2017 Hyundai i30/Elantra Expected To Get IONIQ’s Plug-In Powertrain


Hyundai IONIQ Hybrid

Hyundai IONIQ Hybrid

Reports are now pouring in that suggest that the next-generation Hyundai i30/Elantra will get a plug-in powertrain from the Hyundai IONIQ.

It’s not clear if the i30/Elantra will get the plug-in hybrid or pure electric setup from the IONIQ, but it does appear to be confirmed that the i30 will use a repackaged plug-in powertrain.

As Auto Express reports:

“Hyundai’s next-gen family hatch will use repackaged EV powertrains from the Ioniq, and new spy images show fresh look.”

“The next generation i30 is the most likely Hyundai to benefit from the Ioniq’s range of electrified powertrains first. Other models in the range are expected to receive hybrid and plug-in hybrids as the Korean carmaker races to meet tough new EU emissions regulations due in 2020.”

So, leaning towards plug-in hybrid…perhaps, though Auto Express’ report seems to suggest a conventional hybrid. However, we disagree with this assessment, as few automakers are rolling out conventional hybrids nowadays. Those standard hybrids really appear to be a thing of the past, so we expect a plug-in hybrid i30/Elantra and possibly even a pure electric version at some point in the future.

A Hyundai exec told Auto Express the following:

“We need to look to 2020 to 2021 to have the right powertrain line-up for our cars. We now have with Ioniq three electrified powertrains and with ix35 we also have fuel-cell technology. There is a toolbox to use for future developments.”

But the future isn’t conventional hybrids, which at the moment appear to be struggling in terms of sales, while PHEVs are gaining ground. If the i30/Elantra is to succeed as a hybrid, it’ll have to be a PHEV. At least that’s how we see it.

There are few details on the next-gen i30. Pricing and launch dates remain unknown at this time. All we really know is that it’ll be a 2017 Model Year car and that it’s all-new from the ground up.

Source: Auto Express

Categories: Hyundai

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22 Comments on "2017 Hyundai i30/Elantra Expected To Get IONIQ’s Plug-In Powertrain"

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David Murray

I’d like to get excited about this.. but the PHEV IONIC’s drivetrain specs (specifically the anemic electric motor… 50 KW) just doesn’t excite me. I’m all for PHEVs.. But if it can’t drive in a pure EV mode in city and highway conditions without using the gas engine, I’m not a fan. Ford’s Energi cars are just borderline able to do this (and that’s debatable depending on who you ask) and they use 68 KW.


I have no problem with my Energi not having enough power. Granted, I don’t live in LA or really any place with lots of dense high speed traffic. But I can get on the highway and get up to 72 MPH, and cruise there, all on EV only. In fact, my wife and I do just that frequently.

But you’re right, it’s probably the lowest I’d want to go. 50kW would be harder for highway cruising.

But if we get a much of lightweight / inexpensive PHEVs on the road, it will be much better than standard hybrids. Even burning a little gas on the highway, these cars will use up to an order of magnitude less gas than an ICE car.

I think we are seeing a split in technology within the PHEV segment. Although they have the same components I think the theory behind the design is quite different. Option 1. Cars like the volt or the i3 where you drive around on electric with the engine only being a backup for when the battery is flat. The theory being that most journey’s are short so you can drive most of the time electric but still have the ability to drive long range. Options 2. Cars like the Pip (first gen), VW GTE, BMW, Porsches, etc. that are PHEV’s where you have a much smaller amount of battery capacity. I guess the theory is that you will never make you entire journey on electrical power so it is better to strategically deploy the battery energy when it has the biggest impact, so during acceleration (I know the engine comes on but only once the battery/motor has reached its limit), driving at low speed or in stop start traffic. Both options are valid (as are those in between like the Outlander and the Energi twins) and hopefully option 2 will allow a lower cost entry point whilst still eliminating a lot… Read more »
David Murray

Just a little correction.. My understanding of the VW GTE based on the reviews I’ve seen, is that it has pretty decent acceleration power in EV mode. It just has even better acceleration in hybrid mode. Where as the Energi cars have a barely-adequate acceleration in EV mode. I’ve driven the C-Max Energi and found it’s EV mode was acceptable in city driving, but was downright scary trying to merge onto a busy highway.

I agree that both concepts you mention are acceptable, but I prefer the “EV experience” of the Volt or i3. However, I could tolerate the other kind of PHEV as long as it at least had decent range and I could do most of my driving in EV mode.


Regarding the Energi merging on the highway, it depends on the highway. Merging into the 101 in San Jose, I completely agree. Merging onto I-81 in North Syracuse, I’ve never had a problem.


The car’s computer programming can greatly limit the actual power going to the wheels, regardless of the hardware’s abilities.


“I have no problem with my Energi not having enough power.” Ditto. I do 99% of my C-Max Energi driving in EV mode. The car is a great value.


When driving around in SparkEV, it’s almost always less than 15 kW, even at 65 MPH. Hills are more, but still under 50 kW at 55 MPH on 8% grade (see my range-polynomial-climbing-hill blog post).

What is going to matter is torque profile. If they made the torque profile “right”, 50 kW would be enough for most driving, even some hill climbs.


I think it should. Rolling resistance and drag is basically independent of incline. 55mph is almost exactly 25 meters per second, so at 8% incline the vertical rate is two meters per second. The Spark EV weighs 1300 kg. Let’s say with some stuff and people in the car it’s 1500 kg. Lifting 1500 kg two meters in one second gives a power of 3000 kgm/s, which is a little under 30 kW (since the acceleration of gravity is a little under ten).

So if it’s 15 kW on a flat surface (drag + rolling) it should be no more than 45 kW going up this incline at this speed.

But 50 kW *is* a bit anemic. Certainly if you want to overtake someone doing 50 on a 55 road you’ll wish you had a lot more!


SparkEV at 55 MPH is bit over 10 kW out of battery. Your math is close to what I found, but I go by what’s coming out of the battery so it’s bit higher. Not sure why the link to blog didn’t show.


But in case of PH, you also have the gas engine. I suspect that will do the heavy passing while 50 kW would be enough for almost all “normal” driving conditions, provided that the torque profile allows that. If all 50 kW occur at 25 MPH (like Leaf profile), it may need lots of gas engine even at 55 MPH.


SparkEV is a very small car. To me these very low kW cars are bound to fail not because they are not sufficient, rather they Wil fail because they are not enough to excite. Even the Leaf or Bolt with 200 miles will have a difficult time selling against Tesla.

Tesla Model 3 excites people!


Maybe we need a new term: “Punishment PHEV”

Sort of like the Punishment EV’s that required drivers to sacrifice heavily just to drive electric.

Jim Bo

More excited that Elantra is a hatch?! Ours isn’t. Maybe the i30 has a hatch?


Isn’t Elantra GT a hatch?


Correct. Elantra is available currently as a 2 door coupe, 4 door sedan, and 5 door hatch. We don’t yet know if all 3 body styles will carry over to the next gen, but it seems likely.


My ’02 Elantra GT was a hatch, I don’t know what you call the current version.


Very interesting. Seems like 2017 is early since the Elantra is brand new for 2016. This would seem very similar to what GM is doing with Malibu Hybrid and CT-6 PHEV…stuffing existing e-model tech into an existing ICE platform (Volt/Ioniq).So look for Ioniq batteries stuffed behind the back seat in an Elantra with refreshed grille….yawn….

Murrysville EV

I’d like to see the Ioniq first; it’s been a long wait.

That, and the Kia Niro.

Dave S.

I’m not sure why they would bother selling two cars of similar size with the same power train. I’m I wrong to think that the Ioniq is about the size of the Elantra?

Mike I

It makes sense from the standpoint that they could have a unique “green” model with the Ioniq that is recognizable as such like the Prius, while at the same time having a plug-in version of a more traditional model with the Elantra. Hopefully they do a better job with battery integration than Ford did with the Energi cars.


IMO this is exactly what is needed, they will have the option of making the Ioniq really flashy, win awards with it and in general get people excited about the technology but then sell them the i30/elantra if their budget won’t stretch to the Ioniq.

I expect the Ioniq to stand out and have a lot of self parking, lane assist, fancy parking assist features, etc.. but cost way above what any sane person would spend on a hatch back with the i30 being pretty plain looking, have very few electronic features but be sold at a small premium over the standard i30.


Hope they’ll sell into the Canadian market.