Hyundai Sonata


Debut: 2019
Maker: Hyundai
Predecessor: Sonata (2014)


 Published on 24 Mar 2020
All rights reserved. 


The fire-breathing grilles and vents are unnecessary for any cars with performance less than a GT-R...


Sensuous Sportiness, that’s the new design theme of Hyundai. The first concept car to preview this theme was the Le Fil Rouge coupe demonstrated in the 2018 Geneva motor show. It was beautifully shaped, thanks to flowing and sexy lines that contrasted to the industry’s design trend. As the concept was not destined to production, it captured little attention, but at the same time Hyundai’s designers were working behind the scene to put the same design theme to production models. The first fruit is Sonata.

Mid-size family car segment used to be filled with boring and conservative designs. This is no longer the case today. Manufacturers generally take design more seriously than a decade ago, spending enormous money to their studios, hiring designers and exploring new design directions. Still, some do better than others. Mazda 6, Kia Optima / K5 and Renault Talisman are good. VW Passat and Skoda Superb are not so superb. Nissan Altima and Toyota Camry are somewhat over the top. Honda Accord and Ford Fusion / Mondeo are outdated by now. Under the leadership of Peter Schreyer, Hyundai-Kia group is generally performing better than the rest of the industry. Seeing the new Sonata could only strengthen our belief that the Korean group will be a formidable player in an automotive world that focusing more and more on design and innovation.



As long as forms don't compromise functions, why not more aggressive?


The Sonata is a radical design, no less than the Altima or Camry. However, it is also more tasteful and elegant. The most controversial element is the massive, fire-breathing front grille that might be mistaken for an Aston Martin – and I mean Zagato. Yes, it is that aggressive. You might say it is flamboyant, as the Sonata’s small engines need little cooling, so more than half of the grill is actually sealed. Equally pretentious are the brake intakes and vents at either side of the front bumper. They are absolutely unnecessary for any cars with performance less than a GT-R. Okay, so it is pretentious, but so what? As long as people love and buyers feel good, why not? In my childhood, a lot of Japanese cars have stickers like “DOHC 16-VALVE INTERCOOLED TURBO 4WS 4WD” (yes, I am talking you, Mitsubishi Galant VR4), or many people put the M-badge on their BMW 318i. Who says cars shall be as understated as an Audi S6 ? As long as forms don’t compromise functions, I don’t care. The new Sonata has an excellent Cd of 0.27, so the fire-breathing grille is just a bonus.

This is a sporty-looking design not just because of its aggressive grille, but a sleek silhouette that mimics a coupe. The nose and tail are tapered. The bonnet is curvy. The A and C-pillars are set at fast angle, although not necessarily faster than the last Sonata. The flowing waist line of Le Fil Rouge emerges here. There are some elegant design details, most notably the chrome line that runs along the bonnet edge and joins the LED stripe at the lower edge of headlamp. The sharp taillights and the way it merges with boot lid is also a great success. The Sonata is unquestionably a very stylish car.



Sensuous Sportiness design theme is introduced on the Sonata.


It is also a rather large car in the class. Measuring 4900mm long, 1860mm wide and 2840mm in wheelbase, it is significantly larger than the last generation, and slightly larger than Honda Accord and Toyota Camry as well. This gives its interior plenty of space for 6-footers, no matter front or rear. Boot space is also competitive.

The interior feels airy, thanks to large windows and slim pillars, also because all occupants sit higher. To the driver, the elevated seating position is not that sporty. However, the environment he faces feels good. The dashboard is low, wide and slick in design. Soft-padded surfaces are aplenty on the higher spec. models, which looks and feels more luxurious than most rivals. The large, 10.25-inch center touchscreen is well integrated with the dashboard. Its resolution, response and software are good. The instrument pod looks less attractive, especially with cheap-looking analogue dials on lower spec models, but premium trims change to a digital display. Conventional gear shifter is replaced by 4 buttons for the same function, while gearshift is taken care by paddles. Seating position aside, this cabin has nothing to complain about.


The cabin is spacious and feels more expensive than most rivals.


The underpinning platform is said to be new, but Hyundai makes no special statement except saying its suspension subframes are strengthened. The suspension continues to be MacPerson struts up front and multi-link setup at the back. Unlike Honda Accord, there seems to be not much aluminum used in the suspension. Nor adaptive dampers are offered. Nor hydraulic bump stops. The Sonata seems to take chassis dynamics and refinement less seriously than Honda, although it is not alone in the family car segment. That said, few rivals adopt about glazing windows like it.

On the road, the Sonata rides and handles nothing like its sporty look suggested. Make no mistake, this is still a conventional family car, with no intention to be a class leader of dynamics. It corners predictably, rolls and understeers gently in corner. Body control and grip are no better than average. The steering is light and not communicative enough to inspire excitement. Ride quality is generally good, but on rougher surfaces it becomes floaty. The 18-inch wheels with 235/45 tires on top spec model makes the ride quite brittle and noisy. Moreover, at high speed excessive wind noise is penetrated from the window frames, proving that the double glazing is an afterthought.



Driving dynamics is not quite as sporty as its looks suggested...


At launch, the Sonata offers a 1.6-liter direct-injection turbo engine with 180hp and 195 lbft of torque. It is not the long-serving unit appeared on many other Hyundai and Kia models, but an all-new development, with different bore and stroke dimension and, most importantly, an innovative continuous variable valve duration (CVVD) technology which Hyundai claims to boost performance by 4% and fuel economy by 5%, accompanied with lower emissions. Frankly, the benefits are not detectable. Like most turbocharged motors, it feels torquey from very low revs and strong at the mid-range, never needs to scream for acceleration, but it is neither especially sweet to rev nor faster than rivals. Performance is about mid-pack, trailing the lighter yet more powerful Honda Accord 1.5T. Its EPA fuel economy is 31mpg combined, losing to the Honda’s 33mpg. The company’s claim is not materialized.

Another engine is a 2.5-liter naturally aspirated GDI engine, also a new design. Strangely, despite selling as a base engine at $2000 less, it produces more power at 191hp, although with less torque across the range. Fuel economy is identical to the 1.6 Turbo, making the latter more embarrassing. Both engines mate with Hyundai’s 8-speed automatic transmission whose operation is generally faultless, if you don’t rush. In Korea, the base engine is a 1.6 GDI with 160hp, mated with a 6-speed automatic. As before, a hybrid model is offered alongside the conventional Sonata. It combines the 1.6 GDI engine with an electric motor for a system output of 192hp.

Though not very quick, the Sonata avoids accidents smartly, because has many safety features, such as collision avoidance, adaptive cruise control with lane keeping, driver attention warning etc. As always, it is a value-packed car, though now also packed with a great exterior and interior packaging.
Verdict:
 Published on 8 Feb 2021
All rights reserved. 
Sonata N-line


Not a true N model, but a wise choice.


Well, this is not a true N model, but the warm N-line. Surprisingly, it gets a lot of power. The engine starts life from the 2.5-liter four-pot, added with a turbocharger which is integral with exhaust manifold, boosting output to 290 horsepower. Torque delivery is even more remarkable, peaking at 311 lbft from 1650 rpm all the way to 4000 rpm. There is little turbo lag to speak of, although its sound is no better to listen than most other big fours. It works with Hyundai’s new 8-speed DCT, which operates with wet clutches of course, to deliver smooth and responsive power to the front wheels.

Yes, front wheels. And there is neither a limited slip differential nor sophisticated front suspensions, which remains to be ordinary MacPherson struts. Instead, Hyundai fits it with stiffer springs, dampers, anti-roll bars, suspension bushings and stiffer engine mounts, in addition to uprated brakes and 19-inch wheels wrapped with 245/40 summer tires. Besides, the power steering has been upgraded from column-mounted motor to dual-pinion type.

The result? The Sonata N-line storms from rest to 60 mph in just over 5 seconds, beating any mainstream family sedans. If you want comparable performance, you’ll need at least a Kia Stinger GT (V6 power), which is considerably more expensive. German sports saloons are more expensive still. What competes directly with the Hyundai is Toyota Camry V6, which takes half a second longer and feels no way as responsive. In terms of straight line performance, the Sonata N is King of its class.

In corner, it is good up to a point. If you drive it in the way most family car drivers would do, you may appreciate its abundance of grip, its precise steering, surefooted brakes and progressive control of body roll without worsening ride comfort too much. The work of ex-BMW M boss Albert Biermann is evident here. However, if you push harder and assume you were driving an N, M, AMG or whatever hot, you will find some torque steer happening whenever you are heavy on throttle. Switch to the most aggressive Sport+ mode will disengage ESP, and you can easily spin the inside front wheel in first, second and third gear. This motor is too powerful for the chassis to take on.

To satisfy keen drivers, the N-line needs at least an LSD and sportier suspension setting, but then it will become an N model, selling at elevated prices yet its front-wheel-drive chassis still failing to match European premium labels. That’s why Hyundai would rather leave it in the sweet spot.
Verdict:
Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
Sonata 2.5
2019
Front-engined, FWD
Steel monocoque
Mainly steel
4900 / 1860 / 1445 mm
2840 mm
Inline-4
2497 cc
DOHC 16 valves, DVVT
-
DI
191 hp
181 lbft
8-speed automatic
F: strut / R: multi-link
-
215/55R17
1448 kg
137 mph (est)
7.6 (est)
-
Sonata 1.6T
2019
Front-engined, FWD
Steel monocoque
Mainly steel
4900 / 1860 / 1445 mm
2840 mm
Inline-4
1598 cc
DOHC 16 valves, VVD
Turbo
DI
180 hp
195 lbft
8-speed automatic
F: strut / R: multi-link
-
235/45VR18
1513 kg
135 mph (est)
7.3*
20.0*
Sonata Hybrid
2019
Front-engined, FWD
Steel monocoque
Mainly steel
4900 / 1860 / 1445 mm
2840 mm
Inline-4, electric motor
1999 cc
DOHC 16 valves, DVVT
-
DI
150 hp + 51 hp = 192 hp
139 lbft + 151 lbft
6-speed automatic
F: strut / R: multi-link
-
215/55R17
1610 kg
130 mph (est)
8.1*
16.1*




Performance tested by: *C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
Sonata N-Line
2020
Front-engined, FWD
Steel monocoque
Mainly steel
4900 / 1860 / 1445 mm
2840 mm
Inline-4
2497 cc
DOHC 16 valves, DVVT
Turbo
DI
290 hp / 5800 rpm
311 lbft / 1650-4000 rpm
8-speed twin-clutch
F: strut / R: multi-link
-
245/40YR19
1605 kg
155 mph (est)
5.0*
12.1*
















































Performance tested by: *C&D




AutoZine Rating

General models


N-Line



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