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Pennywiser: 2017 Hyundai Ioniq Hybrid Tested!

Hyundai doesn’t usually wish to be Toyota, it wants to mangle Toyota, in partial by relentlessly duplicating a Big T’s jiujitsu. To­yota total a mass-market hybrid, and it’s flattering many had a dilemma on it, as others chipped futilely during Fortress Prius with undeserved competitors, including a unsuccessful Honda Insight, or shied divided from variety altogether.

Yet, even as soothing fuel prices have partially deflated a eco-car business over a past year, Hyundai sees opportunity, both in recent ride-sharing fleets where a break-even indicate on a hybrid is simply reached, and in up-and-coming millennials. They will paint 40 percent of new-car buy-ers by 2020. And as prolonged as these young’uns stay a impetus with their values as they age (just like a baby boomers, cough), including a welfare for civic vital and smaller electrified vehicles, a impetus of bearded and plaid-­wearing buyers could impetus right into Hyundai’s open arms.

The Ioniq and a sister, a Kia Niro crossover, are usually volleys one and dual in a seven-vehicle handbill over a subsequent year dictated to bust a Prius’s close on a normal person’s mental picture of a hybrid. Hyundai’s devise is to quarrel tough on pricing. The bottom $23,035 Ioniq Blue comes in $2535 underneath a bottom Prius Two, yet you’ll have to review a particular facilities lists closely to see that automobile has a things that matters to you. Would we rather have exhilarated mirrors (Prius) or dual-zone meridian control (Ioniq)? As we go adult a Ioniq’s trim levels, from Blue to SEL to Limited, a Hyundai’s cost advantage narrows yet remains.

Hyundai skeleton to occupy a same simple member set to produce not usually a hybrid Ioniq, that in a many stripped-down Blue trim lays explain to a 58-mpg EPA average, yet a plug-in hybrid and a full EV as well. It is also Hyundai’s initial height designed with liberty in mind, a automobile pronounced to be prepared to supplement all-seeing, all-knowing hardware to a portfolio of discretionary driver’s aids when a tech becomes available.

There is event here. If Toyota can be faulted for something besides refusing to make anything some-more than medium improvements to a Prius’s handling, it’s for not expanding a Prius sub-brand into physique styles such as crossovers, that are a elite choice of today’s buyers. Not everybody peaceful to compensate additional for foundation wants a potato, and Hyundai doesn’t devise on creation that same mistake.

However, initial we get a Hyundai potato that looks a lot like a Toyota potato, and indeed like a Idaho russet that was a Honda Insight. And that’s not unequivocally anyone’s fault. If Mother Nature had simply taken a few classes during Art Center, we’d all be pushing around in Ferrari 330 P4s. But her breeze hovel rewards a rather zaftig form with tiny wheels and a tall, billboard butt. To­yota wrestled with this maze on a stream Prius by assigning a front and behind styling to Wavy Gravy. But Hyundai has motionless to be unsentimental and accoutre a Ioniq with a some-more required apartment of corporate code motifs that mix into a appreciative countenance of well-bred grace.

If a Ioniq looks like an Elantra with a hatchback, that’s since it some-more or reduction is. The Ioniq’s 106.3-inch wheelbase is ­identical to a Elantra’s, and a strut front and multilink behind suspensions, while carrying some-more aluminum, owe many to Hyundai’s renouned compact. Any motorist of a stream Elantra won’t even need to spend many time with a Ioniq’s owner’s manual, as a control placement, a grand “piano key” buttons, a technically grained plastics that effectively costume a inexpensive bits, and a functions of a executive touchscreen are so familiar. Both cars have great, Uber-iffic rear-seat room. Perhaps a best reason to select a Ioniq over an Elantra is a healthy load capacity. Spreading a behind dampers distant detached helped emanate a cavernous stable in back, generally once a behind seats are folded. And a induce hole is far-reaching and easy for vast items.

The Ioniq’s other categorical engineering accomplishments embody a relentless thrifting of a internal-combustion engine and incorporating a 12-volt lithium-ion battery into a same container as a hybrid’s 240-volt, 1.6-kWh lithium-ion battery. Until now, non–plug-in variety have typically followed a some-more con­ventional track with cheaper, reduction power-­dense (but reduction tempestuous) nickel-metal-­hydride batteries and apart lead-acid 12-volt batteries. In a Ioniq, both a 12- and 240-volt batteries get congested into a singular box compress adequate to fit underneath a behind dais with usually a tiny movement grille to give it away. Hyundai also offers a industry’s initial lifetime battery warranty, stealing one fear that causes intensity buyers to reject electrified cars.

Like a Prius, a Ioniq is built for and thrives in a kind of stop-go-stop travelling that helps keep Xanax in brief supply. Hyundai sets no benchmarks with a steering feel, that is sincerely lifeless, yet it does spec costly Michelin Primacy MXM4 tires with a 65,000-mile guaranty on a discretionary 17-inch wheels (the bottom 15-inch wheels are shod with Michelin Energy Saver tires). And a Ioniq’s suspension, while a tiny on a organisation side—especially with a tires arrogant to a endorsed 36 psi, a rather high series for a 3173-pound car—does a excellent pursuit gripping a rubber facedown, a physique sincerely honest in corners, and a motorist feeling in control. It constructed 0.86 g on a skidpad opposite 0.82 incited in by a 2016 exam of a mid-level Prius Three.

The Ioniq runs in a rather dull Eco mode unless we slip a shifter left, that drops it into Sport mode and perks adult a stifle extremely and can also activate a manual-shift mode if we lift or lift a shifter and take control of a six-speed dual-clutch automatic. Sport mode also conjures adult a tachometer in a digitized instrument cluster to exhibit that, even during full tilt, a Ioniq’s gearbox customarily shifts before 5700 rpm, where a 1.6-liter inline-four creates a claimed rise 104 horsepower. Hyundai chose this delivery for a potency over a required involuntary with a torque converter and plan­etary gearsets—and since it has no two-motor CVT same to a Prius’s (and since usually Honda has ever been authorised by a World Police to build a manual-transmission hybrid). Fully nailed, a Ioniq returned an 8.9-second run to 60 mph, another drubbing of a 10.5-second Prius, that weighed usually 3113 pounds.

Always pushing in Sport mode defeats a Ioniq’s purpose as a mileage stretcher, yet Eco mode produces usually a faintest responses from a gas pedal. This is quite apparent on a turnpike if you’re perplexing to scuttle around someone, generally on a grade. You unequivocally have to put a spurs to a Ioniq to daub a medium giddyup, and a rote engine thrum lets we know that this is not a appurtenance built for thrills.

The powertrain switches from electric to gas to total bearing mostly transparently, yet a occasional driveline jerk slips by as a electric motor/generator and six-speed seem to tumble out of sync. The automobile also takes a time changeable between expostulate and reverse, and unless we reason a brake, it competence even hurl downhill a bit while a computers do a math and pierce a levers. The regenerative braking is sincerely amiable and there’s no max-regen mode as in a plug-in Ioniq or Prius or Chevy Volt, substantially since a Ioniq hybrid’s battery ability is too tiny to unequivocally advantage from it. Thus, we can’t “one-pedal” a Ioniq.

You get singular information about mileage perform­ance, including a commission relapse that classifies your pushing as possibly “economical,” “normal,” or “aggressive.” When we distributed a 45-mpg exam average, that arrangement showed 49 percent, 42 percent, and 9 percent, respectively, a clearly normal spread, lest we trust a common lead feet are what caused a exam normal to tumble good brief of a 55-mpg EPA total rating for a Limited-trim exam car. We competence have finished improved if a Ioniq rewarded a handlers for stingier pushing by a display, as a Ford C-Max does with a ever-growing shaggy vines. That kind of digital pellet-drop can get a mice operative harder to surpass in a ex­peri­ment, yet a Ioniq offers no such rewards.

Actually, real-world fuel economy in a mid-40s is standard for this class. The Prius delivered 42 mpg and 44 mpg on a 54-city/­50-highway rating in dual apart tests. Hybrids in ubiquitous gleam generally brightly in a EPA’s tests, and a Ioniq appears to be no exception. Whether Hyundai’s hoped-for amicable changes meant it’ll gleam in a salon is another question, yet ride-share drivers wanting usually a lowest-priced and many fit potato will certainly come calling, and that’s a start.


Explained: The Finer Points of Gas-Engine Efficiency

Hybrid potency is distant some-more formidable than pairing an electric motor/generator with a gas engine. The Ioniq’s Atkinson-cycle 1.6-liter inline-four optimizes a miles from any gallon of gas interjection to efficiency-­boosting measures such as a water-cooled exhaust-gas-­recirculation system. With reduce EGR temperatures, a Ioniq’s Kappa engine can fill any cylinder with as many as 20 percent empty gas during a intake stroke. The standard uncooled EGR complement displaces usually 10 percent of a fresh-air charge. Hyundai claims that this disproportion alone is good for a 3 percent fuel-economy advantage by shortening a engine’s pumping losses.

The engine cooling complement uses a split-circuit pattern to allay a temperatures of a conduct and retard separately. The control proof opens a cylinder conduct thermostat during 190 degrees, while coolant starts issuing to a retard during 221 degrees. The aloft retard heat decreases a flexibility of a oil, shortening friction. Lower cylinder-­head temperatures assistance forestall knock, permitting Hyundai to use a high 13.0:1 application ratio and more-advanced ignition timing. The engine’s Atkinson-cycle operation serve reduces pumping waste with an enlargement cadence effectively longer than a application stroke. The net outcome is a claimed 40 percent thermal potency for a internal-combustion side of Hyundai’s gasoline-electric powertrain. —Eric Tingwall

2018 McLaren 720S Dissected: Chassis, Powertrain, Styling, and More!

McLaren marches to a rapid techno drumbeat. It’s been usually 6 years given a company’s supercar-making Automotive multiplication launched a initial product, a MP4-12C. McLaren gave that automobile what was radically a complicated facelift—and a distant reduction clunky name—just 3 years later, rechristening it a 650S. Now a mostly new 720S is here, formed around a roughly modernized chronicle of a 650S’s carbon-fiber cylinder and a turned-up-to-11 twin-turbocharged V-8 mounted amidships. McLaren, a code we don’t associate with hyperbole, claims on-track opening will make that of a 650S feel roughly leisurely. Certainly looks that way.


McLaren has stranded with worthy adhesion to a devise it announced when it launched a road-car multiplication behind in 2010. That is, to use a same core design to emanate a family of models graded thusly: entry-level “Sports,” mid-ranking “Super,” and impassioned “Ultimate” series. The 720S coupe is a initial of a second-generation Super Series cars, and as such brings onward a new iteration of a company’s carbon-fiber tub. The supposed Monocage II is some-more crafty than a MonoCell of a 650S, incorporating an tip structure that integrates a windshield framework, a roof spar, B-pillar hoop, and buttresses. The tip A-pillars’ moldings are amply good finished that they don’t need interior cladding. The roof punch includes attachments for a new wider-opening dihedral doors. The cylinder weighs 39 pounds reduction than a aged MonoCell, with a car’s altogether weight descending to a claimed 2829 pounds.

Likewise, a cessation is developed rather than reinvented. There are new control arms and knuckles, though a 720S keeps McLaren’s hydraulically related cessation that uses hydropneumatic units to control roll. The open rates boost by 10 percent in a front and 20 percent in a rear, with rudeness mitigated by a “Proactive Chassis Control II” complement that uses 21 sensors to balance float and doing according to highway conditions and a energetic mode a automobile is in: comfort, sport, or track. The fortitude control now facilities a variable-drift duty to spin even modestly gifted owners into full-oppo pushing gods.


The energy figure isn’t utterly as considerable as a 720S’s name would have we believe, as it refers to metric horsepower, that is usually 98.6 percent as crafty as a ’Merican kind. In a U.S., we’ll call a 720S’s outlay a still-heady 710 horsepower, accompanied by 568 pound-feet of rise torque. That comes from a accordant growth of McLaren’s twin-turbocharged V-8, with an boost in banishment to 4.0 liters. New turbos, cylinder heads, and pistons and a new crankshaft capacitate a association to claim—with evil exactitude—that a engine is 41 percent new. The ­seven-speed dual-clutch delivery gets revised program to change even quicker.

At revoke speeds, a acceleration numbers aren’t most improved than those for a 650S, that was already handling during a outdoor corner of a traction envelope. McLaren claims a 2.8-second 60-mph time for a 720S, usually a tenth quicker than a explain for a 650S. But as speed builds, so do a differences, with a 720S attack 124 mph (200 km/h) in 7.8 seconds—0.6 second quicker—and 186 mph (300 km/h) in usually 21.4 seconds, a whopping 4 seconds sooner. The claimed tip speed is 212 mph.


The 720S looks stunning, though it also looks different—not usually from a McLaren highway cars that have preceded it, though also from flattering most each other mid-­engined supercar. Here’s why: There’s no apparent intake behind a door. “As shortly as we set a aerodynamic targets for this car, we satisfied we could not use an intake there,” says Haydn Baker, automobile line director. “That was a plea from day one.”

The solution, as crafted by a group led by Robert Melville, McLaren’s arch designer, is a quite superb one. Air flows to a engine and a radiators by a hardly manifest channel between a physique side and a back side glass. Other crafty aero facilities embody door-mounted blades to lane atmosphere withdrawal a front diffuser, and tiny intakes underneath a headlamps for a feverishness exchangers in a car’s nose. At a tail is a full-width wing that can muster in usually half a second. McLaren claims a 720S delivers 50 percent some-more downforce than a 650S, though with reduction drag when a wing is retracted and a poignant 15 ­percent alleviation in cooling efficiency.

The miss of a side intake serves to make a 720S demeanour longer than a predecessor, though it hardly is. At 178.9 inches, it stretches usually 1.3 inches some-more than a 650S. The dual cars’ wheelbases, during 105.1 inches, are identical.


The cabin feels some-more atmospheric than a 650S’s, interjection in vast partial to how most easier it is to enter. As noted, a top-hinged doors open wider than a aged car’s dihedral doors and a sills are narrower. Once you’re inside, a slimmer CO A-pillars ­dramatically urge brazen visibility. Design sum embody a TFT instrument cluster that tucks down into a dashboard to revoke motorist daze when a automobile is in lane mode, displaying usually a speed, a comparison gear, and a minimalist tach.


We’ll have to wait until closer to a Jun on-sale date to endorse pricing, though a hum from inside McLaren is that a 720S will cost around $285,000 in a unoptioned state that nobody is expected to buy it in. A Spider chronicle will follow by 2019 and is certain to be a some-more renouned choice. (More than a whopping 80 percent of 650S sales in a U.S. were of a open-topper.) An even faster LT variant is also a certainty. Don’t design to wait prolonged for that one, either, as McLaren’s techno beat throbs on.


Compared with a reflection on a 650S, a 720S’s deployable back wing is a win-win-win. When extended, it contributes to a doubling of downforce over a 650S. Stowed, it reduces drag. But a favorite underline is a fact that a wing—and, indeed, a whole car—appears to have been styled by someone with a clarity of aesthetics.

2017 Honda Civic in Depth: The Small-Car Favorite

C/D Overall Rating:

Handsome, fun to drive, and historically reliable, a Honda Civic is a favorite among compact-car shoppers for good reason. Available as possibly a four-door sedan, a two-door coupe, or a four-door hatchback, a Civic’s fuel-efficient four-cylinder engines, atmospheric behind chair (in sedan and hatchback models), and generally well-built interior assistance it mount out nearby a tip of a compact-car class. All is not ideal in Civic-land, though, as Honda’s accessible touchscreen infotainment complement continues to be a thorn in a car’s side. We also lamentation Honda’s preference to extent a car’s honeyed six-speed primer delivery to usually a handful of trims.

What’s New for 2017?

This year sees a further of a six-speed primer delivery to turbocharged Civic EX-T coupes and sedans. It also outlines a lapse of a Civic hatchback. Unlike a sedan and coupe, a hatchback is usually accessible with Honda’s turbocharged 1.5-liter four-cylinder. Plus, a hatchback-exclusive Sport and Sport Touring trims move 180 horses to a stable—six some-more than in other Civic models propitious with this engine. Additionally, a Civic EX sedan now comes customary with satellite radio (for a hearing period).

Trims and Options We’d Choose

The Honda Civic is as fun to expostulate as it is practical. For that alone, we’re tempted into a sportiest and many versatile Civic available: a Sport hatchback. It facilities a customary six-speed primer delivery and a 180-hp turbocharged four-cylinder. This $22,175 indication includes:

• 18-inch wheels
• Automatic meridian control
• Leather-wrapped steering circle and change knob

A invariably non-static involuntary delivery (CVT) can be combined for $800; however, if you’re going for a CVT, afterwards we competence wish to journey a Civic trim that can also be optioned with a $1000 Honda Sensing package, that brings a horde of active reserve features, including: adaptive journey control, lane-keeping assist, lane-departure warning, and a forward-collision-mitigation system. Honda Sensing can be combined to LX, EX, EX-T, and EX-L sedans, as good as to LX, EX, and EX-L hatchbacks. The package comes customary on Touring sedans and coupes and Sport Touring hatchbacks.

In Depth: 2017 Honda Civic

Mercedes-Benz Sprinter Jet Van: Slower Than a Jet, Fancier Than Most Vans


To many people, high-end business transport starts and ends with a first-class craft ticket, though apparently for a terrestrial-bound few, it means a vast outpost given like Mar-a-Lago. What else explains German tuner Brabus’s consistent mania with Mercedes-Benz vans slathered in leather, TV screens, and other frippery? Now there’s another choice in a high-end marketplace for business-travel vans: a Jet Van, a Mercedes-Benz Sprinter finished adult genuine grand by Carlex Design.

The Jet Van comes given with both 40-inch and 21-inch 3D displays as good as dual touchscreens (one per bank of seats) that can manipulate a meridian control, TV screens, outmost parking cameras, chair adjustments, lighting, and window shades. Everything is slathered in black or gray leather and mistake suede, so it competence be good to touch, though even a splashes of “exotic wood” and 24-karat-gold plating on several pieces destroy to abate a mood. Carlex, for a part, describes a space as “dark and elegant,” so we’ll leave final visualisation on a ambiance to you.

Externally, a Sprinter-based origination wears gold-colored wheels, a primarily black paint scheme, and a front fender with gaping intakes identical to those on a Mercedes-AMG E63 sedan. There’s no word on a Jet Van’s powertrain or price, though we can gamble a savage won’t be scarcely as discerning as an tangible jet or as expensive, nonetheless it’s still impracticable adequate that it competence means an emanate down in accounting.


Four Play: 2017 Audi A4 Allroad Tested

The marks in a pure powder tell a story: Four of them, any flanked by a possess spent roostertail of snow, are hallmarks of all-wheel-drive grace. That Audi’s A4 Allroad doesn’t eternally spin a driveshaft that powers a back spindle differentiates it from any Quattro indication sole in a U.S. given a strange 1983 Quattro Coupe. That all 4 tires are pulling when needed, however, is apparent from behind a wheel. But a switch from front- to all-wheel expostulate is an instant, seamless, and pure transition. Michèle Mouton would be proud.

Audi’s former bureau motorist would also, no doubt, approve of a Allroad’s launch-control-assisted 5.2-second stomp to 60 mph, a same as a final A4 sedan we tested and a suggestive second quicker than a likewise purposed Volvo V60 Cross Country T5 AWD. A 13.8-second quarter-mile puts to rest a idea that being a carried automobile with a jot of off-road capability also means being, well, slow. Audi’s turbocharged 2.0-liter inline-four pumps out a same 252 horsepower and 273 pound-feet of torque here that it does in a A4 sedan, promulgation it to a seven-speed dual-clutch paddle-shifted gearbox. The delivery stays a prominence of a pushing experience: deferential and fast when we need those traits, soft and invisible when we don’t.

But it’s a Allroad’s Quattro with Ultra complement that’s a star of this wagon’s show. As an on-demand drivetrain, a fuel-saving capability exceeds that of many prior Quattros. Evaluated though a believe of a newfound complexity, a capabilities are as easy to trust as an autonomic heartbeat. Not once were we done wakeful of all that’s going on behind a scenes, notwithstanding relying consistently on all-wheel expostulate to lift us quietly by inches of uninformed snow, fraudulent ice, or messy mud. We totalled 24 mpg, one reduction than a EPA’s total rating, though dual softened than we saw in a A4 sedan, that uses a older, full-time all-wheel-drive hardware.

Built on Audi’s B9 platform, a Allroad automobile shares many of a suspension—its links, bushings, and anti-roll bars—with a A4 sedan. Its wheelbase is probably matching as good (110.9 inches contra 111.0). It is, however, 2.6 inches taller interjection in partial to bound roof rails. Taller springs that lift a Allroad by 0.9 in. and taller 45-series rubber (another 0.4 inch) are obliged for 1.3 inches some-more belligerent clearance. But a Allroad, during heart, still feels like an A4—one with exhausted handling, sure, though with all a sedan’s straight-line speed, character, and quality. Adjustable dampers are enclosed with a customary Audi Drive Select, that tailors a Allroad’s responses automatically or opposite a 4 modes: comfort, dynamic, off-road, and individual.

Selecting a off-road mode thatch a Quattro complement into all-wheel drive, de­creases steering effort, and softens a dampers over their comfort-mode settings while disabling Audi’s pre-sense collision slackening and credentials system. It’s a probably inaudible tweak that’s no some-more thespian than switching into other expostulate modes.

Modest parallel reason and spin response are a Allroad’s penalties for being tall. All-season Continental ProContact TX rubber sized 245/45R-18 all around lacks a pointing and hang of a discretionary 245/40R-18 Hankook summer tires on a A4 sedan. The roadholding diminishes from 0.90 g in a A4 to 0.85 g in a Allroad, though even so, there’s still a magnitude of pointing here lacking in wagons from Su­baru, Volks­wagen, and Volvo. In energetic mode, a Allroad will slay them all on a highway with any suggestive twist. Then it’ll use a energy advantage to disappear. And a 152-foot stop from 70 mph creates other wagons’ interlude performances seem officious Flintstones-like.

Inside, a Allroad is all Audi all a time—a manly mixed of class-leading tech, overwhelming materials, and mil-spec ­control feel. The accessible 12.3-inch “virtual-cockpit” LCD instrument cluster is able of mixed configurations, including a Google Earth map flanked by tachometer and speedometer gauges. Gray-oak or brown-walnut inlays on a dash, doors, and core console are optional. A 40/20/40 split-folding back chair is standard. The conformity of a pattern presents some-more artfully than a plain BMW 3-series thesis nonetheless is reduction chichi than Benz’s shinier-is-better C-class.

By probably any measure, Audi’s Allroad is a best behaving high automobile sole in America. It’s also a costliest. The Premium-trim starter indication is labelled during $44,950, $2255 aloft than a bottom cost of Volvo’s V60 Cross Country, a usually other high automobile personification in a upscale penthouse. Our Premium Plus exam automobile came with some-more than $7000 of add-ons, including tech and cold-weather packages, pushing a as-tested cost to $52,625. Lifted wagons from Subaru and Volkswagen start during thousands reduction and broach proportionally reduction performance, tech, and elementary nonetheless effective elegance. One demerit: The Allroad has a smallest load reason of a now accessible wagons, carried or not.

The new A4 Allroad is still a correct Audi in any sense—capability, presentation, and quality. More important, it’s still a Quattro, even if Quattro has evolved.

Tech Highlight: Due E Quattro

Since Quattro’s European introduction in 1980, all-wheel-drive Audis have used many opposite means to forestall torque from sportive a need for tire-­spinning independence. Quattro hardware varies widely by appli­cation and is always evolving.

From a lockable core differentials in first-generation Quattros to a after Torsen, viscous, and clutch-type core diffs, any Quattro complement offers a possess somewhat opposite abilities. In transverse-engine applications, it uses an electronically tranquil multiplate purchase to track torque rearward.

Audi’s newest system, called Quattro with Ultra, is a poignant depart from prior Quattro drivetrains. It is a initial Quattro complement able of waiting a back axle’s ring-and-pinion gears and a driveshaft. Two clutches, a multiplate attrition purchase (001) on a transmission’s outlay missile and a toothed dog purchase (002) in a back differential, open to disentangle a drag-inducing components (003), enabling softened fuel economy. The back spindle is intent preemptively formed on a program indication that monitors a approach a automobile is being driven. The outward temperature, bend rate, steering angle, stifle position, circle speed, and other parameters are used to establish when to make a switch. A bonus, according to Audi, is that a new complement saves 9 pounds relations to a Torsen core differential in a A4 sedan.