2013 Hyundai Sonata Hybrid First Drive

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Hyundai's first stab at a hybrid didn't impress us much when we compared it with theToyota Camry Hybrid. On paper it looked like the Koreans had taken a shortcut or two. While Toyota (and Ford) connects a four-cylinder engine and two electric motors to a dedicated planetary CVT, Hyundai kind of just replaces the torque converter in its six-speed automatic with an electric motor, and adds a beefier starter/generator. Sure, the main motor can decouple from the engine and drive the car by itself, but somehow the transitions between driving modes were not as transparent and undetectable as we hoped, and the brake pedal feel as regenerative electric braking gave way to friction braking was kind of a mess. (Hyundai wasn't alone in this -- lots of companies take multiple swings at hybrid braking before connecting with a decent system.) And of course, like a few other Hyundais, it fell farther short of its EPA test numbers than its competition when we gassed up at the end of our drive.

Well, Hyundai's hybrid engineers sharpened their pencils and went back to the drawing board, and the resulting 2013 model represents a noticeable step forward. Of course, last year when errors in Hyundai's fuel-economy testing were discovered, many of its cars' ratings were lowered. The Sonata Hybrid's city/highway figures dropped from 35/40 to 34/39 mpg. (Our 2011 comparison-test car averaged 27.0 mpg when driven nose-to-tail with the Camry, which averaged 36.9.) Changes made for 2013 elevate the Sonata Hybrid's EPA figures to what we're promised will be a much more achievable 36/40 mpg.

So what are the changes? Well, the Atkinson cycle the engine operates on has been further optimized, resulting in a slight drop in output from 166 to 159 hp (peak torque is unchanged at 154 lb-ft). Covering for this slight loss is a beefed-up traction motor that now kicks out 47 hp, up from 40. Combined output is rated at 199 hp, down 7 on paper, but we're told it's a more realistic figure and that overall performance and acceleration feel has improved.

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Of course, an electric motor can only work as hard as the battery supplying it, and the 1.4-kW-hr lithium-polymer pack has been redesigned and repackaged to deliver 34 percent more power (47 versus 34 kW) and to recover more braking energy more quickly. This repackaging also lowered the weight by 5 pounds (to 91), and reduced its intrusion into the trunk, leaving 12.1 cubic feet, up from 10.7.

The upshot: Now the Sonata can spend more of its time driving in pure electric mode, including "sailing" at speeds up to 75 mph -- especially when operating in Blue Drive mode, selected via a steering wheel switch. Like any other Eco switch, it dulls throttle response and optimizes shift scheduling for peak efficiency. I managed to accelerate to just over 30 mph in pure EV mode (for which there is no button -- you just have to drive gently), but that'll only happen in funeral processions or with nobody on the road behind. The engine is also tuned for far more aggressive fuel shutoff during deceleration and coasting.

Just having more electric power available helps smooth things out somewhat, but additional enhancements to drivability include revisions to the clutch connecting the engine with the electric motor and transmission, and to the internal transmission clutches, all of which now operate 30 percent faster.

By and large, the changes seem to have smoothed the driveline out considerably. It's still a stepped-gear transmission setup, which can't be as smooth as a CVT, but it draws far less attention to itself than the '11 and '12 models did. The blending of regen and friction braking isn't quite world-class yet, but it is greatly improved. It does feel strange to hear an electric motor work its way up through stepped gears, but only a hybrid/EV-freak will notice. My drive was only 45 miles of mixed city and rural road -- far too few to measure actual fuel economy with gas-pump clicks. During the drive, I hypermiled just enough to earn the little crown of laurels prize for an Eco Score of 8 bars, but also did several wide-open-throttle blasts, which felt like they might even bust through the 9-second-to-60 barrier. The computer pegged my average at 36 mpg, so there's probably something to the claims of improved real-world driving.

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The one thing Hyundai did NOT change is the dorky hybrid-information screens, which are minimally useful. One cornball screen shows a stationary car in front of stationary trees, with the wheels spinning and leaves blowing by. Another one shows a globe spinning on a bearing into or out of which energy flow is indicated from and engine icon on the left and a battery on the right. Here's where you'll find the aforementioned crown. Drill down into a different menu and you can find the only interesting display, a history chart with vertical bars showing 2.5-minute averages colored to indicate when you were under- or over-performed the EPA combined average. Korea is an electronics powerhouse country, so we expect innovation in eco coaching like what Ford has shown with its best-in-class displays, one of which shows your current acceleration rate relative to the threshold at which the engine will fire. Now THAT'S a useful display.

You'll be able to spot a 2013 Hybrid by its new aero-sleek eco-spoke wheels, and it'll cost you $200 LESS than the 2012 model to start ($26,445). True efficiency nuts should resist the slightly heavier $31,345 Limited models, as their EPA combined rating drops by 1 mpg to 37 (city/hwy numbers are the same). And Hyundai's lifetime battery warranty continues -- good news for long-haul owners; bad news for used-car buyers, as it doesn't transfer. Stay tuned for a more complete report after we've had a chance to run an extended fuel-economy test.