Hyundai is becoming an efficiency king, with some of the highest corporate average fuel economy rankings in the America. That’s without a hybrid in the lineup—until now. Building on the success of the new Sonata, the “Blue Motion” hybrid version is a technological marvel, as well as the an iconoclastic, outsider’s take on the hybrid formula made popular by the likes of Toyota and Ford.

The Sonata’s already contemporary looks are given a punt right into the Jetson’s timeline with the hybrid version. Futuristic lighting graphics, different fascias, sills, and wheels all make for a car that is as radical in appearance in many ways as the Prius was when it debuted.

George would feel right at home behind the stylized wheel, too, whose swoops and curves are very of-the-moment. But practicality isn’t sacrificed; the Sonata’s loads of useful standard goodies and abundant interior space remain; the only area compromised is trunk size, due to the placement of the hybrid’s battery and cooling systems.

Speaking of which, here is one of the places Hyundai departs from the establishment. Instead of the old-fashioned—but reliable and relatively inexpensive—nickel-metal hydride batteries of competitors, the Sonata uses a cutting-edge lithium polymer one. Advantages are said to be greater energy density, meaning a smaller battery with less weight that gives more range.

Other areas in which the Hyundai differs are the way its Atkinson cycle (more efficient, less powerful) version of the Sonata’s 2.4-liter engine interacts with the 30kW electric motor and the conventional 6-speed automatic gearbox.

Most all other hybrids use variation of the “continuously variable” transmission; while it is better suited in some ways to the smooth blending of the gas- and electric-power sources that make up a hybrid, it is more expensive than a conventional auto.

The way Hyundai hooks everything together is novel, as well: the electric motor sits between the engine and transmission, where a torque converter normally resides. A mutliplate clutch can couple or decouple it from the gas engine; this design allows greater highway fuel efficiency, and gives the Sonata Blue Drive to cruise at up to 62mph in electric-only mode.

In actual use, the Sonata does indeed spend more time slinking along silently, which is very cool. But one can see that Hyundai’s later to the game than the likes of Ford and Toyota; there’s a fair amount of jerkiness to the drivetrain as it cycles through its various power modes, which is much better managed by those companies, who are now in their second or third generation of hybrid vehicles.

There are other penalties the hybrid Sonata driver pays as well. The car’s regenerative braking system is pretty unrefined; it is hard to tell how much brake pressure to apply, as the pedal’s effect on brake distances varies during a stop—something of a safety concern until you’re acclimated. And the hybrid’s handling and ride aren’t great, either, with mushy understeer in corners combined with a somewhat brittle response to bumps being the default. Both the Camry, and especially the Fusion, handle and ride better.

The EPA rates the Hyundai at 35mpg city and 40mpg highway; roughly five to six more than the normal Sonata. In my usage, the hybrid returned 39.2mpg when driven gently in the “Blue Mode” that maximizes efficiency. Driven like I stole it, my number was 30mpg. Both these are within the realm of real-world variance of what I got from the other two.

Overall the hybrid is an impressive first effort, boasting some novel solutions to the conundrum of gas-electric integration. But it’s also obvious that it is indeed an initial offering, and some refinements of control systems and driver reward need to take place before this version of the Sonata can rank as highly against competitors as its gasoline-only brethren do.

Price as tested: $31,545

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