Hyundai: Sonata News
#681
fap fap fap
so the hybrid will use a 6AT instead of a CVT tranny like its competitors.
2.0T will run on regular gas and Limited models get a panoramic sunroof.
impressive!
2.0T will run on regular gas and Limited models get a panoramic sunroof.
impressive!
#682
I drive a Subata.
iTrader: (1)
sonata 2.0T 274hp 269tq -22/34 mpg?????????????
Big props to Hyundai!!!!!
Big props to Hyundai!!!!!
#685
I drive a Subata.
iTrader: (1)
wow... crazy pricing...
#686
Best looking hybrid I've seen yet! The detail on the headlights and taillights is fantastic. I love the "atomic" taillights. Very clever.
The specs are great too - first hybrid in the US with lithium batteries, first four-cylinder hybrid with >200hp. Knowing Hyundai the pricing will be attractive too.
New York 2010: Hyundai Sonata Hybrid gets unique look and 37/39 MPG rating
The specs are great too - first hybrid in the US with lithium batteries, first four-cylinder hybrid with >200hp. Knowing Hyundai the pricing will be attractive too.
New York 2010: Hyundai Sonata Hybrid gets unique look and 37/39 MPG rating
#687
I drive a Subata.
iTrader: (1)
that looks stunning! I've never seen this. Is this the production model??
#688
It's kind of hard to see the lighting detail in the live shots. I'm guessing it just doesn't stand out in the bright stage lighting - it should "pop" on the road if it's the same kind of light piping that BMW uses on their angel eyes and taillight details.
Hyundai is really on a roll. I wonder how well it handles if you swap the low-rolling-resistance tires for something a bit stickier. Even if it went down a few MPG as a result, it'd still be doing way better than my TSX does in all-city driving.
#695
I shoot people
it's kinda ugly in a good way, if that makes any sense
#697
Safety Car
^ yea i don't like the front grille of hybrid.. but at the same time, i didn't like the front end of regular.. so until i see the front in real life, i will hold my judgement... (although it probably won't change much lol)
#698
Safety Car
it's kinda funny though.. i thought the front grille and the fog lights ruined the regular sonata's front end... and that's what they changed in hybrid, and now looking at both pictures, regular sonata actually doesn't look all that bad.... very ironic indeed
#700
2011 Hyundai Sonata 2.0T First Drive
How To Replace Your V6 in One Easy Step
By Jason Kavanagh, Engineering Editor | Published Jul 12, 2010
http://www.insideline.com/hyundai/so...rst-drive.html
How To Replace Your V6 in One Easy Step
By Jason Kavanagh, Engineering Editor | Published Jul 12, 2010
Hyundai's rapid ascent to the front lines of automobiledom with cars like the 2010 Hyundai Sonata is underscored by this factual tidbit — the company's first fully homegrown engine, the so-called Alpha engine, debuted less than two decades ago.
While the Alpha was designed with a close eye toward the Honda D-series engine, today's 2011 Hyundai Sonata 2.0T suggests that the tables appear to be turning. It is now much more likely that the powertrain philosophy espoused by Hyundai will be emulated by others, rather than vice versa.
A Four-Pot Strategy
The 2011 Hyundai Sonata has proven that the Korean company is capable of building a no-excuses mainstream sedan. Later this year you'll be able to select a class-leading engine for it, too. Not that there's anything wrong with the base model Sonata's 198-horsepower 2.4-liter inline-4, but the natural approach among purveyors of family sedans is to also offer something with a little more punch.
Hyundai made it clear from the outset that the 2011 Sonata would not ultimately receive an optional V6. More power, it was promised, would come in the form of boosting. By applying direct injection and turbocharging to a downsized version of the Sonata's Theta II four-cylinder, the Hyundai engineers figure they've got their company's own 3.3-liter V6 power plant beat on all counts.
The turbocharged 2.0-liter — 2.0T, in Hyundai-speak — will be available in SE and Limited models of the 2011 Hyundai Sonata and will be offered only with a six-speed automatic transmission. Sonatas equipped with the 2.0T powertrain are otherwise unchanged from the normally aspirated variants.
A Twist on Turbocharging
Although direct-injected and turbocharged fours are becoming commonplace, Hyundai's 2.0T introduces an unusual wrinkle: The engine is required to sip nothing more exotic than 87 octane fuel. That is, the 2.0T generates its 274 horsepower at 6,000 rpm and 269 pound-feet of torque from 1,750-4,500 rpm on the cheap stuff. Typically, elevated specific output and low octane are mutually exclusive, making this achievement worth talking about.
Timothy White, the Sonata's senior powertrain engineer, reckons that this requirement amplified the difficulty of balancing low-end throttle response with a lofty peak horsepower target. This is because boosted engines generate high cylinder pressures, increasing their propensity for pre-ignition (knocking), which in turn limits how much grunt you can safely produce at both ends of the torque curve.
One bit of turbo trickery deployed in the 2011 Hyundai Sonata 2.0T is a fully electronic wastegate actuator (conventional pneumatic actuators are so last week). It allows a greater degree of control over boost than traditional actuators, but Hyundai has also found other benefits. For instance, the electronics can open the turbocharger's wastegate during cold starts to enable rapid light-off of the catalytic converter. In turn, this functionality allows the catalyst itself to be positioned under the floor, far away from the turbo, where it induces less exhaust backpressure than would a close-coupled catalyst. And backpressure is the enemy of power and response, especially when you're trying to make a lot of power on low-octane fuel. The e-gate (we just made up the term) also permits some trick tuning during part-throttle conditions. By opening the drive-by-wire throttle and manipulating boost, part-load pumping losses are reduced, improving fuel economy.
According to Senior Engineer Donghee Han, the development team experimented with about 30 different turbocharger configurations before settling on a twin-scroll Mitsubishi TD04-19T turbo. Hyundai engineers then pored over it in search of better boost response and improved durability. To wit, rotating inertia was improved by reducing the number of blades on the turbine wheel from 12 to 11.
The turbine housing — integrated with the exhaust manifold — is made of austenitic stainless steel and can withstand exhaust gas temperatures of 1,740 degrees Fahrenheit. This kind of tolerance for heat means the 2.0T doesn't need to rely as heavily on fuel enrichment to keep its exhaust bits cool, which further enhances fuel-efficiency.
Bring in the Reinforcements
Hyundai didn't simply bolt this turbo to an existing Theta II engine, as numerous changes were made to enable the inline-4 to withstand the more severe conditions of turbocharging. The changes include a reinforced aluminum block (still with an open deck, however), beefier connecting rods of a different alloy than those in the 2.4-liter mill, pistons with thicker ring lands, oil squirters, plus new valves and valve seats that are tolerant of higher temperatures.
The new pistons also lower the compression ratio to 9.5:1. Boost pressure reaches 17.2 psi at 1,750 rpm and tapers to about 14 psi by 5,500 rpm, at which point the boost is reduced to prevent exhaust backpressure and also keep the turbo rpm from running away.
A lot of attention was paid to cylinder head cooling in order to stave off detonation. As Hyundai's White says, solving the puzzle involved "the combination of a lot of little things that all added up." Coolant passages in the head were enlarged thanks to smaller-diameter spark plugs. The front-mounted air-to-air intercooler received its own dedicated duct. Direct injection is key in providing a charge cooling effect, while the retention of hot exhaust gases in the combustion chambers is minimized through careful attention to manifold tuning.
Development tests for the new mill included 300 hours at wide-open throttle, followed by 20 hours of operation at 6,700 rpm (the rev limiter is set at 6,600 rpm in the car). While the durability testing included 87 octane fuel, engineers hint that the calibration of the 2.0T will automatically take advantage of higher octane — on premium fuel, peak horsepower goes up by about 10. And although peak torque is unaffected by the addition of premium fuel, the area of torque curve before the peak is said to plump up somewhat.
All That Tech Talk Is Great, but What's It Like To Drive?
We spent some time at Hyundai's Namyang Proving Ground outside of Seoul, South Korea, where we gleaned some driving impressions from behind the wheel of the 2011 Hyundai Sonata 2.0T.
Boost builds progressively from very low revs, and the 2.0T engine delivers power in earnest before the tach needle sweeps past 2,000 rpm. The transition from idle to boost is deceptively linear, as there's none of the wait-wait-wham! boost characteristic of many highly boosted four-cylinder engines.
Transitioning from part-throttle to full whack is similarly seamless — power simply builds in direct response to the position of your right foot on the pedal. The power delivery doesn't fall off during a gearchange, either. The 2.0T essentially drives like a larger-displacement, normally aspirated engine, a characteristic which will dovetail nicely with the sensibilities of those shopping in this segment. If you're looking for a rubber-bandlike driving experience, go buy a Subaru.
As with the base 2.4-liter, the 2.0T's engine noise is noticeable until you settle into a cruise. The engine note at big throttle openings is fairly prosaic, too, although the faint turbo whistle you hear provides a bit of character. From a standstill, Hyundai reckons the Sonata 2.0T will hit 60 mph in 6.5 seconds, which sounds believable.
No changes to the chassis or suspension are made when you tick the box for the 2.0T, yet the chassis feels entirely capable of coping with the turbo engine's additional twist. Traction in the admittedly ideal conditions we experienced never proved to be an issue, while torque steer is minimal. We'll have to see whether this holds true when trying to apply power on bumpy real-world roads, as the proving ground is pretty smooth.
All This and Fuel Economy, Too
Hyundai's obsession with details while creating the 2.0T engine would have been for naught if fuel economy suffered unduly. There's good news there, too. In fact, fuel economy might prove to be the 2.0T's most noteworthy asset, because Sonatas equipped with this new turbo mill manage 22 city/34 highway mpg, which is a penalty of just 1 mpg on the freeway compared to the base 2.4-liter.
Hyundai hasn't announced final pricing for the 2011 Hyundai Sonata 2.0T, only that 2.0T-equipped models will start "under $25,000." This bogey places the Sonata 2.0T in the same territory as V6-powered rivals like the Nissan Altima and Toyota Camry while undercutting the V6-equipped Chevrolet Malibu, Ford Fusion and Honda Accord.
With more power and torque and better fuel economy than any of those cars, the Sonata 2.0T is poised to make a terrifically strong case for itself. Not a bad achievement for an automaker that's only in its 19th year of manufacturing its powertrains from its own design.
While the Alpha was designed with a close eye toward the Honda D-series engine, today's 2011 Hyundai Sonata 2.0T suggests that the tables appear to be turning. It is now much more likely that the powertrain philosophy espoused by Hyundai will be emulated by others, rather than vice versa.
A Four-Pot Strategy
The 2011 Hyundai Sonata has proven that the Korean company is capable of building a no-excuses mainstream sedan. Later this year you'll be able to select a class-leading engine for it, too. Not that there's anything wrong with the base model Sonata's 198-horsepower 2.4-liter inline-4, but the natural approach among purveyors of family sedans is to also offer something with a little more punch.
Hyundai made it clear from the outset that the 2011 Sonata would not ultimately receive an optional V6. More power, it was promised, would come in the form of boosting. By applying direct injection and turbocharging to a downsized version of the Sonata's Theta II four-cylinder, the Hyundai engineers figure they've got their company's own 3.3-liter V6 power plant beat on all counts.
The turbocharged 2.0-liter — 2.0T, in Hyundai-speak — will be available in SE and Limited models of the 2011 Hyundai Sonata and will be offered only with a six-speed automatic transmission. Sonatas equipped with the 2.0T powertrain are otherwise unchanged from the normally aspirated variants.
A Twist on Turbocharging
Although direct-injected and turbocharged fours are becoming commonplace, Hyundai's 2.0T introduces an unusual wrinkle: The engine is required to sip nothing more exotic than 87 octane fuel. That is, the 2.0T generates its 274 horsepower at 6,000 rpm and 269 pound-feet of torque from 1,750-4,500 rpm on the cheap stuff. Typically, elevated specific output and low octane are mutually exclusive, making this achievement worth talking about.
Timothy White, the Sonata's senior powertrain engineer, reckons that this requirement amplified the difficulty of balancing low-end throttle response with a lofty peak horsepower target. This is because boosted engines generate high cylinder pressures, increasing their propensity for pre-ignition (knocking), which in turn limits how much grunt you can safely produce at both ends of the torque curve.
One bit of turbo trickery deployed in the 2011 Hyundai Sonata 2.0T is a fully electronic wastegate actuator (conventional pneumatic actuators are so last week). It allows a greater degree of control over boost than traditional actuators, but Hyundai has also found other benefits. For instance, the electronics can open the turbocharger's wastegate during cold starts to enable rapid light-off of the catalytic converter. In turn, this functionality allows the catalyst itself to be positioned under the floor, far away from the turbo, where it induces less exhaust backpressure than would a close-coupled catalyst. And backpressure is the enemy of power and response, especially when you're trying to make a lot of power on low-octane fuel. The e-gate (we just made up the term) also permits some trick tuning during part-throttle conditions. By opening the drive-by-wire throttle and manipulating boost, part-load pumping losses are reduced, improving fuel economy.
According to Senior Engineer Donghee Han, the development team experimented with about 30 different turbocharger configurations before settling on a twin-scroll Mitsubishi TD04-19T turbo. Hyundai engineers then pored over it in search of better boost response and improved durability. To wit, rotating inertia was improved by reducing the number of blades on the turbine wheel from 12 to 11.
The turbine housing — integrated with the exhaust manifold — is made of austenitic stainless steel and can withstand exhaust gas temperatures of 1,740 degrees Fahrenheit. This kind of tolerance for heat means the 2.0T doesn't need to rely as heavily on fuel enrichment to keep its exhaust bits cool, which further enhances fuel-efficiency.
Bring in the Reinforcements
Hyundai didn't simply bolt this turbo to an existing Theta II engine, as numerous changes were made to enable the inline-4 to withstand the more severe conditions of turbocharging. The changes include a reinforced aluminum block (still with an open deck, however), beefier connecting rods of a different alloy than those in the 2.4-liter mill, pistons with thicker ring lands, oil squirters, plus new valves and valve seats that are tolerant of higher temperatures.
The new pistons also lower the compression ratio to 9.5:1. Boost pressure reaches 17.2 psi at 1,750 rpm and tapers to about 14 psi by 5,500 rpm, at which point the boost is reduced to prevent exhaust backpressure and also keep the turbo rpm from running away.
A lot of attention was paid to cylinder head cooling in order to stave off detonation. As Hyundai's White says, solving the puzzle involved "the combination of a lot of little things that all added up." Coolant passages in the head were enlarged thanks to smaller-diameter spark plugs. The front-mounted air-to-air intercooler received its own dedicated duct. Direct injection is key in providing a charge cooling effect, while the retention of hot exhaust gases in the combustion chambers is minimized through careful attention to manifold tuning.
Development tests for the new mill included 300 hours at wide-open throttle, followed by 20 hours of operation at 6,700 rpm (the rev limiter is set at 6,600 rpm in the car). While the durability testing included 87 octane fuel, engineers hint that the calibration of the 2.0T will automatically take advantage of higher octane — on premium fuel, peak horsepower goes up by about 10. And although peak torque is unaffected by the addition of premium fuel, the area of torque curve before the peak is said to plump up somewhat.
All That Tech Talk Is Great, but What's It Like To Drive?
We spent some time at Hyundai's Namyang Proving Ground outside of Seoul, South Korea, where we gleaned some driving impressions from behind the wheel of the 2011 Hyundai Sonata 2.0T.
Boost builds progressively from very low revs, and the 2.0T engine delivers power in earnest before the tach needle sweeps past 2,000 rpm. The transition from idle to boost is deceptively linear, as there's none of the wait-wait-wham! boost characteristic of many highly boosted four-cylinder engines.
Transitioning from part-throttle to full whack is similarly seamless — power simply builds in direct response to the position of your right foot on the pedal. The power delivery doesn't fall off during a gearchange, either. The 2.0T essentially drives like a larger-displacement, normally aspirated engine, a characteristic which will dovetail nicely with the sensibilities of those shopping in this segment. If you're looking for a rubber-bandlike driving experience, go buy a Subaru.
As with the base 2.4-liter, the 2.0T's engine noise is noticeable until you settle into a cruise. The engine note at big throttle openings is fairly prosaic, too, although the faint turbo whistle you hear provides a bit of character. From a standstill, Hyundai reckons the Sonata 2.0T will hit 60 mph in 6.5 seconds, which sounds believable.
No changes to the chassis or suspension are made when you tick the box for the 2.0T, yet the chassis feels entirely capable of coping with the turbo engine's additional twist. Traction in the admittedly ideal conditions we experienced never proved to be an issue, while torque steer is minimal. We'll have to see whether this holds true when trying to apply power on bumpy real-world roads, as the proving ground is pretty smooth.
All This and Fuel Economy, Too
Hyundai's obsession with details while creating the 2.0T engine would have been for naught if fuel economy suffered unduly. There's good news there, too. In fact, fuel economy might prove to be the 2.0T's most noteworthy asset, because Sonatas equipped with this new turbo mill manage 22 city/34 highway mpg, which is a penalty of just 1 mpg on the freeway compared to the base 2.4-liter.
Hyundai hasn't announced final pricing for the 2011 Hyundai Sonata 2.0T, only that 2.0T-equipped models will start "under $25,000." This bogey places the Sonata 2.0T in the same territory as V6-powered rivals like the Nissan Altima and Toyota Camry while undercutting the V6-equipped Chevrolet Malibu, Ford Fusion and Honda Accord.
With more power and torque and better fuel economy than any of those cars, the Sonata 2.0T is poised to make a terrifically strong case for itself. Not a bad achievement for an automaker that's only in its 19th year of manufacturing its powertrains from its own design.
#701
how handsome I am
just saw some pics of the hybrid and wanted to say that the front grille is kind of off-putting... but aside from that, the rest of it is absolutely fantastic.
As far as the 2.0t is concerned, I have no idea how there's a car like this at that price range lol
As far as the 2.0t is concerned, I have no idea how there's a car like this at that price range lol
#702
The sizzle in the Steak
impressive engine.
#704
Corn-Fed Mule
Join Date: Dec 2003
Location: All Up In Dat AZZ...Beotch!
Posts: 224
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Rented the base GLS a couple of weeks ago for a 2500 mile trip and it kills the Accord on features and power/ dollar. Excellent vehicle for the money. Can't wait to try the Turbo version...
#706
Senior Moderator
Fantastic Numbers. I would take the 2.0T hands down over any honda right now.
#707
hail to the victors
maybe it's just me but i think Sonata is poised to dethrone camry and accord as a best selling sedan in the U.S. probably by 2012. they are sitting pretty at #3 retail sales with i4 alone. this hybrid looks like an instant hit IMO. i think hybrid will easily outsell turbo. normal people wouldn't really need extra 76 hp. but that hybrid really does have a serious marketing potential.
#708
_____ like a rabbit
I have been heavily researching this car for the last month and these are the articles I have found:
The Car Connection
Motor Trend
Automobile Magazine
Autoblog
Edmunds: Inside Line
Autoweek
The Car Connection
Motor Trend
Automobile Magazine
Autoblog
Edmunds: Inside Line
Autoweek
#709
hail to the victors
http://green.autoblog.com/2010/06/23...ns-66-285-mpg/
imagine hypermiling this hybrid. if non-hybrid sonata can achieve 66mpg, sonata hybrid might get 85mpg.
imagine hypermiling this hybrid. if non-hybrid sonata can achieve 66mpg, sonata hybrid might get 85mpg.
#711
hail to the victors
I have been heavily researching this car for the last month and these are the articles I have found:
The Car Connection
Motor Trend
Automobile Magazine
Autoblog
Edmunds: Inside Line
Autoweek
The Car Connection
Motor Trend
Automobile Magazine
Autoblog
Edmunds: Inside Line
Autoweek
good find. basically this isn't trying to go up against Regal. it is camry or accord v6 alternative. hopefully hyundai brings out sports version with more hugging sports seats.
#712
hail to the victors
seriously v6 used to be like 40% of total sales, but not it's below 10% for most midsizers. Hyundai will probably say that stuff on turbo's commercial.
#714
I'm the Firestarter
Holy fawk. My Audi 2.0T only does 211 hp and 258 torque on premium.
At least at 0-60 in 6.5 the Sonata doesn't seem to be faster... We'll see when the reviews come.
At least at 0-60 in 6.5 the Sonata doesn't seem to be faster... We'll see when the reviews come.
#715
_____ like a rabbit
It might be that i'm used to my econo box rabbit seats but the seats in the limited sonata were plenty supportive...
#716
Senior Moderator
Hyundai is the brand every one needs to watch out for. Honda better be paying close attention.
#717
I'm the Firestarter
Seriously, that car is 3300 lbs, has 274 hp and 269 torque, on regular gas, and gets 0-60 in 6.5 sec.
The Audi A4 has the same size engine but only 211 hp, and with the added weight of AWD at 3800 lbs gets the same 0-60 at a conservative 6.5 sec and less in several tests. They both have a 6 sp auto.
What's going on here? It can't just be a really shitty transmission on the Sonata...
The Audi A4 has the same size engine but only 211 hp, and with the added weight of AWD at 3800 lbs gets the same 0-60 at a conservative 6.5 sec and less in several tests. They both have a 6 sp auto.
What's going on here? It can't just be a really shitty transmission on the Sonata...
#719
_____ like a rabbit
I have been heavily researching this car for the last month and these are the articles I have found:
The Car Connection
Motor Trend
Automobile Magazine
Autoblog
Edmunds: Inside Line
Autoweek
The Car Connection
Motor Trend
Automobile Magazine
Autoblog
Edmunds: Inside Line
Autoweek
#720
_____ like a rabbit
Seriously, that car is 3300 lbs, has 274 hp and 269 torque, on regular gas, and gets 0-60 in 6.5 sec.
The Audi A4 has the same size engine but only 211 hp, and with the added weight of AWD at 3800 lbs gets the same 0-60 at a conservative 6.5 sec and less in several tests. They both have a 6 sp auto.
What's going on here? It can't just be a really shitty transmission on the Sonata...
The Audi A4 has the same size engine but only 211 hp, and with the added weight of AWD at 3800 lbs gets the same 0-60 at a conservative 6.5 sec and less in several tests. They both have a 6 sp auto.
What's going on here? It can't just be a really shitty transmission on the Sonata...