Growing up in Canada in the 1970s and 1980s was a bit peculiar for someone that would ultimately become a gearhead like me. In those days, automotive emissions and safety regulations were not as stringent as the corresponding American rules. The Canadian auto market has long been about one-tenth the size of the south of the border and in those days it took on something of the flavor of the minor leagues.
Sure we had access to all the major league players like Ford, Chrysler, GM, Toyota, Datsun and the Europeans but we also had some up and coming players that were honing their skills in a less demanding league, others that were in their waning years and on the way out, and some just plain oddballs like TVR. We even had access to 12-cylinder Ferraris and Lamborghinis that were only available via the grey market in the U.S.
Just as in sports, not every player that finds a spot in the minors makes it any higher such as Russia’s Ladas. Ladas were about as dirt cheap as a Yugo, but somewhat more reliable. Not enough for American acceptance but long enough to scratch out a living in AA ball for more than a decade.
And then there was Hyundai. The South Korean company arrived in Canada in 1984 with a compact called the Pony and followed that up a year later with the midsize Sonata. Like the Ladas, the main selling point of Hyundais was price. We’re not talking about value the way they do today where you might pay the same price as a competitor and get slightly more equipment. Those first Hyundais were just downright cheap. There was certainly no indication at the time that 30 years later, Hyundai would be one of the world’s top selling brands.
Having established a beachhead among price conscious Canadians, Hyundai eventually moved south, where quality problems almost brought down the entire enterprise. For much of the next 15 years, Hyundai cars were not particularly attractive or fun to drive, but the Koreans persevered by offering unprecedented 10 year powertrain warranties and continually improving quality and reliability. By the waning days of the previous decade Hyundai had established a reasonably strong reputation for reliability and decided to step up its game in performance and design.
In 2009, the sixth-generation Sonata introduced the world to Hyundai’s “fluidic sculpture” design language. Within a couple of years virtually the entire Hyundai lineup was revamped with this bold look that included sweeping lines and plenty of surface creases that gave the brand a distinct look and Hyundai sales took off, hitting record levels that were mostly limited by production capacity for the most popular models like the Sonata and Santa Fe.
The cycle started over again in 2014 with an all-new seventh-generation Sonata. This time around, the fluid sculpture 2.0 look has evolved into something that is a bit more grown up and a bit less in your face. Everything is a bit more squared off, the creases have been sharpened and while there is less visual excitement, the Sonata is still a very handsome car.
Similarly, on the inside, the appearance is more subdued, but also more logically laid out. The materials look and feel more upscale than before with one glaring exception. The outboard ends of the dashboard and the upper door trim have been accented with extremely shiny, plastic wood that feels completely out of place in 2015. Ergonomically, everything is largely where you expect to find it. The one functional quibble I had in the cabin was the steering wheel. The overall diameter feels just right, but the rim actually feels a bit skinny making it a bit more difficult to get a comfortable grip for spirited driving.
The other notable element of the cabin is the back seat which feels absolutely cavernous, especially compared to other midsize sedans. Comparing raw specs for attributes like legroom, headroom, hip and shoulder room is always a bit of a dubious proposition because you can never be sure where the front seats are for various measurements. On paper, the differences relative to competitors like Toyota Camry and Ford Fusion seem negligible. Slip into the Sonata’s rear bench and I wouldn’t blame you for thinking you are actually in a Genesis instead. My six-foot-one son immediately commented about the inches of clearance between his knees and the back of the seat set for my five-foot-ten frame. Overall passenger volume tops the Camry and Fusion by nearly 3.4 cubic feet.
The back seat of the 2015 Sonata feels absolutely cavernous
Under the hood, a new powertrain choice has joined updated versions of the previous 2.4-liter normally aspirated and 2.0-liter turbocharged four-cylinder engines. The 2015 Sonata Eco is powered by a direct-injected and turbocharged, 1.6-liter four-cylinder. At 177-horsepower and 195 lb.-ft. of torque at a very low 1,500 rpm, the turbo produces slightly less power than the 2.4 but has a broader, flatter torque curve. This engine is paired exclusively with a new seven-speed dual-clutch transmission (DCT).
DCTs have been controversial in recent years, with a wide variety of behavior. Volkswagen’s more expensive wet-clutch units which are badged DSG have long been considered the best while the dry-clutch Powershift transmission used by Ford in the Fiesta and Focus has contributed to lower quality ratings and many complaints for Ford. Hyundai’s in-house developed unit never put a foot wrong during a week of driving, shifting as smoothly and seamlessly as the best traditional torque convertor automatics.
While no one is likely to confuse the 1.6-liter Sonata Eco with a sport version of the sedan based purely on its acceleration, the broad torque curve and absence of turbo lag that comes along with the twin-scroll turbo provides excellent driveability. The powertrain responds quickly when needed for passing maneuvers and never leaves you waiting for something to happen. Steering feel and handling have also stepped up a notch from the last Sonata although the driving dynamics still aren’t quite as good as the class-leading Fusion.
The infotainment system included a navigation system that on more than one occasion seemed to loose track of where I actually was, placing me at a location on the map a couple miles from my true position. Fortunately, later this year, 2015 Sonatas with a touchscreen system witll be able to get an update from Hyundai that will enable Apple CarPlay and Android Auto so you will have the option of using alternate navigation solutions.
Until the debut of the second-generation Sonata Hybrid and the new plug-in hybrid at the recent North American International Auto Show, the Sonata Eco is the most efficient version of Hyundai’s midsizer. The EPA rates the Eco at 28 mpg city, 38 mpg highway and 32 mpg combined. In mixed driving during a frigid first week of January, I averaged just shy of 30 mpg, a respectable result given the temperatures. Unlike early buyers of the last Sonata, I don’t think customers this time will be complaining about failing to match the EPA label values in more moderate temperatures.
At a starting price of $24,085 for the Sonata Eco and $28,125 with the Tech package, Hyundai retains its reputation for offering excellent value but there is no way I would call this car cheap. The as-tested price included navigation, blind-spot monitoring and leather-covered seats with heating for the fronts. This is definitely a car that has graduated into the major leagues. Anyone looking for a handsome midsize sedan with ample room for five, very good fuel efficiency and driveability should definitely take the Sonata Eco out for a test drive.
Click here for full specifications of the 2015 Hyundai Sonata Eco
