Hyundai Sonata 2015 Review

The new Sonata is a step-change car for Hyundai. Hot on the heels of the Genesis large car and a few months ahead of an all-new Tucson, it marks the return of one of the brand's oldest nameplates to the Australian marketplace.

Gone is i45. Indeed, the number of i-cars Hyundai will sell on the Australian marketplace looks set to decline in years to come. Traditional names will be attached to global cars in future and Hyundai is very keen to make sure it is in its essence a truly global brand.

But the car that resurrects the Sonata name is so much more than the makeover some expected. A new look is a key clue but even more telling is the new-from-the-ground-up mechanicals and structure. More than half of the new model's body-in-white is now high-strength steel and the structure is over 40 per cent stiffer than the outgoing model. There are new suspension designs front and rear, and two thoroughly revised powerplants.

One of those is arguably the best news of all – at least for keen drivers. With the arrival of the new model Australia joins the USA as the only markets yet to get Sonata in its most potent turbocharged 2.0-litre petrol form.

Bet you'd never expected to read Hyundai, Sonata and potent in the same sentence.

The new Sonata range comprises three models, all fitted with six-speed automatic transmissions. The $29,990 2.4-litre atmo petrol Active kicks off the line-up, with both the $36,990 Elite and $41,990 Premium debuting the new turbocharged direct-injected 2.0-litre petrol four.

Rated at 180kW/350Nm, the new turbo engine delivers 30 per cent more power and over 45 per cent more torque than the revised entry-level mill. Peak torque is available from just 1400rpm and stays on stream until 4000. Coupled with the six-speed auto, the powerplant delivers elastic and robust performance. In-gear acceleration and the oomph readily available out of corners will surprise first timers.

Although not much is detailed about the changes to the 2.4, it is a significantly improved engine that also features direct fuel-injection. The biggest improvements are to its refinement – at 138kW and 241Nm it's no powerhouse, but some careful tweaking of the engine management systems has improved low-down torque. The impression of real world performance is improved (we'll have to check it against a stopwatch at some time in the future) and it's easier on the ear as well.

Neither engine is a pin-up for economy, however. Where auto-stop/start is becoming commonplace on other brand's latest powerplants, no such technology has arrived in the Sonata. The official figure for the combined-cycle consumption test for the turbo 2.0-litre is 9.2L/100km versus 8.3L/100km for the naturally-aspirated Theta II 2.4-litre four-cylinder (only offered in Active).

On the launch drive across some of Tasmania's best back roads both cars yielded figures in the mid-10s to mid-11L/100km range. Not profligate but by our estimation 2-3L/100km thirstier than the best of the petrol midsizers in similar going.

While we'd be prepared to wear the numbers on the muscular turbo, the atmo car would struggle to plead mitigation. Economy could end up this car's Achille's heel.

It's a handsome beast though, building on Hyundai's new design language and attracting plenty of positive looks. The new styling also yields significant aero improvements, says Hyundai. The Korean giant claims a drag coefficient (Cd) of 0.27 – commensurate with top-line Euro sedans.

Also significantly improved, says Hyundai, is cabin and boot space.

The new car is marginally shorter in overall length and wheelbase than the Mazda 6, but rangier in both measures than the car that dominates the Medium sedan segment, Toyota Camry. There's plenty of legroom front and (especially) rear, and the effective width of the cabin is maximised by design. Headroom, though trimmed on sunroof-equipped models is at large-car levels.

Boot space is substantial – at 510 litres, on VDA measurement – but that's actually less than previously available in the i45. Still, however you cut it, it's akin to that provided by our local large cars – stowage room shouldn't be an issue.

In the cabin a foot-operated park brake (not a favourite) helps maximise centre console storage space. The top-spec Premium variant gets an electronic park brake, a feature that's likely to become standard in further updates. Indeed, Hyundai is keen to fast-track model year changes on the Sonata – telegraphing them before the car is launched.

One change already penciled in for a late 2015 update is gearshift paddles. Advanced autonomous braking and smart cruise are also lined up.

For the time being all Sonata models feature six airbags, a full stability control suite and anti-lock brakes, auto headlights and reversing camera.

Inclusions in the base Active include cloth seats, 17-inch alloys, Bluetooth and aircon. The Elite adds more equipment including satnav, dual-zone air, leather upholstery, electric driver's seat adjustment, keyless entry/start, and LED tail lights.

The top of the range Premium includes features such as front and rear park sensors, auto defog, the abovementioned electronic auto-hold park brake, sunroof, auto wipers, bi-xenon headlights and 18-inch alloys.

And it's not just a case of throwing kit at this car. Materials and cabin execution (even down to instrumentation and switch fonts) is better than most people would credit Hyundai. The brand has taken significant steps forward in this regard and new car shoppers would be well served, at the very least, to sit in a new Sonata to reset their estimation of Hyundai's position in the market, circa 2015. The one and only flaw in the Sonata's packaging I found during my time behind the wheel was the glare reflected by the windscreen.

Dynamics are another area where Hyundai has improved – although (shocking pun alert) the road hasn't always been smooth.

In the case of the Sonata, significant local input from design stage onwards, at least in terms of running gear, has paid dividends. The new Sonata has road manners that are a step above both the car it replaces and Hyundai's previous products in general.

Hyundai head office engineers engaged with local experts and suspension guru David Potter early in the development of the car's new front Macpherson strut and multi-link independent rear suspension systems. It's exaggerating to say this predicated change in the design, but it did allow the teams to compare notes and align their engineering wish lists.

The result is a tune that, although unique to Australia, will likely influence settings for many markets.

There's no magic in the solution, just good solid experience and science, Potter reckons... aided by significant effort from Hyundai Australia's engineers and product planners, via which the factory and its suspension component suppliers were persuaded to try alternate solutions for suspension set-ups.

The hard parts that are unique include dampers, roll bars and springs. The IP behind the settings is the really valuable commodity.

For those of us who enjoy driving, the benefits are manifest. This is by a margin the most engaging Hyundai yet and in terms of the mid-size sedan segment is one of the picks.

More importantly 'average' car buyers benefit via the excellent natural balance and grip of the car, which makes it feel secure and predictable on the road. That the engineering crew has managed to blend this feeling of agility with decent bump absorption and low levels of road and suspension noise intrusion makes the car feel more refined.

A large part of the equation is the Sonata's steering, which went through an additional round of tuning at the 11th hour after the suspension settings were locked in place.

A Drive Mode selector that changes the mapping of the six-speed auto transmission also modifies the assistance and damping effect of the electrical assisted power steering, and in Sport mode therefore adds some weight to the wheel – though not to the degree of feeling artificially burdened.

Even in the standard setting it does not feel over assisted and allows quite some degree of accuracy.

Again there are bonuses here for sporting and family driver alike. Accurate, consistent steering is at the foundation of a car that feels 'right' and again the Sonata is arguably Hyundai's best yet.

It'll take back-to-back drives and more time in the Sonata before I'm willing to firmly nominate its place in the newly shuffled Medium car hierarchy. What's clear, even from the launch drive is that this is a much improved product. Well played, Hyundai...