raadsel

While Hyundai/Kia had issues with their dual clutch initially, when first introduced in the Veloster, they seem to have fixed the issues. It is expected that it will work even better in the hybrids, as the electric motor will be used to prevent the roughness that DCTs typically have starting from a complete stop. I'm not sure how but Hyundai seems to have avoided many of the issues Ford had (both automakers were using dry DCTs). They've also avoided most of the issues that VW experienced, though VW is using a wet DCT (likely to allow using the DCT with higher performance engines), which has higher maintenance costs. I suspect Hyundai's success is based on focusing solely on making a reliable DCT, rather than try to develop a CVT. By contrast, Ford worked on creating both CVTs and DCTs and, I suspect, were less successful with the DCT because of the split focus -- particularly as they found more success with CVTs.

I'm taking my car in to get this done on Monday. Anything I should do to prepare the car; for example, should I empty the center console (do they need to remove it)? Additionally, is there anything I should ensure is correctly reassembled/working correctly before leaving the dealer? Hopefully this will go smoothly, the dealer claims to have the parts.

If they really do get rid of the C-Max, I would hope they at least come out with a hybrid version of the Ford Escape, as a "replacement."

I have to agree with this. Kia/Hyundai seems to be doing something really smart here; they have the Hyundai Ioniq which seems to be targeted directly at the Prius, they also have Kia, using the same powertrain and frame, making the Niro, so they also have a CUV styled vehicle. I'm really interested to see the final EPA numbers, the driveability/comfort of these cars, and the final price. Additionally, it seems like they may have intentionally styled the Ioniq to look "normal", for the people who don't want to shout, "I'm driving a hybrid" -- particularly since most of those would likely buy a Prius anyway, as a status symbol. I suspect my next car may end up being a Kia Niro.

While I do blame the dealer, I also think she should have immediately driven the car to the dealership -- showed them the issue in person. Once they saw the issue in person, they would not have been able to deny that the car was not turning off.

Apple's CarPlay does not require the phone to be plugged in, CarPlay will work over Bluetooth. Android Auto still requires it to be plugged in via USB. In both cases, my understanding is that you can't use the screen of your phone while it is connected to your infotainment system -- that is intentional to keep people from using the physical phone while driving.

While I understand, the fact remains that a car -- particularly with limitations on the shape, both to provide a roomy interior and good handling on the road -- really limits the height a car can be and still maintain a low Coefficient of Drag. To make height not a factor you would likely have to do things that would make a car impractical for a person to drive, much less want to buy.

It is obviously lower, it has to be to get the 0.24 Coefficient of Drag, which means both sitting lower and having less headroom. It will be interesting to see what kind of power it has, though it will have less than the C-Max, it will be more interesting to see how it compares to the Prius in terms of power. OTOH, I'm guessing that some of the reviews will claim it is "more fun to drive", even than the C-Max, because of the DCT rather than the eCVT. It will also be impressive if it can actually get the 57 mpg Hyundai is claiming. Kia is making a more direct competitor for the C-Max, the Niro, built off the same powertrain and chassis, there is a thread on the Niro here. The Niro is shaped, and appears to have similar interior and headroom to the C-Max but still get 50 mpg based on Kia's claims. It won't be available in the US until early next year, it will be interesting to see what the final version looks like and the specs. As for cold-weather; they both will likely work similarly to all hybrids, where fuel economy suffers. Though Hyundai does (at least from what I've seen) a better job of closing off their engine compartment to keep the engine warm -- and the thermal efficiency Hyundai is claiming for this power train may help. Regardless, you'll still have a cold weather "penalty."

CleanMPG has a couple of videos on the Ioniq from the New York auto show, the second an interview with Micheal O'Brien, Hyundai America's VP of Corporate and Product Planning. The hybrid will have a 1.6L,104 HP ICE and a 43 HP electric motor, combined with a 6 speed DCT; and the electric motor in the plug-in is upgraded to 60 HP. The electric version will be 120 HP electric engine and will be able to fast charge the battery to 80% capacity in 20 minutes. Apparently Hyundai is expecting 57 mpg combined fuel efficiency from the hybrid, more than a 25 mile range with the plug in hybrid, and 110 miles of range (or greater) from the electric. Looks like it will be a hatchback, design very similar to the Elantra but with more aerodynamic styling, with 0.24 coefficient of drag. No pricing is available yet, though the Hybrid and Electric version are expected by the end of the year, with the plug-in hybrid in the spring of next year. https://www.youtube.com/watch?v=1fatpoANucw&ab_channel=CleanMPG

The charging cable is more or less "under" the driver's seat. Go to the back seat on the driver's side and there is a cover you can lift off the floor for a small storage area that stores the cable. You can also find a digital version of the owner's manual here.

I agree, it shouldn't be black only. OTOH, they should offer a "Model T Black" version.

I think the real trick would be staying below 25 mpg for a mile. ;)

I believe some claim that there mpg numbers are the same but I'm finding my numbers are about 2 mpg less than the car displays.

Congrats! Hope you enjoy yours as much as I enjoy mine.

I just don't see the advantage of using Premium. While it does appear that it will slightly improve fuel economy, I'd lose more money buying the premium gas than I save with the improved fuel economy. It would appear, based on my last tank, I'd pay about 42 cents a gallon more, but only save about 10 cents per gallon from the extra mpgs. If you want to experiment, I don't see where it would do any damage to your car.

The big difference between Ford and VW is in breaking the law. From the evidence provided, Ford made a technical mistake when it tested the Fusion, resulting in false numbers. You can argue if that is actually true but, from what I've seen, there is no evidence that Ford intentionally inflated the numbers. In terms of the C-Max, Ford took advantage of a legal loophole; where the EPA allows you to use the results from another car with the same powertrain -- without being required to take in the aerodynamics of the two vehicles. As such, no law was technically broken and Ford never had to pay an EPA fine -- instead, Ford's issue was solely with "false advertising", and this is why they paid off people who bought the car, thinking it would get better mileage. By contrast, there is evidence that VW actually conspired to cheat on the EPA testing. This is why they are in such trouble and are facing such a large fine. Though the $18 billion is the maximum fine; the EPA is not required to fine them the maximum. Also, this thread appears to show that the EPA is trying to work with VW to find alternatives to the fine, particularly alternatives that might help counteract some of the ecologic damage the cheating caused. In the meantime, VW is being damaged by not being allowed to sell diesel cars in the US, as well (I believe) as having some new diesel cars sitting in "storage" (on VW corporate lots, such as at the Port of Houston) for several months. Any settlement with the car owners is technically separate, though likely the EPA may make concessions based on reimbursements VW agrees to make to owners of the affected vehicles. At this point, from information released by VW, it appears that the Passats will likely be fixed easily, as well as the 2015 Jetta/Golf models, as these cars had urea systems built in. If I understand correctly, the fix will be primarily a software fix. The latest news for the remainder of the effected cars -- those without a urea system -- is that VW will need to buy them back, the cost and issues caused by trying to install the urea system is greater to VW than simply buying the cars back. The issue, of course, is what kind of money they will give the owners of these cars in compensation. What I've seen projected is "fair market value" for the cars, and then a rebate/cash allowance if they purchase a new VW. As for those vehicles VW will fix, I'm not sure what incentive VW may give, or various states may force, to get VW owners to fix their current vehicles. It wouldn't surprise me if VW automatically installs the update on any car that comes into their service centers, without asking the owners for permission, at least so long as it isn't a major fix (takes less than an hour to install). My impression is that the fix, on cars with urea system, will not greatly effect the performance of these cars. It may be considered inconsequential enough that, short of VW installing the update on any car they service, owners will not be forced to have their cars updated. My guess is the emphasis will be on buying back all the cars without urea systems, and that those cars will no longer be allowed to be licensed in the US after the VW buyback is "complete."

I guess I'm going to be tempted, though I will wait for the price to drop on eBay. I drive a road occasionally that isn't on the A6 chip, so it would be nice if it included that road. OTOH, since I have an A6, my plan had been to wait for the A8 to be released. One other option that might interest some here, as well, is you can get the B7 (I assume it is released, or will be soon) instead of the A7. The difference is that instead of Canada, you get the maps for Mexico and Central America; both have the same maps for the United States.

I've not followed closely but your last paragraph seems right to me; what I last recall hearing is that VW has found the fix for the vehicles without an urea system as too expensive to repair. Instead, it sounds as if VW is planning on "buying" those cars rather than trying to repair them. It would make sense for VW to delay that as long as possible, as miles are added the buy back price will drop.

I don't think the EPA actually can dictate where cars are built. I'm sure what is being talked about here is that VW is looking for alternatives to paying billions of dollars in fines; I've seen estimates that the possible fines are as much as $18 billion. Since it is questionable that VW could afford to pay that kind of fine, particularly with what they will also need to pay to fix the diesel cars they sold (and settle lawsuits with the owners of those cars), I'm guessing this is a deal the EPA is offering. It allows VW to not go bankrupt or be crippled by the huge fines, with the idea that electric cars and charging points helps alleviate some of the environmental damage done by their dirty diesel engines. It also still "pays" the US in terms of jobs, taxes, etc. created by the factory updates, to build the EVs, and additional cars built in the US.

I had thought of that, and there is also AAA. Just sad that you need to purchase a separate roadside assistance package to ensure you can get the car taken care of on the weekend.

Thanks for explaining. Though that seems more like an excuse, rather than an actual reason. Obviously other automakers (such as Kia) can but the HVB under the rear seats and still have the seats fold forward. OTOH, that is clearly an advantage to designing a dedicated hybrid, rather than trying to fit a hybrid system into an existing model.

I don't understand what you two are talking about. From what I saw the Niro does have seats that fold down and that it doubles the cargo capacity (from over 25 cu. ft. to over 50 cu. ft). Are you claiming the seats don't go completely flat, instead sitting at a slight angle; that the seats aren't flat with the load floor, likely because of the battery underneath the seats; or do you mean something else?

That is a minor complaint I have against the Ford Roadside service. I wish they would give you the option of choosing where you want to go for a flat tire, rather than automatically sending you to a Ford dealership. On a weekend, it definitely can make the difference between having your car (at least within a day) and being back on the road vs. having to wait for Ford Service to open again on Monday morning (or Tuesday if a long weekend).

I'm sure they will have a way to jump start despite the lack of the 12V battery. I'm guessing it will have terminals under the hood, kind of like we do in the C-Max, just that theirs won't connect to a 12V battery. My best guess is along the line of what SnowStorm speculated, that there will like be a cell (or cells) that act as a 12V battery. I'm guessing they are now confident in the life span of the LiPo battery is such that they believe this cell will last the life of the car (or at least as long as the HVB). Also, to create the HVB they string individual cells of lower voltage in a series, so that the cells working together create the high voltage. So, you could have a one or a few cells, connected separately from the main HVB, so that it creates a 12V battery. In fact, even if this battery fails, it may not be significantly more expensive to replace -- especially if it actually does have a longer lifespan -- than a traditional 12V wet battery.

A few answers, from the little I know: 1. No, HUV appears to be a term the US EPA has used, as well as car manufacturers. 2. Kia/Hyundai have been using a traditional automatic transmission (and 2 electric motors) in their current hybrid systems (largely the Optima/Sonata hybrids). I'm guessing they are using the DSG to get a bit more efficiency from the transmission. 3. I'm not sure that it makes a difference to most people; though I've seen speculation (at least by auto reviewers) that the majority of the public prefers the sound of having gears, if for no other reason than it is because it is what they are used to. I have to say, having owned my C-Max less than a year, that I'm still not used to some of the odd whines I hear from the CVT. 4. I believe that technically isn't an acronym, since "TMED" doesn't really make a word. It is really more of an abbreviation. 5. Not sure what I can say to this, other than the height on the Niro is allegedly a couple of inches taller than the C-Max. I've also now heard reported that the Niro will have just over 25 cu. ft. of cargo space, so only slightly more than the C-Max. OTOH, it appears the rear hatch is indented at the top (somewhat like the Prius), so it likely has a fair amount more cargo space under the tonneau cover, but the rear hatch intrudes on the upper cargo area. 6. My experience with the active noise cancellation seems to be quite mixed. There are times it seems like the active noise cancellation actually makes the noise worse (as others have complained about here). I actually prefer the idea of more noise insulation -- though it will be interesting to see how they do. The problem is that noise insulation adds weight to the car, so it would be hard to add much to a car where you are intentionally trying to keep the weight down for fuel economy purposes. I've added a bit more, from the Autotrader first drive of a pre-production vehicle, below. 7. Better placement of the battery is definitely one of the advantages to a dedicated hybrid. OTOH, I have a hard time seeing why Ford didn't stick the C-Max battery under the rear seat -- that area seems largely unused on the C-Max. 8. I don't think anyone here sees that lack of 12V battery as an issue, and there do appear to be several advantages, just that we are interested in how they are doing it. As you point out, it makes sense to have a dedicated portion of the HVB, to prevent draining of the full HVB if something is causing a drain or the car sits idle for an extended period. It also raises issues of inefficiency, since you are constantly having to convert the high voltage from the battery down to 12V to run most of the cars accessories. 9. It sounds as if the tech will be quite good on this car, at least on the fully equipped model. Hyundai/Kia do have the auto emergency braking, as well as the adaptive cruise control that works down to a complete stop.I believe Kia currently only has a Lane Keep warning, though the mentioned this car will have Lane Keep assist; it will be interesting to see if it actually does actively keep you in your lane (such as the Fusion does). 10. From what I saw, this car will not have a Pano roof, only a standard sized sun roof. In some ways that is a shame, as Kia has some nice Pano roofs in their vehicles -- though I'm guessing they might not have included it to help keep the weight down. Last, it is expected that the Niro will have a BEV model, though I don't believe it has been announced. Just that Hyundai recently announced their dedicated hybrid model (same frame and powertrain but a sedan), the Ioniq, and announced there will be both a BEV and plug-in hybrid versions. As for fuel economy, Autotrader apparently drove a pre-production Niro back in November and got 44-46 mpg in their test drives; they mention they believe the Niro is capable of getting a legitimate 50 mpg in EPA testing. They said that the one drawback was that the ride was overly firm, more like a sports car; though Kia responded that they hadn't tuned the suspension on the car yet. Since they did not mention cabin noise as a drawback, I would assume Kia has done a good job with noise insulation. It will be interesting to see what reviews say when the car is released. It is supposed to be released in the US in January, though apparently it will be released in Europe in late summer.