2015 Hyundai Sonata

2015 Hyundai Sonata

Episode 3405
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The 2011 Sonata was a watershed sedan for Hyundai. It lured buyers in with dynamic styling, and cheap prices, and kept them satisfied with great drivability and reliability. But, that was yesterday. The challenge today is to keep those buyers despite more intense mid-size competition, and to uphold their well-earned reputation. So let’s find out how an all-new 2015 Sonata measures up.

It’s difficult to fathom that the 2015 Hyundai Sonata marks the beginning of the 7th generation of the Korean middle-weight four-door. To say it has come a long way is an understatement. Evolving from a late 80’s boxy also ran, to today’s family sedan trend setter. 

And it’s easy to see those trend setting ways continuing when you climb inside the latest Sonata. You’re immediately treated to a great looking interior that is incredibly comfortable and very upscale in feel. Though this Limited model’s rich 2-tone black and brown theme surely has a lot to do with that. 

Not that it’s perfect. Some of our staff found the sparseness of control knobs annoying, and the few knobs that are present are either a long reach or look too similar to each other, and had some turning up the temperature when they we were trying to crank up the volume. Owners will likely figured it all out in no time, however. 

The folding rear seats offer plenty of head and leg room, and while seat cushions are a little on the hard side there is a very comfortable rake to the seat backs which makes things quite tolerable for long trips.

In fact, interior volume has risen enough that Sonata is now in the Large Car EPA size-class. Trunk space is certainly larger than most mid-size rivals at 16.3 cubic-ft.

An available Tech package gets you a panoramic sunroof, HID headlights, and very competent 8-inch navigation display with touchscreen. But the Ultimate package is where the tech really kicks in with smart cruise control with full stop and start capabilities, lane departure warning, forward collision warning, plus an electronic parking brake with hold feature.

As before all engines are four-cylinder and three are available. This standard, direct-injected 2.4-liter I4 rates 185-horsepower and 178 lb-ft. of torque. Peak power is actually down a little from last year in an attempt to make things more responsive. But, we found it a bit weak and noisy. A 1.6-liter turbo Eco model is new, but only recommended if fuel economy is your number-one priority. The 245-horsepower 2.0-liter turbo looks like the best choice for ample off-the line torque. 

We didn’t find that in the 2.4. Getting to 60 took us a lackluster 9.3-seconds. Well off the previous car. You do start to feel some hint of power mid-range, but slow shifts from the 6-speed automatic keep the fun factor just barely above zero. Running out the ¼-mile took 17.2-seconds at 83 miles-per-hour. 

Things improved somewhat through our handling course. Understeer is certainly there, but it doesn’t bombard you. Steering is quick, but the feel is artificially heavy and disconnected. Much, much better was braking performance, with solid stops from 60 that averaged just 117-feet. 

This is, first and foremost, a family sedan of course, so while it’s doubtful that track performance will be high on any family’s priority list, exterior design will certainly play a much larger roll.

The fluidic sculpture 2.0 styling theme tries just as hard as the previous generation to make a statement, but we’re not sure the results are nearly as successful. Though the look, complete with LED daytime running lights and dual exhaust is now undoubtedly classier, like its better rivals. The rear appears wider and taller, with high mounted LED tail lights pointing in towards the center.

So while exterior beauty is always in the eye of the beholder, from the driver’s seat we all agree that Hyundai has certainly come a long way in chassis and suspension refinement. Ride is both solid and smooth. We also appreciated the lack of CVT transmission and found the 6-speed manual-mode automatic to work very well in daily driving. 

It proved quite efficient for a larger sedan as well, with Government Fuel Economy Ratings of 25-City, 37-Highway, and 29-Combined, which we matched almost perfectly with a 29.2 miles-per-gallon loop on Regular. The Energy Impact Score is also respectable with 11.4-barrels of oil burned annually and 5.1-tons of CO2 emitted. 

One thing that has not changed is Hyundai value with Sonata’s base pricing of just $21,960. Limited trim will cost you a fair bit more, but is still a bargain at $27,335. And of course Hyundai’s America’s Best Warranty is still in effect.

There is nothing that feels cheap about the 2015 Hyundai Sonata, particularly in upscale Limited guise, as it fully showcases the brand in their growth from low price alternative to mainstream staple. 7-generations is certainly proof that this car is more contender than pretender, and carmakers will be trying to out-do this high value nameplate for a years to come.

Specifications

  • Engine: 2.4-liter
  • Horsepower: 185
  • Torque: 178 lb-ft.
  • 0-60 mph: 9.3 seconds
  • 1/4 mile: 17.2 seconds @ 83 mph
  • EPA: 25 mpg city/ 37 mpg highway
  • Energy Impact: 11.4 barrels of oil/yr
  • CO2 Emissions: 5.1 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW