#Hyundai hybrid manual
#Hyundai hybrid full

CVTs may be bemoaned by enthusiasts, but in hybrids they’re simply a better match for the drivetrain. Despite the electric portion of the drivetrain contributing 125lb ft of torque, it’s difficult to pull away from rest on electric power alone, and that means experiencing some surprisingly jerky changes from the dual-clutch ‘box and more noise than you’d hope for. Unfortunately, there are some inherent problems with the hybrid’s drivetrain too. In isolation, or after driving most conventional petrol or diesel cars, the Ioniq Hybrid would feel perfectly civilised, but electric cars do have a habit of making combustion equivalents feel a bit prehistoric. It all feels a bit noisy, vibratory and unsophisticated in fact.

#Hyundai hybrid full

Sporty dual-clutch transmission or not, the hybrid is neither as quick, nor as responsive, and certainly not as seamless as the full electric model. We drove the Ioniq Hybrid after the electric model, and the comparison wasn’t flattering for the hybrid.

#Hyundai hybrid manual

A Sport mode allows manual control of the cogs, via the shift lever – there are no paddles behind the wheel. The reason is supposedly driving fun, and a more natural feel, as some dislike the rise and fall of revs in a CVT. Hyundai has gone down the six-speed dual-clutch route for its transmission, rather than the more familiar ‘e-CVT’ (an epicyclic gearbox, rather than a traditional belt and pulley CVT) in cars like the Prius. 74.3mpg is the combined economy figure, and a number well into the 60s should be possible for most drivers.

On-paper performance is adequate – 10.8sec to 62mph (11.1sec on the optional 17in wheels) and a top speed of 115mph. The battery is relatively small at 1.56kWh, which does allow some electric-only driving – though it’s so insignificant that no distance is quoted. It does reduce power – hence Atkinson cycle engines tend to be paired with electric motors in a hybrid drivetrain, making up that power deficit (as well as allowing electric-only running when necessary).Ĭombined, the engine and motor develop 139bhp and 195lb ft of torque, at 5700rpm and 4000rpm respectively. Engine, transmission and performanceĪt the Ioniq Hybrid’s heart is a 1.6-litre, four-cylinder GDi petrol engine running on the Atkinson combustion cycle, which is a more thermally efficient way of extracting energy from the air-fuel mixture. Hyundai’s offering is cheaper however, and the company has taken a slightly different approach in the hopes of dragging a few of Toyota’s customers into Hyundai showrooms.

See your participating Hyundai dealer or for details.The Ioniq Hybrid is one of a trio of cars being launched in the Ioniq line, the other two offering increasing levels of electrification – one plug-in hybrid, the other a full battery electric vehicle.Īs a regular hybrid this model will be the highest seller, rubbing shoulders with the global leader, Toyota’s Prius. NEXO Card is available exclusively to the initial purchaser or lessee and is non-transferable. NEXO Card and any remaining value will expire on the third anniversary of the date of vehicle purchase or lease, unless the maximum value is reached earlier. NEXO Card will only function at certified retail hydrogen fueling stations in California. Approximately two weeks following enrollment, customer will receive a NEXO hydrogen fueling card (“NEXO Card”) with a maximum value of $14,800. Approximately two days after enrollment, customer will receive a $200 debit card that can be used to purchase hydrogen fuel.

Customer must first enroll in Hyundai Bluelink at to receive hydrogen fueling cards. Customers who purchase or lease a new 2022 NEXO can receive hydrogen fueling cards with a combined maximum value of $15,000 to be used during the first three years of lease or six years of ownership, whichever comes first, as applicable.