 2011 Hyundai Sonata 2.0T. Click image to enlarge |
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Review and photos by Chris Chase
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2011 Hyundai Sonata 2.0T
The turbo’s getting its second wind. As automakers look for ways to wring big power from smaller, more fuel-efficient engines, turbocharging is gaining popularity, with Hyundai one of the latest manufacturers to add a forced-induction motor to one of its most popular cars, the Sonata family sedan.
Turbo- and supercharging are variants on the same theme, with the aim of both being to force more air into the engine than it would pull in on its own – hence, forced induction. In simple terms, more air means more power, and modern turbo technology means that it’s quite possible to get six-cylinder power and performance from a smallish four-cylinder engine.
This is the tack Hyundai has taken with the Sonata. For this redesigned 2011 model, Hyundai chose to offer a turbo-ed 2.0-litre, four-cylinder motor as the upgrade engine, in place of a V6. That puts the Sonata 2.0T down two cylinders, but up 25 horsepower and, more importantly, 40 lb.-ft. of torque compared to 2010 Sonata V6 models. Also important are the new car’s improved fuel consumption ratings of 9.3/6.0 L/100 km (city/highway), which look good against the old 3.3-litre V6’s 10.8/6.9 L/100 km figures. The Sonata turbo also boasts more horsepower than the V6s in the Honda Accord, Toyota Camry (albeit barely, in both cases), Ford Fusion and Chevrolet Malibu.
  2011 Hyundai Sonata 2.0T. Click image to enlarge |
The motor itself isn’t all-new; it’s similar to the four-cylinder used in the Genesis Coupe, but retuned and turned 90 degrees to suit the Sonata’s front-wheel drive architecture.
Turbocharged engines are known for producing generous torque at low engine speeds, and the Sonata 2.0T’s motor doesn’t disappoint: all of its 269 lb.-ft. of torque is available at just 1,800 rpm, making for snappy off-the-line performance. If not for the stability/traction control system, the car would be all wheelspin in full-throttle launches, but the electronics do a good job of maximizing traction while still letting the car speed away quickly.
The six-speed automatic transmission (enthusiasts will be disappointed to know it’s the only one offered in the 2.0T) is a good one, shifting smoothly and responding promptly when the need for acceleration – and hence, a downshift – arises. The brilliance of the turbo’s torque curve is best shown with the transmission’s manual shift mode. Put the car in sixth on the highway and flatten the accelerator: the transmission won’t downshift, but the car will pull away smartly anyway, thanks to the torque available around the 2,000 rpm mark.
The turbo engine’s throttle response is a bit abrupt; using the “active eco” drive mode (a button left of the steering column turns it on and off) dials it back, but also makes the car feel sluggish at speed.
My tester averaged 10.4 L/100 km in city driving, in cool early April weather; a 2.4-litre car I drove last fall got 9.3 L/100 km in warmer conditions with more highway driving in the mix.
   2011 Hyundai Sonata 2.0T. Click image to enlarge |
Most impressive about the Sonata in general is how quietly the engine goes about its business. It’s a not at all a hardship to listen to, but the cabin is so well-isolated from mechanical sounds that the motor is barely audible until you get close to full throttle. Go all the way with your right foot, and I’d suggest that it sounds better than the Audi A4’s similarly-sized, but less-powerful, turbo four-cylinder. Road noise is more pronounced than in Sonatas with the base engine; the 2.0T’s larger tires – 225/45R18 versus the 215/55R17 that are the biggest offered with the less-powerful engine – could be to blame.
The Sonata is spacious and comfortable all around, but the bottom cushions of the front seats could be a little longer for better thigh support. The 464-litre (16.3 cu. ft.) trunk is generous, and the rear seats fold – but not quite flat – to reveal a decently-sized opening. The one foible I found was that the volume knob is a bit of a stretch from the driver’s seat, but that’s what steering wheel-mounted audio controls are for.
It’s worth noting that the Sonata has the specs to be a sport sedan, but it’s not quite there. The 2.0T model gets a firmer suspension than the base car, so its handling is a sharper, but you’ll get better steering feel in the slightly pricier Buick Regal Turbo. However, Hyundai doesn’t market the Sonata as a sporty car, so the fact it’s so satisfying to drive is a plus for the turbo model’s $29,000 starting price. My tester, a Limited with navigation, is worth $33,499.
As is the Hyundai way, all Sonatas come well-equipped, with cruise control, heated outside mirrors, USB audio input, steering wheel audio controls, Bluetooth, heated front seats (with automatic transmission in GL trim) and active head restraints. 2.0T models add 18-inch wheels and tires, proximity key with pushbutton start, satellite radio, chrome exterior garnish, windshield wiper de-icer, fog lights, power sunroof and chrome-tipped dual exhaust tailpipes. The 2.0T Limited gets dual-zone automatic climate control, six-CD stereo, leather seats and heated rear seats, and the Limited with Navigation adds navi and a back-up camera. Hyundai’s model structure means that you can get a 2.4-litre model in the same Limited with Navigation trim as my turbo tester; the base 2.0T’s standard features are a mix of those found in the 2.4-litre GLS and Limited models.
With the turbo’s reputation as a performance enhancer in sports cars, it’s easy to get the impression that the Sonata 2.0T is a budget sport sedan. It’s not, nor is it perfect in all regards, with road noise being something to consider. What it does prove is that it’s possible to get big power from a small motor while preserving the poise that this latest Sonata has quickly become known for.
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Pricing: 2011 Hyundai Sonata Turbo
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