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After years of stiffing the North American market, Ford has finally brought the hottest of their hot hatches to our shores for 2016. I finally got to spend some time at the wheel of the incredible Ford Focus RS.
After the first few days of redline shifts and generally being a noisy nuisance, I discovered that the blue bomb is a thirsty wee beastie when driven hard. It isn’t too bad when driven like a grannie though.
It’s a well known fact that Chrysler is owned by Fiat, saving the company from near certain bankruptcy. Few people look back on the DaimlerChrysler days with much fondness, with many holding the opinion that Daimler practically acted like they never even wanted Chrysler. Yet, in this era of an Italian owned Chrysler, there remains a car with a slight German accent. If there was a bright spot of the Daimler days, it is without a doubt the Chrysler 300.
If we turn back the clock to 2005 when the 300 debuted, the car was a revelation. The world hadn’t seen a rear wheel drive Chrysler since 1981. More importantly, Chrysler showed that America could still build an unapologetically full size, rear drive luxury car that people actually wanted to buy. With plenty of big German sedans and Lexus LS’ on the road, the Big Three had seemingly forgotten about a class of car Americans once dominated.
An instant hit upon release, the 300 is now a familiar sight. And as much as a success the car was, Chrysler, strapped for cash was sadly unable to keep the car fresh for years. Finally, in 2011 the 300 finally received a long overdue reskin. While some will argue to current 300 is not as “gangsta” as the original, there is no denying the car has presence. Chrysler may have refined the look some, but the 300 remains an imposing car with swagger to spare, a ‘brute in a suit’ as I was inclined to describe it.
Thankfully, the subpar interiors of Chryslers from the 2000’s are a fading memory, and the current 300 manages to deliver a convincing luxury experience for driver and passengers. This is a big American car for well, big Americans, so there is plenty of room to stretch out. Seats provide excellent comfort and should be perfect for long trips. Chrysler’s large touchscreen infotainment panel remains one of the best in the business, with an impressive sound system to boot. On hot summer days I appreciated the ventilated seat and thoughtful cooled cup holders. However in our black interior the chrome trim on the steering wheel would get scalding hot.
As always, the 300 offers a choice of two engines, a 3.6L V-6 rated at 292hp, or a 5.7L V-8 good for 363hp (Europeans can opt for a V-6 diesel). Either engine is paired to an 8-speed automatic. All wheel drive is available, but only with the V-6. Our test car had all wheel drive, and on paper 292hp may not sound like much to move a car with this amount of heft with much authority, but I was pleasantly surprised. After living with the 300 for a week I wasn’t really missing the V-8 at all, and to live with on a daily basis the V-6’s fuel economy (18/27MPG city/highway) is far more palatable. The 300 definitely shows its Mercedes DNA with a solid as a rock chassis and sure footed handling.
The 300 is offered in our trim levels; ours was the top of the line 300C Platinum. Predictably, the list of standard equipment is generous, including dual zone auto climate control, navigation, Harmon Kardon premium audio, heated steering wheel,power heated and ventilated front seats, heated rear seat, heated and cooled front cupholders, 19″ wheels, LED foglights, and a panoramic sunroof. Options on car include the SafetyTec Plus package (power folding mirrors, front and rear park assist, blind spot/cross path detection, forward collision warning, adaptive cruise control, lane departure warning, brake assist, rain sensitive wipers, automatic high beams) and premium leather on the dash, console and door panels. Including destination, our 300 retails for $51,050USD.
The 300 may not be as attention grabbing as it was when it first appeared over ten years ago, and its sales figures reflect that. Yet in its current iteration this is the best 300 addressing, having addressed any of the original’s shortcomings. This is a car that not only looks like modern American luxury, but acts like it too, offering a true luxury environment. True, there are other choices for a full size car to be had, but none provide the amount of attitude as the big Chrysler.
Time can certainly pass you by when you’re not paying attention. Case in point is the Acura RDX, which I instantly considered ‘the newer addition to the Acura crossover family.’ The reality is the RDX has been with us since 2007. With the popular MDX growing in size and cost, it was clear Acura needed to fill a gap with a smaller, more affordable alternative. While the first RDX filled that void, most buyers more or less stayed away. Touting a turbocharged four cylinder and Acura’s high-tech Super Handling All Wheel Drive, the first RDX seemed to be positioned as an edgy, sporty crossover, which likely served to limit the RDX’s mass appeal. For 2013, Acura released the second generation RDX. This time around, the turbo four was scrapped for a V-6, the complicated SH-AWD was replaced with a simpler, more conventional all-wheel drive set up. And what do you know? Sales of the RDX practically doubled overnight. Buyers really just wanted a smaller MDX not just in size, but in spirit as well, and when Acura delivered, buyers opened their wallets.
From the front, the RDX is easily identified as an Acura with its trademark grill treatment. From the side profile in size and stature, it’s easily to see the RDX’s Honda CR-V DNA. The pronounced wheel arches and distinctive 18″ alloy wheels, the RDX is thoroughly modern. It’s a clean design overall, and Acura showed incredible restraint as far as bling goes. The RDX was refreshed for 2016. with revised front and rear bumpers, but perhaps the most striking feature are the jeweled eye LED headlights. Simple, elegant and just premium looking enough, the RDX checks off the right boxes for what buyers are looking for.
Inside, the theme of restraint is continued. Of course build quality is superb, but the RDX’s cabin lacked a premium look. A glance around and my overwhelming impression was that I was sitting inside a very nice Honda. That’s not a terrible thing, but when you are gunning for Lexus one expects a slightly more visually interesting place to while away the hours. That aside, what people expect in a premium crossover is comfort, and on that front the RDX absolutely delivers. The RDX is a model of serenity on wheels, boasting a quiet cabin and exceptionally comfortable seating. Rear seat passengers are often an afterthought when it comes compact crossovers, the RDX is the exception. With elevated seating, passengers get an excellent view, but also more legroom than the competition. So, while lacking in visual excitement, the RDX makes up for in superb driver and passenger comfort.
As mentioned earlier, Acura ditched its turbocharged four cylinder in favor of a V-6. All RDX’s share a 3.5L V-6 rated at 279hp, a slight increase from pre-’16 models. This engine is paired to a six-speed automatic, which seems a little antiquated when eight speeds are becoming more the norm. Acura’s decision to move away from a turbo four cylinder is certainly bucking an industry trend, where such a motor is typically the standard engine in other premium subcompact crossovers. Smooth, exceptionally refined while delivering brisk acceleration, the RDX provides a premium driving experience its four cylinder rivals cannot match. RDX buyers have a choice of front or all-wheel drive. Our all-wheel drive test car had an EPA fuel economy rating of 19/27 MPG city/highway. Passengers will find the ride creamy smooth and comfortable. Steering is ultra-light and doesn’t communicate much information however.
The RDX comes in one trim level only, with three option packages available. Our test car was equipped with the top end Advance package. Standard equipment includes leather seats, power driver’s seat, heated front seats, Pandora radio interface, and power tailgate. The Tech Package adds navigation, multi-angle rearview camera, 10 speaker premium audio, HD Radio, Blind Spot information, dual zone auto climate control, passenger power seat and rear cross traffic monitor. The AcuraWatch package includes Lane Keeping Assist, Collision Mitigation Braking, Adaptive cruise control, forward collision warning, and lane departure warning, Finally, the Advance Package adds remote engine start, parking sensors, ventilated front seats, auto dimming side mirrors, fog lights and rain sensing wipers. Including destination, our fully loaded, all-wheel drive RDX has an MSRP of $44,460USD. This actually represents a pretty strong value when you consider you will be forced to pay quite a bit more for a similar sized Audi or BMW with similar equipment and a V-6.
While Acura can take credit for introducing North America to the notion of a premium Japanese car, for whatever reason when it comes to SUV’s and crossovers they are constantly playing catch up. In the mid-1990’s they were so ill-prepared for the SUV explosion they rebadged an Isuzu Trooper and called it the Acura SLX, which was a disaster. It wasn’t until 2000 Acura responded with the MDX and finally had something people actually wanted to buy. Seeing a need for a compact crossover, it’s a head scratcher that Acura replied with the first RDX which failed to resonate. With the current RDX however, Acura finally got it right. Your typical premium compact crossover does not want driving excitement. They do however, want comfort, quiet, and a stress-free driving experience and this RDX offers all of that in spades, and the dramatically improved sales numbers confirm that Acura got it right the second time around. With an armada of safety equipment and the latest in the expected equipment for a premium car and standard V-6 power at a price that easily undercuts its German rivals the RDX makes a compelling choice.
Since 1980, we’ve been sharing the road with the Maxima. Starting out as a boxy, softly sprung quasi luxury car, the Maxima at the time represented the most expensive and prestigious Japanese automakers offered at the time. Remember, no Acura, Infiniti or Lexus back then! Then at the turn of the decade, Nissan rewrote the playbook on the Maxima, and delivered what is still famously known as the ‘Four Door Sports Car.’ It was proper sport sedan, and enthusiasts came out in droves. Here we had a car that could stand up to a BMW performance wise but without the price tag and high running costs. Following that special era of Maxima history, Nissan didn’t seem to know exactly what the Maxima should be. The Garage sampled a previous generation Maxima. While a fine car, the overall impression was that of driving a slightly larger, more posh Altima. Hardly words to get the blood flowing, and a pretty half hearted endorsement for Nissan’s flagship sedan.
That was 2015, 2016 brings us the all new, eigth generation Maxima. And the revival of the ‘Four Door Sports Car’ description. Visually, this is the most interesting Maxima yet. The aggressive face is offset with soft, flowing lines on the side profile. It’s a successful combination of sportiness and elegance. Since there are no styling cues that tie the Maxima from one generation to the next, Nissan designers have a level of freedom unimaginable to a Ford Mustang designer. While the Maxima’s looks are completely up to the minute, it may be almost too contemporary. Time will tell just how gracefully this Maxima will age as the years pass.
Inside, the Maxima is also quite contemporary, but be it 2016 or 2026, a handsome, comfortable cabin never goes out of style. Here, Nissan has without question gone above and beyond and taken the Maxima into uncharted luxury territory. The attention to detail is outstanding. Matte wood trim, convincing stitching, and quilted leather seats set the Maxima apart. A luxurious interior should make you feel like you’re sitting in something special. And here, Nissan has done just that. Also, the well bolstered seats, a center stack angled toward the driver and a fat, flat bottomed steering wheel are subtle reminders of the sporty message the Maxima wishes to impart. While there is plenty of room, its true there is competition out there that offers roomier cabins, but you’re going to lose that cozy, cockpit like feel imparted by the Maxima. In sum, this has to be one of the best executed interiors of any Nissan.
Regardless of trim, all Maximas share the same drivetrain: a 3.5L V-6 rated at 300hp paired to a Continuously Variable Transmission. The days of a manual transmission Maxima faded around the time grunge music stopped ruling the airwaves. Now, on its own, there’s nothing wrong with this, but front wheel drive and a CVT does nothing to suggest what one would expect to find on a ‘four door sports car.’ The Maxima is plenty quick off the line and rules the third lane with authority. The Maxima is comfortable and controlled in the handling department, but I’m reluctant to categorize this as a true sports sedans. Nissan does offer a sporty SR trim, but reports suggest all you get is a harsh ride without any added sportier handling. The Maxima is happier and far more relaxed as a long distance cruise missile, not a back road burner.
The Maxima is available in five trim levels. Our test car was the top-spec Platinum. Standard features include 18″ alloys, Driver Attention Alert, Predictive Forward Collision Warning, Forward Emergency Braking, Blind Spot Warning, LED headlights, panoramic moonroof, power rear sunshade, heated/ventilated front seats, intelligent cruise control, navigation, 8″ color touchscreen, dual zone auto climate control and Bose audio. Including destination, our Maxima retails for $40,905USD. Not everyone might love the thought of a $40,000 Nissan sedan, but if you want these features on a premium branded car, prepare to spend at least another $10,000. But offering a car with the same features as the big boys at a discount price has long been a calling card of the Maxima.
So, after wandering in the woods for the past twenty years, is the Maxima back? In a word, no. Earlier, I remarked that Maxima stylists are free to go in any direction they want. But the Maxima itself? Absolutely not. Nissan has literally taken the Maxima as far as they possibly could. Nissan DOES build a four door sports car; it’s called the Infiniti Q50. And Nissan is not going to allow the Maxima to steal the Q’s thunder. If BMW hunting is your hobby, the Q is your car, not the Maxima. But not everyone wants rear wheel drive, and 99% of everyone could care less a manual transmission is not available. So, who is this car for then? If a full size sedan is what you’re seeking, but a Toyota Avalon is a little too ‘grandma and grandpa’ for you, the Maxima is your car. It may not be a four door sports car, but with this new Maxima, Nissan has delivered the most sharply focused flagship we have seen in years.
For 2016, The Sorento has been completely redesigned. Now in its third generation, the Sorento finally hit its stride with the second gen model. A true watershed car for Kia, the Sorento would be their first vehicle built on American soil. An instant hit with buyers, Kia found itself in the enviable position of running at full capacity to meet demand. Not known for resting on its laurels, Kia took all that consumers loved about the Sorento and sweetened the recipe even further.
While the first truck-based Sorento has been all but forgotten, Kia wisely took the last generation’s look, gave it an update and a healthy added dose of refinement. I appreciated the tasteful use of trim, with one possible exception. Some manufacturers are under the misconception that if they chrome plate the rims on its top end trim, the end result is a more premium look. Don’t like it? Your only option is to go for a lesser model, as Kia does not offer an alternative. That aside, the Sorento is a careful evolution of styling that has proven successful in the past, so apart from staying current, there was really no need to for a radical makeover.
Speaking of refinement, stepping inside our Sorento was a revelation. This is a truly legitimate, make no excuses premium cabin. Quality of materials cannot be faulted. Although feature laden, the Sorento’s controls are intuitive. The large 8″ touchscreen is one of the better ones available today. Still, as pretty to look at as it was, our particular Sorento might not be ideal for a family of messy wee ones. That gorgeous Nappa leather looks like a challenge to keep pristine, and one look at the glossy piano black trim is liable to cause a smudge.
Exceptionally comfortable, the newest Sorento is slightly longer than the outgoing model for an even roomier interior. With a panoramic moonroof, our test car was the very definition of airy. You can have a Sorento as a two row, five seater, or a three row seven seater. For reasons that are unclear though, Kia makes that choice overly complicated. If you choose the base four cylinder, no problem-your choice of two or three rows. Opt for the turbo? Two rows only. The V-6? Three rows only. Why Kia?
Speaking of engines. Base Sorentos get a 2.4L four rated at 185hp, and there is an optional 3.3L V-6 good for 290hp. New to the Sorento for 2016 is a 2.0L turbocharged four cylinder rated at 240hp. All Sorentos share a six speed automatic, though there are rumors that Kia is working on a new transmission for more cogs. All Sorentos are front wheel drive with available all wheel drive. If towing is a concern, this should help. The base 2.4L can tow 2,000lbs, the turbo 3,500lbs, and the V-6 with all wheel drive can handle 5,000lbs.
Our test car had the 2.0L turbo. Even with a turbo I was concerned how well a four cylinder would get our Sorento down the road, as this is no small vehicle. Thankfully, those fears were soon put aside. The turbo Sorento has no problem getting around with more than adequate acceleration and is never under duress. After a couple days I didn’t miss the V-6 at all. The EPA rates fuel economy at 19/25 MPG city/highway, which is respectable for a car this size. The Sorento handles well for a vehicle this size, although steering feel was lighter than I would have liked. Ride is controlled and comfortable. Kia engineers took pains for a quiet cabin, with a smoothed out under pan and insulated glass, and the results paid off. Again, the Sorento provides a premium experience consistently across the board.
With a choice of three different engines, front or all wheel drive, two or three rows of seats, you would be safe in assuming Kia already gives buyers plenty of choices, but that’s only half the story. The Sorento is available in a staggering five different trim levels as well. Our test car was the top of the totem pole SX Limited. Standard equipment includes dual zone automatic climate control, Infinity audio, rapid charge USB ports, Nappa leather, power seats, heated and ventilated front seats, heated rear seat, heated steering wheel, LED foglamps and panoramic moonroof. Our car had one option, the Technology Package, which adds xenon HID headlights, lane departure warning, forward collision warning, electronic parking brake, Surround View Monitor, and smart cruise control. Including destination, our Sorento retails for $45,095USD. Taken on its own, that represents a fair value for what you get, but it bears mentioning that a Sorento starts around $25,000. So yes, it literally takes $20,000 extra to get from the base model to the car shown here.
With that in mind, and so many choices available, if you’re seeking a mid-size crossover and you can’t find a Sorento that meets those needs, chances are that crossover doesn’t exist. With the last Sorento, Kia built a crossover that people wanted to buy. Selling points were no longer all about competitive pricing and long warranties-here was a car that was simply good on its own merit. Kia took that concept and sent it to finishing school, and the results are nothing short of impressive.
When the e-mail came informing me a Dodge Journey would be dropped off for The Garage to review, my first thought was “Oh, I had forgotten about those.” A quick search from The Garage archives show we last looked at a Journey in 2012. Ok, so its been four years, what’s new with the Journey since we last looked at it? To my amazement, I found the answer is, well, basically nothing. Given that the crossover is the preferred mode of transportation for the modern family, it is practically unbelievable how little attention Dodge is paying to the Journey.
Introduced in 2009, the Journey is a dinosaur amidst the competition, which are practically falling over each other to stay on top. Even when new, the Journey was light years behind everyone else. Salvation came in 2011 when Dodge addressed the Journey’s most egregious sin-its unforgivably awful interior and several other improvements. Even so, it staggers the imagination that after that revision, Dodge pretty much walked away.
Even with the 2011 revision, Dodge decided to leave the exterior alone, save for a few mild updates. At least the Journey was a decent, if unremarkable looking family hauler, but the design is definitely showing its age. In 2012, The Garage complained our dark grey test car all but vanished in crowded parking lots. This time around, our Crossroad model finished in Redline Pearl with 19″ wheels, gloss black grill, platinum chrome trim and dual exhaust gives the Journey a shot of some badly needed visual character.
The strong suit of the Journey continues to be its interior. Following its 2011 reboot, this is a cabin that really needs no improvement. Roomy, comfortable with easy to use controls complemented with quality materials, the Journey is a pleasant place for long trips. Another plus is a plethora of storage and cubbies, as well as three row seating-features that are important to crossover buyers serve to the Journey’s advantage. Finally, our car’s 8.4″ touchscreen is one of the fastest, and most intuitive interfaces on the market.
Buyers have a choice of two engines, a 2.4L four rated at 173hp paired with a four-speed automatic (they still makes those?) and an optional 3.6L V-6 rated at 283hp mated to a 6-speed automatic. It goes without saying, the V-6 is the engine you want. All Journeys are front wheel drive, with all-wheel drive available with the V-6 only. Acceleration with the V-6 is commendable, and the Journey is a quiet highway cruiser. For a three row crossover, the Journey is a cinch to navigate around town. Gas mileage on our V-6 all-wheel drive test car, however, is unimpressive with an EPA rating of 16/24 MPG. A heavy right foot will certainly get you on a first name basis with the local gas attendant.
Although clearly designed with the North American buyer in mind, the Journey is sold globally. Most interesting, in Europe it is sold as the Fiat Freemont, which offer a choice of diesel engines not available here.
True to form, Dodge offers the Journey in a dizzying array of different trim levels. Our test car was the Crossroad Plus. If your budget allows, you’ll definitely want to skip over the plain vanilla looks of lesser models. Notable standard features include SiriusXM Radio, three-zone auto climate control, illuminated cup holders, and auto dimming rear view mirror. leather seats with cloth mesh inserts, 8.4″ touchscreen, power seats, and LED interior lighting. Options on our car included the Popular Equipment Group (alarm, heated steering wheel, heated seats, remote start), navigation, back up camera, ParkSense rear park assist, and second row seat with integrated child boosters. Including destination, our well-equipped Journey retails for $34,660USD.
So, where does that leave us? The Journey’s biggest Achilles heel is without doubt its age, followed by mediocre fuel economy. Still, the Journey does all that is asked of it, and does it well. Families seeking a roomy, comfortable and versatile crossover will be well served. The availability of a third row seat is an added plus, and if you can restrain yourself with the options, the Journey represents a good value. Still, with parent company Fiat announcing it will be dropping the compact Dart to focus instead on crossovers, its clear Dodge is finally preparing to a follow up act.
Once upon a time, the six cylinder versions of muscle cars were sort of the red headed step-child of real muscle cars. Those days are gone and the V6 version of the sixth generation Camaro is a real contender.
Back in college I had a core group of friends and as you can imagine, we were all a bunch of gearheads. Not long ago, a non-car guy buddy asked us for advice on what small crossover/suv he should consider. Before I could even respond, a friend had already suggested the Mazda CX-3, and I agreed. Later that day, we hear back from our buddy. He ran out and bought a Ford Escape-a perfectly fine choice, but he hadn’t even considered the Mazda.
As a car company, Mazda is offering one of the best line ups out there, and the automotive media knows it, and isn’t shy about telling you. But, like our buddy, for the average new car buyer out there Mazda, through no fault of its own, seems to fly under the radar. As one of the smallest Japanese automakers out there, Mazda wisely made the choice that instead of trying to be an ‘all things to all people’ kind of company, they would focus on what they know how to do very well-build cars that are fun to drive.
The crossover has long since overtaken the suv as the preferred mode of transportation for families, and the notion of a subcompact crossover is the latest offshoot that is quickly growing in popularity. So, Mazda took the architecture of its tiny Mazda2 and the CX-3 was born. I’m a big fan of actually recognizing a car when its coming at me, and few manufacturers are as successful as this as Mazda. Their KODO design language is seen in every car they make, and the CX-3 is instantly recognizable as a Mazda. Sportiness is the theme here, with an aggressive grill, stern headlamps, upswept greenhouse and pronounced wheel arches. The CX-3 is absolutely modern, but I suspect it should age well. If the Nissan Juke’s looks are too polarizing for you, the CX-3 is much more reasonable yet not at all boring.
The CX-3’s interior carries over the exterior’s modern aesthetic. Interesting that the most visually striking aspect was the color palette of our test car. With parchment seats accented with deep red the color choices recall 1950’s American car. This vintage color combination in such a contemporary cabin adds up to a very appealing interior. The driver faces a large tach with a digital speedometer that is different but easy to get used to (lesser model CX-3s make do with a conventional speedo/tach). Other controls are simple and straightforward to use, with one glaring exception. If you like channel surfing on satellite radio as I do, the CX-3’s controls involve a multi-step process that is so maddening and distracting I set it to one channel and left it there. There’s no reason why changing a radio station needs to be a multi-step process.
For Mazda’s tiniest crossover, the CX-3 provides a very premium feel not just in design but in the quality of materials. Up front, the seats provide excellent comfort. Picking up a cousin at JFK airport straight off a flight from Hawaii into New York morning rush hour traffic headed up to the northeast corner of Connecticut, the CX-3 was roomy and quiet enough for my passenger to doze off. I repeat, up front. The rear seats are a little tight, especially if the people up front are on the tall side. Open the rear hatch, and you are immediately reminded that even though this is a crossover, it’s a subcompact. Rear cargo space is almost laughable. To make matters worse, go for the premium Bose audio system, and Mazda throws in a subwoofer back there that eats up even more room.
You quickly forget about that and learn to pack light once you get in and go. All CX-3s come with a 2.0L four rated at 146hp mated to a six-speed automatic. It should be noted that foreign markets have the option of a six-speed manual and a diesel engine. But for North America, the only choice to make is whether you want front or all-wheel drive. Driving the CX-3, it’s instantly apparent these are the same people who build the MX-5. Steering and handling are simply fantastic. At only 146hp you’re not going to win any stoplight grand prixs but there’s enough power on tap for any passing situation. The CX-3 is more fun and rewarding to drive than any crossover has a right to be. Although the ride is on the firm side it is never punishing or harsh. And with our all-wheel drive car’s EPA rating of 27/32MPG city/highway, top of the class fuel economy is a pleasant bonus.
The CX-3 is available in Sport, Touring or Grand Touring trim. Our test car was the top-spec Grand Touring, with standard equipment including leather and lux suede seats, heated front seats, push button start, blind spot monitoring, LED headlights, fog lights and tail lights, auto climate control, head up display, navigation, Bose audio, rearview camera, and power sunroof. Options on our car included remote start, the I-ActivSense Package (radar cruise control, smart brake support and rain sensing wipers). Including destination, our CX-3 had an MSRP of $29,790USD.
The CX-3, which is a new addition to the Mazda family, may not be the solution for the family car with tight rear seating and limited luggage space. If that’s your need, Mazda makes bigger vehicles for you. But in the fast growing subcompact crossover market, Mazda has quickly established themselves as the sporty alternative. If you can pack light, but crave what else makes crossovers popular-elevated driving position and available all-wheel drive but refuse to sacrifice driving fun, the CX-3 demands your attention.
Now in its seventh generation, Hyundai’s mid-size Sonata is without a doubt a mainstay in their family of cars. Yet when it came to offering a hybrid, as Toyota and Honda had been for some time, Hyundai was conspicuous by its absence-the world did not see a Sonata Hybrid until 2013. While everyone agreed the last generation Sonata was by far the best one yet, the Hybrid was a mixed bag. Not that it was a bad car, but fuel economy-the measure by which all hybrids are measured-just didn’t stack up well against the competition. The Sonata Hybrid is all new for 2016. Let’s see if they’ve narrowed the gap.
The Sonata line was redesigned for 2015, but we had to wait another year to see the Hybrid take a bow. The last Sonata represented a massive styling departure from the ho hum cars that preceded it. The new Sonata is an evolution of that shape, but now the car has been to finishing school and is strikingly elegant. The Sonata Hybrid received a healthy share of compliments wherever I went. A svelte shape is key for maximizing fuel economy, so specially designed wheels, active air shutters behind the grill and redesigned rear end differentiate the Hybrid from other Sonatas, and contribute to a very slippery drag coefficient of .24 cD.
Inside, the Sonata Hybrid is surprisingly luxurious. Soft surfaces abound, pleasing textures and quality materials meet everywhere you place your hands and can see. Although our car was feature packed, the Sonata is a car you can simply jump in and go with no guesswork involved for any of the controls. An airy greenhouse is further enhanced with the available panoramic moonroof. Boasting comfortable seats and an even roomier interior than the outgoing car, the Sonata is a car you and your passengers can easily spend hours in perfect comfort.
Powering the Sonata Hybrid is a 2.0L four and an electric motor good for a combined 193hp. What sets the Sonata Hybrid apart from any other hybrid out there is the choice of transmission. Where the competition universally uses a continuously variable transmission, Hyundai opted for a conventional six-speed automatic. Why is this noteworthy? Not everyone is a fan of the CVT, known for droning while holding revs when the engine is called up for more power. Want a hybrid, hate CVTs? Here’s your car.
The Sonata Hybrid won’t be confused with a sports sedan. That said, its no slouch, getting around town and merging onto highway traffic without any drama. Comfort is key here, and its delivered in spades with a creamy but controlled ride. But what about fuel economy? According to the EPA, you can expect a combined 41MPG. This is an improvement over the outgoing car, but still not as impressive as an Accord Hybrid.
The Sonata Hybrid is available in either SE or top of the line Limited. Our test car was the Limited. Its interesting to note the heavier, feature laden Limited delivers 41MPG, while the lighter SE bumps that figure up to 42MPG. Standard equipment includes HID headlights, 17″ alloys, heated and ventilated front seats, heated rear seat, leather interior, heated steering wheel, and SiriusXM satellite radio. Our included the Ultimate Package, which adds a panoramic sunroof, lane departure warning, forward collision warning, automatic high beam assist, rear parking assist, smart cruise control, Infinity premium audio, and LED interior lighting. Including destination, our Sonata Hybrid has an MSRP of $35,765USD, which is reasonable for a hybrid packing plenty of high-end features. If you can do without the frills of the Ultimate Package you will save yourself $4,500.
While Hyundai took its time in offering a hybrid, the Sonata Hybrid is a unique offering. Arguably one of the most dashing mid-size hybrids available, here is rolling proof you can go green and look sophisticated doing so. And with the Ultimate Package, you are enjoying features often reserved for premium vehicles. The class exclusive six-speed automatic is also a strong selling point for buyers turned off by a CVT. While fuel economy has improved, it is not class leading, but this is no reason to overlook the stylish Sonata Hybrid.
