Background

"Rethink performance," reads the ad copy, floating over a stark metallic cityscape. "Rethink comfort," it continues, following the curve of a vehicle's fender. "Rethink everything;" fade out.

This sort of slick marketing braggadocio has become the hallmark of outfits like BMW, Audi, and Jaguar, but the preceding was, in fact, a recent television ad for Hyundai's Sonata. It seems the South Korean company isn't just serious about garnering a greater share of the family-sedan market; they're fully confident in their ability to do so. "Underdogs? No, you're thinking of Mitsubishi."

But does the new Sonata, redesigned in 2006, warrant such bullish behavior? After all, Sonatas have long played the cheap-buffet card against the Camry and Accord: bigger portions, lower prices, and nevermind the taste. To find out if the current model is a more flavorful dish, I test-drove two Sonatas--a four-cylinder GLS and a V6 SE.


Under The Hood

The 2007 Sonata offers a choice of two engines: a 2.4-liter, 162 horsepower Four and a 3.3-liter, 235 horsepower V6. Both powerplants are competitive for the class, but only one offers performance worth "rethinking," as Hyundai’s ad campaign suggests.

Predictably, the less-expensive Four isn't it. While this engine goes about its business with laudable smoothness and subtlety, it sometimes struggles to provide adequate progress, most notably in freeway merging. Unless you're an undemanding driver, you may want to “rethink” opting for the V6.

With said V6, you'll want for nothing in terms of performance. In a recent comparison test, Car & Driver called the V6 Sonata's performance "spunky." I think most owners will use far more vivid descriptors, given the car's 6.6-second 0-60 performance. Like the V6 Camry and Accord, the Sonata pulls hard at full throttle, with deeper reserves of power than the typical buyer likely needs.

Does that make the V6 Sonata a sports sedan? No; the powertrain feels too distant and muffled for that. But casual drivers will enjoy surging through traffic on a whiff of throttle, riding the V6’s rich, smooth torque band. They'll also enjoy that the V6's brawn exacts a modest mileage penalty: its EPA ratings are 20/30 MPG, versus the four-cylinder's 24/33, and both engines run on regular-grade fuel.


Changing Gears

The Sonata’s V6 is mated exclusively to a five-speed automatic transmission, which is something of a bonus at its price point; most budget-conscious V6 sedans use a four-speed. In routine driving, this transmission is a smooth operator, slurring seamlessly through its ratios. However, the five-speed drags its feet when you want to drive briskly, upshifting early and refusing to downshift unless the throttle is given a good, long prod.

The standard “ShiftTronic” manual shift gate compensates only a little. The system responds slowly to movements of the lever, so by the time your selected gearchange manifests, the transmission may well have shifted on its own anyway.

Four-cylinder Sonatas, meanwhile, can be had with either a five-speed manual transmission or a four-speed automatic. The latter shifts smoothly enough, but with less power under the hood and wider gearing, its reluctance to downshift is even more obtrusive than in the SE.


Twists and Turns

Korean cars are typically tuned more softly than their Japanese competitors, with predictable effects on handling. Still, while the Sonata isn’t nearly as responsive as the handling champs in its class—the Honda Accord, Nissan Altima, and Mazda 6—it’s no barge, either. In fact, it’s more pleasant to drive than some rivals with overtly sporting pretensions, notably the Dodge Avenger and Pontiac G6.

The Sonata’s steering, for example, is spot-on for casual drivers. Its weighting is neither heavy nor light, and response is accurate without being particularly quick or crisp. Add to this Hyundai’s usual subtle stream of road-surface tingles, and you have a car that steers with instant familiarity, seeming to find its own way down the road.

The Sonata’s chassis is tuned for a similar quiet competence, approximating the feel of Toyota’s Camry. In small ways, though, the Sonata hints at being less refined than the benchmarks. Its steering column quivers slightly over pavement blemishes, and in curves, the suspension feels “sloshier,” allowing looser motions in the first inch or so of its travel. Though no Sonata relishes fast cornering, the SE’s 17-inch tires ward off understeer much better than the GLS’ 16s.

Braking is similarly competitive. The Sonata’s pedal feels natural and reassuring underfoot, and it calls up strong stopping power. The SE, with its stickier tires, stops noticeably shorter than the GLS. All Sonatas include anti-lock brakes as standard equipment.


Easy Rider?

With softer suspension reflexes than the top-tier Japanese sedans, you might expect the Sonata to offer an unusually smooth ride. It doesn’t, really; its chassis just strikes a less-refined balance of compliance and control. The Sonata bounds, rocks, and jiggles more than the benchmarks over wavy surfaces, yet potholes punch through just as clearly, especially with the SE’s 17-inch wheels.

On the smooth roads around a dealership, the Sonata’s ride is likely to leave a more positive impression. That’s partly because, on well-paved asphalt, the cabin is nearly Lexus-quiet; wind and engine noise are surprisingly hushed. Unfortunately, the luxurious veneer vanishes on broken pavement, where the Sonata’s tires thump and clomp rather vocally.


Inside Story

Although the Sonata’s interior is a match for the Camry’s and Accord’s in terms of functionality, it doesn’t leave as strong an impression of quality. This is a shame, because the Sonata’s interior is assembled just as tightly, using fine materials—mostly textured, matte-finish plastics. But there’s much less styling sophistication than you’ll find in the Japanese brands, resulting in a somewhat downmarket ambiance.

Examples? The gearlever’s oversized J-gate looks clunky and toylike. The SE’s fake wood is slathered in shiny laminate, making its falsity all too obvious. The gauge needles are styled with long, pointy blobs of silver plastic at their bases, detracting from legibility, and the same frosty plastic does an unconvincing imitation of chrome on the door handles. Worst of all, the only available color schemes are a stuffy grayish-brown-on-tan or a cheerless gray-on-gray.

On the flip side, in a $20,000 Sonata, you grip a leather-wrapped steering wheel with remote audio buttons, sit on a lumbar-adjustable seat, and check your fuel economy and distance-to-empty via trip computer. In a $20,000 Camry or Accord, you don’t. And in like-priced domestic models, you get neither the feature content nor the build quality of the Sonata.

The Sonata also offers a better driving position than most midsize sedans. The broad, flat instrument panel sits well beneath your line of sight, lower than in most rival sedans. As a result, the cabin feels lighter and airier, with a better view of the road ahead. You can even see the corners of the Sonata’s hood—a rarity in modern cars, and a boon in tight parking spots.

Driver comfort is another Sonata high point. There’s plenty of space for legs and elbows to sprawl, and the armrests—both on the door and the center console—are notably well-padded. The standard cloth seats are well-shaped but a bit firm. By contrast, the leather upholstery—standard on the $22,995 Limited model—coddles occupants.

The rear seat is plenty accommodating, too; in this class, only the Camry offers more space and comfort. There’s much more legroom than in budget rivals like the Chrysler Sebring and Pontiac G6, and the bench cushion is higher off the floor. The low beltline means it’s easy for children to see out, too.


Fill ‘Er Up

With a capacity of 16.3 cubic feet, the Sonata’s trunk is among the largest of any midsize sedan. In fact, only the Nissan Altima offers more cargo space (17.9 cubic feet), achieved largely at the expense of rear-seat room. The Accord and Camry offer 14.0 and 15.0 cubic feet of trunk space, respectively. As in most rivals, a split-folding rear seatback is standard.

In-cabin storage is similarly abundant. The glovebox and two-tiered center armrest bin offer ample space, supplemented by in-dash cubbies, a purse hook on the center console, and map pockets in all four doors. Most storage areas are lined with short-pile velour to prevent rattles.


The Long Haul

I have no personal long-term experience with the Sonata. However, consumer surveys indicate that its reliability falls in line with the new-car average. That’s no bad thing, as the average new car is minimally troublesome.

A bigger issue for Sonata buyers is depreciation. It’s an unfortunate truth that, no matter how good a second-string brand’s cars may be, their resale values will be much lower than those of the class leaders. However, prospective owners may find some consolation in the Sonata’s warranty coverage (5/60,000 basic, 10/100,000 powertrain), which far exceeds most manufacturers’.


In Sum

Although the Sonata still doesn’t compete on equal footing with sedans from Honda and Toyota, it arguably represents one of the best values going in the family-car class. Driving enthusiasts will find several rivals to be more spirited, but the Sonata is pleasant to drive, especially in V6 form. So equipped, it’s a muscular sedan with decent ride comfort that doesn’t mind hustling a bit in the twisties.

Better yet, the Sonata is packaged as well as any competitor. Interior space and comfort rival the best in class, with thoughtful features that most similarly-priced sedans omit in the name of cost-saving. With more time to develop a compelling sense of style, Hyundai may yet be a first-string player in this segment.

Until then, the Sonata makes the most sense for buyers who intend to keep their cars for a long time, and thus won’t be bothered by Hyundai’s low resale values. If you trade in your cars early and often, but don’t want to spend much more than $20,000, a late-model pre-owned Camry or Accord may still be worth considering. But if you’re looking to buy new, and want the best family workhorse available for sub-Camry prices, the Sonata is easy to recommend.

Amount Paid (US$): N/A