Used 2017 Hyundai Ioniq Hybrid

Compact in size but not in relevance, the 2017 Hyundai Ioniq is actually three cars in one. There’s the Ioniq Hybrid, aimed at the Toyota Prius and Ford C-Max (with better fuel economy than either); the Ioniq Electric, with the best electric fuel economy in America, and competitors including the Chevrolet Bolt EV and Volkswagen e-Golf; and later in the year, the Ioniq Plug-in hybrid, which will face off against the Toyota Prius Prime and Chevrolet Volt. The new Ioniq line adheres to Hyundai’s trademark value philosophy, offering smart, clever features for a reasonable price. The Bolt and the Prius are intimidating rivals for the Ioniq, but the Hyundai is an appealing alternative to both.

In Eco mode, the Ioniq Hybrid feels much like a regular compact car. The Hybrid uses a normal-looking shifter for the 6-speed dual-clutch automatic transmission. In Hybrid guise, there’s ample power for daily driving, engine-to-motor transitions are smooth, and brake response was nicely linear, but there was some tire noise. Sport mode makes the most of the car’s lightweight, independent rear suspension and low center of gravity. Throttle response, transmission shifts and steering response feel livelier. The Ioniq Electric doesn’t have the same rear suspension or Sport mode, but it has a relaxed, easygoing nature, and it’s just as easy to settle in and drive the Electric as if it were any other compact car. Steering-wheel mounted paddle shifters control the amount of regenerative braking; level 3 is fairly intrusive, so you may want to stay out of that unless you are really coming close to the car’s 124-mile range.

Hyundai’s interior design is attractive and well-laid out, and the new Ioniq’s cabin has the space, feel and appearance of a premium compact car. Controls are easy to reach, and it doesn’t take long to figure out how to get to data such as range, fuel economy, etc. There are also plenty of conveniences, such as Apple CarPlay, adaptive cruise control, and wireless smartphone charging. Keeping with the nature of the car, the materials used are eco-friendly — sugar cane is used in the soft-touch materials and fabric, and there’s recycled plastic with wood and volcanic stone.

Some aspects of the Ioniq’s design have been defined by aerodynamics, such as the smooth roofline that ends in a flat rear, which pays off in the best aerodynamics in any car in the U.S. Rear visibility comes through two rear windows. Unfortunately, where those windows split can fall right in the center of view, depending on seating position. The Ioniq uses LED accents and LED taillights, and the hood and liftgate are made of aluminum to reduce weight. Want to quickly tell the Hybrid from the Electric? The Electric has a closed front grille and different wheels.

ULTIMATE SUBSCRIPTION MODEL
The Ultimate Subscription Model, initially only in California, makes getting into the Ioniq Electric as easy as getting a smartphone. No money down, unlimited mileage, free scheduled maintenance, and free replacement of regular wear items, plus charge reimbursement (50,000 miles). We aren’t sure another company makes it easier to live with an electric car.

SPORT MODE
If you want your practical compact with a bit of sass, Sport mode makes the Ioniq Hybrid more fun to drive, with crisper acceleration and transmission response, plus steering feel. Downside? Fuel economy suffers, so consider it a reward, like a triple-chocolate macaroon after a salad.

With the new Ioniq’s three-cars-in-one scenario, not even an engine is standard equipment (there’s no engine in the Electric). However, there are plenty of features that are standard on the Hybrid, Electric and Plug-in hybrid models. All three come with a 7-inch touch screen, tilt/telescoping steering wheel with redundant stereo and phone controls, power windows, a rearview camera, Bluetooth, and Apple CarPlay and Android Auto compatibility. All three offer 5-passenger seating. Safety features include hill-start assist control and seven airbags (including a driver knee bag). Dual-zone climate control is standard on the Hybrid and Plug-in, but not available in the Electric.

Heated front seats are standard in the Plug-in and Electric, optional in the Hybrid. Leather seating is available in all three. You can get a power driver’s seat, but a power seat isn’t available for the front passenger. Other options include adaptive cruise control, a cargo cover, Qi wireless charging, a navigation system, and heated side mirrors. A rear center armrest with cup holders is standard in the Electric and the Plug-in hybrid, but optional in the Hybrid.

While all three members of the new Ioniq family use an interior-permanent magnet synchronous motor, the horsepower and torque combination is different for each car. All three also use a lithium-ion polymer battery. You can recharge 80 percent of the Electric’s battery in only 23 minutes. Fuel economy for the Hybrid — 57 mpg city and 59 highway — is best in its class, and the fuel-economy equivalent for the Electric is the best in the country.

Ioniq Hybrid
1.6-liter Atkinson cycle inline-4
104 horsepower @ 5,700 rpm
109 lb-ft of torque @ 4,000 rpm
32 kW Interior-Permanent Magnet Synchronous Motor
43 horsepower, 125 lb-ft of torque
Total system output: 139 horsepower
EPA city/highway fuel economy: 55/54 mpg (Hybrid), 57/59 mpg (Blue)

Ioniq Electric
88 kW Interior-Permanent Magnet Synchronous Motor
118 horsepower, 215 lb-ft of torque (Electric)
Total system output: 118 horsepower
EPA city/highway fuel economy equivalent: 150/122 MPGe
EPA-estimated range per full charge: 124 miles

Ioniq Plug-in
1.6-liter Atkinson cycle inline-4
104 horsepower @ 5,700 rpm
109 lb-ft of torque @ 4,000 rpm
44.5 kW Interior-Permanent Magnet Synchronous Motor
60 horsepower, 125 lb-ft of torque
Total system output: N/A
EPA city/highway fuel economy: N/A

Note: Due to changes in EPA testing to more effectively reflect real-world conditions, some 2017 models show slightly lower fuel-economy scores than their 2016 versions.