Move Over, Prius Eco: Hyundai Ioniq Hybrid Blue can be Rated at 58 MPG
The Toyota Prius’s reign as the mpg king can be over. When the Hyundai Ioniq Blue hybrid goes on sale in early 2017, the idea will carry a 58-mpg EPA combined rating, the highest of any non-plug-in vehicle. the automobile the idea dethrones, the Toyota Prius Eco, has an EPA combined rating of 56 mpg.
The Ioniq Blue hybrid’s city as well as highway ratings will read 57 as well as 59 mpg, respectively. Those figures apply only to the Ioniq Blue, a high-mpg product similar to the Prius’s Eco trim. The Ioniq Blue receives a special wheel-as well as-tire package among different tiny tweaks to squeeze one more one or two mpg by the standard Ioniq hybrid.
Such high efficiency can be a result of fanatical engineering of the naturally aspirated 1.6-liter four-cylinder engine, such as the unconventional use of a water-cooled exhaust-gas-recirculation system. With lower EGR temperatures, the Ioniq’s Kappa engine can fill a cylinder with as much as 20 percent exhaust gas during the intake stroke. The typical uncooled EGR system displaces 10 percent of the fresh-air charge. Hyundai claims This kind of difference alone can be Great for a 3 percent fuel economy benefit by reducing the engine’s pumping losses.
The engine cooling system uses a split-circuit design to modulate temperatures of the head as well as block separately. The control logic opens the thermostat to the cylinder head at 190 degrees, while coolant starts flowing to the block at 221 degrees. The higher temperature inside block decreases the viscosity of the oil, reducing friction losses. Lower cylinder head temperatures help prevent catastrophic detonation, which allows more bandwidth in adjusting the ignition timing.
The engine runs a high 13.0:1 mechanical compression ratio with fuel sprayed directly into the combustion chamber via injectors with laser-cut holes of different sizes. These tailored holes reduce wall-wetting—when liquid fuel contacts the cylinder walls before the idea atomizes—to reduce particulate emissions. Continuously variable valve timing on both the intake as well as exhaust camshafts allows Atkinson-cycle operation. The net result can be a claimed 40 percent thermal efficiency for the internal-combustion side of Hyundai’s gas-electric powertrain.
The Ioniq’s thrift isn’t all due to the engine, of course. the idea slices through the air which has a low coefficient of drag of 0.24 thanks to its sleek shape, an active air shutter inside front grille, as well as BMW-style air curtains which direct air by the front fascia into the front wheel wells as well as around the tires. We also expect the Ioniq to match or beat the Prius Eco’s svelte 3033-pound curb weight. Like its Toyota rival, the Ioniq uses an aluminum hood as well as rear hatch. Hyundai also has eliminated the heavy lead-acid 12-volt battery. In its place, the Korean automaker installs a few extra lithium-ion cells inside battery pack under the rear seat. These cells are located close to the 1.56-kWh traction battery, however electrically they are only connected through a DC-to-DC voltage converter.
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Hyundai hopes its Ioniq will capture the same squeaky-green image of the Prius by offering three alternative powertrain choices inside same basic Centeng shell. The plug-in hybrid’s larger 8.9-kWh battery should provide 27 miles of electric range before the gas engine kicks on, while the Ioniq EV will cover 124 miles between charges which has a combined city/highway efficiency rating of 136 MPGe. the idea should be noted, though, which these figures for the plug-in products are preliminary as well as may change slightly before production.
Buyers who need to travel beyond the EV’s full-charge range can opt for DC fast-charging capability which recharges the battery at up to 100 kW via SAE CCS connectors. which’s twice the power of every different EV save for the Tesla product S, which charges at up to 0 kW using Tesla’s Supercharger network. For the time being, This kind of extra capability can be merely a way for Hyundai to future-proof its EV since existing CCS charging stations only support a maximum power output of 50 kW.