Hyundai IONIQ Plug-In Hybrid Gets EPA Electric Range Rating Of 29 Miles Combined

2018 Hyundai Ioniq


The numbers are in…

Though range is lower than Hyundai initially stated (32 miles was claimed), combined electric range on battery power alone is still rather high for Hyundai’s IONIQ Plug-In Hybrid.

City range in all-electric checks in at 30.25 miles. Highway range is 26.87 miles. Combined range is a solid 29 miles from the  8.9-kWh battery pack.

As seen in the official EPA graphic below, total range is an impressive 630 miles, meaning you’ve got a lot of driving between fuel stops.

Charge time is 2.3 hours on 240 volts, while composite MPGe figures check in 78 city, 74 highway and 76 combined. That’s not the number you’ll see listed on the window sticker though. Composite MPGe differs from MPGe. The window sticker will show 119 MPGe combined.

In terms of fuel efficiency, the IONIQ Plug-In Hybrid doesn’t disappoint. Noted in the graphic below is city MPG of 53, highway MPG of 52 and a combined MPG figure of 52.

The missing piece of the IONIQ PHEV puzzle is still price. We expect it to be listed for under $30,000, but there’s no official word on pricing right now.

Though delayed a time or two, the IONIQ PHEV is expected to go on sale by month’s end.

Read our full test drive review of the IONIQ Plug-In Hybrid here.

Categories: Hyundai

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47 Comments on "Hyundai IONIQ Plug-In Hybrid Gets EPA Electric Range Rating Of 29 Miles Combined"

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No bueno

If I had to choose between this or the Prius Prime, it’d be a tough choice. There’s only 4 miles of range difference. I’d probably go for whichever one gives more of an EV driving experience. And from what I’ve read the Prime would probably come closer to that than this vehicle would.

Prime seats 4, this seats 5 thus opening more opportunities (eg. Uber/Lyft).

Prime hatch space is severely compromised, Ioniq isn’t as bad.

If the prices are similar, Ioniq wins by wide margin, even just based on looks alone.

Plus the Ioniq doesn’t look like the FUGLY tree fell on it.

The Ioniq is one good-looking car. You don’t even need to diss the Prime for the Ioniq to win that contest 🙂

Well he’s not wrong.

The ioniq PHEV is supposed to have a flat floor with the seats down which the prius prime does not.

@David, I thought that as a longtime Leaf driver you’d know that with short ranges every mile matters 😉

If the buyer cares about driving electric, then with PHEVs the same logic holds. 4 more miles is 15%-20% more electric range, meaning that people trying to use this as a BEV in daily driving have a better chance of succeeding. Or at least, they will be able to space further out the visits to the gas pump.

And then there’s the 5 seats mentioned by Sparky, and the looks mentioned by everyone 🙂

Sure, but under normal conditions my daily driving is less than 25 miles. So either car works in terms of range for me. I don’t want the engine coming on when I floor it, though.

Which plug-in hybrids employ the gas engine when one floors it? Prius Prime does. Volt does not. What about all the others? (Clarity, Pacifica, Ioniq, Kona, Sonata, Optima)

See who offers the best lease deals…

Are they actually going to stock it in the United States? It’s going to be really hard to beat the Volt, Fusion, and Clarity PHEVs if they don’t.

Oh yeah, I forgot the Prime. I don’t think about it because I have 3 kids.

And you aren’t blind. 😀

“combined electric range on battery power alone is still rather high for Hyundai’s IONIQ Plug-In Hybrid”

Come on, Eric. Yes, it’s a bit better than the pathetic electric range of many half-assed PHEVs, but we all have higher standards on InsideEVs than to call that “rather high”.

IMO half of the EV’s range is a reasonable expectation, but even a third would’ve been decent. They barely cleared half of the Volt’s electric range.

That’s silly; for the right person these are not at all pointless.

PHEVs work for a lot of people as only cars, and the short AERs can actually cover a lot driving. I have a 2013 C-Max Energi and I last filled the tank in August. I still have half a tank of gas in it. MyFordMobile says it’s been over 1500 miles since then, but I think it’s closer to 3000 – MFM drops trips with some regularity.

The point is to train customers and prepare them for the electric future. Many will rather try this than the electric version (because mostly imaginary issues but that’s beyond the point). They are just giving people what they want now.

If I were in the market for a car like this, I’d prefer to save the additional cost and hassle of the large charge cord and just have a very simple 3-prong 120v plug.

Most of the charging is going to come from being parked at home or at work, so more than level 1 charging is a waste of money.

All of the world except the US is using “level 2” as the lowest. Instead you should get rid of the 120 volt outlets and get up to speed with the rest of the world.

While you’re at it switch to SI-units too.

That idea is not lost on Hyundai I’m sure. There are many reasons why the Kia/Hyundai approach where the same vehicle serves 3 missions of hybrid, PHEV, and BEV. All of those reasons are rather obvious and important to the advancement of EVs despite the purist mentality of many. 1. Sharing platform and parts means higher volume. Higher volume means lower parts costs plus dividing design costs by a larger number. i.e. if you sell 1 million of something and 1000 of something, both scenarios probably had similar design costs but $/unit on scenario 2 is 1000 times as much. 2. That size battery is only an incremental cost over the hybrid version. Effectively everything else is the same on the vehicle but with about 7.5kwh more of battery or let’s say $1500 worth of battery. So in fact Hyundai (and Toyota) can price these vehicles $3000 more than the hybrid version and make more money while at the same time after federal tax break, the customer actually pays less. But ultimately this means that sales of the model will be less dependent on the continuance of govt rebate programs reducing the risk of the investment. 3. Almost everyone with… Read more »

I guess they want to be more like bmw/mercedes than the volt.
I guess battery tech only lives at tesla.

Why would anyone buy this over Honda Clarity PHEV?

It is smaller; it is a hatchback, it is cheaper, it is more effecient, and it’s much better looking.

I’ll give you smaller but in the US, hatch are not popular.

Clarity PHEV base had more feature but cost the same as the base Ioniq PHEV, after tax rebate. You have to move up to the premium version of the Ioniq to match Clarity’s feature.

Have you have actually seen the Ioniq and Clarity in person?

Model S is a hatch.

Yeah, I think the Clarity and Volt still are the better options. 30 miles of electric range is just barely sufficient, while 50 miles covers almost all around town driving. You give up a little fuel economy when running on gas but unless you’re going on long trips a lot, having greater electric range will be worth the trade-off.

I looked at the Honda Clarity, and really liked it. The problem is that (relatively speaking) it’s huge. Something like 15 inches longer (maybe I’m exaggerating) than the Prius Prime or Ioniq. It’s also much wider. Unfortunately, I have a fairly small garage, so it would be an extremely tight fit. The Clarity also only has a total range of 330 miles. I know that doesn’t really matter if you rely entirely on the battery, but for long trips, it means filling up more often.

Beyond the specs – per Car and Driver’s Ioniq First Drive article –

“The 2018 Hyundai Ioniq plug-in hybrid was fully charged, and Eco mode was selected. Pulling out onto a busy boulevard, we suppressed the urge to floor the accelerator, instead dipping maybe halfway into the pedal’s travel. And the engine fired up.

Clearly, Hyundai’s dedicated eco warrior doesn’t behave like the Chevrolet Volt and the Toyota Prius Prime, which flaunt their capability to drive without tailpipe emissions, keeping their gasoline engines shut off as much as possible. It was an unexpected first impression.”

In fairness, C&D generally offered a pretty good review with the caveat: Just don’t expect a Volt-like – or even a Prius Prime like – all-electric driving experience.

To me, that is an integral part of owning/enjoying a PHEV.

The Prius Prime has no all electric mode. There are plenty of models you could use as a lot better example.

All electric mode is default for Prime.

My entire commute is exclusively EV. The heat-pump works great and is more efficient than what’s available in some other plug-in vehicles.

btw, the Ioniq doesn’t have electric heating. It depends upon the gas engine for cabin warming.

Wait, what? No electric heating whatsoever? That’s crazy, my C-Max is annoying about turning on the engine for heat but if it feels like cooperating it will heat on electricity, and it will preheat with plug-in power when plugged in. Users in cold climates who would otherwise fit within the AER every day would end up having a useless HVB for four months out of the year.

I can confirm this. No electric heat. Apparently no Kia/Hyundai PHEVs can heat electrically, which also means no preconditioning!

I was all ready to buy this car, but two things killed it: no roof racks allowed and no electric heat. I’m bitterly disappointed by Hyundai and have told them add much. Anyone who consists this important should tell them why they didn’t buy their car.

Say what you will about the Prius: Sure it’s big, ugly on the outside, ugly on the inside, has an unpleasant transmission and a miniscule trunk, but at least it’s capable of functioning as an EV in cold weather! Hell, it even has a heat pump, and that’s something that a lot of pure EVs lack!

And yes I know I harp on this every time someone mentions the Ioniq or Niro PHEVs. But I’ve also read a lot of forum posts by people who plunked down 35000€ on a car that’s supposed to drive electrically and are then surprised that the engine comes on just because they requested a bit of heat. That has to suck.

> btw, the Ioniq doesn’t have electric heating. It depends upon the gas engine for cabin warming.

I didn’t realize that. The BEV version of the Ioniq must have electric heat, and it seems like the plug-in Ioniq could use the same unit.

Volt and i3 have electric heat. What about the other plug-in hybrids? (Clarity, Pacifica, Kona, Sonata, Optima, Fusion Energi, C-Max Energi)

The C-Max has a 5kw electric heater. In EV mode you can floor it and the engine don’t fire up.

My leased C-max energi works the same way and unless you have a lead foot it’s not hard to keep it in ev mode until the battery is used up.

The reason full “throttle” turns on the engine is to get max acceleration basically as a safety measure when you need more than the electric motor (which is smaller than a pure ev motor) can provide.

So you’ve been driving in EV mode in cold weather for your entire commute and you suddenly need max power, so you floor the accelerator pedal and the ICE roars to life and immediately revs to near red-line. How can that be good for the ICE?

25 kWh/100mi for Prime

28 kWh/100mi for Ioniq

Anyone else see the problem with EV estimates?

How can the vehicle with a more efficient rating get fewer miles?

Of course in real-world driving, Prime owners see summer time EV miles in the 30’s anyway.

Or you can just buy a Volt. Very soon, the discounts on Volt will be intense, as there will be no Gen III.

That, or buy a used gen 2 Volt now. 53 miles all-electric and it looks better than both the Ioniq or the ugly Prime.

Clarity PHEV is available now. I will go test drive one this weekend. Not as attractive as Volt or Ioniq in my opinion, but it’s cabin is larger and far more comfortable from what appears in reviews and photographs.

Hatchbacks may not be popular in the USA, in conventional cars that are not tall station wagons ( otherwise known as crossover SUVs ), but Prius is the exception. Through Prius, myself and hundreds of thousands of others have had their eyes opened to hatchback’s balance of practicality and efficiency.

I’d love a Volt, but unfortunately it’s not sold in Europe.

Your wife will love the Clarity. It’s got so much room. The drive and handling feels luxurious. Honda sensing will make the commute so much better. I can’t believe they put all these features as standard.

I might have to lease another Clarity EV because the wife will not give up the car. She did a 80 mile run the other day and had 36 miles range left.

The volt is horribly cramped inside; GM put style (a low coupe like roof with stupidly narrow windows) over function (headroom, visibility, ease of ingress and egress).

Maybe I’m missing something but battery size also comes into play. Bigger battery (or larger percentage of total capacity used) can equal more range even at lower efficiency.

Hmmm. I was expecting the Ioniq/Niro plug-ins to have more electric range than the Sonata/Optima plug-ins. However Ioniq and Optima are rated the same.

Hyundai Ioniq plug-in: 29 miles+gas
Kia Optima plug-in: 29 miles+gas
Hyundai Sonata plug-in: 27 miles+gas
Kia Niro plug-in: 26 miles+gas

Why is Hyundai not selling many Ioniq EVs? Is the Ioniq hybrid going to be the same. One thing I really like about this car is that is doesn’t have a 12 volt lead acid battery.

They’re not selling many because they’re hardly making any. You can’t sell a product that doesn’t exist.

Ioniq-Plugin has 119 cu. ft. of interior space while Prius-Plugin has 111 cu. ft. which makes Ioniq much bigger.

Besides Ioniq seats 5 while Prius seats 4.
Now the last factor is price. Hope Hyundai will price the Ioniq in the same range as Prius. If they price it more, it will end up like Sonata-Plugin which has been languishing.

And even more important thing is they should sell in all 50 states in higher #.

Remember, Honda Clarity Plugin has 47 mile range and will eat into the sales of many plugins.



No electric heat is a deal killer, especially in Canada. My C-Max has a smaller battery but have a 5kw heater.