2009 Hyundai Sonata Review

Specifications

Once in a while a car company gets a vehicle very right, which was the case made immediately obvious when Hyundai introduced its fourth generation Sonata in San Francisco during the summer of 2005. It was larger than the outgoing model, better looking, a stronger performer and miles more refined. Needless to say, I was impressed.

So impressed, actually, that I asked Hyundai for a long-term tester, which they gladly handed over as soon as the press office took delivery of one. Our West Coast team enjoyed the car for nine months and it ran flawlessly, giving us greater respect for this Korean brand. Having logged more miles in our 2006 Sonata than anyone else on our team it only made sense for me to travel to the launch of the 2009 Sonata, a car that initially doesn’t look all that different from the 2008 model, but upon closer inspection is improved in almost every respect.

Yes, not only does the 2009 Sonata get a facelift that includes a deeper more prominent grille with three horizontal chrome ribs instead of one, a revised bumper with chrome accents at its corners and lower air dam with reshaped fog lamps, plus all-red lenses at the rear in place of last year’s clear turn signals with amber bulbs, and a satellite radio antenna looking much like that on a BMW, giving the car a high-tech appearance, but it also gets much more attractive ten-spoke alloy wheels in top Limited guise, more power in both four- and six-cylinder trim levels, more speeds in its entry-level automatic transmission, a revised suspension to improve handling, a special SE model that really is sporty, and most importantly a completely reworked interior that transforms the most lackluster aspect of the previous car into a serious contender for most enticing cabin in class.

It’s extremely nice, with soft-touch plastics where the previous car merely featured nicely grained hard plastics, and even more appreciated is a completely revised center stack that now looks related to its more recently designed Santa Fe and Veracruz siblings, with a high quality audio head unit at top center, a nicely detailed heating, ventilation and air conditioning interface just below that, dual-side and automated in Limited versions, big storage bins nearing the bottom, all flanked by stylish vertical vents that blow big air on driver and passenger if set to max. That console joins a revised gauge cluster that looks classy and sporty simultaneously, not to mention was easily legible in every lighting condition I came across. The entire package looks fabulous, with the only thing marring the aesthetics being two rectangular buttons left of the gauge shroud, right on top of the dash surface, for accessing the trip odometer and then resetting it. With bold white block letters that spell out “TRIP” and “RESET” they’re convenient for sure, but for the amount of times I ever fiddle with trip odos I’d rather they were hidden out of sight within the cluster itself.

My first tester, a four-cylinder Limited model, came with a stunning chocolate brown leather clad interior, oh-so trendy in a way that I’m fully in favor of. The nicely grained leather seats looked and felt rich, and were comfortable to sit in for long stints thanks to driver’s side lumbar support. And yes, I’ve complained about this before and will so again, even now, but Hyundai needs to appreciate that those on the passenger side like modulating pressure on the small of their backs too, not to mention having power controls to adjust their seat. The driver’s seat is multi-adjustable to find that ideal driving position, as is the steering wheel column, so getting comfortable was not a concern while behind the wheel. Adding to the car’s cozy demeanor are standard front seat heaters no matter the trim level, now boasting dual temperature settings. This is a step up for Hyundai, not quite at the three- to five-increment settings of some competitors, but nevertheless an improvement.

Rear seat passengers don’t get such luxuries, which is OK by me. After all, it’s usually my youngest back there, and their child safety seat (4) and booster (7) making sure they’ll never feel heat on their behinds anyway. Most of the Sonata’s competitors don’t offer them anyway, so I suppose it’s a moot point. What the Sonata does deliver is more room than any midsize competitor, no doubt because it’s categorized as a large car. It’s smaller than the Azera, however, which competes with other large cars like Ford’s Taurus and Toyota’s Avalon, so for comparison’s sake it’s best we leave it in the midsize class, where its price point is more reflective of its level of content. Legroom is hardly a problem, and it’s wider than most too, giving comfortable three-abreast accommodation in a class where two adults sitting side-by-side is normally best.

Those rear seats can be folded forward in a 60/40 configuration too, opening up class-leading trunk volume. And that trunk is fully carpeted, including the underside of the lid, while new hinges make sure nothing gets crumpled when closing. Hyundai has even included a power outlet back there, for what I’m not sure. It’s there nonetheless, leaving you to come up with ideas for potential uses.

Speaking of outlets, its optional Infiniti sound system is top-notch. I wouldn’t go so far to say that’s it’s the most powerful, highest end stereo on the midsize market, because it clearly isn’t, but clarity is one of its strong points, as is connectivity. XM satellite radio comes as part of the package, so if you enjoy eclectic taste in music or like to have variety in your talk radio subject matter it’s for you. I like listening to new artists I’ve never heard before as much as singing along to a classic ‘60s, ‘70s, ‘80s and ‘90s tunes, and dials 43 through 54 are ideal for such activities. Even at full volume, however, XM doesn’t deliver the punch the regular radio or auxiliary player can, with songs like Nirvana’s “Territorial Pissings” coming off a bit flat. OK, hardly the type of song most Sonata buyers will be piping through the speakers, but you’ll probably find the same situation when wanting to crank out some CCR or Stones.

A better bet can be found hidden beneath the front center armrest in the lowest and largest compartment (there are two). Hyundai has integrated that superb connectivity setup I mentioned a minute ago, made up of a regular auxiliary plug next to a USB port for connecting jump drives or mp3 players, or when the optional iPod cord is purchased from the dealer, which makes use of both outlets, a trick “Drive your way” slogan and stylized Hyundai “H” logo takes over the screen of your iPod and all playlists appear on the audio interface. Cool! It works wonderfully, allowing full control via the radio interface or through the redundant buttons on the steering wheel. Yes, Hyundai was a little late to the connectivity party, but now that they’re here they’ve made the wait worth it. I just can’t wait to see what they come up with in a couple of years, when a new agreement to co-develop a voice recognition actuated connectivity system with Microsoft, similar to Ford’s Sync system, although even more advanced, is realized. It was officially signed only last week (while I was on the Sonata program, actually), and promises great things for Hyundai and its customers.

Noticeably lacking in the top-line Sonata Limited was a navigation system, a shortcoming the American division’s offerings have suffered through up to this point. This time, however, there’s a light at the end of the tunnel, or at least a guide to get you into or out of unfamiliar territory is on its way. Expected in three months, Hyundai’s upcoming navigation system promises to be anything but average.

There were a few journalists who could’ve used the nav system during our two day drive, as I overheard grumblings about getting lost on our circuitous road course. Uncharacteristically I had no such problems, and found the drive quite invigorating compared to most I’ve had. After all, I’m a West Coaster and tend to get bored on the flat, straight roads that surround the area. Hyundai, however, found some wonderfully windy sections that proved ideal for testing the Sonata’s reworked suspension settings under duress. Not soon after leaving the hotel, a romantic little spot that unfortunately was missing my wife Jennifer, I followed a long straight road that soon dipped and dove into some delectable twists and turns, so enjoyable in fact that I was able to really get a feel for what this car could do. The old setup, I have to admit, made the Sonata more of a highway cruiser than a slot racer, and while the new 2009 won’t quite qualify for sport sedan status, it is remarkable deft in the corners, no doubt more capable than the optional P215/55R17 Hankook Optimo H426 all-season rubber would allow but nevertheless a fun companion to run through the gauntlet. The biggest challenge was not getting too eager with the throttle when out with the V6, as the 3.3-liter mill is now more than willing than ever to build speed rapidly at which point the regular suspension setup, despite the fact that its rear spring rates have been increased by five percent, shocks revalved and sway bar thickened from 15 to 16 mm, can get overtaxed.

I say regular because Hyundai sells an SE version of the car that really kicks things up a notch. They’ve gone added unique strut valving at each wheel, a thicker rear sway bar at 17 mm, and stiffened up the suspension with a ten-percent increase to the front spring rate and fifteen-percent increase to the rear, and the difference in the corners is night and day. Where the regular car starts to get a bit loose and push out at the front end (understeer) during tight, high-speed, off-camber turns, the SE squirts through without putting a shoe sideways. Even the tires don’t complain. The car comes with sporty styling cues too, such as 17-inch five-spoke alloy rims, a small deck lid spoiler, seats with leather bolsters and cloth inserts for extra backside grip, and there’s no wood grain to be found anywhere, but rather the attractive dimpled metal-like trim featured on the base car. Altogether the SE is a nice upgrade, and smartly is available with both four- and six-cylinder models.

Engines in mind, the outgoing Sonata was a pretty decent performer in a straight line. The 162 horsepower 2.4-liter four-cylinder moved along fairly well, especially when equipped with the standard five-speed manual, and the 232 horsepower 3.3-liter V6 was seriously quick. Of course, as in every other segment of the market the competition has advanced to the point that this duo hardly seemed adequate anymore, so Hyundai upped the ante without increasing either engine’s displacement. The revised, quieter 2.4-liter now makes 175 horsepower and 168 lb-ft of torque thanks to CVVT (Dual Continuously Variable Valve Timing), but it feels like even more. I suppose that’s because the last entry-level Sonata I drove was fitted with Hyundai’s old four-speed auto, and the new one comes with a five-speed unit that’s much more efficient, swapping gears more often so to optimize the engine’s sweet spot and finishing off with a taller final drive to reduce highway fuel consumption, now rated at 32 mpg for both automatic and manual equipped cars (the combined city/hwy rating is 25 mpg). Actually, both city and highway mileage is better, so you’re given the proverbial cake and get to chow down too.

A similar story can be told for the 3.3-liter V6, which gets boosted to 249 horsepower and 229 lb-ft of torque while also improving its economy by five-percent to a combined city/highway rate of 24 mpg. The V6 once again gets a five-speed automatic, and this transmission, like the four-cylinder’s, continues forward with the Sonata’s mission of sublime refinement, shifting effortlessly, with an almost CVT-like smoothness. Then again, Hyundai continues its tradition of allowing manual shift mode on all models, four-cylinder or six, so when you get in the mood for a little fun, the transmission rewards each tap of the right hand allowing you greater control and therefore a sportier driving experience.

Hyundai wouldn’t forget safety amid all the fun, so each new Sonata comes with a full array of front, front side-thorax and side-curtain airbags for all window passengers, not to mention the standard ABS-enhanced four-wheel discs with Electronic Brake Force Distribution, Brake Assist, and ESC stability and traction control. Active front head restraints, which have been proven to reduce whiplash injuries if struck from behind, are also standard, while the headrests in the rear are now shingle-style so that they can be lowered further into the seatback when not in use to increase rearward visibility. This type works best for child safety seats too, as they move up and out of the way to make room for the unwieldy contraptions, and actually help lock the seat into place if lowered overtop the top portion of the child seatback. Hyundai provides two LATCH hooks for strapping seats in securely, plus three fasteners on the back shelf. And all that rear seat room makes for easy loading and unloading of the little ones.

I’ve already told you about the two engine choices plus manual and automatic transmissions, so to complete things should let you in on the specific trim levels without listing every standard feature and available option. Actually, I’m going to keep it very simple. There are three including GLS, SE and Limited, and either engine can be had with all three trim levels. Standard equipment includes all the audio equipment I mentioned previously (except the Infinity upgrade), plus power windows and locks, air conditioning, and, well, too much to list. Suffice to say that even base Sonata’s are extremely well equipped, and they get all the more enticing as you move up through GLS and Limited, where leather seating surfaces, that Infinity premium audio system, the eight-way power driver’s seat, power sunroof, dual-zone automatic climate control system, auto dimming rearview mirror, wood grain interior trim and chrome exterior accents give the car a premium feel.

As longtime readers have known for a number of years now, I’m a big fan of this car, and now that Hyundai’s gone and given the Sonata defter handling characteristics, an even more enjoyable drivetrain lineup and a superb interior to go along with its handsome exterior design, not to mention a compelling $18,120 entry-level window sticker, the 2009 Sonata is a better car and greater value than ever before.

Specifications (Sonata):