even the electric version that Autoblog tested a couple of years ago brought. Instead, it comes with a buffer that is loaded with the general car pack. The promise of Hyundai is that the replacement of this component should never be added to maintenance, the striking detail is a “Reset” button for module 12v, which serves to solve an eventual discharge situation, for example by leaving the lights on.

BEHAVIOR

C.C. At the time and here I repeat: the set of features that we discussed so far fail to describe the excellent conditions that Auto (with capital letters) can offer this Hyundai. It is, in every sense, a pleasure to drive. The management of the thermal, electrical system and the excellent box provide a predictable and satisfactory reaction in any driving circumstance, whether urban or on routes. Sport mode allows you to drive with other limits to the passage of changes or make use of the cams for a less automatic experience (I say less, since the changes are made alone in any way above 4500 rpm) and have a more than fun behavior In that circumstance.

But the best is the suspension and its adjustment: Unlike the Prius, which equips a rear torsion axle, this Ioniq has the traditional McPherson scheme on the front train to which a multilink suspension is added on the rear, resulting in an extremely walking nice. In spite of carrying huge 17 ”wheels (to which we were accustomed by the hand of the SUV, but that 10 years ago they were more land of a concept than of a street car) I did not manage to touch in a single speed bump, nor that the abundant donkey loins of the North Conurbano would bother me. It really moves like a Tucson, but without asking for compromises when it comes to road handling, where it could be confused without problems with a Focus or a Golf. Obviously, dynamic behavior was a very, very hard work for Hyundai: the result is brilliant.

Finally, one aspect that, like “Freak of the electric ones”, I loved about this Ioniq is the novelty of the cams at the wheel, but not for sequential change, but for the administration of regeneration in hybrid mode.

It offers three levels, where 3 is really very important. It's almost-almost like driving "first" all the time. With a little custom of the driver (and notice to the companions) this level is the closest thing I saw to the brilliant “One Pedal” of the Nissan Leaf, although in this case it does not stop to stop the car completely, requiring a gentle pressure of the friction brake to stop it at zero.

In case of using this level of regeneration, fuel consumption can go down to one liter in the urban cycle, being slightly below four liters per 100 kilometers. En route and at legal speeds, the consumption does not exceed 6 liters per 100, thanks to the good offices of the Atkinson engine. Hyundai Argentina promises "a saving of $ 8,500 in three years" (taking on average a weekly fuel tank and patent savings). There are no reasons not to believe him.

CONCLUSION

A few months ago, the national government - responding to the request of many importers, among which Hyundai coincidentally stood out - opened the possibility that those brands without industrial establishment could enjoy the same benefits for the importation of hybrids and electric that already had the terminals The Koreans honored the new regulation by bringing one of the most balanced and enjoyable products in the segment, particularly successful internationally (especially its 100% electric version, considered until recently the most efficient in its category).

Now, is the Ioniq Hybrid better than the Prius Hybrid? Given that the two cost the same, which one should you buy for that money?

The first question probably has an affirmative answer for the majority of those interested: the Hyundai is more discreet, has better walking and does not differ in terms of equipment. The answer will be in the pleasure or not of calling the attention of third parties when driving on the street. Of course, if either of them decided to live up to the circumstances and incorporate in their model a package of driving assistance without moving the price, the doubt would dissipate immediately and not only that: we would also talk about the best model of the Segment C in any case.

The second question is a bit more complicated. For the same money - or even less weight - today you can access the Ford Mondeo Vignale Hybrid, a superior car in all aspects, with a conventional and elegant design, a solid ADAS package and terminations very close to those of a premium, On the other hand, it is still a representative of Segment D (medium), with larger dimensions and perhaps not as comfortable when it comes to urban traffic.

Whatever the case, Hyundai's first foray into the world of electrification, at least in our country, is solid and absolutely respectable: it is a vehicle that will not disappoint those who bet on it and a promise of more good things to arrive, starting with a hybrid version in the Kona family.

The competition arrived and, as always, it is good news.