Handsome, competent car with restraint
I don’t play much golf.
My personal version of the PGA Tour usually includes just one event, the Jimmy Invitational, held annually at the Eagle Lake Golf Course, off Hwy. 11 near South River, three hours north of Toronto.
The course boasts just 10 holes. The invitation is from longtime friends to any family and friends who can make the trip north for the weekend. And only 16 names generally grace the leaderboard.
Still, an invitational is an invitational, so my partner, Denise, and I decided to attend in style, in a 2016 Hyundai Sonata hybrid.
For its first five generations, the Sonata was, at best, blah. That changed in 2010 when Hyundai unveiled its “Fluidic Sculpture” design. It was an artistic assembly of dramatically swoopy and sharp lines and curves.
It came out of the blue, much the same as if I were to stand at Eagle Lake’s clifftop first tee and crush a 350-yard drive. Except that for me, that’s fantasy. For Hyun- dai, the sixth generation Sonata was real, and sales took off.
In 2015, the company again redesigned the conventionally powered Sonatas. The hybrid kept the previous look.
For 2016, the hybrid gets the update, with a few modifications — front fascia, grille, headlights, wheels, rear spoiler — to set it apart from its all-gasoline siblings and improve its aerodynamics.
Its drag co-efficient drops to 0.24, matching the slippery Tesla Model S.
The same touches are applied to a brand new Sonata plug-in hybrid, not yet available here.
The hybrid’s front end is quite handsome. It’s an improvement over both the sixth generation and the revamped gasoline-only model.
The new look drew some admiring glances at Eagle Lake. But to me, it’s bland. The company, which five years ago was a style leader, seems to have scuttled back to the conservative side of mainstream.
That feeling extends to the interior. Hyundai has refined the cabin. It’s quiet and roomy, except for tallish passengers in the low-ceilinged back seat. The front buckets are comfortable, although I’d like more lumbar support. The materials and fit are first class.
The entertainment, navigation, connectivity and information controls are intuitive and easy to use.
But to me, like the exterior, it feels ordinary and conventional. I miss the drama of the previous version and, in particular, its centre console’s “waterfall” layout.
It’s a similar story with performance and handling.
Hyundai has made substantial changes to the powertrain and suspension.
The biggest is that for 2016, the gasoline engine has been reduced from 2.4 litres to 2.0; the smaller size partially offset by lighter weight, a slightly higher compression ratio and direct (instead of multi-port) injection.
Still, horsepower from the gasoline engine itself dips to 151 from 159, and torque to 140 lb.-ft. from 154. On the other hand, the electric motor is a bit more powerful than before, resulting in a combined output of 193 horsepower, down just slightly from the previous generation’s 199.
Upgrades include a battery pack with 13 per cent more capacity, as well as improved software and controls, along with powertrain and suspension adjustments. The transmission is once again a six-speed automatic, and it offers three driving modes.
While no rocket, the Sonata hybrid has adequate power for city manoeuvres and highway acceleration. The frequent shifts between electric and internal-combustion propulsion are imperceptible unless you’re staring at the onscreen display. It handles well in routine driving, although the suspension feels a bit floaty on humps and bumps, in the style of your father’s Buick.
According to government figures, the base Sonata hybrid consumes 5.9 litres of regular gasoline per 100 kilometres of city driving and 5.3 on the highway. The heavier “Limited” and “Ultimate” versions consume slightly more. Those numbers are about half a litre better than the 2015 hybrid’s scores.
On the road, results were similar to what I achieved in a 2013 test drive, with an overall average of 6.4 litres per 100 kilometres.
The base hybrid starts at $31,567, including destination and other fees, a large step up from the current $23,831for the cheapest gasoline-only Sonata, although the hybrid has additional features. The Limited starts at $35,717, the Ultimate at $39,417.
The Sonata hybrid is good value and very competent. But unlike my memory of the previous generation, it lacks a driving personality. Maybe it’s just that it’s a better vehicle, operating so well you don’t notice that it’s a hybrid or anything else in particular. It’s for getting from A to B comfortably and safely, rather than relishing the pleasures of the journey itself.
In a nutshell, it resembles my usual best drive at Eagle Lake — 180 yards or so — more than my exhilarating 350-yard dream. Freelance writer Peter Gorrie is a frequent contributor to Toronto Star Wheels. The vehicle he reviewed was supplied by the manufacturer. To reach him, email wheels@thestar.ca and put his name in the subject line.
Upgrades include a battery pack with 13 per cent more capacity, as well as improved software and controls, along with powertrain and suspension adjustments