Hyundai’s surprising hybrid
Second-generation Sonata Hybrid looks and drives just like its conventionally powered sister sedan
LOS ANGELES— Perhaps the best thing about Hyundai’s latest hybrid Sonata sedan is you don’t even realize it’s a hybrid when driving it.
Most people don’t care about hybrids, after all. Car buyers think of them as a luxury, because they cost more than conventional vehicles, and they’ve wised up to thinking they’ll save money in the long run. Most will probably break even after about eight years, weighing the higher price against their fuel savings.
Last year, hybrids and electric cars accounted for only1.2 per cent of all vehicle sales in Canada. Cheaper gas over the winter dropped that figure to just 0.95 per cent so far this year.
The brutal truth is, most car buyers just don’t care enough about the environment to pay for it.
On the average buyer’s list of priorities, Hyundai’s market research shows “environmentally friendly vehicle” to be No. 27, behind “towing capability” and “brand image/prestige.”
Value for money is the main thing, as well as reliability, price and fuel economy. The top concerns will always be about the cash.
However, automakers have strict government targets to meet for improved fuel consumption over the next few years.
They continue to pour their considerable resources into vehicle development, creating such wondrous cars as the Sonata Hybrid and its sibling, the Plug-in Hybrid.
There’s no grabbing brake system on the second generation of the Sonata Hybrid and no whining, continuously variable transmission — just a slightly different set of bumpers and a new front grille among the design differences, three centimetres longer, three centimetres wider, a few discreet badges and better fuel consumption.
There’s a reason for everything, of course.
The grille is different because it includes air flaps that close, depending on speed and temperature, which reduces the wind drag.
The bumpers and a slim rear diffuser over the trunk make the car more aerodynamic — so much so that its co-efficient of drag is 0.24, which is as slippery in the slipstream as a Tesla Model S at three times the price. That’s better than a Toyota Prius, better than a Nissan Leaf; better than any of its competition, says Hyundai.
The maker hasn’t announced pricing yet for the new Sonata Hybrid, because it won’t come on sale till mid-summer. Our Canadian dollar is still fluctuating against the currency in Korea, where the hybrids are built, and the U.S. dollar, where the conventional Sonatas are built.
Hyundai does acknowledge the new hybrid will cost “a little bit more — a slight increase” over the current price of the first-generation hybrid, which starts at $28,499 and rises to $34,499. That’s a premium of at least $4,500 over the conventional Sona- ta. It’s also the official MSRP, and Hyundai’s already offering at least $2,000 off that price to clear those older hybrids from the lots.
They’ll need the discount, too, because the new hybrid is significantly improved. Its official fuel consumption is about10 per cent better, from a combined rating of 6.3 L/100 km for the previous car to a combined rating of 5.6 L/100 km for the base model of the new car. The two higher-trim levels are heavier and get a 5.8 rating.
These are realistic figures, too. I drove without caring for economy in both city traffic and open interstate and saw a consumption of 5.9 L/100 km. Others drove more economically and consumed as little as 4.9 L/100 km over the half-day excursion.
The drive mode can be set to Eco, Normal and Sport, allowing quicker shifts and a more responsive gas pedal. Total fuel saving is about 5 per cent if you drive on Eco, compared to driving on Sport.
The conventional Sonata returns an official combined fuel consumption of 8.4 to 9.1 L/100 km, depending on the trim level. How long will the hybrid’s saving in fuel take to justify the extra expense? You do the math.
The new hybrid’s better consumption is thanks to a smaller, more efficient 2.0L direct-injection engine (the old engine was a multi-point-injection 2.4L) that makes a little less power and torque than before, but is combined with a smaller, lighter and more powerful electric motor. The hybrid battery is 19-per-cent more powerful.
The battery packs are also flatter and easier to package, so they’re stored in the area under the rear cargo space. Previously, they took up room in the cargo space itself. There’s now an extra 100 litres of space for passengers and cargo. Hyundai says its 3,384 litres of total interior volume is more than 100 litres larger than the competition of the Toyota Camry, Honda Accord and Ford Fusion hybrids.
If you want to pay for the options in the higher trim levels, pretty much anything is available, from a panoramic sunroof to xenon HID headlights and forward collision warning. The base model is well-equipped, however, including blind-spot detection, a hands-free-opening “smart trunk,” heated front seats and a heated steering wheel as standard. But how does it drive? That’s the beauty of the new Sonata. It drives just as you would hope for from a conventionally powered midsize sedan.
It’s comfortable, quiet and smooth with a surprisingly refined cabin. It’s not particularly powerful, making a total of 193 hp, but it kicks down confidently between the gears when you need acceleration.
The Sonata Hybrid is unusual among its competition for being the only mid-sized hybrid with a sixspeed automatic transmission. All the others use belt-driven Continuously Variable Transmissions. They’re usually more efficient, but Hyundai has little experience with CVTs and prefers automatics across its fleet.
It’s stronger than before, too. More than half of the structure of the new Sonata Hybrid is made from highstrength steel, which makes the car 41-per-cent stiffer. This improves handling, but there weren’t any convenient canyons between here and San Diego to test this out.
Not to worry — that’s not the intent of the new Sonata Hybrid. It’s accommodating, pleasant to drive and will probably be good value for money. The fact that it cuts right back on fuel use and helps the environment is a bonus. How much of a bonus will depend on your priorities.
Hyundai’s newest hybrid sedan is so clever, it also wants to teach you to be a better driver. There’s a display in the centre of the instrument cluster that tells you how much of your driving is normal, how much is economical and how much is “aggressive.”
The Driving Style Guide is one of seven different displays you can choose, including conventional readouts of mileage and temperature. Hyundai hopes it will teach drivers to be more economical behind the wheel.
The system measures the driver’s use of the throttle and brake pedals to determine how smooth the inputs are, then reports back on the screen to rate the drive.
Hyundai says its new Sonata hybrid will have a range of about 8.7 per cent in fuel economy, depending on whether the driver is considered aggressive or economical. The previous generation has a range of about 13.5 per cent in fuel usage.
There is also a Coasting Guide, available with models equipped with a navigation system. This knows what curves and hills you’re approaching and will advise the driver when to let up on the throttle and allow the car to coast, using no fuel.
Judicious use of the Coasting Guide should make driving smoother, with less last-minute braking.
In practice, I couldn’t get the system to work on my test drive and neither could the Hyundai rep, but the vehicles were pre-production and may not have had all their bugs worked out.
If it does work, though, it’s a remarkable technology. If it makes drivers smarter and more aware, that can only be a good thing. Mark Richardson is a frequent contributor to Toronto Star Wheels. To reach Wheels Editor Norris McDonald: nmcdonald@thestar.ca