On the road
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.
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.
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| 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. (Photo: Hyundai) |
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.
 |
| You can run on electric power on the highway, as advertised, but only, it seemed, when we were decelerating or coasting. (Photo: Hyundai) |