Hyundai Ioniq Model Lineup



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Hyundai takes on the Toyota Prius with their upcoming launch of the Hyundai Ioniq. The vehicle is set to launch at the Geneva show in early March. The Hyundai Ioniq and Toyota Prius will compete head to head in the hybrid sedan market.

More information has come out on the Hyundai Ioniq as the Geneva Motor Show approaches next week.

Hyundai released information on all three versions of the Ioniq ahead of their debut at theGeneva Motor Show next week. We’ve already taken a close look at the Toyota Prius-fighting hybrid model but now we have new information on the electric and plug-in hybridvariants. While the two hybrid models are nearly identical, the battery-electric Ioniq has an enclosed nose for better aerodynamics.

The plug-in comes with an upgraded electric motor making 60 hp, compared to 43 in the hybrid. It uses the same 1.6-liter Atkinson-cycle four-cylinder, but Hyundai has to yet to divulge if the total system power in the plug-in is higher than the 139 horsepower figure for the hybrid. Using an 8.9 kWh battery, the plug-in is said to offer 31 miles of electric range. The larger, heavier Ford Fusion Energi plug-in uses as 7.6 kWh battery and is rated at 20 miles of electric range. On a loose estimate we’d guess the Ioniq plug-in will be rated around 25 miles of electric driving.


As for the electric Ioniq, Hyundai is only giving us the numbers: 28 kWh battery, 118 horsepower, 103-mph top speed. Range is a quoted 155 miles, but again we’re not sure what cycle that’s on. The 110-hp, 30 kWhNissan leaf manages 107 miles on the EPA sticker, so we expect similar (possibly lower) numbers from the Hyundai.

We still don’t know when any version of the Ioniq will go on sale in the United States, but with confirmation that the related Kia Niro is still 11 months away we don’t expect the Hyundai to be in showrooms before the end of the year.

Are you looking forward to the Hyundai Ioniq?

Jeep Confirms the Grand Cherokee will have the Supercharged Hellcat V8 Next Year


To read the full article, click this link here and check out digitaltrends

Jeep CEO Mike Manley has announced the long-rumored, Hellcat-powered Grand Cherokee Trackhawk is on track for production.

The hot-rodded SUV will arrive before the end of 2017, Manley affirmed on the sidelines of the Detroit Auto Show in an interview with YouTube user Brian Makse. He stopped short of providing technical details, but industry rumors claim the Trackhawk will use a Jeep-specific version of the supercharged 6.2-liter V8 engine that powers Dodge’s vaunted Challenger and Charger Hellcat models.

An eight-speed automatic transmission developed by ZF will be the only unit offered. While Dodge’s Hellcats are rear-wheel drive, the Trackhawk will ship with all-wheel drive, and that’s where the situation begins to get tricky. Car & Driver previously reported the Grand Cherokee’s all-wheel drive system can’t handle the Hellcat’s massive 707-horsepower and 650-lb-ft. output. Developing a new all-wheel drive system for a low-volume model has been ruled out for obvious cost reasons, so the eight-cylinder might have to be electronically detuned before it can be dropped in the Grand Cherokee’s engine bay.

In a separate interview, Manley revealed the on-again, off-again Wrangler-based pickup truck has finally been given the green light for production. The truck will be based on the next-generation Wrangler that’s expected to arrive in late 2017, and the two models will be assembled side by side in Toledo, Ohio. Further details will be announced later this month when Fiat-Chrysler publishes an updated five-year plan for all of its brands.

It’s about time the Jeep Grand Cherokee gets the Hellcat! What do you think?

[Review] 2016 Mazda CX-3 Sets High Standards in the Subcompact Crossover Segment

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Mazda has brought ‘fun-to-drive’ to the emerging sub-compact CUV segment.

Despite its taller body, the CX-3 displays the same driving dynamics that make the Mazda3 the darling of the compact car set among enthusiasts.

The new Mazda arrives at a critical time, just as this new segment is taking off.

Created by the Nissan Juke several years ago, it has seen the arrival of four newcomers in the past year alone, the Mazda as well as the Honda HR-V, Fiat 500X and Jeep Renegade.

As a result of this fresh metal, it is the darling of the industry and sales are growing with each reporting period.

The Mazda CX-3 is a good-looking vehicle and is distinctly Mazda — from the big grill to the shoulder lines that sweep up as they run rearwards.

The test vehicle came with 18-inch alloy wheels with a gunmetal grey finish.


The CX-3 shares its platform with the little Mazda2, a sub-compact car we do not get in Canada. But Mazda builds a pair of copies for Toyota — the Yaris and Scion iA.

While the Scion is an American-only car, we do get the Yaris, which is virtually all Mazda from the behind the unique grill to the back bumper.

The CX-3 boasts the taller seating and available all-wheel-drive that are the base of this segment’s popularity.

The added height of the cabin not only makes for improved visibility, it means easier entry and exit, improved sightlines and makes it easier to put things in the cargo hold.

Speaking of which, that well-finished area is not only easy to access through the giant hatch, but features a perfectly flat floor with a useful storage area beneath. The space can be more than doubled by lowering one or both sides of the 60/40 split rear seat.

It is obvious the CX-3 was developed as a driver’s vehicle — from the driver seat. The dash is well laid-out and highly visible day or night.


On the GT trim-level test vehicle, the tachometer dominates the instrument panel, the big round gauge front and centre, with a small digital speedometer in the lower right quadrant.

It is flanked by digital readouts for lesser information to either side.

A slick little heads-up display is situated straight ahead, adjustable for height and what it shows. A tablet-like readout is positioned atop the dash for the HMI, navigation and rear camera displays and big round knobs control the HVAC system. The HMI system, controlled by a dial and buttons aft of the shift lever is exemplary in its simplicity and ease of use.

The rear seat is as spacious as you can expect in a vehicle of this size, which his to say cramped for large adults.

The CX-3 is available with a Technology package that includes a raft of new-tech features, including rear cross-traffic, blind-spot and lane departure warnings and ‘Smart City Brake Support’ which utilizes a laser to detect vehicles and obstacles up to six metres away.

At up to 30 km/h, it moves the brake pads closer to the disc in preparation for a sudden stop. If the driver fails to take action it will apply the brakes and bring the vehicle to a stop.

On the road, the CX-3 charms. The ride/handling compromise is all but perfect. To some the suspension may feel a little stiff, but for those who appreciate such things, the type that goes for a drive for the simple pleasure of driving, the CX-3 is a delight, with accurate feedback from the steering, instant and progressive response from the brakes and an engine and transmission in tune with each other.


Under the hood is Mazda’s 2.0-litre Skyactiv four-cylinder engine putting 146 horsepower and 146 pound-feet of torque, through a six-speed automatic to the company’s excellent iActiv all-wheel drive system.

Performance is adequate if not exciting. Fuel economy is impressive. I averaged 8.7 litres/100 km over a week of mixed highway and city driving.

The compact size and very tight turning circle make this a breeze to maneuver in tight quarters, like crowded parking lots.

The Mazda fits into this new segment beautifully, bringing to the fold a degree of pizzazz and its SkyActive technology — by which everything from steering, suspension and brakes to engine and transmission are developed in conjunction with one another, not simply taken from various parts bins.

The result is a cohesiveness that passengers and drivers who find a vehicle as merely a necessary conveyance, may not be aware of.

But those who enjoy driving will pick up on it right away.

The Mazda CX-3 is a winner, figuratively and literally, having been named AJAC’s Best New SUV/CUV (under $35k) for 2016.

The Specs

2016 Mazda CX-3

  • Price: $20,695 base (GX FWD), $30,890 as tested (GT AWD) including freight.
  • Engine: 2.0-litre, four-cylinder, 146 horsepower, 146 lb-ft of torque
  • Transmission: six-speed auto
  • NRC fuel economy rating, (l/100km, city/highway): 8.8 / 7.3
  • Length: 4,274 mm
  • Width: 1,767 mm
  • Wheelbase: 2,570 mm
  • Weight: 1,275 kg
  • Competition: Buick Encore, Chevrolet Trax, Fiat 500X, Honda HR-V, Jeep Renegade, Mitsubishi RVR, Nissan Juke

Hyundai Ioniq teased


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Hyundai just released teaser images for the upcoming Ioniq electrified vehicle.

The Korean automaker has confirmed the upcoming Ioniq will be the world’s first car to offer a choice of three electrified powertrains: full electric, plug-in hybrid or standard hybrid. Sporting a sleek, coupe-like silhouette, the Prius fighter will also take on the likes of the Chevrolet Bolt and Nissan Leaf when it launches early next year.

Although we don’t get a clear look at the front, Hyundai described it as sporting the brand’s signature hexagonal grille, topped by an attractive gloss-black element that extends outwards to meet distinctive new headlights that feature integrated “C”-position lights.


Hyundai also teased the interior, revealing cluster-free style. We’ve also seen spy photos of the Ioniq’s interior that show an efficient use of space, with a clear and logical layout for the control functions.

Expect more details on the Hyundai Ioniq when it debuts first in Korea next month. It will then head to the 2016 Geneva Motor Show in March before making its North American debut at the 2016 New York Auto Show.

We can’t wait to hear more details on the Ioniq, but we’ll surely keep you posted. Let us know if you’re as excited as we are.

2016 Mazda CX-3 GT Review


Check out the full article from Autos here

The 2016 Mazda CX-3 GT made an impression from the very beginning, and that lustre never really faded.

This is a Goldilocks car, and I just happen to be Goldilocks.

Not only did the initial impressions of the high-quality interior and stunning exterior design carry on throughout the six-month test, but we also had the joy of seeing one of our predictions for this segment come true. In our long-term test arrival story back in May we mentioned that sales for the segment were down 9.5 percent year to date, and postulated that perhaps people were waiting for the HR-V and CX-3 to make the jump. We were right. With the HR-V and CX-3 picking up 7,000 and 5,000 sales respectively, plus the Subaru Crosstrek picking up an extra 1,100 sales, the segment is now up awhopping 48.7 percent.

I waited a couple of weeks to pen this wrap up, as I wanted to see if I would miss the little Mazda in that time, or if I’d be happy as soon as I was in the next thing, a thing with big horsepower and a fancy stereo. I do miss it, and that should be an indication of how good the CX-3 is. My four-year-old daughter misses it too, but she also misses the pet rock she lost in February.


The CX-3 is aimed at a particular bracket: one I happen to fit squarely into, even as round as I am. It’s a city-sized AWD that drives and handles like a car – and a good car at that. It’s maneuverable and easy to steer which is a boon in our condo parking garage. The size is adequate for our young family and the flexibility of the hatch meant I achieved a few Ikea runs without any drama. These were trickier when I had to bring Maddie with me. If you have one child this car is well-sized. Two and it might get cramped. If you like to carry a large stroller the trunk won’t do it.

The driver’s seat is infinitely better to be in than any other, with a lack of height adjustment making the passenger seat uncomfortable for taller folk. The back seat is really for children or frenemies only with limited leg room even if the high roofline makes for decent headroom. The lack of amenities like a covered console and armrest, plus the absence of a pull-down armrest (and therefore cupholders) in the back seat means the CX-3 is unlikely to enamour the non-driving members of your family quite the same way as your driving members.

Equally frustrating was the inability to turn on the rear reading light independently of the front.


It’s fair to say that Mazda’s focus for the CX-3 was myopic. Most of this car’s development was done from the driver’s seat. And the rewards for that effort are immense – so long as you’re the driver.

Automatic high beams, cornering lights, and the head-up display are all high-tech features that make driving at night or low light far easier. The LED headlights, foglights and taillights are all features of this GT trim only (lower trims get halogen lights) but we were impressed by their performance and by their day-time visibility. Not to mention the sleek and attractive light signature.

We’ve raved consistently about the handling of the CX-3 and will continue to do so.

Toyota Spending $1 Billion on Self-Driving Cars


Interest in self-driving cars have been increasing as more and more companies have expressed their enthusiasm in investing in one. Toyota has jumped on the idea and decided to spend $1 billion on robotics and self-driving cars with MIT and Stanford. Check out the full article by CarAndDriver here

Lexus sedans can automatically switch lanes and Toyota robots play trumpets and baritone horns in company quartets. “Child’s play,” Toyota’s board of directors said, “bring us more robots, smarter artificial intelligence, and knock on the brightest doors of Stanford and MIT.” The result: Toyota will commit more than $1 billion to new research in Palo Alto, California, and Cambridge, Massachusetts, two cities with some of the world’s brainiest scientists, to automate our lives ever further.

The plan embeds Toyota R&D at both universities to bring self-driving cars and home-care robots to the masses, particularly for elderly and disabled people. A totally new division, called Toyota Research Institute, is on a hiring spree, and we hear they’re paying well. Toyota initially announced the MIT-Stanford hookup in September with a $50 million budget, or just four percent of MIT’s endowment. Now that Toyota is bringing serious cash, it’s expecting a few marvelous innovations, such as how self-driving cars should “safely collaborate with vehicle occupants, other vehicles, and pedestrians.”


As for the home-care robots, Toyota wants to move into the mobility market, including motorized assists for people with paralysis and machines to lift patients onto beds.

At the helm is Dr. Gill Pratt, an electrical engineer, computer scientist, and former MIT professor who was program manager at the U.S. military’s DARPA project, which is advancing robotics and self-driving vehicles for next-gen combat. He’ll start with Toyota’s roughly 200-strong team on both coasts this January.

Since this is Toyota, we’ll bet safety and conservatism will be top of mind, even in the liberal, risk-it-all chambers of Silicon Valley and Cambridge. After all, we can’t deal with A.I. uprisings and cars that refuse to take us to McDonald’s.

2016 Hyundai Tucson & Sonata earns IIHS Top Safety Pick+ Awards

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Hyundai is no stranger to building vehicles that get Top Safety Pick+honors from the Insurance Institute for Highway Safety, but the company is getting two of the awards at once thanks to the latest results from the 2016 Tucson and Sonata. Both models feature a front crash prevention system that’s rated highly by the safety agency.

The biggest advancement in this round comes for the new Tucson. In the small-overlap front crash, it now earns the IIHS‘ best score of Good, versus Poor – the lowest – for the previous generation. In the latest test, the crossover shows at most six inches of intrusion into the passenger compartment, compared to 16 inches last time. The airbags work to protect the head, and the sensors indicate a low risk of injury. The Tucson has Good ratings in all the other safety evaluations, too.

The 2015 Sonata already did quite well when checked last year, but Hyundai apparently wasn’t happy with the sedan’s Acceptable result in the small-overlap front crash. According to the IIHS, the automaker adjusted the driver’s seatbelt and the front suspension in hopes of a better score. However, even with the tweaks, the 2016 Sonata kept the same result. It scored Good in the other safety categories. The company isn’t giving up on acing things, though. “Modifications are planned to take Sonata to ‘Good’ in the small overlap test,” Hyundai spokesperson Jim Trainor said to Autoblog.

The IIHS gave the crash prevention tech in both models its top Superior grade. The systems’ automatic braking was able to avoid accidents from 12 and 25 miles per hour. The forward collision warning added the last bit needed to give them the maximum six points from the institute.



Hyundai Tucson and Sonata earn 2015 TOP SAFETY PICK+ awards

ARLINGTON, Va. — A redesign for 2016 has taken the Hyundai Tucson from a poor to good rating in the Insurance Institute for Highway Safety’s small overlap front crash test. With an available front crash prevention system that earns a superior rating, the small SUV qualifies for the TOP SAFETY PICK+ award.

The 2016 Hyundai Sonata also earns a superior front crash prevention rating and a TOP SAFETY PICK+.

In the Tucson’s small overlap test, the driver’s space was maintained well, with maximum intrusion of 6 inches at the parking brake pedal, but no more than 3 inches at other locations. The dummy’s movement was well-controlled, and the front and side curtain airbags worked well together to protect the head. Measures taken from the dummy indicate a low risk of any significant injuries in a crash of this severity.

In contrast, when the previous generation of the Tucson was tested, the intrusion was severe, reaching a maximum of 16 inches at the parking brake pedal. The steering column moved in and to the right, causing the dummy’s head to slide off the left side of the front airbag. The head hit the instrumental panel, and the side curtain airbag didn’t deploy.

Like its predecessor, the redesigned Tucson earns good ratings in the Institute’s other crashworthiness tests — moderate overlap front, side, roof strength and head restraints.

The Sonata, a midsize car, was redesigned for the 2015 model year. For 2016, Hyundai made changes to the driver’s safety belt and the front suspension in hopes of improving the small overlap rating from acceptable to good. Those changes weren’t enough, and the rating remains acceptable. It earns good ratings in the other crashworthiness tests.

Both the 2016 Sonata and the 2016 Tucson have an available front crash prevention system that includes automatic braking. The vehicles avoided collisions in IIHS track tests at 12 mph and 25 mph. The optional package also includes forward collision warning that meets criteria set by the National Highway Traffic Safety Administration. That gives the vehicles the maximum six points for a superior front crash prevention rating.

To qualify for the 2015 TOP SAFETY PICK award, vehicles must earn good ratings in the moderate overlap front, side, roof strength and head restraint tests, plus a good or acceptable rating in the small overlap test. For TOP SAFETY PICK+, vehicles also need an available front crash system with an advanced or superior rating.

The Institute plans to raise the bar in 2016, requiring a good small overlap rating for either award. Vehicles with an acceptable rating, such as the Sonata, will need further improvements to qualify for 2016 honors.