2011 Hyundai Sonata Hybrid First Impressions

[ahmed_7erzon]

Sometimes it’s better not to be first. Just ask anybody who has had to jump out of a WW II foxhole.

Hyundai’s late entry into the North American midsize hybrid market, with its just-released 2011 Hyundai Sonata, allowed it to see how the early combatants fared, and allowed it to utilize the latest and greatest battery technology.


Lithium polymer battery pack
The Hyundai Sonata flaunts the world’s first automotive application of a lithium polymer battery pack; developed with its battery partner and fellow Korean company, LG Chem.

Its advantages over the nickel metal hydride battery packs in other midsize hybrids are many: more efficient; more compact; lighter; better cooling properties (requiring only air cooling, instead of heavier liquid cooling).

Unlike nickel metal hydride cells, or even lithium ion cells used in computers, which are cylindrical in shape, lithium polymer cells have a flat rectangle shape like a thin stack of paper. Seventy two of these rectangle cells are wired in series to produce a 1.4 kilowatt-hour battery back weighing just 94.9 pounds (versus 123.9 lbs for the pack in the Camry).

Designed for drive-ability
Hyundai notes that consumer research revealed that current hybrid drivers weren’t all that thrilled with the driving feel of their vehicle’s CVTs (continuously variable transmissions), with their highway fuel economy numbers, and with the top speed of the EV mode.

To address those issues (and others), Hyundai decided on a different “transmission” layout. Both Ford and Toyota employ a “power split” configuration: a gas engine hooked up to a CVT; the electric motor tied to the sun gear of the CVT's planetary gear set. Net result: electric motors spin higher than they would like to under some conditions (inefficient); and the top speed of the EV is limited (usually to below 60 mph).

In contrast, Hyundai basically stuck the electric motor where the torque converter would be in their new, conventional, and developed-in-house six-speed automatic transmission. An electronic clutch can engage and disengage either the gas engine or electric motor, to ultimately net three different modes: electric only, gas only, both gas and electric.

The set up also allows Hyundai to mix and match different sized engines and transmissions for future hybrid applications.

To complete the hybrid powertrain, Hyundai re-designed the 2.4-litre I4 to run on the more hybrid-appropriate “Atkinson Cycle.” It produces 166 hp and 154 lb-ft of torque.

The electric motor produces the equivalent of about 40.2 hp.

Each journalist on this press launch had about 75 miles of wheel time. The prevalent feeling I came away with after my run, was how “conventional” it feels.


The coupling and decoupling of the two power sources are almost imperceptible to the driver, especially if you drive “normally,” as if you didn’t give a rat’s posterior to when or how often the EV mode was engaged.

For one thing, you don’t get the “push in the back” feel you get when the electric motors in other hybrids suddenly kick in to help with passing manoeuvres. The drone of a CVT is also absent.

Most of the time my driving partner and I were just grooving on the non-hybrid aspects of this Sonata, namely its cool styling, and comfy interior resplendent with great fit and finish and all the gadgets one could desire.

Even with a combined output of 206 horsepower, this car doesn’t feel especially spunky, particularly as we drove it back to back with the 274-hp Sonata Turbo, which is actually spunky rich. But it has more than enough power for its intended purpose.

The upshot of having such a seamless transition between gas and electric power is that it’s harder to get acclimatized to how to maximize your EV time and consequently your fuel economy — if you’re into that.

The gauge beside the speedo is supposed to help you with that, but we found it just seemed to react to acceleration. (Should have read the manual). The vehicle also assigns you an EcoScore, via a display between the two gauges, to know how you’re doing over longer periods of time.

You can run on electric power on the highway, as advertised, but only, it seemed, when we were decelerating or coasting. But over time that would certainly contribute to a lot of fuel savings.

The hybrid is rated at 5.7 L/100 km city, 5.4-litre Highway.

Another aspect that Hyundai felt it could improve upon, compared to the competition, is make the hybrid model more visually distinctive within its stable-mates.

On the exterior you’ll find pieces designed to lower aerodynamics and make the vehicle look more high-techy, such as new front fascia, LED daytime running lights and taillights, a “squared off” rear section, and requisite Hybrid and Blue Drive badging.

The hybrid has an impressive coefficient of drag factor of .28, which gets lowered to an even more impressive .25, by the Active Air Flap; it closes an opening in the lower grille area, whenever the engine doesn’t need maximum cooling.

Hybrid models are also fitted with low-resistance tires.

Inside you'll find the aforementioned new IP cluster, more brushed aluminum trim, optional panoramic sunroof, and a hybrid technology display for the optional navigation system.

High End Package
While prices will only be announced closer to the Canadian launch date, (which is actually a fair way off in January), Hyundai executives said to expect a starting price somewhere in the low thirties.


That puts the Hybrid at the top end of the Sonata food chain, even above the just announced Turbo models. Like the Turbo models, Hybrid will be available in only two, high-equipped models: Hybrid and Hybrid Limited with Nav. In addition to the nav system, the latter model also throws on rear backup camera, leather seats, heated rear seats and 17-inch wheels.

Niche Future?
How many of these wonders of technology and fuel efficiency does Hyundai expect to sell each calendar? How about 300 to 500.

Seems like a small number, but it corresponds to how hybrids variants have fared in the overall midsize segment.

Currently Camry, Fusion, Malibu, and Altima, are all available with hybrid versions, where they comprise only three per cent of overall midsize sales. (Four-cylinder midsizers dominate with a 71 percent share, while six-cylinder midsizers account for the remaining 26 percent).

The line on why they remain a niche product is that fuel prices are still too low — that consumers are making calculations on how a hybrid’s higher initial costs will be offset by a hybrid's lower fuel consumption over an expected period of ownership.

While lots of buyers seem always willing to pay a premium for style, power, luxury, brand, etc., there seems to be no “mass” willingness to pony up for the ability to make a smaller carbon footprint. At least not yet.