Sonata top bumper class
Hyundai sedan lead stellar crop of rookies and redesigns
SCOTT BURGESS
What a difference a year makes.
Nearly every carmaker has seen this year end much better than the last and consumers have been rewarded with a raft of new and redesigned vehicles from numerous carmakers during the 2010 calendar year.
But the very best cars and trucks of 2010 have pushed their brands. They give us a look at a company, where it's going and what we should expect in the future.
That's why the Detroit News Car of the Year is the 2011 Hyundai Sonata
These are much more than smartly redesigned vehicles with head-turning looks, magnificent interiors and excellent powertrains.
2011 Hyundai Sonata
Price: $19,915 Mileage: 24 mpg city / 35 mpg highway Few vehicles have had such a first-year impact as the 2011 Hyundai Sonata. This sedan represents a monumental and philosophical shift for the carmaker — many more will follow.
The beautiful Sonata does not offer any model with a V-6; instead there is a direct injection and turbo I-4 models offered to satiate customers looking for power or fuel economy. (There's also a gas-electric hybrid version.)
Inside and out, the Sonata is a home run. The exterior conveys the new face of Hyundai and the interior is plush, well laid out and complete. Most of all, Hyundai's new look is completely its own. The carmaker, once scolded for using trace paper on its designs, is now mapping out its own future with innovative, elegant vehicles. It is leading instead of following.
You'll want to drive new Hyundai Sonata like you stole it
The 2011 Hyundai Sonata 2.0T, a turbocharged, dandy sedan.
CAPTION
Hyundai
By James R. Healey, USA TODAY
When a car's as close to the family sedan sweet spot as Hyundai's 2011 Sonata is, you have to be careful about jazzing it up. Easy to go too far and lose the balance that makes the original delightful.
Hyundai, which seems lately to have the magic touch (sales through November are up 23% in a market up 11%), perhaps strayed over the line in creating its 2.0T, a go-fast turbocharged version of Sonata. But errors are slight and, overall, the car's dandy.
The test car had a hard ride. Not just sportingly stiff, but punishing over potholes and broken asphalt that characterize too much of American road surfaces. The suspension, aimed at cornering agility, is stiffer than on non-turbo models, and 225/45Rx18 tires are standard. The "45" means the sidewalls are so stubby and stiff that there's little give.
The turbo engine, which uses gasoline direct injection (GDI) for more power and fuel efficiency, grumbled unpleasantly at cold start. After it warmed, and always under hard throttle, it sounded good. GDI engines often are noisier than others, giving the impression there's a coarse, unrefined powerplant under the hood. Payback for the GDI noise is extra performance and miles per gallon. Hyundai calls its combination of GDI and turbocharging "Blue Drive." We don't know why.
The loaded test car also was $30,000, no longer the hard-to-resist pricing that helped make Hyundai a success. On the other hand, that price brought leather upholstery, navigation, backup camera, heated front and rear seats and — can you stand it? — premium door sill scuff plates.
If you don't need all that, the base 2.0T is about $25,000, which seems more like Hyundai pricing.
Mainly, the balance swung wildly positive.
Sonata 2.0T did as intended — went quickly, and did so smoothly. The turbo engine has higher power ratings (274 horsepower, 269 pounds-feet of torque) than rivals' V-6 engines and uses regular gasoline. Some companies recommend or require pricier premium fuel for their turbos.
The 2.0T engine wasn't high-strung, as some turbos can be. It rolled out a seamless flow of power from just above idle to redline. It never seemed like — you know the type — a smallish four-cylinder meant for fuel economy but turbocharged to get its power back to where it should have been.
Nope. It came across as a highly entertaining and agreeable engine of indeterminate cylinders and size, equally at home slogging or flogging.
The six-speed automatic transmission is a new unit designed by Hyundai. It snapped off shifts, up and down, with no pause and no jolt. That's how all automatics should work, but other automakers seem to have forgotten that.
The manual-shift mode worked the common-sense way: Pull the floor-mounted gear lever slightly toward yourself to enter the manual gate, then tap forward or backward to change gears. High-end Limited versions of the 2.0T, such as the test car, also provide steering wheel paddles allowing you to fingertip-shift without first putting the lever into the manual position.
Sonata's paddles were small enough not to get in the way when you reached for the turn signal or other controls mounted on the steering column.
An "eco" button on the dashboard changed engine and transmission settings to use less fuel. But it seemed odd in such a quick, fun-oriented machine. Its biggest benefit was that when you turned it off, it stayed off; it didn't reset, nanny-fashion, each time you restarted the engine. One more feature that other automakers should note well.
If you drive it like you stole it — which the 2.0T drivetrain invites — you'll be disappointed by the fuel economy. No question. And you'll want to drive it hard after just a few times using wide-open throttle. Addictive. We didn't have enough traffic-free roads to do much of that, alas, so you can't blame our 17 mpg fuel economy on a lead foot.
The loaded test car had soft-touch interior surfaces that were better than your usual soft-touch materials. Made you want to fondle everything.
Because it's a Sonata, the 2.0T also:
•Had comfortable seats and, in what appears a physics-defying situation, lots of legroom in back even though the numbers show it should be a bit tight. More evidence that you can't buy a car based solely on its specifications.
•Turned in a short, 35.8-foot radius, nearly 2 feet tighter than the worst of its rivals (Ford Fusion, 37.5 ft.). That made the 2.0T handy for dodging holiday traffic and using tight mall parking spots.
•Provided excellent storage. The trunk was a generous 16.4 cubic feet, and an array of thoughtful nooks in the center console area meant you needn't surrender a cup holder to stow cellphone, checkbook and other items normally accompanying an American motorist.
If you live where the road surfaces are bad, you'll wish you bought a softer-riding machine. Otherwise, prepare for automotive delight.
About the 2011 Hyundai Sonata 2.0T
•What? Turbocharged version of recently redesigned, four-door, front-drive, midsize Sonata sedan.
•When? On sale since November.
•Where? Made at Montgomery, Ala.
•Why? Jazz up the Sonata line,
•How much? SE starts at $24,865 including $720 shipping. Limited: $27,765.
•Who'll buy? People who don't accept that a mainstream family sedan needs to be boring.
•Instead of what? V-6 versions of Honda Accord, Toyota Camry, Ford Fusion, Nissan Altima, and turbo models of Buick Regal and Volkswagen Passat, Hyundai expects.
•How powerful? 2-liter, turbocharged four-cylinder rated 274 horsepower at 6,000 rpm, 269 pounds-feet of torque at 1,750 rpm, mated to six-speed automatic transmission with manual-shift mode.
•How big? Midsize by common-sense yardstick; barely into full-size category by government index. Sonata 2.0T is 189.8 inches long, 72.2 in. wide, 57.9 in. tall on 110-in. wheelbase.
Passenger space, 103.8 cubic feet. Trunk, 16.4 cu. ft. Weighs 3,401 to 3,516 lbs.
• How thirsty? Rated 22 miles per gallon in town, 33 mpg on the highway, 26 mpg in combined driving.
Test car trip computer registered 16.8 mpg (5.95 gallons per 100 miles) in suburban traffic, including some cold-weather idling to keep interior warm.
Burns regular, holds 18.5 gallons.
•Overall: Too-stiff ride, otherwise a honey.
First Drive: 2011 Hyundai Elantra
December 09, 2010
The compact sedan segment is such a practical bunch of cars. According to Hyundai, about half of buyers choosing one of these cars are downsizing -- and their number one reason is fuel economy.
This is clearly a thrifty group of people. And while all of the cars in this segment get good or great fuel economy, the Elantra beats them all. It does so without a downsized, turbocharged engine (Chevrolet Cruze), twin-clutch automatic (Ford Fiesta), or direct fuel injection -- but instead with smart aerodynamics, a small four-cylinder with dual continuous variable valve timing, and six-speed transmissions (automatic or manual). Importantly, all Elantras achieve the same EPA figures (29 mpg city, 40 mpg highway). No "eco" package is needed (as in the Cruze and Fiesta.)
There's another area in which the Elantra has all of its competition beat: styling. With apologizes to Toyota, no self-respecting young person could get excited about the Corolla. The Civic, now at the end of its life cycle, has a futuristic design that went one step too far -- and seems to appeal to George Jetson more than it does to Elroy. The Chevy Cruze is a good car, but it carries the baggage of a lifetime of crappy compacts from the General. The Mazda 3 is fun to drive, but its silly smiling face is a deal-breaker for many. And the Volkswagen Jetta may look grown-up and elegant, but it can't compete on price here. When it tries, it's equipped with an engine from the 1940s and an interior of Play-Skool quality. (Slight exaggerations, if only.)
In fact, if it weren't for the forthcoming Focus (and the new Fiesta, both of which compete with the Elantra) we could go so far as to say that this Hyundai is so far ahead of everything in its class, it's playing by itself. There is no longer a single compelling reason to buy a Corolla. The Civic is just fine, if you love the way it looks. The Mazda remains a fun choice, but it looks and feels like a toy by comparison. And the Jetta? If you want the real German car, you need to pony up the extra money for the wagon or forthcoming GLI, both of which have high-quality interiors, but neither of which can compete on price.
Hyundai has cracked the code of the compact economy sedan. This category of car isn't about making a sport sedan, and it's not rocket science to make a car that's nice to drive, well-equipped, reliable, and price-competitive. To its benefit, Hyundai seems to be the only player that understands how important styling is. ...next page >>
And the Elantra delivers that in droves. Inside and out, there's not a cheap part and not a single bad angle. It looks elegant, expensive, and well-built. And it's more of the same from behind the wheel. The steering is path-accurate. The brake pedal feels positive, with immediate bite and response. Handling is excellent on smooth surfaces. The ride quality is surprisingly supple, with excellent body control. The cabin is quiet. The 1.8-liter engine produces 148 hp, but only 131 lb-ft of torque, so it needs lots of revs to keep up with traffic. That's no problem, since it's relatively quiet, smooth, and unobtrusive (under 6000 rpm, anyway-the highest couple hundred rpm on the tach are accompanied by a determined, somewhat harsh note). The six-speed automatic is ready, willing, and able to pull off big downshifts with the utmost of smoothness-and redline upshifts are similarly well executed. Unfortunately, the six-speed automatic has an unacceptably long first gear, making off-the-line getaways far slower and more labored than in, say, the Jetta or Cruze, both of which squirt off the line with short first gears.
The only cheap touch in the Elantra's interior is the hard plastic on the backs of the fold-down rear seats; it's easily scratched and will show its age quickly. Otherwise, every touch point is padded, and the leather-wrapped steering wheel on uplevel Elantras feels great. (So do the heated leather seats.) The climate controls are not only easy to use, but far better looking than anything else in this class (and the vent fan is surprisingly quiet.) The infotainment interface is merely okay unless you order navigation-some of the functions require multiple steps to access.
The back seat of the Elantra offers suitable amounts of space, but the sloping roof really cuts into headroom -- a problem that the other expensive-looking car in this class, the Jetta, doesn't have. But the Hyundai's interior materials are a world better than the VW's. And the Jetta's base 2.0-liter 8-valve engine is no match for the Elantra's 16-valve 1.8-liter, not in power or economy or refinement. The optional 2.5-liter five-cylinder is a far better match for the Jetta. Of course, it comes at a price -- in additional MSRP and diminished fuel economy
You won't mistake the Elantra for a Volkswagen GTI or a BMW 3-series from behind the wheel, but as a practical commuter, there's not much to complain about. And that's what this type of car is about -- comfortable, economical, and practical. Right now, it's without question at the top of its class, and until the next Ford Focus goes on sale, we have no doubt that it'll remain there.
Consumer Spirits Lift as Economic Recovery Accelerates
By Courtney Schlisserman - Dec 10, 2010 9:02 AM PT
Confidence among U.S. consumers increased in December to a six-month high, coinciding with stronger holiday sales that show the economy is gathering speed.
The Thomson Reuters/University of Michigan preliminary index of consumer sentiment rose to 74.2 from 71.6 at the end of November. A Commerce Department report showed the U.S. trade deficit shrank more than forecast in October to $38.7 billion as growing economies overseas propelled exports to a two-year high.
Retailers such as Neiman Marcus Group Inc. have benefited during the biggest shopping period of the year as Americans grew more optimistic about the labor market. Treasury securities fell after the trade report signaled the U.S. economy is getting a boost from a jump in exports stemming from growing demand in markets like China, Brazil and South Korea.
“There’s a groundswell of good news right now,” said Jonathan Basile, an economist at Credit Suisse in New York. “That to me is a sign that households and businesses can make purchases with a little more confidence.”
Economists projected a December sentiment reading of 72.5, according to the median estimate in a Bloomberg News survey. Forecasts in the survey of 67 economists ranged from 69 to 76.5. The gauge averaged 89 in the five years leading up to the recession that began in December 2007.
The survey’s measure of current conditions, which reflects Americans’ perceptions of their financial situation and whether it is a good time to buy big-ticket items like cars, increased to 85.7, the highest since January 2008, from 82.1 a month earlier.
Consumer Expectations
Consumer expectations for six months from now, which more closely projects the direction of consumer spending, increased to a six-month high of 66.8 from 64.8.
Higher stock prices this month and signs tax rates will be kept from increasing may prop up Americans’ spirits. Since the end of November through yesterday, the S&P 500 gained 4.4 percent. President Barack Obama this week agreed with Republicans to prolong income-tax cuts put in place by former President George W. Bush.
“Consumers are taking their cues from the stock market, and private employment is rising, despite November’s disappointing numbers,” said Ryan Sweet, a senior economist at Moody’s Analytics Inc. in West Chester, Pennsylvania, who projected the sentiment index would rise to 74.
Holiday Forecast
The National Retail Federation forecast November to December sales will rise by 2.3 percent from the same time in 2009, making it the best holiday shopping season in four years. The ICSC said it expects December sales to rise as much as 3.5 percent compared with last year.
“I would generally say that the core customer is absolutely back shopping,” Neiman Marcus Chief Executive Officer Karen Katz said on a conference call Dec. 8. Still, consumer “spending is not back up to the levels of pre- recession and we don’t have any expectations that it will get back to that level.”
The Michigan survey showed that buying plans for household durable goods rose to the highest level since January 2008. The proportion of Americans saying they were hearing of job gains rose to the highest level since 1983.
The figure is at odds with Labor Department data last week that showed November unemployment rose to 9.8 percent, the highest since April and close to a 26-year high. The economy generated 39,000 jobs after 172,000 a month earlier.
Imports Stagnated
The Commerce Department’s trade report showed imports stagnated in October as U.S. demand for crude oil fell. The overall trade gap, which narrowed 13 percent, was projected to be little changed at $43.8 billion, according to the median forecast of economists surveyed. Estimates ranged from deficits of $39.5 billion to $46.6 billion.
“Trade is definitely going to provide a decent pop to growth in the fourth quarter,” Sweet said.
Exports, benefitting from a cheaper dollar, increased 3.2 percent to $158.7 billion, boosted by sales of foods, automobiles, engines and industrial supplies like fuel oil and natural gas.
U.S. Dollar
Since reaching a one-year high on June 7, the dollar has fallen 6.6 percent against a trade-weighted basket of currencies. The drop makes American goods cheaper to buyers abroad and will keep spurring manufacturing, which expanded for a 16th consecutive month in November.
Growing overseas economies are also contributing to demand for U.S. goods. China, set to become the world’s second-largest economy this year, had a 9.6 percent gain in third-quarter gross domestic product from a year ago. Singapore , in the running to be the world’s fastest-growing economy this year, expanded 10.6 percent while Brazil, South America’s biggest economy, grew 6.7 percent.
General Dynamics Corp., based in Falls Church, Virginia, is seeing “strong international order activity and interest, particularly in the emerging markets,” Chief Executive Officer Jay Johnson said in a Dec. 2 industry conference presentation.
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