Last
June following its April introduction of the seventh-generation Sonata lineup, Hyundai offered a counterpoint to
the still-pending – but since revealed Hybrid – the Sonata Eco.
What
makes an “Eco” an eco, and how economical is it? As you’ve guessed already,
it’s not a hybrid, but instead taps a trend we’ve seen elsewhere – a downsized
and turbocharged engine – and this is the only Sonata that gets a seven-speed
dual clutch automatic transmission.
The
lower-price-point 1.6-liter turbo alternative comes as a package priced $100
more than the second-cheapest 2.4-liter non-turbo Sonata Sport trim level, and
nets three mpg better rated combined fuel economy.
Why is
the Eco here? Hyundai says
it is experimenting with the relatively inexpensive, lighter, somewhat more
technologically advanced alternative to the SE and Sport trim levels of the
Sonata and it does have a certain appeal.
Gamma Four-Cylinder
Similar
in principle to other carmakers’ smaller but potent and efficient turbocharged
engines, Hyundai’s
1.6-liter four-cylinder Eco has the lowest displacement among Sonata siblings.
But, with forced induction, direct injection, and more torque than the 2.4
naturally aspirated fours, its go-power is enough.
Specifically,
estimated output is 178 horsepower at 5,500 rpm and torque is 195 pounds-feet
from 1,500-4,500 rpm. The seven-speed dual clutch transmission adds an extra
ratio over six-speeders in other trims – including the hybrid – and the DCT is
more efficient and engaging than CVTs.
Eco Further Defined
The
$24,085 Eco is an upgrade over the base $21,960, 2.4-liter Sonata SE, adding a
chrome grille, side mirror-mounted turn signal indicators, and automatic
headlights. It nearly ties the 2.4-liter Sport trim’s price, is $3,300-$10,200
less than higher Sonata trim levels, and so does fit the “economical” moniker
in that respect.
Also
included above SE spec are 10-way power driver seat with lumbar support plus
stitching on the instrument cluster hood, chrome interior door handles, 5-inch
color touchscreen audio, rearview backup camera and Blue Link telematics
system.
Otherwise,
the Eco is visually similar to the other Sonatas with curb weight – depending
on options – 235-318 pounds lighter which contributes not only to fuel economy
but along with the rather sophisticated transmission, adds to driving dynamics
just a touch.
In With A Tough Crowd
Aimed
squarely at those who might otherwise go for a Honda Accord, Toyota Camry,
Nissan Altima, Mazda 6, Ford Fusion, Kia Optima, or Chevy Malibu, Hyundai has its work cut
out for it but its evolved Sonata rises to the occasion.
Fact
is, so many cars have gotten better, they are becoming like commodity items
distinguished by a crease here, a swoop there, a daring line here.
So it’s
the finer points you’ll be straining through, and we can tell you the Hyundai fits right in – or
blends right in – as a variation on the theme. In this case, it’s positioned as
bordering on elegant in a few points, down on a couple others, and value priced
all at the same time.
Its
$1,100-$1,900 price spread is not as dramatic between established Japanese
models as it has been in years past. Hyundai has come a long way
from its second-class status over a decade ago with elements of its Genesis
model blended into this new Sonata the EPA calls a “large” class vehicle.
Stylistically Speaking
The redesigned
Sonata’s proprietary design language is officially called Fluidic Sculpture
2.0. This is actually a rethinking of version 1.0’s swoopier youthful-esque
2009-era design thesis intended to make vanilla family sedans come across as
coupe-like, more fun and sporty.
The new
look continues the theme while toning it back a bit with balance and proportion
all the way around. Nice little touches like inside door handles with
effortless engagement and other details show Hyundai is vying for full
Class One perception.
Inside
gauges are laid out sensibly, angled toward the driver, and materials are of
acceptable if not bordering on upscale quality such as the nice imitation wood
veneer on the dash and door panels and a mix of soft touch and harder materials
stragically located.
The
main option, a $4,100 technology package is available to add to the base Eco
and came with our test car.
This
comprehensive suite includes leather, heated front seats, dual temperature
control, 4.2-inch color info screen, premium audio, SiriusXM for traffic info,
etc., and auto up/down passenger windows.
It also
adds Blind Spot Detection with rear-cross Traffic Alert and Lane Change Assist,
and an 8-inch navigation system with voice command, HD Radio, and more
including Apple Siri integration, and Wi-Fi for downloading apps.
Small
but appreciated details as well include chrome exterior door handles with
“welcome light” (nice LED puddle lamps), hands-free Smart Trunk Auto Open and
proximity key entry with push-button start.
As true
for all Sonatas, passenger space is roomy enough, with 45.5 inches front and
35.6 inches rear leg room in the large-class sedan. Outward sightlines are
clear with reasonably thin A and B pillars.
Cargo
capacity of 16.3 cubic feet is largest-in-class for handling suitcases,
groceries, or whatever else.
There’s
nothing really to gripe about. It’s tastefully done, if not still a bit vanilla
– which may be what many buyers precisely want – and it does the job.
Driving the Sonata Eco
Shared
with all the new Sonatas, the Eco gets a chassis built with high-strength steel
comprising more than 50-percent of its total platform. Hyundai says this
creates 41-percent stiffer torsional rigidity and 35 percent greater bending
strength.
What
that means is the vehicle drives nicely around bends although the low rolling
resistance tires do not provide as much cornering or braking grip as would
higher-performance rubber on other trim levels.
Bump
attenuation however is compliant. Hyundai uprated the
rear multilink suspension for control and cornering improvements and the
arrangement includes dual lower suspension arms in place of the outgoing
single-arm design.
Steering
feel is not especially sensitive but reliable and predictable from the
electronic power steering unit.
Acceleration
is respectable and 0-60 mph has been recorded at fractions above seven seconds.
On-road passing power is good too, but from a standstill there can a slight lag
from the electronically controlled DCT and low-end torque from the engine –
while higher on paper than the 2.4-liter’s 178 pounds-feet – is just
sufficient.
Hyundai said
reducing noise, vibration, and harshness was a priority and the vehicle is
acceptably hushed. On the boil however, the engine is not as sweet sounding,
say, as an engine from an Accord, although it is not actually rough by any
stretch – just not as silky.
The DCT
is otherwise a superior device over a conventional automatic and for those who
dislike CVTs, this car could be your cure.
As for
fuel economy, while Hyundai
has caught heat in the past for discrepancies between real-world and estimated
economy, it seems to have repented of its former errors.
The Eco
was capable of meeting EPA ratings of 28 city, 38 highway, 32 combined under
sedate driving. Give it a heavy foot however, and expect like with any car to
see the idealized numbers not met.
Value Proposition?
The
$24,085 (including $810 destination) Eco is a clear alternative to the $21,960
SE and $23,985 Sport trim levels for shoppers looking for a solid all-around
family sedan without much pretense or need for sub-six 0-60 times.
By U.S.
EPA estimates, the Eco could save an average driver $500 over five years
compared to these cars rated 3 mpg less combined but only 1 mpg less on the
highway. Compared to the 2016 Hybrid not for sale yet, it’s well short of that
car’s 41 or 42 mpg combined estimate which the EPA says could save an average
driver $1,750 in five years over the Eco.
Hyundai has not priced the
2016 Sonata Hybrid or its plug-in hybrid variant yet, but the base Hybrid could
be close to the 2015 Sonata Hybrid’s $26,000 range.
Frankly,
it’s a close call and this is a tight field which we said up front splits
hairs.
All
told we like the Eco. As an evolved product with unique attributes and latest
internal-combustion engine and transmission tech, it does make an arguable
alternative.
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