 2011 Hyundai Sonata Hybrid. Click image to enlarge |
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Review and photos by Jil McIntosh
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2011 Hyundai Sonata Hybrid
Any time I’ve taken on a hybrid as a test vehicle, I’ve all but felt that it’s been wasted on me. I live in the country, while these are cars best suited for the city: their best fuel mileage comes from their ability to run on electricity alone at lower speeds and to shut off their gasoline engines when they come to a stop. That’s far less likely to happen on a rural road where speed limits are higher and stop signs can be many kilometres apart.
What’s changing hybrids, and rapidly these days, are advancements in battery technology. It’s the science behind the all-new-for-2011 Hyundai Sonata Hybrid, which uses the industry’s first application of a lithium polymer battery. Thanks to this lighter, smaller energy storage unit, I was able to run on electricity alone numerous times at speeds of up to 100 km/h. While it’s also a natural for city dwellers who want a midsize hybrid, the Sonata Hybrid could well open the battery-powered door to those who live in less-congested areas and, up until now, didn’t really get the maximum benefit out of the extra money spent on a gasoline-electric hybrid.
 2011 Hyundai Sonata Hybrid. Click image to enlarge |
Based on the conventional Sonata, itself redesigned for 2011, the Hybrid’s system was specifically designed to meet the needs of commuters – the company says that, in the U.S., more than half of all driving is on the highway. Unlike most hybrids, the Sonata gets better published fuel economy on its highway numbers than on its city figures. Officially, that’s 5.5 L/100 km (51 mpg Imp) in the city and 4.6 (61) on the highway. I got 6.9 (41 mpg) during my week with it – nowhere near its published figures, but not bad for a midsize sedan in the real world. By comparison, the conventional Sonata with 2.4-litre four-cylinder is rated at 9.4 L/100 km (29 mpg Imp) in the city and 5.7 (50) on the highway.
The Sonata Hybrid uses a 2.4-litre four-cylinder with Atkinson cycle that makes 169 horsepower on its own, and a combined 209 horses with assist from the electric motor, along with 156 lb.-ft. of torque. Unique in its segment is its transmission: while its competitors use continuously variable transmissions (CVTs), the Sonata runs a six-speed automatic transmission, with the hybrid motor built in and an electric oil pump replacing the torque converter. It’s intended to give a more conventional driving feel, which will benefit drivers who don’t like the gearless operation of a CVT. Hyundai also says that it’s a less expensive and less complex unit than a CVT.
 2011 Hyundai Sonata Hybrid. Click image to enlarge |
Starting at $29,999, with an available Premium Package that takes it to $34,499, it’s also the least expensive among its midsize hybrid sedan competitors. The Camry Hybrid starts at $31,310, the Ford Fusion Hybrid at $34,199, the Nissan Altima Hybrid at $33,398, and the Lexus HS250h at $40,850. “The Kia Optima Hybrid, the Sonata Hybrid’s sibling, also starts slightly higher at $30,595.”
The lithium polymer pack is lighter, runs cooler (excessive heat is the deadly enemy of hybrid vehicle batteries), holds its charge longer and, according to Hyundai, is good for at least 240,000 kilometres. About its only drawback is that its vent runs straight up between the rear seats and the trunk. While there is a small pass-through, the rear seats can’t be folded to increase the cargo area, which is already only 303 litres to the regular Sonata’s 464-litre trunk. A plug-in version is in the works, but for now, the Sonata Hybrid charges its battery itself, using regenerative braking and the engine’s power.
While the published fuel figures don’t look as impressive as those from smaller hybrids such as the Prius, the Sonata Hybrid outperforms most of its midsize competition at the pumps. Only the Ford Fusion Hybrid gets better city mileage, and nothing beats the Hyundai’s highway rating.
