Sometimes, the Ioniq Hybrid moves solely by the 43-hp electric motor on the nose of its six-speed DCT as the decoupled engine awaits summoning (which is longer than you’d expect because its 1.6-kW-hr lithium-ion battery, nestled next to the fuel tank under the rear seat, is twice the size of the Prius’ li-ion pack). If your right foot requests more, a starter fires the engine, swelling its rpm to seamlessly match the e-motor’s spin to which it seamlessly clutch-couples. The acceleration experience here is entirely different than a Prius’—and there are plusses and minuses. Although the Toyota’s CVT solution is more fluid and graceful, the Ioniq’s six stepped gears make it react quicker and evades the CVT’s notorious disconnect between throttle motions and engine noise (plus allows the electric motor to be smaller). It certainly feels more conventional. Only once, during a long, multisecond throttle-foot stomp, did a harsh gearshift appear, raising an eyebrow. Otherwise, during normal driving, Hyundai’s software seems spectacularly adept at choreographing the otherwise unruly ballet of automated clutching and rev-matching.
Hyundai Ioniq forum members will find the full article here: http://www.motortrend.com/cars/hyundai/ioniq/2017/2017-hyundai-ioniq-hybrid-and-ev-first-test-review/