2024 Ioniq 6: How Hyundai Americanized This EV Sedan
With the way that Hyundai has been going here lately, we can't help but think the future is bright thanks to its Ioniq EV brand. Its original Ioniq gave us mixed feelings but then came the Ioniq 5 and we were rather impressed with its futuristic design, multiple battery and motor configurations, and fast charging. The Ioniq 6 will have a lot to live up to and, at least on paper, looks to achieve that. Off paper, Hyundai has also elaborated on some notorious details about the Metaverse and NFTs, too.
Different In America
The 2024 Ioniq 6 will have a 12 inch touchscreen infotainment system and a 12 inch digital cluster. Out on the far edges of the dashboard are two screens, one for each side and these will be used for the side views using digital outside rearview cameras. At least, if you're outside the U.S. Due to Federal Motor Vehicle Safety Standards (FMVSS), the U.S.-sold Ioniq 6s will not receive the digital mirrors and will only get a pair of boring, conventional exterior mirrors. They also come with a drag penalty that we mentioned earlier in this story, with the 0.21 Cd increasing to 0.25 Cd. We also will not get those monitors at the edges of the dashboard and the "wingtips" they are set into are shorter on the U.S. version of the Ioniq 6.
What will remain are those four LEDs on the airbag of the steering wheel that serve as status indicators on the Ioniq 6, in which the four "dots" are also the same Morse code signal for the letter "H." Remember, pixels are a theme with Ioniq and the four dots on the airbag are much better looking than a large chrome "H," in our opinion.
The battery sizes, by the way, are identical to those offered by the Ioniq 5, which delivers 220 miles of EPA-estimated range with its smallest 53-kWh battery; 274 miles with the 77-kWh battery and dual-motor all-wheel drive; or 303 miles with the larger battery and rear-drive. Given the 6's air-cheating shape, it likely will improve on those figures here.
Same Battery, More Range
The 77.4-kWh battery is estimated to deliver around 379 miles on a single, full charge under the Worldwide Harmonized Light Vehicle Test Procedure (WLTP) estimate. Compared to the Ioniq 5's 315 mile WLTP range, that's an impressive improvement. Most of its range is due to its swoopy aerodynamic design and more efficient motor and controller technology. The Ioniq 6 also features flaps in its bumper that open only when cooling is needed for the battery and motor system.
At the rear comes in its dual spoilers, which aren't quite used for downforce but instead help with the separation of the wind as it flows down the rear window. That separation can cause drag and the upper rear spoiler is designed to break up a vortex that's created as air separates away from the roof. The lower rear spoiler catches any leftover air and straightens it out as it leaves the vehicle. The upper spoiler also lights up with "pixels," which is a huge theme of the Ioniq brand. The good news is that, despite its dramatic departure from the roof, the view out of the rear windshield isn't too bad.
While the electronics use next generation semiconductors with a more efficient design, the motor uses hairpin windings, which use a solid core wiring over the stranded wire used in typical motor windings. This solid wire allows for a high fill factor and better thermal performance, and those help lead to a more efficient use of power. Hyundai claims the Ioniq 6 with its standard range 53 kWh battery and standard 18 inch wheels (20 inch wheels are optional) with a single motor will get roughly 22.5 kWh/100 miles for the RWD model.
For comparison, the Mustang Mach E RWD gets 33 kWh/100 miles and the Ioniq 5 RWD gets 31 kWh/100 miles. Unfortunately, Hyundai didn't say what the range was using the AWD version. However, the AWD dual motor version is capable of 320 hp and 446 lb-ft of torque when both motors are combined. The Ioniq 6 hits 60 mph in 5 seconds in its highest-performance configuration, a conservative figure given how an identically powered and blockier Ioniq 5 did the deed in 4.4 in our testing.
Even more impressive is the time it takes to get to 80 percent charge. From 10 percent it only takes 18 minutes to get to 80 percent because the Ioniq 6 uses an 800 volt ultra-fast 350 kW charge rate. Suddenly, range and time to charge aren't the issues they were just a few years ago. While that might worry you if you only have a 400 volt infrastructure, you won't have an issue as the car works with that system, as well.
Tuning Without The Need For A Handheld Tuner
Just because the Ioniq 6 is being sold to us as an extremely efficient EV, it's not lacking performance. Even better, that performance can be adjusted to suit your needs using Hyundai's EV Performance Tune-up system in the Ioniq 6. With just a few button clicks (and without the need for some sort of tuner like you would on your ICE vehicle), the steering effort, motor power, accelerator sensitivity, and driveline mode can be adjusted to the liking of the driver.
No, this doesn't require a special N-version of the Ioniq 6, but that's not out of the realm of possibility, according to Hyundai. You can even change how your Ioniq 6 sounds on the inside with its e-ASD. While an EV will be silent, the Electric Vehicle-Active Sound Design (e-ASD) will allow owners to tailor when its "spaceship-like" sound is piped into the cabin, and it's capable of changing based on the Ioniq 6's driving status.
Of course, Over The Air (OTA) updates are common on many vehicles today and the Ioniq 6 will be no exception save for one thing. Rather than just updating firmware and navigational maps, Ioniq 6 owners will be able to add and improve functions via OTA. Hyundai says this will "provide a safer and more convenient driving experience." When you think about it, your Ioniq 6 will be as customizable and unique as the smartphone in your hands. Sure, someone else will have the same model but not everyone will have the same apps and features.
Trashion Designer
To demonstrate the capabilities of the interior, Hyundai used people connected to the Metaverse. Yeah, kind of cringy, but hear us out. While a spacious interior should be a given on a dedicated EV platform, the Ioniq 6 will look to expand interior room for all passengers in its roughly 9.68 feet long wheelbase by using innovative seating materials. A woman that was a "trashion designer," who uses recycled materials like old fishing nets and plastics to make materials for fashion design, was shown laying back using the Relaxation Comfort Seats in the first row.
The use of high-density foam and high-strength steel frames means these optional Ioniq 6 front seats can be thin. According to Hyundai, these seats are 30 percent thinner than conventional passenger seats while still being comfortable to sit in and we can attest to that. The seats are very "Volvo-like," as one of our editors pointed out when they sat in the car. They also noted how the texture on the center arm rest and console are both visually interesting and soft to the touch. "It's almost as if it's fabric, but it's not, it's soft touch plastic," they noted.
Another scene showed off a guy who worked as a show designer that worked in the Metaverse. He was also the type of person who uses driving to get his mind clear and come up with unique ideas. What was interesting about his drive was the Hyundai's use of dual color ambient lighting. Not only are these lights capable of further interior customization with its 64 color spectrum, but it was also capable of "Speed Sync Lighting," which would change the brightness of the first row ambient lights depending on the speed of the Ioniq 6. The faster he drove, the brighter the lights became and the slower, the dimmer. Hyundai claims that this adds some emotion to the driving experience.
Power Everywhere
The final example was a woman who ran a livestream on the topic of shows and events in the Metaverse. Just a warning, that's not the last time you're going to hear about the Metaverse in this article. Anyhow, the features she used were related to the center console and the multiple power outlets within the Ioniq 6's cabin. For power, you'll get no less than four USB Type-C ports (two up front and two for the rear passengers) and a single USB Type-A port.
The front passengers also get wireless charging in the front center console area. You'll also get power outlets under the back row seat for laptop, phone, and other device charging with a 12 volt port down in the bin under the center console and a 120 volt outlet below the rear seat in the center. If you want to use your laptop inside, as our livestreamer did, the Ioniq 6's center console is also helping to redefine the work space. It's able to fit a standard laptop on the front center console without any need for special trays or transformations. The only issue is that is also where the window controls are for the front passengers, but it does at least have a huge space under it for storage thanks to its very flat floor.
Unfortunately, the rear passengers are going to need to be a little bit on the short side. While they get "tons" of rear leg and shoulder room, the headroom is just enough. "Long torsos beware," said one editor, "my hair was touching the ceiling." This is inherent to the body design for its aerodynamic shape. It also cuts into the cargo room, of which the trunk is very deep back to front and lift over height is pretty low, but it's not very tall, you'd have to lay down large suitcases flat and not on their taller edges.
The good news but bad news is that there is no spare tire, but that allows for a little bit of hidden storage under the trunk floor. The trunk lid is also powered on the upscaled trims. Another issue is the way the 60/40 split rear seats fold down. Rather than have releases on the seats so they can be reached from the cabin, the only releases are located in the trunk. You also get a two-tier storage in the "frunk," but due to its design for aerodynamics, the frunk space is smaller than the Ioniq 5. Fortunately, you do get extra pockets in the rear doors just in front of the speakers and the glovebox opens like a drawer, which should allow for a much deeper storage area there.
The Ioniq 6 is also the latest Hyundai EV to allow its owner to use the vehicle as a large, mobile generator. Just like the Ioniq 5, the 6 has vehicle-to-load (V2L) functionality and allows its owners to charge devices using an adaptor from Hyundai that plugs into the vehicle charging port. This allows Ioniq 6 users to charge devices when the power's out (hello, Texas), camping, or when just when you're doing outdoor stuff like tailgating at a sporting event.
The infotainment system will be able to work with Apple CarPlay and Android Auto and a multiple Bluetooth connection can allow two devices to connect to the Ioniq 6 at the same time. This allows you to have one phone used for calls and the other used for music streaming, for example. That music will come out of a Bose sound system with eight speakers that includes a subwoofer. Navigation is enhanced by the Ioniq 6's connected car services that helps you find chargers and plans your best route depending on its charge state. Finally, if you need to remind yourself of an idea or note, the Ioniq 6 has a voice memo feature so you can recall that in your own voice.
Color It Impressed
For the 2024 Hyundai Ioniq 6, there will be 12 colors available at launch that include Gravity Gold Matte, Abyss Black Pearl, Serenity White Pearl, Curated Silver Metallic, Noctume Gray Metallic, Noctume Gray Matte, Transmission Blue Pearl, Biophilic Blue Pearl, Ultimate Red Metallic, Digital Green Pearl, Digital Green Matte, and Byte Blue. Inside there will only be four color options: Dark Gray with light gray, dark olive green with light gray, black with pale brown, and black.
There is another reason as to why they choose to go with this "Efficient Streamliner" design on the Ioniq 6. Hyundai's design language today is like a chess set rather than Russian nesting dolls. Each model is clearly related, but not same design on a differently sized vehicle. The idea is to design each vehicle to the target customer and their lifestyle and rather than body designs, details like the pixels carryover to each Ioniq to give some brand continuity.
That pixel motif is also carried out where ever Hyundai could get away with it. It's in the lights, the fabric, and anywhere else it would work visually, even if it was just subtle. The other reason for the Ioniq 6 shape is that they already have an EV SUV in the works with the Ioniq 7, which we got a computer generated tease of during the press event. They really just didn't need another boxy, SUV-like vehicle.
Remember That Metaverse Warning…
2024 Hyundai Ioniq 6 Electric Car 11What's become common recently, despite the crashing state of cryptocurrency at the time of writing, is new cars getting NFTs. The Ioniq 6 is no different and there will be a tie-in NFT when it launches in 2023. You'd think that after the failure of the Corvette NFT manufacturers would stop this, but it appears they won't. Despite that, there are slightly more fun and interesting ideas within the whole metaverse systems out there that Hyundai participates in.
There is the extended reality (XR) content called the Ioniq 6 Digital Studio. This allows users to experience a variety of interactive content related to the Ioniq 6 through their laptops, mobile devices, virtual reality (VR), and augmented reality (AR) including the ability to use head mounted displays for both AR and VR. Quite possibly the oddest is the Roblox Hyundai Mobility Adventure tie in that exists in the Roblox metaverse. Yeah, we don't quite get that either, but there is Planet Hyundai on ZEPETO. Both experiences allow users to do virtual test drives and even experience the core features of the Ioniq 6.
Hyundai closed by saying that the Ioniq 6 will begin production in the third quarter of 2022 for the world but U.S. production starts in January of 2023. Sales will then start in Q1 2023 for the North American market. Of course, that does all depend on how the supply chain is able to serve Hyundai by that point. As the saying goes, your mileage may vary, and your order might be built at a much later date.
You may also like
Ever since the current-generation Ford Ranger landed on these shores—finally—a few years back, we've been looking abroad with some envy at the Ranger Raptor offered globally with swollen fenders, big ground clearance, and a twin-turbocharged Diesel engine with a stinking 369 lb-ft of torque. Anyone holding out hope for that particular Ranger Raptor, we're sorry—it's not coming, and it never will. But there's great news for you: the next one is. The 2023 Ford Ranger Raptor isn't only better than that old truck, it's also coming to America. And wait until you get a load of its specs.For one, that 2.0-liter turbocharged I-4 diesel is gone, and in its place is a 3.0-liter, twin-turbo V-6 worked over by Ford Performance and producing 284 horsepower and 362 lb-ft of twist. That's down a few lb-ft, but ups whopping 74 horsepower over the old truck. This performance engine features an anti-lag system similar to what is fitted to the Euro-market Focus ST. Power is channeled through Ford's familiar 10-speed automatic and a full-time four-wheel-drive system that features a two-speed transfer case. The off-road hardware is impressive. Requisite front and rear diff lockers are present, and there is a full complement of selectable terrain modes, including Baja mode for high-speed desert rips. Speaking of, the chassis has been reinforced in all the expected ways to cope with the severe stresses on the suspension of, say, hitting a medium-sized rock at 60 mph on the playa. That means that the suspension mounts are all beefed up, and some parts of the frame around the bed and spare tire well. You can see all the reinforcements in the image below, and they're not dissimilar from those in the 2022 Ford Bronco Raptor, which utilizes a similar frame.The suspension itself consists of beefy aluminum control arms up front, and a live axle with a Watt's linkage out back. Ford returned to Fox to swipe 2.5-inch Live Valve internal bypass shock absorbers to deal with wheel oscillation punishment. (Interestingly, these units are of a smaller diameter than the 3.1-inch units in the Bronco Raptor.) Ford claims that the Teflon-infused oil inside these revised shocks reduces friction—and performance-robbing heat—by 50 percent. Ford also promises better on-road comfort than the previous model. A Bottom-Out Control feature provides more damping force in the last quarter of the shock's travel, to prevent spine-rearranging slaps on the bump stops. There is some serious armor under this truck. 2.3mm steel plates protect vulnerable points underneath the front of the truck, and also protrude out from the bumper giving the truck a stylish underbite. The radiator, steering, engine sump, and differential are all protected. Most importantly, the new Ranger Raptor manages to keep the handsome, Maverick-influenced look of the "regular" next-gen Ranger intact while adding a serious dose of adrenaline. Remember, the current-gen Ranger wasn't initially designed for the American market—it was adapted after the fact from a global-market truck. And it shows. The new Ranger is a true global product, one designed with the U.S. in mind from the get-go, and we think the new Ranger Raptor shows that there was some serious forethought that went into ensuring it'd appeal to buyers on both sides of the pond—buyers that have very different conceptions of what a pickup should be. The elements you'd expect are all present—big fenders with black arch extensions, a grille with a "FORD" logo you could see from space, hood and fender blisters, and a rugged rear end with tucked up twin-exit exhausts. The loop and side rails on the bed look to us to be more of a Euro-market styling element, but perhaps that will come to us, too.The interior is much more modern than our Ranger, and obviously is very similar to the global Ranger we saw last year, with the expected Raptor touches—bright Code Orange accents, a sporty steering wheel, and bolstered sport seats.This is a good time to mention that you're looking at the ROW version, specifically the U.K. market version. Don't be surprised if there are minor variations in the American-market truck—head- and tail lamps and bumpers are often different in different markets. But it's a very close preview of what we will get, that has been loudly confirmed to the world by Ford—an American-market Ford Ranger Raptor, designed from the ground up with us in mind. That's something worth getting very excited about.
Lately, we've been crystal-balling a bit on what Honda has cooking up next, spurred on by the excellent new Civic and it's elegant, restrained, and yet dynamically excellent new iteration. We've speculated about the 2023 Accord, which we think will get a heavy redesign that take some notes out of Honda's Civic playbook. We've seen how Honda will play the split, stylistically and physically, between the U.S.-market HR-V and the Euro-only Vezel. And, most importantly, we have already seen what to expect from the 2023 CR-V thanks to a very convincing patent image leak.New DudsThe biggest changes, we expect, will grace the outside of the new 2023 CR-V—a styling overhaul similar to the one Honda applied to the compact Civic, which is mechanically quite similar to its predecessor but couldn't look more different outside and in. Based on our thoughts, the leaked patent application image (the grayscale photo below), spy photos of prototypes we've seen, and clues from existing products, we commissioned these illustrations to show you how we think Honda will redraft the CR-V.Whereas the smaller new HR-V looks a little puckish, we think the CR-V will forgo that SUV's active-lifestyle leanings for a more sophisticated look. That means slimmer headlights, an elegant grille, and lines that accentuate the extra length that spy shots hint is coming. While the current CR-V his handsome, it looks stubby and a little pinched up front when compared to our notion of where it's headed—in particular, the slim headlights and more conventional grille seem more contemporary than the current CR-V's "end of life facelift" visage.Out back, the look is a little more evolutionary, but the extra length makes the rear look a little smaller, a little more tucked in, and a little more contoured. A shapely D-pillar and a heavily sloped rear glass give it a bit of a fastback vibe, capturing some of the crossover coupe mojo that's so in vogue these days. A metallic finishing plate under the dark rear bumper adds a bit of zest.Inside, we imagine the new Civic's focus on simple, horizontal elements and interesting full-width dashboard mesh hiding the air vents will appear here. Expect an infotainment system just like the one found in the Civic, perched on top of the dash, a welcome addition as the current CR-V's screen is too small to be competitive. With that added length, an occasional-use third row may sprout in the back, giving it more ammunition to compete with the Volkswagen Tiguan and Kia Sorento. Under the HoodExpect more of the same here, with the 2023 CR-V adopting the previous models' powertrains, with the sort of moderate tweaks and enhancements the latest Civic received. That means the 1.5-liter turbocharged I-4 will return for study in most versions, and a 2.0-liter naturally aspirated I-4 should make a return in the hybrid version. It's possible a PHEV version will debut in the U.S.; a current-gen CR-V PHEV is already sold in China by Dongfeng Honda. If a PHEV version appears in our market with the new generation, expect something quite similar to the Chinese-market version's 2.0-liter powertrain and something in the neighborhood of 40-50 miles of EV-only range.Taking StockThe CR-V is near the top of a segment that is white hot right now, and has been hot for a long time. It's easy to assume that a longer, more versatile, and more handsome replacement vehicle will maintain Honda's position at the top of the heap. But the competition, particularly new models from Hyundai and Kia with bold styling and a broad range of powertrain options, makes the calculus a little harder.But let's put it another way: the CR-V has built up so much good will that it'd take a real stinker to put a dent in this SUV's appeal. We think, in this environment, the CR-V's biggest challenge will be whether there are going to be enough on dealers' lots to satisfy customer demand. It remains to be seen, though, if the additional length, potential third row, and extra heaping of content we assume will be slathered on drive the price up enough to hurt once the production shortages recede.
ford escape-plug-in-hybrid Full OverviewBefore hitting the test track, we decided to take our 2021 Ford Escape Titanium Plug-In Hybrid up to a local mountain ski resort town, mostly for the drive back. It's satisfying to watch the hybrid compact SUV's available range increase as the regenerative braking system recovers energy. The phenomenon is enjoyed frequently simply because one is on the brakes quite a lot on a winding road coming down from almost 7,000 feet of elevation.Everything was cool (excuse the pun) until the faint odor of overheating began to waft into the cabin. Our regen system was evidently working overtime, at which point we decided to let the engine and physics do most of the vehicle's slowing. Still, we managed to take the Escape's EV range from nothing to nearly 20 miles (out of 37 max) just by using the brake pedal. Neat.Fuel Economy and RangeOur Escape Titanium PHEV test model is the top trim of a three-model 2021 lineup that also includes less expensive SE and SEL trim levels. Ford also offers a standard, non-plug-in hybrid that makes the choice a little tougher if fuel economy is your main goal.The Escape PHEV returned an admirable EPA-estimated 105 mpg-e combined, which leads a burgeoning small SUV plug-in hybrid segment that includes among others the 2022 Toyota RAV4 Prime AWD (94 mpg-e combined), 2022 Hyundai Tucson PHEV AWD (80 mpg-e combined), and 2022 Subaru Crosstrek Hybrid AWD (90 mpg-e combined). Its mileage not unexpectedly surpasses the combined mpg of the regular Escape Hybrid, too, which came in at 41 mpg for the front-wheel-drive model and 40 mpg for the all-wheel-driver.Total range for the 2021 Escape PHEV is an EPA-rated 520 miles, and as mentioned earlier, all-electric range is 37 miles, which are both strong. But the 2022 RAV4 Prime—with its larger capacity 18.1-kWh battery and significantly bigger 14.5-gallon gas tank—beat that combined range by 80 miles. It also gets 5 more all-electric miles. The Escape's 14.4-kWh battery capacity and 11.2-gallon tank still help it get more total range than the Crosstrek Hybrid, which has the least amount of battery capacity of the foursome (8.8 kWh), and the Tucson PHEV, which has the smallest fuel tank (11.1 gallons).The Escape PHEV weighs at least 100 pounds less than the Toyota or the Hyundai and is only offered in FWD, two additional factors that help its efficiency—and help in other ways, as well. It gets its motivation from a 165-hp 2.5-liter naturally aspirated inline-four working in concert with an 83-hp electric motor to deliver a combined 200 hp.The RAV4 Prime and Crosstrek Hybrid have similar formulas, but the Toyota scales up while the Subie scales down. The RAV4 employs a 177-hp 2.5-liter inline-four and electric motors front and rear for a total of 302 hp and the Crosstrek uses a 137-hp 2.0-liter flat-four and two motors for a sum of 148 hp. The Tucson PHEV offers yet another method, a 180-hp 1.6-liter turbo-four for the front axle and electric motor for the rear developing a combined 261 hp. All except the Hyundai, which is outfitted with a six-speed automatic, are equipped with a CVT.What the Numbers SayBraking is one area where we see the Escape PHEV's mass working in its favor. In spite of a vague-feeling pedal, our test team found stopping power to be consistent, with the Ford SUV coming to a halt from 60 mph in an average of 123 feet, 4 feet shorter than the heavier Toyota. We have yet to receive test results for the Tucson PHEV, but a 2022 Tucson Hybrid AWD Limited we assessed averaged 129 feet.The Escape PHEV's steering was also unexpectedly communicative, especially for a modern hybrid FWD. That's where the Ford's dynamic strengths end, though."Power is just so-so, [and] as the laps added up, the [factory all-season] tires lost all sorts of grip, in both braking and on the skidpad," reports road test editor Chris Walton. Indeed, in our lateral acceleration and figure-eight tests, the 2021 Escape PHEV exhibited less grip than the 2021 RAV4 Prime and 2019 Crosstrek Hybrid, which was the last time we tested the current generation of each. As the plug-in Escape and RAV4 have similar setups and weight splits, suspension tuning and AWD traction likely also played roles.Straight-line quickness is also not the Escape PHEV's forte. It's swifter from 0-60 and through the quarter mile than the smaller, less powerful Crosstrek, but every hybrid is chasing the RAV4 Prime now. The Toyota snaps off 60 mph in 5.5 seconds and runs the quarter in 14.1 seconds at 98.7 mph, in each case more than two ticks quicker than the Escape. Our road test analyst Alan Lau put it succinctly: "[The Escape PHEV] is good off the line—and that's about it relative to the segment."What It's Like to Live WithFew shoppers will look at the 2021 Escape PHEV for driving pleasure. Practicality is the game here, and as the widest among small five-passenger SUVs, the Ford provides the most first-row space. But it's also not as long as the Tucson PHEV, which gives the Hyundai an edge in cargo space and rear passenger room.While the gas 2021 Escape is available in four trim levels, both the PHEV and Hybrid are pared to just three, the SE, SEL, and Titanium. Among the standard kit the range-topping model gets that the others don't are features like adaptive cruise control, a 12.3-inch digital instrument cluster, a 10-speaker audio system, and hands-free power liftgate. Our test vehicle also came in Rapid Red premium exterior paint and with the Premium package, which consists of embroidered floor mats, a head-up display, perforated leather, leather-wrapped steering wheel, panoramic roof, and a wireless charging pad. The 2022 Escape PHEV is a carryover except for three new exterior paint colors: Atlas Blue Metallic, Flight Blue Metallic, and Iced Blue Metallic.Poking around the cabin, we were slightly dismayed at the build quality in some spots. For sure, there is a lot of hard plastic, but that wasn't even the chintziest thing we found. The Escape PHEV's 12-volt battery is in the spare tire well under the cargo area floor and its execution seriously looks like someone did the relocating in their home garage. Furthermore, there's a noticeable gap between the steering column and the cowling beneath that's supposed to hide the wiring harness under the dash but doesn't.We might be picking nits, but if we were springing for the top model of any lineup, those are things that would give us pause. Fortunately, there wasn't much else beyond those details. The seats were comfortable, and the ride was smooth. The only way we could tell the powertrain was switching between gas and electric was by listening for the internal combustion engine's muffled hum. Otherwise, there was no sensation to tip us off.Driver controls were laid out sensibly, and the Escape PHEV's infotainment system was easy to figure out. Its automatic high-beam headlights were excellent on unlit mountain passes, and generally its driver-assist technology was unobtrusive and useful. In back, we appreciated how easy it was to fold the second-row seats and how they were nearly flat with the cargo area floor when folded.Before we handed the Escape PHEV's keys to our test team, we also went through the process of charging it up to see what that was like. It offers both Level 1 110-volt charging from a standard house outlet and Level 2 240-volt charging, which works with a high-output outlet like ones used for larger household appliances. We found a Level 2 public charger nearby, and after leaving the Escape plugged in for a tad over three hours, we got back 32 miles out of 37 in EV range.Had we left it plugged in for the full 3.5 hours we likely would've gotten a full charge. For comparison, Toyota claims its RAV4 Prime can charge in as quick as 2.5 hours on a Level 2, while both Hyundai and Subaru say the Tucson PHEV and Crosstrek Hybrid, respectively, can get a full charge on a Level 2 in about two hours.PricingThe base model 2021 Escape PHEV SE stickers for $34,320 and the Escape PHEV Titanium starts off at $40,130. When we added the $395 premium paint and $2,500 Premium package, that figure rose to $43,025.With the cost of the add-ons on our tester, the Escape PHEV still comes in under the range-topping 2022 RAV4 Prime XSE, which retails for $44,340, and the 2022 Tucson PHEV Limited, which retails for $43,775. At $36,770, the smaller 2022 Crosstrek Hybrid, which is offered in just one trim, undercuts them all except the base Escape PHEV SE, which is thousands less.VerdictThat trip up and down the mountain highlighted the plug-in Escape's strengths like its chassis' spryness and smooth ride (provided you don't push it too hard), its passenger space, and of course the strong fuel economy that a hybrid can return. Less impressive were its quickness past the launch, limited cargo space, and ubiquitous interior plastics.At its best, the Escape PHEV is the smart choice. You're saving money both on the front end and over time. It gives you everything you need, and on the range-topping Titanium considerably more. And as strange as this sounds, it's available all over the country (unlike the Subaru Crosstrek Hybrid, which is sold for dealer stock only in California at this time).But while the 2021 Escape Titanium PHEV is good in the areas that count, there is little to no premium-ness to this top trim. Even its jellybean shape is uninspiring and could use some harder edges. It's almost unfair that something as dynamically superior as the RAV4 Prime is in the same segment.That said, we don't think track testing results will make a ton of difference to most hybrid compact SUV shoppers. We do think a good deal will. And at the end of the day, if you're here to party in your small crossover, you better be ready to pay for it.Looks good! More details?2021 Ford Escape (FWD Titanium PHEV) SPECIFICATIONS BASE PRICE $40,130 PRICE AS TESTED $43,025 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE 2.5L port-injected Atkinson cycle DOHC 16-valve I-4, plus permanent-magnet elec motor POWER (SAE NET) 165 hp @ 6,250 rpm (gas), 83 hp (elec); 200 hp (comb) TORQUE (SAE NET) 155 lb-ft @ 4,500 rpm (gas) TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,974 lb (58/42%) WHEELBASE 106.7 in LENGTH x WIDTH x HEIGHT 180.5 x 74.1 x 68.6 in 0-60 MPH 7.7 sec QUARTER MILE 16.0 sec @ 91.6 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.79 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.60 g (avg) EPA CITY/HWY/COMB FUEL ECON 29/36/32 mpg (gas) 117/93/105* mpg-e EPA RANGE, COMB 520* mi ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All
0 Comments