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Hyundai’s popular Accent hasn’t changed all that much since generation-five was introduced for the 2018 model year. Still, the adoption of a new brand-wide trim level naming convention for the 2019…

New Car Reviews

2019 Hyundai Accent 5-Door Ultimate Road Test

Hyundai’s popular Accent hasn’t changed all that much since generation-five was introduced for the 2018 model year. Still, the adoption of a new brand-wide trim level naming convention for the 2019 version probably threw a few diehard Hyundai buyers for a loop, with the previous L, LE, GL and GLS lines being creatively redubbed Essential, Preferred and Ultimate.

The car before you would’ve been named the Accent GLS 5-Door Manual back in 2017 when the 2018 model debuted, but for 2019 was renamed the Accent Ultimate 5-Door Manual. The manual in this top-line trim won’t exist for 2020, incidentally, so being that this exact model in 2019 form was still available at the time of writing, I thought I’d tell you about it along with changes made to the new 2020 Accent, plus let you know about any potential savings on either car.

For starters, the Accent Sedan is gone. Yes, those who love subcompact four-door sedans can no longer look to Hyundai to satiate their desires. Hyundai isn’t alone, with Toyota dropping its Mazda-built Yaris Sedan for 2020 as well, Nissan saying goodbye to its Versa Note and not bringing its redesigned Versa sedan north of the 49th, Ford killing off its entire Fiesta line that included a sedan and hatchback last year, and Chevy having done likewise with its Sonic the year before, leaving Kia’s Rio as the sole option for three-box city car buyers.

Also new, the Accent gets a fully redesigned engine for 2020, plus a new optional continuously variable transmission (CVT). Gone is this car’s very reliable 1.6-litre four-cylinder that’s good for a commendable 132 horsepower and 119 lb-ft of torque, replaced by the South Korean brand’s all-new 1.6-litre Smartstream four-cylinder engine making 120 horsepower and 113 lb-ft of torque.

The new powertrain is obviously more about fuel economy than performance, having said goodbye to 12 horsepower plus 6 lb-ft of torque, and to this end it achieves an impressive 7.8 L/100km in the city, 6.1 on the highway and 7.0 combined with its base six-speed manual, or an even better 7.3 city, 6.0 highway and 6.7 combined with its most fuel-efficient CVT. It really shines when compared to the outgoing model shown here, which could only achieve a claimed rating of 8.2 city, 6.3 highway and 7.3 combined no matter whether using its six-speed manual or six-speed automatic.

Of course, the 2019 example before you really shines when taking off from a standing start or passing on the highway. True, I haven’t driven the new 2020 model yet, so Hyundai may have made up for its engine output disadvantage with shortened initial gear ratios, but I’m guessing those trading up from old to new will still find it difficult not to notice a sizeable difference in performance. Hyundai is no doubt hoping the car’s fuel economy improvements will more than make up for any accelerative shortcomings.

This said, fewer and fewer new vehicle buyers are trading up from subcompact cars to the same type of vehicle, but instead are opting for a small SUV. Hyundai has the subcompact SUV category fully covered with its new city car-sized 2020 Venue and slightly larger Kona, the latter model introduced for 2018. The sales of these two have grown exponentially, whereas the Accent’s numbers are dropping at a relatively rapid rate. From a high of 29,751 units in 2018, and still strong Canadian sales of 23,173 in 2014, the Accent’s deliveries have steadily slumped downward from 19,371 in 2015, 19,198 in 2016, 13,073 in 2017, 9,021 in 2018 and just 5,989 in 2019.

As noted, small SUV sales have been the benefactors, with the Kona finding 14,497 new buyers in its first partial year (it arrived in March) of 2018 and a whopping 25,817 units throughout 2019, making it number one in its class last year, and the same over the first three months of 2020 too. The Venue is too new and the 2020 calendar year too wonky to make any sense of how it will do overall when things normalize, but if it sells anywhere near as well as the similarly sized Nissan Kicks it should rank somewhere amongst the subcompact SUV segment’s top three or four (the Venue outsold the Kicks in March and had its best sales in May, but Nissan Canada only reports its sales quarterly so we’ll need to wait a little longer to find out—I’ll tell you in my upcoming 2020 Venue and Kicks reviews). Of more importance to this review, in Q1 of 2020 the Venue outsold the Accent by about 1.6 to 1, making it easier to appreciate why Hyundai dropped the slower selling sedan variant.

This said there are a lot of reasons to choose the Accent over one of its taller more SUV-like brethren. I say SUV-like because most modern SUVs are little more than raised hatchbacks or wagons with chunkier, beefier styling. Some, like the Venue, don’t even offer all-wheel drive, so their buyers are opting for a more rugged go-anywhere design and a taller ride-height for better outward visibility. They give up some handing chops and oftentimes fuel economy too, but that’s ok in today’s oh-so image conscious society.

The Accent’s 2018 redesign was a major improvement over its more sheepish predecessor, its much bolder wide mouth grille adding a little Audi-like presence to this entry-level commuter. In Ultimate trim there’s more chrome bits to brighten the exterior, particularly on the front fascia that incorporates a set of fog lamps with metal brightwork bezels on each corner, while the side window belt mouldings and each of its four door handles are chromed as well. The LED headlamps with LED signature accents help spiff up this top-line trim too, as do the LED turn signals integrated within the side mirror housings, while a sporty set of 17-inch multi-spoke alloy wheels round out the look nicely, these framing a set of four-wheel disc brakes in Ultimate trim (lesser versions use rear drums).

I have to say, the Accent’s exterior styling never left me feeling as if I was living at the entry level of the market. Along with the big, bold grille is a wonderfully detailed front fascia worthy of hot hatch respect, albeit the car’s dramatically sculpted rear valance is even more eye-catching thanks to a large, body-wide black mesh grille insert resulting in a particularly aggressive look. A rear roof top spoiler gives the Accent’s profile a longer, leaner appearance, although it’s not as if they need to visually stretch this car in order to make it look longer than it actually is.

This is the largest Accent in its 18-year tenure, or at least it’s been on the Canadian market for 18 years. The Accent nameplate has been in existence longer, but here in Canada it was previously dubbed Excel, and before that Pony. I’ve driven every generation since the mid-‘80s rear-wheel drive Giorgetto Giugiaro-designed original took our market by storm, and believe me it’s come a long way (as has everything else).

The current 4,190-mm long Accent hatchback is 90 mm lengthier than its 18-year-old predecessor, with a 2,580-mm long wheelbase that now spans 180 mm more, while the new car’s 1,729-mm width shows its greatest growth at 109 mm from side-to-side, its 1,450 mm in height only 55 mm taller. Of course, this makes today’s subcompact more like the compacts of yesteryear, which actually means they’re better value than ever when factoring in that the Accent’s price hasn’t really gone up when compared to inflation.

The base Essential starts at just $14,949 plus freight and fees for 2020, by the way, which is quite a bit cheaper than last year’s $17,349 base price. Unusual I know, especially when factoring in the thrifty new engine, but the 2019 model came standard with a Comfort Package that’s extra with the 2020 model, the new 2020 Essential with Comfort Package now starting at $17,699. The price for the Accent’s second-rung Preferred trim has increased too, from $17,549 last year to $17,899 this year, while the as-tested Ultimate has added $1,250 from $20,049 to $21,649, but take note the new CVT auto is now standard whereas last year’s six-speed automatic was an extra (what do ya know?) $1,250 across the line.

Another interesting point about small car value that most Canadians don’t realize is the great deal we’re getting here compared to the U.S. The base 2020 Accent south of the 49th (that just happens to be a sedan as no hatchback is offered there) is $15,295 USD, which was $20,735 CAD after calculating the exchange rate at the time of writing. Likewise, their top-line 2020 Accent Limited is $19,400 USD or $26,300 CAD, while our full-load Ultimate is once again just $21,649. We’re getting a stellar deal.

On top of this, Hyundai Canada is offering factory leasing and financing rates from zero percent on 2019 models or up to $750 in additional incentives for 2020 models according to CarCostCanada, where you can find out about available rebates, financing rates and even dealer invoice pricing that could save you thousands on your next new car purchase. They’ve even got a free mobile app to make your car shopping experience easier, so make sure to find out how their smart system can save you big time before you purchase your next car.

The Accent’s larger exterior dimensions translate into a much roomier subcompact hatchback than you might have been expecting, especially when it comes to width. The seats offer plenty of adjustability as long as you’re not looking to modulate the driver’s lumbar area, which is static as is usually the case in this class. I could’ve used a more pronounced lower backrest and better side bolstering, but I can understand this is a one-seat-fits-all compromise and therefore it’s not going to match everyone’s body type ideally. The rest of its adjustments are more than adequate, however, while the tilt and telescopic steering column’s reach was particularly good, enough so that my long-legged, short-torso frame was able to feel right at home with excellent control of the wheel and pedals, not always the case in this category.

Rear seat spaciousness was very good too, but take note that even in this top-line trim there’s no folding centre armrest in back. Instead, the seatbacks fold 60/40 to expand the already generous dedicated cargo area when the need to load in longer items arises. When folded the seatbacks are about four inches above the load floor, which therefore isn’t flat, but most will probably prefer that Hyundai chose to maximize available volume instead of creating a level load area when the rear seats are lowered. A spare-saver tire and some tools can be found below the load floor, while a hard-shell cargo cover hovers above, all par for the course in this segment.

More out of the norm for this subcompact segment is the Accent 5-Door Ultimate’s tastefully sporty interior design, plus its impressive load of features. The fact you can leave its key fob in your pocket or purse when opening the door via proximity-sensing access before starting the engine with a button just goes to show how far Hyundai has gone to lift up this lower class into a more sophisticated crowd. The cabin is further enhanced with a sharp-looking two-tone red and black motif. Hyundai doesn’t go so far as to finish any surfaces with soft-touch synthetics, other than the padded leatherette armrests and of course the nicely upholstered seats, these complete with red leatherette side bolsters, red stitching and a stack of six hexagonal shapes embroidered onto their cloth backrests, all of which match the door panel inserts, the red stitching on the shifter boot, and the red baseball stitching on the inside rim of the leather-wrapped steering wheel. Once again everything mentioned impresses more than most shopping in this category will expect.

The steering wheel spokes include very high-quality switchgear left and right, the toggles on the former for the audio system and surrounding buttons for audio mode control, voice activation, and connecting to the phone, whereas the latter spoke’s switches are for scrolling through the monochromatic multi-information display and cruise controls.

The gauges ahead of the driver are a simple fare, with backlit dials surrounding the just-noted multi-info display, so if you want to be impressed by a digital interface as you’ll need to look to the right at the centre stack which gets a large touchscreen infotainment display complete with Android Auto and Apple CarPlay smartphone integration, Bluetooth phone and audio streaming, regular audio functions, the latter including satellite radio, plus more.

Just below is a single-zone automatic climate control interface that’s made easy to use thanks to large dials that accept winter gloves, while below that is a row of buttons for three-way heated front seats and even a heatable steering wheel rim. At the base of the centre stack is a large bin for storing your smartphone, with connections for a USB-A charge port and an auxiliary plug.

Forward collision warning with automatic emergency braking is included in the top-line Accent, as is a powered glass sunroof, while features pulled up from lesser trims include the tilt-and-telescopic steering (an improvement over the tilt steering wheel in base trim), cruise control, front seat warmers and the 7.0-inch infotainment display noted earlier (the base model gets a 5.0-inch colour touchscreen), plus automatic on/off headlights, six-speaker audio (up from four speakers in base trim), keyless entry, and a rear seating area USB-A charging port from Preferred trim, the automatic transmission and Bluetooth mentioned before, plus power-adjustable and heated side mirrors, air conditioning and power windows from the Essential Comfort package, and lastly variable intermittent front wipers, six-way driver and four-way front passenger manually adjustable seats, plus power door locks from base Essential trim.

As noted earlier my test car came with a six-speed manual gearbox that’s no longer available in top-line Ultimate trim, this a shame to those of us who appreciate the sportier nature of a DIY transmission. The little car really comes alive with the manual, which makes the most of its aforementioned 138 horsepower. Takeoff from standstill is quick, the shifts are smooth and clutch take-up good, while braking is strong too. High-speed handling is more than adequate for the class, the Accent’s previously noted width and lower ride height (than an SUV) allowing for less body roll than you might expect. Likewise, it feels nice and stable at highway speeds, making this a car I could cruise in all day. Truly, it’s a comfortable and confidence inspiring little ride, which is no doubt a key reason it remains such a strong seller in this class.

Yes, the Accent’s entry-level car category might seem like a dying breed, but all it would take to reignite interest in small, cheap commuters like this is an extended downturn in the economy, and that could very well be just around the next corner. Combined with rising fuel prices (we’re once again experiencing that too), the Accent makes a good case for itself, with the icing on its cake being a five-year, 100,000 km comprehensive warranty. I recommend you check this little car out, and remember to opt for the 2019 if your prime focus is performance, or 2020 if you’re looking to save a bit more at the pump.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

Well you’ve gone and done it now Canada. You lost your love for the Hyundai Accent Sedan and now its gone. It could be worse. Our American friends felt similarly about the hatchback and now they’ve…

New Car Reviews

2019 Hyundai Accent Ultimate Road Test

Well you’ve gone and done it now Canada. You lost your love for the Hyundai Accent Sedan and now its gone.

It could be worse. Our American friends felt similarly about the hatchback and now they’ve lost the more versatile five-door variant that becomes Hyundai’s sole subcompact car offering here in Canada for 2020. The U.S. market loves four-door three-box models a lot more than we do, and with car sales slipping as crossover SUVs rise, it was only a matter of time before something gave way.

Hyundai’s U.S. division will fill the void left by the Accent Hatchback with the same entry-level Venue sport utility we’re getting for 2020 (I just picked one up for a weeklong test and so far I’m impressed), while the slightly larger Kona has been selling like gangbusters for nearly two years, resulting in significant sales leadership in the same subcompact crossover SUV segment.

A quick glance at sales numbers makes Hyundai Canada’s decision to trim the fat easy to understand. The Kona, which went on sale in March of 2018, sold a phenomenal 25,817 units during its first full calendar year of 2019, by far the best any subcompact SUV has ever done and more than 7,000 units ahead of the second-place Nissan Qashqai. Bolstering its entry-level SUV roster, Hyundai just added the even smaller Venue to the mix, which found 456 buyers in its first month of January 2020 alone. While that number didn’t come anywhere close to the Kona’s 1,651-unit tally during the same month, it nevertheless outsold the Accent’s 202 sales by 225 percent. It’s hard to argue against those numbers, which is why cars like the Accent are slowly fading away and small SUVs, like the Venue and Kona, are taking over.

To be fair, at least amongst subcompact cars, the Accent has long been number one in its entry-level segment, only beaten by the Toyota Yaris for the first time last year. The Yaris, by the way, only sold 190 units last month, which is 12 fewer than the Accent, but this said last year’s third-place Kia Rio actually stole the show with 243 deliveries so it’s anyone’s guess as to the subcompact car category’s top dog in 11 months’ time.

One thing’s clear, the Accent Sedan won’t help push that tally up by much. Plenty of dealers across the country still have this great little four-door available, although most have made their farewells and ushered in the 2020 Accent Hatchback, which continues forward looking the same, albeit updated with a new engine and new optional continuously variable transmission (CVT), the latter replacing the six-speed automatic tested in this 2019 model.

I’ve got mixed feelings about the 2020 updates, as the changes were all about fuel economy. This 2019 Accent sports a fairly punchy 132-horsepower 1.6-litre four-cylinder with 119 lb-ft of torque, whereas the new 2020 model gets an identically sized four utilizing Hyundai’s new Smartstream technology, but the result is just 120 horsepower and 113 lb-ft of torque. It wouldn’t have been long ago that losing 12 horsepower and six lb-ft of torque would be a nail in the coffin for a new model, but now that improvements at the pump and emissions reductions are so important, at least in this entry class, the update seems like progress.

To be clear, the Smartstream G1.6 DPI engine used in the new Accent has very little in common with the Smartstream G1.6 T-GDi engine found in the new Sonata. The former is a naturally aspirated inline four-cylinder with dual-port injection (DPI), continuously variable valve timing, and a new thermal management module that helps warm the engine up faster for optimal performance and efficiency, whereas the latter is a radical turbocharged V4 making 180 horsepower and 195 lb-ft of torque thanks in part to industry-first Continuously Variable Valve Duration (CVVD) that ups performance by four percent, improves fuel economy by five percent, and reduces emissions by 12 percent (I’ll go into more detailing when reviewing the new 2020 Sonata Turbo), while Low Pressure Exhaust Gas Recirculation (LP EGR) particularly helps Hyundai to achieve the last figure.

While the Sonata Turbo’s new Smartstream G1.6 T-GDi is a significant progression in engine technology, a mechanical rethink that will allow for myriad packaging benefits and potentially shrink the size of future engine bays while making hybrid tech easier to adapt for existing models, plus it also stands as a witness to the importance of the internal combustion engine (ICE) in future products (why would Hyundai invest so heavily in a dying technology if hey didn’t believe it had decades of life left), the Accent’s Smartstream G1.6 DPI should be seen as more of an upgrade to an existing powerplant rather than anything revolutionary.

Then again, factor in the gains in fuel economy and the word revolutionary might be apropos. The 2019 model on this page is good for a claimed 8.2 L/100km in the city, 6.2 on the highway and 7.3 combined whether using its standard six-speed manual or optional six-speed automatic, whereas the new 2020 model ekes out 7.8 L/100km city, 6.1 highway and 6.9 combined with its six-speed manual or 7.3, 6.0 and 6.6 respectively with its new CVT. That latter number represents a 12-percent improvement in fuel economy.

I like the six-speed automatic in the current Accent as it shifts smoothly, provides good mechanical feel and even comes across quite sporty when slotted into manual mode and operated by hand, but with more of its mission focused on fuel economy the 2020 Accent’s optional CVT, dubbed ITV by Hyundai for “Intelligent Variable Transmission,” should be considered an upgrade. Hyundai claims it simulates shifts well, so I’ll be sure to report back on that when tested, and most CVTs are smoother than conventional automatics, unless those simulated shifts aren’t executed ideally. I won’t go into much more detail about this gearless box right now, but will say it incorporates a wide-ratio pulley system claimed to provide a broader operation ratio when compared to rival CVTs, this improving fuel economy when higher gear ratios are in use and benefits performance when using its lower ratios.

As it is (or was) for 2019, the Accent sedan provides relatively sporty performance from its more potent engine and at least equally engaging transmission, while its ride is good thanks to a well-calibrated front strut and rear torsion beam suspension, and should continue being so moving into 2020 as the two model years are identical other than their powertrains. Likewise handling is about average for the class, its electric power steering providing good directional response yet only moderate feedback, but it’s still fun to fling through corners. The standard four-wheel disc brakes provide strong stopping power too, the Accent always feeling safe and stable even when practicing emergency manoeuvres.

Another positive is interior roominess. For such a small car it certainly feels spacious inside, particular for headroom. Front legroom is good and it should be more than adequate for side-to-side hip and shoulder room too, unless those inside are particularly large folk. It’s easy to get the driver’s seat into a good position, thanks to ample steering column rake and reach, while fore and aft seat adjustment is excellent. The backrest reclines, of course, but there’s no way to adjust the lumbar. Fortunately the seat is well designed for good support all-round, so shouldn’t be a problem for most body types.

It’s fairly small in back, but it should be suitable for two average sized adults or three slender passengers, kids included. With the front seat positioned for my five-foot-eight longer legged, shorter torso frame, which meant I had to push it further rearward than most measuring my height would, I had about two inches remaining between the seatback and my knees, plus enough space for my feet while wearing winter boots. Fortunately the seatbacks get finished in a nice cloth, which would be a bit more comfortable if touching the knees, but no one likes to experience that either way. I had a reasonable room from my small-to-medium build torso to the door panel, measuring about three to four inches at the hips and slightly more next to my left shoulder, while approximately two and a half inches of air space was left over above my head (but remember I’ve got a shorter than average torso).

Unfortunately Hyundai doesn’t include a folding centre armrest in back, and there were no vents on the backside of the front centre console to keep the rear quarters aerated, but at least Hyundai provides a rear USB charge point for powering passengers’ devices.

As far as interior finishings go, Hyundai has eschewed the latest subcompact trend to soft-touch surfaces, which I found both disappointing and odd. Touch the dash, the instrument panel, the door panels or anywhere else and, other than the leather-wrapped steering wheel of this top-line model, fabric door inserts, centre armrest, plus of course the seats, there isn’t a single pliable composite surface at all. Most unusual are the hard shell plastic side armrests, that I have to say are very uncomfortable. In this segment I’m able to accept a lack of soft surfaces elsewhere, such as the dash top and door uppers, but using hard plastic for the armrests is going too far.

This oversight is a shame because most everything else about the new Accent is praiseworthy. I say most because it only included a monochromatic trip computer in this top-tier model, which should really have a full-colour TFT multi-information display in this day and age. Again, I don’t mind the analogue gauges, although some competitors are starting to digitize more of their primary clusters.

Hyundai hopes such shortcomings are forgotten quickly when adding up all the other standard and available features, plus this car’s fairly low price point. Just for a sampling, on top of everything already mentioned my top line Accent Sedan featured proximity-sensing entry with pushbutton ignition, a nice infotainment touchscreen with Apple CarPlay, Android Auto, plenty of apps, a backup camera with active guidelines, and more. The climate control system is automatic, albeit single zone, while this model includes three-way heated front seats as well as a heatable steering wheel, the former capable of getting warmer than the class average (it can get very cold in Korea) and the latter downright hot.

The just-noted leather-wrapped steering wheel rim is nicely finished and padded for extreme comfort, while the switchgear on the 9 and 3 o’clock spokes is superbly done with voice activation, audio controls, and phone prompts on the left side, plus multi-information display and cruise controls on the right. The turn signal/headlight and windshield wiper stalks are upscale too, these, along with most of the cabin’s switchgear making its owner feel as if they’ve paid more than they really have. Likewise for the overhead console that incorporates old-school incandescent lights, yet features one of the nicest most luxuriously finished sunglasses holders I’ve ever felt, not to mention controls for the powered glass sunroof.

The rear seatbacks are split 60/40 for stowing longer items via the trunk, and dedicated storage space is fairly generous at 388 litres (13.7 cu ft), but take note the lid is very short so you’re limited as to how much you can angle in. A hatchback would remedy this, of course, so be glad Canada chose to keep the more versatile of the two body styles moving into 2020. A benefit to trunks over hatches is security; a trunk being more difficult to access by would-be thieves and therefore passed by more often when easier prey is available, but a simpler solution is to bring valuables inside. Hyundai provides a fairly large compartment underneath the trunk’s load floor, mostly filled up with a compact spare tire and tools, but there’s space around the edges for small items.

So there you have it. If you must have a new Accent Sedan, start calling around to your local Hyundai dealers to find one. I’ve checked, and there are some available, but you’ll need to act quickly. According to the CarCostCanada 2019 Hyundai Accent Canada Prices page, the base Essential with Comfort Package Sedan starts at $17,349 plus freight and fees, while this top-line Ultimate Sedan starts at $21,299. Of course, discounts will be available, as retailers are motivated to sell, and information about any manufacturer rebates will be available to CarCostCanada members, plus deals on factory leasing and financing rates, which were available from zero-percent at the time of writing (and 0.99 percent for the new 2020 model), and as always dealer invoice pricing that can potentially save you thousands, depending on the car being purchased.

As an alternative you can also walk over to your local Kia dealership for a 2020 Rio sedan, which is basically identical to the U.S.-market Accent Sedan under the skin, drivetrain upgrades and all. Interestingly, the Rio is now the only new subcompact sedan available in Canada, so Korea’s other auto brand has an opportunity to pull in a few sales it might not have been able to earn previously (they also have a 2020 Rio Hatchback).

So go ahead and snap up this 2019 Hyundai Accent Sedan while you can, opt for a new 2020 Accent Hatchback if its more functional cargo area suits your lifestyle, or choose the Kia Rio Sedan (or hatch). Then again, you might want to try a new Hyundai Venue or Kona on for size, as they’re great subcompact crossovers for not much more investment. No matter what you want, it appears Hyundai Motor Group has you covered.

The Sonata has been with us for a long time, 31 years in fact. During those three-plus decades we’ve seen truly expressive designs offset by comparatively safe styling exercises, and it seems to have…

New Car Reviews

2019 Hyundai Sonata Ultimate Road Test

The Sonata has been with us for a long time, 31 years in fact. During those three-plus decades we’ve seen truly expressive designs offset by comparatively safe styling exercises, and it seems to have done better with the latter.

Looking back, the 1998–2004 fourth and 2009–2014 sixth generations were especially daring, while the comparatively conservative 2004–2009 fifth-gen model was nevertheless so modestly attractive it sold well too. I tested all of the above and was impressed with each, plus I had the latter car in V6-powered top-line trim as a long-term tester for more than a year, experiencing zero problems and thoroughly enjoying its comfort and performance, as my weekly blog-style updates attested. It’s no wonder I’ve been a proponent of the car ever since.

The current 2014–2019 seventh-generation Sonata is, of course, the best one yet, but up until a rather thorough 2018 mid-cycle refresh it was one of the least inspiring visually. Don’t get me wrong, the 2014–2017 version was still a reasonably attractive mid-size four-door family sedan, but calling its update a facelift doesn’t do the level of cosmetic reconstruction justice.

The identical 2018 and 2019 Sonata models featured a completely modified grille that left the previous sharply edged six-sided design behind, replaced by a much more fluid shape that has helped move Hyundai away from the new Genesis luxury brand, the latter having kept much of the old grille design up until the new 2020 G90’s diamond-shaped look. The Sonata’s stylish new grille gets flanked by attractive headlights filled with ovoid projector beams (or as-tested LEDs) and LED daytime running lights, all of which hover over an eye-catching six-pack of vertical LED fog lights.

The Sonata’s sportiest Ultimate trim (shown here in the photos) boasts cool dark chrome edging around an otherwise black gloss mesh grille insert, plus more darkened chrome on the lower fascia and the headlamp bezels, which uniquely flow rearward along the front fenders and the car’s entire shoulder line before curving up and around the rear quarter windows ahead of meeting up at the base of the A pillars. This signature detail was first used with the sixth-generation Sonata back in 2009, and will once again help make the upcoming 2020 model look special. That 2020 Sonata incorporates many of the design elements shown on this attractive 2019 model, but adds drama and size, while its rear styling is completely reworked.

Hyundai continues with the darkened chrome trim while adding its fair share of gloss-black accents to this Sonata Ultimate, its front fog lamp surrounds ideally matching the sporty diffuser-style rear bumper, all topped off by the panoramic sunroof’s deep, inky glass and the high-gloss black roof that combine into one all-black mass. I must admit, the 2018 refresh turned a rather boring Sonata into a superb looking mid-size family hauler.

It needs to be good looking in order to survive, of course. It’s up against some very strong competitors such as the new Toyota Camry, a car that could even be called seductive in its edgiest XSE trim, not to mention the newest Honda Accord that antes up with its most premium-level design yet, plus the new Nissan Altima improves styling while providing standard all-wheel drive, as well as a whole host of other brands trying to lure in mid-size sedan buyers with performance models and/or economical hybrid/plug-in alternatives, while Hyundai’s sister-brand Kia and Germany’s Volkswagen are complementing their more traditional Optima (the Sonata’s platform-mate) and Passat offerings with sportier four-door coupe variants called Stinger and Arteon respectively, and despite all these interesting and impressive choices most new car consumers are looking to the crossover SUV segment for their next ride.

How is this SUV enthusiasm affecting mid-size sedan sales? Of the 14 currently available in Canada, just four found more year-over-year buyers through the first nine months of 2019, and this Sonata wasn’t amongst them. The category-leading Camry’s 11,579 unit sales were up 4.18 percent since the third quarter of 2019 ended, but this market growth is hardly notable next to the third-place Ford Fusion’s 33.43-percent increase, but it only managed 7,280 total deliveries. The other two bright lights are actually nominal players when it comes to overall numbers, with Honda’s Clarity plug-in hybrid showing a 12.37-percent gain to 890 sales, and Buick’s Regal experiencing an amazing 48.71-percent uptick to 635 units down the road.

Ultimate losers include VW’s aforementioned Passat that’s decreased its year-over-year unit sales by 78.24 percent, resulting in only 570 sold, while Kia’s Optima didn’t do much better thanks to delivering just 1,363 examples for a 52.09-percent decline. Others, such as the Altima, fell 43.34 percent for a 2,568-unit downturn, and that’s despite its all-new design, while the Mazda6 plunged 42.76 percent to 1,130 units. Comparing some of these numbers shouldn’t leave Hyundai feeling too bad about its Sonata that only managed 3,346 deliveries for a 14.18-percent reversal, this actually leaving the car in fifth place behind the Camry, Accord, Fusion and Malibu, albeit still more popular than the Altima, Optima, Subaru Legacy, Stinger, Mazda6, Clarity, Regal, Passat, and Arteon. Some brands might’ve let out a collective sigh of relief upon Ford’s announcement that its Fusion would soon be discontinued without replacement, but the thought of why they’re ditching the segment altogether may be too sobering to provide any hope of market gains.

Everything said so far in mind, this road test review is more of an adieu to the outgoing 2019 Sonata ahead of the entirely new 2020 model arriving, which will allow some of us to pay tribute to the car that helped define Hyundai’s new design direction, while more serious folk decide whether or not they’ll take one home. I’ve got a great deal of good to say about this specific Sonata Ultimate, with the styling and sales portion of my review now moving inside, where this particular four-door gets an impressive cabin filled up with premium-like finishings and more standard features than you’ll likely find in the majority of rivals noted above.

No shortage of premium-quality, soft-touch synthetics can be found throughout the interior, joined by beautifully textured metallic inlays and brushed aluminized accents, not to mention glossy piano black detailing to match all the exterior trim mentioned earlier. A medium-grey cabin motif boasts stylish perforated leather seat upholstery in an identical medium-grey shade, with light-grey piping highlighting each bolster to match the same colour of contrast stitching found along those bolsters as well as the door panel inserts, shifter boot, and baseball-stitched, black leather-wrapped, flat-bottom sport steering wheel.

The steering wheel looks sporty enough, and thanks to a thick padded rim, ergonomically shaped thumb spats, and an overall substantive weightiness makes its driver feel as if piloting a now classic Genesis Coupe than anything family oriented, not that you couldn’t stuff a fairly sizeable kid or two into the back of that four-seat liftback. The placement of the shift paddles is near perfect, truly enhancing the driving experience overall. It’s all combined with more than enough steering column rake and reach to, together with the eight-way power-adjustable driver’s seat (with two-way powered lumbar), provide my long-legged and short-torso five-foot-eight body with complete comfortable and total control, unlike some in this class that don’t fit me in as ideally.

This in mind, Toyota’s new Camry XSE was sharing commuting and errand duties with the Sonata Ultimate during the same week, which by looks alone seems to be the sportiest mid-size four-door on today’s market. It’s a big improvement over the outgoing Camry in every way, including steering column reach, but nevertheless it doesn’t fit my frame as well. Additionally, the Camry XSE’s steering wheel doesn’t look or feel as sporty, or allow as much control as this Sonata Ultimate. I’m not griping, because Toyota has done a very good job with the new Camry’s cabin, with finishing that’s more refined and an overall design that’s slightly more premium-like than this top-line Sonata, but when talking real performance, the Japanese brand’s mid-sizer couldn’t hold a candle to this Korean. What’s more, the steering wheel in the Sonata is heated from the mid-range trim upward, while the Camry doesn’t even make a heatable steering wheel available.

One of the most notable differences between the Camry XSE and Sonata Ultimate are the front seats. The latter model offers up two of the best sport seats in the mid-size sedan class, that aren’t only embossed with slick “Turbo” lettering on their backrests and finished with all the attractive upgrades noted earlier, but were designed with deep side bolstering that holds buttocks and backside firmly in place during aggressive manoeuvring. If you want to stay planted in the Camry’s driver’s seat while attempting the same lateral Gs you’ll need to hang onto something other than the steering wheel, as Toyota’s driver’s seat leaves you perched on top rather than within. The Camry’s seats weren’t very comfortable either, not even in the luxuriously appointed XLE model, but the Sonata Ultimate’s seats are fabulously supportive. The Sonata’s three-temperature front seat warmers heat up faster and more potently than the Camry’s too, plus Hyundai provides three-position front seat ventilation as well, this not available in any 2019 Camry (Toyota will add optional ventilated front seats for 2020).

The Sonata’s rear outboard seats offer two-way seat heaters too, in mid-range Preferred trim and above, plus their seatbacks are similarly carved for comfort and support, but not so much as to render the centre position unfit for a third passenger. My tester’s retractable side window sunshades, standard in Luxury and Ultimate trims, are also not available with the Camry, while the Sonata’s rear occupants benefit from a bevy of additional features such as LED overhead reading lights, dual air vents, a big folding centre armrest with integrated cupholders, large bottle holders in the door pockets, plus more. A panoramic sunroof, standard on Luxury and Ultimate trims, adds more light to the rear passenger compartment too, although even less equipped trims are hardly dark inside thanks to good side window visibility.

Rear seat roominess is a Sonata strongpoint too, thanks to a lot of knee space, ample legroom that allowed me to stretch my legs out almost completely while shod in winter boots, and about four to five inches from hips and shoulders to the door panels, while approximately three and a half inches remained over my head, so therefore taller passengers should fit in back without issue.

The trunk is quite big at 462 litres (16.3 cubic feet), while you can open its lid by pressing a button on the dash or automatically by standing aft of the Sonata with the ignition off and proximity-sensing key in pocket. The trunk is nicely detailed out with carpeting all the way up each sidewall, including the inner lid, plus each side of the 60/40-split seatbacks fold down via pull-tabs.

All of the items noted thus far came standard in my top-tier Ultimate tester, including its sporty looking 18-inch double-five-spoke alloys encircled by 235/45R18 Michelin all-season rubber (replacing 16- or 17-inch Kumho tires), the front two directed by a special rack-mounted motor-driven power steering (R-MDPS) system featuring a dual-pinion steering rack, while a trim-exclusive twin-scroll turbocharged and direct-injected 2.0-litre four-cylinder engine with dual continuously variable valve timing and two-stage variable induction produces 245 horsepower and 260 lb-ft of torque (this engine replaces the base 2.4-litre four-cylinder with 185 hp and 178 lb-ft of torque), and an eight-speed automatic transmission with manual mode and steering wheel-mounted shift paddles (instead of a six-speed automatic with no paddles on lesser trims) enhance performance. Additionally, Ultimate trim includes the upgraded leather sport seats mentioned before, and the eye-catching textured metallic inlays, the construction of which Hyundai refers to as the 3D Three-dimensional Overlay Method (T.O.M).

I decided to make a more detailed list of key features than usual because Hyundai’s value proposition has always been a good way to judge its cars against rivals, and when factoring in that the 2019 Sonata Ultimate retails for only $37,199 (plus destination and fees), it becomes hard to argue against. A similarly powered Camry with less features, incidentally, tops $41,000, about $4,000 or 10 percent more than this top-line Sonata, while its base price is also a couple of thousand higher. The base Sonata Essential starts at $24,899, while Hyundai has up to $2,000 in additional incentives available at the time of writing, according to CarCostCanada, where you can also find pricing details for almost every car sold in Canada, including trims, packages and individual features, as well as rebate info and dealer invoice pricing that could save you thousands.

Additional features pulled up to Ultimate trim from the $34,899 Luxury model include the previously noted LED headlights with adaptive cornering and automatic high beams, ventilated front seats, rear sunshades and powered panoramic sunroof, plus aluminum scuff plates, chrome inner door handles, an electromechanical parking brake, an auto-dimming rearview mirror, a HomeLink garage door opener, a six-way powered front passenger seat, driver’s seat and side mirror memory, an 8.0-inch high-resolution centre touchscreen with navigation, great sounding 400-watt nine-speaker Infinity audio, always appreciated wireless charging, rear seat HVAC ducts, reverse park distance warning, driver attention warning, adaptive cruise control with stop-and-go, forward collision warning with pedestrian detection, and lane departure warning with lane keeping assist.

Items pulled up to Unlimited trim from the mid-range $28,799 Preferred model include the stitched pleather door inserts, heatable steering wheel, rear seat warmers, and proximity-sensing trunk release noted earlier, plus dual-zone automatic climate control, satellite radio (including the rooftop shark antenna), remote engine start, and BlueLink connectivity, while the second-rung $27,699 Essential Sport donates its sport grille, dark chrome and sportier exterior trim, sport suspension, LED taillights, front door handle welcome lighting, proximity keyless entry, sport-type Supervision instrument cluster with a 4.2-inch TFT LCD multi-function display (within the otherwise analogue primary gauge cluster), paddle shifters, eight-way powered driver’s seat, and aluminum pedals.

Finally, standard items pulled up to Ultimate trim from the base Essential model include auto on/off headlights, LED daytime running lights, power-adjustable heated side mirrors with integrated LED turn signals, a leather-wrapped multifunction steering wheel, speed-sensitive variable intermittent wipers, heated front seats, Apple CarPlay and Android Auto smartphone integration, Bluetooth with audio streaming, filtered air conditioning, blind spot monitoring with rear cross-traffic alert, the usual active and passive safety features, and much more. It really is a lot of car for thousands less than most competitors.

Being that I’ve been comparing to the Sonata to Toyota’s Camry, the Japanese mid-sizer offers up a more advanced gauge cluster-mounted multi-information display, featuring a larger, more organically shaped screen that wraps around the outside of each analogue dial, plus it’s filled with more features. Nevertheless, the Sonata’s is bright, clear and not short on many functions. The Sonata’s centre stack comes across a bit more vertical and therefore more traditional than the Camry’s as well, but this has more to do with end of lifecycle issues than any lack of technical prowess at Hyundai (the 2020 Sonata’s 12.3-inch display will be a big step above the Camry’s, by the way, plus my upcoming Nexo and Palisade stories will provide even more proof of Hyundai’s infotainment leadership). The Sonata’s touchscreen sits high on the centre stack between two vents, and it’s a very clear, high-resolution display with excellent depth of colour and good graphics. It boasts a quick operating system too, and it’s generally easy to figure out, no matter the function.

The quality of Sonata switchgear is also excellent, especially those on the steering wheel and centre stack, the latter finished with a nice aluminized treatment on two tiers of interfaces. The top tier is for audio and infotainment systems, whereas the bottom one is for the HVAC system and its various functions, plus the heated/cooled seats and heatable steering wheel. Below this is a rubberized tray for your phone that doubles as a wireless charger, while additional connectivity can be found just above on a panel featuring two 12-volt chargers, a USB port and aux plug (expect more USBs and less of the others in the 2020 redesign).

Back to the thick paddle-infused flat-bottom steering wheel and well-bolstered driver’s seat, the Sonata Ultimate feels a lot sportier than the Camry XSE I tested, even without having a V6 under the hood. The top-line Camry is about a second and a half quicker off the line (the 6.0 seconds compared to 7.3, give or take a tenth or two), as long as you can stop the front wheels from spinning, but straight-line acceleration is hardly the only performance criterion, or for that matter the most important one in my books. The 2.0-litre turbo moved the Sonata off the line quickly enough, while its eight-speed auto shifted with much snappier increments than the Camry’s eight-speed, especially when its Drive Mode Select system was switched from Comfort, past Eco, into Sport mode, these adjusting steering, engine, and transmission responses. The free-revving top-line Sonata powertrain is a lot more fun when pushed hard, and its lighter weight over the front wheels results in easier, quicker turn-in with less understeer.

This is probably why the Sonata Ultimate takes to corners more aggressively than the Camry XSE. Truly, Sonata Ultimate handling is a black and white differentiator, the Hyundai feeling crisp and reacting sharply, with the Toyota pushing its front end past the edge of its lane when driven at similar high speeds through the same stretch of tarmac, not to mention becoming much more unsettled at its back end. The one felt confidence inspiring and the other out of its league, and this was despite having one-inch larger 19-inch alloys on 235/40 all seasons on the Camry. Mix in driver’s seat superiority and it’s really no contest, the Sonata Ultimate so much more engaging we might as well be comparing a BMW 5 Series to a Lexus ES 350.

The Sonata Ultimate also gets high marks for fuel economy thanks to a claimed rating of 10.4 L/100 km in the city, 7.4 on the highway and 9.1 combined compared to the Camry XSE’s 10.7 city, 7.4 highway and 9.2 combined rating, but to be fair I need to point out that Toyota’s use of an eight-speed automatic throughout the range helps its less potent four-cylinder models eke out as little as 8.1 city, 5.7 highway and 6.9 combined, compared to the Sonata 2.4’s best rating of 9.2, 6.8 and 8.1 respectively.

More negatives? It wanting to use the auto trunk opening function when the Sonata is already unlocked it won’t open, and being that there’s no button in back you’ll need to walk around to the driver’s door, open it, and push the button on the dash. The Camry provides a button on the trunk that works by proximity sensing whether the doors are unlocked or not. Another Camry bonus includes heated front seats that come on automatically upon startup, or not, depending on how you left them. You’ll need to set the Sonata’s heated seats each time you restart.

Plenty of other qualities help keep the Camry atop the mid-size sedan segment’s hierarchy, and I’ll cover these in an upcoming full-line road test review, while there are a number of other credible contenders in this class, as noted earlier, but you shouldn’t buy any of the Sonata’s competitors without spending time behind its wheel, especially if performance is high on your list of new car attributes.

Now that the upstart Genesis brand is finding its footing in the luxury sector, having initially taken two of Hyundai’s most premium models (the G80 and G90) with it before adding one of its own (the…

New Car Reviews

2019 Hyundai Santa Fe Ultimate Road Test

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD — The totally redesigned 2019 Hyundai Santa Fe has a sharp looking new face. (Photo: Trevor Hofmann)

Now that the upstart Genesis brand is finding its footing in the luxury sector, having initially taken two of Hyundai’s most premium models (the G80 and G90) with it before adding one of its own (the new G70), the namesake South Korean giant is in the midst of a rebranding exercise that not only needs to differentiate itself from Genesis, but also keep it separate from Kia, which is arguably fighting over the same mainstream volume customer base.

I think they’ve done an excellent job so far. Just compare the two brands’ mid-size SUV entries, the third-generation Hyundai Santa Fe and Kia’s current Sorento. They don’t look at all alike from the exterior styling to the interior design and execution, but the two companies benefit from a lot of development and component cost sharing that no doubt boosts the bottom line.

Of note, that third-generation Santa Fe is now history, replaced by this much more dramatically penned fourth-generation model for 2019, complete with the new design language I mentioned at the beginning of this review. Its grille is large, deep and certainly distinctive, and its innovative use of frontal lighting, featuring narrow strips of LEDs up top and tightly grouped clusters of secondary driving lights down below, is starting to permeate the brand, showing up on the new Kona at the lower end, as well as the even newer Palisade at the upper end.

Speaking of sizes, not everyone seems to agree on where the Santa Fe fits into the SUV scheme of things. It started life as more of a compact utility than anything truly mid-size, but like so many other vehicles it’s grown over the generations to the point that now it leans more toward mid-size than compact. Despite coming close to matching the length, width and height of five-passenger mainstays like the Ford Edge, some industry insiders still clump it into the compact SUV segment and therefore muddle the marketplace, so I’m here setting the record straight.

To be specific, at 4,770 millimetres (187.8 inches) long and 1,890 mm (74.4 in) wide the 2019 Santa Fe we’re testing here is a considerable 246 mm (9.7 in) longer than the current Ford Escape compact SUV yet only a fractional 9 mm (0.3 in) shorter than the Edge, while it’s 52 mm (2.0 in) wider than the former and only 38 mm (1.5 in) narrower than the latter. To be fair, the new Santa Fe is actually a full 70 mm (2.7 in) longer and 10 mm (0.4 in) wider than the outgoing model, this improving interior roominess. So while I’ve long considered the Santa Fe a mid-size crossover SUV, now we can all safely categorize it as such.

As for the three-row Santa Fe XL, it currently remains available with last year’s design and a 2019 model year designation, but as you’ve probably already guessed it’s currently being replaced by the much more appealing (to me at least) 2020 Palisade noted a moment ago, which just happens to be in my garage this week. Between the smallest (so far) Kona/Kona EV and this Santa Fe is Hyundai’s Tucson, a model that’s still nice but starting to look a bit dated (expect an update next year for the 2021 model year), while an entirely new city car-sized crossover SUV dubbed Venue will slot in under the Kona for the 2020 model year, arriving this fall.

Lastly, I recently spent a week with the new 2019 Nexo (review forthcoming), a crossover SUV that’s only slightly smaller than the Santa Fe (albeit with a longer wheelbase), and unlike its spiritual predecessor the Tucson FCEV (fuel cell electric vehicle) that shared underpinnings with the second-generation Tucson, the Nexo only exists because of Hyundai’s desire to create a dedicated platform to further its hydrogen fuel cell and electric powertrain program. At $73k it won’t find many buyers, a problem made worse by a lack of hydrogen refueling stations (only three in Canada, one of which is in Ontario and the other two in BC — one being a Shell station luckily located a few kilometres from my home.

Unlike the future-think Nexo, the near two-decade strong Santa Fe has always been a really strong seller for Hyundai, especially here in Canada. In fact, last year it was once again number one in the mid-size SUV segment with 24,040 units sold, well ahead of the second-place Ford Edge that only managed to pull in 19,156 new buyers in 2018. The Santa Fe has actually held first place in this category for more than a decade, an impressive feat considering how fierce the competition is.

One thing you may notice missing from this redesigned 2019 Santa Fe is a “Sport” model designation. The outgoing two-row SUV was named Santa Fe Sport in order to differentiate it from the larger three-row Santa Fe XL, but the brand’s product planners (et al) skipped the Sport nameplate when introducing the ironically sportier 2019 Santa Fe, because at the time they knew what we didn’t, the much grander three-row Palisade was on the way.

I’m not going to go into much detail about the new Santa Fe’s exterior styling, only to say this fourth-gen model had a tough act to follow, and to add that I like the new design. As for the Santa Fe’s interior styling, quality, fit, finish, etcetera, I’m pretty sure it will impress you. It’s one of the most luxurious crossover SUVs in its class, with more soft-touch surfaces than the majority of rivals, the entire middle portion of the dash-top comprised of a stitched and padded composite material that looks like rich leather, this followed up with a similar surfacing on the sides of the lower console, the door panel armrests, and the door inserts.

The door uppers get a nice high-quality pliable treatment front and back too, with the Santa Fe’s only hard plastic being the most forward portion of the dash top, including the instrument shroud below the otherwise soft-touch hood, plus a small portion of each upper door panel, the entire lower section, and the lower half of the instrument panel. These areas don’t get touched a lot anyway, which is why most mainstream automakers follow suit, and being how nice Hyundai finished off the meshed metal-look inlays that wrap around the upper edge of the instrument panel into the doors front to back, plus the lovely variation on that metallic theme lower down on each door panel, which are actually speaker grills for the upgraded Infinity audio system, it’s okay that they didn’t go all the way with the soft-touch composites.

Along with that high-grade metal there’s a lot of nice satin-finish metallic detailing throughout the rest of the cabin too. Hyundai encircled the gauge cluster in metal brightwork, plus tastefully applied it to the steering wheel’s lower spoke switchgear, the tablet-style infotainment touchscreen, the dash vents, the dual-zone automatic climate control interface, the gear selector, the door pulls, the beautifully finished power window switches and side mirror controller, plus more.

While all this impresses, the first thing I noticed when entering my top-line Santa Fe was its luxurious and totally unique headliner. It’s similar to denim, although not blue jeans, but rather a light beige khaki-coloured material with slightly browner flecks within. It looks rich, plus it wraps all the way down each roof pillar front to back, which is unheard of in this class, while it also opens up overhead thanks to a wonderfully large panoramic sunroof. It’s power-actuated by a double-purpose slider button that opens the sunscreen (made from the same beige denim material) with a light tap, and the glass itself after a slightly harder pull rearward. The overhead console surrounding the powered sunroof button also integrates switchgear for four LED reading lamps, plus it houses one of the softest padded sunglass holders I’ve ever felt.

Of note, the redesigned 2019 Santa Fe includes some new trim lines, starting with the base Essential, which can be upgraded to Preferred, Preferred Turbo, Luxury, and finally this as-tested Ultimate trim. Before I get into the details of each, let me once again praise Hyundai for saying goodbye to the “Limited” trim designation, not only because it’s way overused, but also because no one ever limits the sale of anything that wears a Limited trim badge. I’m also personally grateful they didn’t swap it out for “Platinum” instead, as that precious metal is becoming ubiquitous too.

I like the name Essential for a base model, especially one that includes standard heatable front seats plus a standard heated steering wheel, not to mention a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto smartphone integration, a backup camera with active guidelines, dual USB charge ports, Bluetooth, auto on/off projector headlights with LED accents, fog lamps, 17-inch alloys, chrome and body-colour exterior detailing, a leather-wrapped steering wheel and shift knob, two-way powered driver’s lumbar support, 60/40 split folding rear seatbacks with recline, an electromechanical parking brake with auto hold, Drive Mode Select with Comfort, Smart, and Sport modes, and much more for just $28,999 plus freight and fees (make sure to go to CarCostCanada for all the pricing details, plus rebate info and dealer invoice pricing that could save you thousands).

Pay just $30,199 and you’ll get Hyundai’s suite of SmartSense advanced driver assistive systems including auto high beam assist, adaptive cruise control with stop-and-go, forward collision alert and mitigation with pedestrian detection, lane keeping assist, and Driver Attention Warning.

Adding all-wheel drive will set you back another $2,000 in Essential trim, or it comes standard with the $35,099 Preferred model that also makes the just-noted SmartSense package standard, while including even more safety features such as blindspot detection, rear cross-traffic alert with collision avoidance, a rear occupant alert system that remembers if you opened a rear door prior to driving and then reminds you that someone or something may still be in back when exiting, and finally safe exit assist that warns of traffic at your side when opening your door.

Plenty of additional features are included in Preferred trim too, such as 18-inch alloys, turn signals integrated within the side mirror housings, proximity keyless access with pushbutton ignition, an auto-dimming rearview mirror, rear parking sensors, a Homelink garage door opener, dual-zone automatic climate control (with a CleanAir Ionizer, Predictive Logic and auto defog), BlueLink smartphone telematics, satellite radio, an eight-way powered driver’s seat, fore and aft sliding rear seats, plus more. Of note, the Santa Fe’s 2.4-litre base engine is still standard in Preferred trim, but you can now opt for a turbocharged 2.0-litre engine for $2,000 extra.

Heading up to $41,899 Luxury trim adds the turbo engine and AWD as standard equipment, plus dark chrome exterior door handles, door scuff plates, LED interior lighting, a 7.0-inch TFT LCD multi-information display within the primary instrument cluster, the aforementioned powered panoramic sunroof, a 360-degree Surround View parking camera, a deluxe cloth roofliner, leather console moulding, memory, four-way powered lumbar support and an extendable lower cushion for the driver’s seat, an eight-way powered front passenger’s seat, perforated leather upholstery, ventilated front seats, heatable rear outboard seats, rear side window sunshades, a proximity actuated smart liftgate, and more.

Lastly, my $44,999 Ultimate trimmed tester included most everything from Luxury trim plus 19-inch alloys, satin exterior trim and door handles, LED headlights, LED fog lamps, LED taillights, rain-sensing wipers, a head-up display that projects key info onto the windscreen ahead of the driver, a larger 8.0-inch touchscreen infotainment system with navigation and traffic flow info including incident data via HD radio, plus a 12-speaker 630-watt Infinity audio system with QuantumLogic Surround sound and Clari-Fi music restoration technology, a wireless charging pad, and more.

The two engines just mentioned are carryover, although both receive new variable valve timing for quicker response and better fuel economy. The base 2.4-litre four-cylinder continues to make 185 horsepower and 178 lb-ft of torque, while the top-line turbo 2.0-litre four increases power to 235 and torque to 260 lb-ft. Santa Fe fans will immediately notice that the upgraded engine is down 5 horsepower, but I can promise you it’s not at all noticeable. In fact, the new Santa Fe feels quicker than the outgoing one thanks to a much more advanced eight-speed automatic replacing the old six-speed unit, the new one also receiving standard auto start/stop that shuts the engine off when it would otherwise be idling in order to reduce emissions and save fuel.

Fuel economy is therefore improved over the outgoing model, with the 2.4 FWD base model now rated at 10.8 L/100km in the city, 8.0 on the highway and 9.6 combined compared to the old model’s respective 11.1 city, 8.6 highway and 10.0 combined; the same engine with AWD now capable of a claimed 11.2 city, 8.7 highway and 10.1 combined compared to 12.0, 9.1 and 10.7 respectively with last year’s Santa Fe 2.4 AWD; and finally 12.3 city, 9.8 highway and 11.2 combined for the 2.0-litre turbo instead of 12.5, 9.6 and 11.2 when compared to the same engine in the previous generation. Yes, a bit surprising the new eight-speed auto and auto start/stop system resulted in zero combined fuel economy improvement with the turbo, but when factoring in that most mileage is done in the city then it’s a positive.

The Santa Fe’s HTRAC All-Wheel Drive (AWD) system sends most of the powertrain’s torque to the front wheels in order to save fuel unless slippery conditions require additional traction at back, but choosing one of the available driving modes intelligently apportions motive power where it can most effectively improve efficiency or performance, based on need. For instance, Comfort mode splits front/rear torque approximately 70/30 for all-weather stability, while Eco mode pulls more to the front wheels, Sport mode pushes up to 50 percent to the rear wheels, and Smart mode varies all of the above as needed.

Just like the outgoing third-generation Santa Fe, the new model incorporates a fully independent suspension with MacPherson struts in front and a multi-link setup at the rear, plus a stabilizer bar at each end for improved handling. The steering is motor-driven powered rack and pinion, and felt even more responsive than the setup in its regular-wheelbase Sport predecessor, while the suspension setup impressed even more. In fact, I’m not sure how Hyundai made its ride so compliant and easy on the backside, yet didn’t these seemingly soft underpinnings didn’t impact the Santa Fe’s handling one iota. The new Santa Fe manages corners better than the previous one, my tester’s upgraded 19-inch alloys and lower-profile 235/55 all-season tires no doubt assisting in this respect, but then again this should negatively affect ride quality and it certainly didn’t.

As mentioned earlier, the revised turbocharged engine makes a bit less power than the outgoing one, but it certainly doesn’t feel any less energetic off the line. The eight-speed automatic is ultra-smooth and quite quick through the cogs as well, while the Santa Fe’s Drive Mode Integrated Control System can be set up for Sport mode that lets revs go higher between shifts, provides snappier engagement, improves throttle response, stiffens the steering, and as noted earlier apportions up to 50 percent of the AWD system’s torque to the rear, although I mostly left it in Smart mode as it combines the fuel savings of Eco mode, the smoother drivability of Comfort mode, and the driver engagement of Sport mode, depending on the way the it’s being driven.

Of course, family vehicles always compromise performance for comfort, which is as it should be because that’s what most buyers in this category want. The 10-way powered driver’s seat was wonderfully comfortable all week, its powered lumbar adjustment finding the small of my back easily thanks to its optimal four-way design. Forced air can blow through the perforations in the upholstery to keep things cool in summer, a relieving feature, and there’s plenty of space up front to move around in. It’s roomy behind too, made even better by seat recliners that go way back, and the second row’s fore and aft sliding feature that provides more space for luggage when necessary.

The five-seat Santa Fe’s interior volume measures 4,151 litres (146.6 cubic feet), while its maximum cargo capacity is 1,016 litres (35.9 cubic feet) behind the second row and 2,019 litres (71.3 cubic feet) with its 60/40-split rear seatbacks lowered, a process that is made easier via powered release buttons on the cargo wall. Being a skier I would have appreciated 40/20/40 spit-folding rear seatbacks or a centre pass-through, especially considering how much nicer trips to the mountain would be for those in back if they could take advantage of the outboard seat heaters, so maybe Hyundai could consider this for a mid-cycle update in a couple of years.

Just the same, the new 2019 Santa Fe is easily one of the better five-occupant crossover SUVs available, and should be considered if you’re in the market.

The Santa Fe is one of the crossover SUV sector’s most popular entries, and it’s entirely new for 2019. We’ve got it in our garage this week, and without saying too much we’re impressed. First…

In Our Garage

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD

The Santa Fe is one of the crossover SUV sector’s most popular entries, and it’s entirely new for 2019. We’ve got it in our garage this week, and without saying too much we’re impressed.

First off, let’s clear up some confusion. The Santa Fe started life as more of a compact SUV than anything truly mid-size, but like so many other vehicles it has grown over the generations to the point that it now leans more towards mid-size than compact. Despite coming close to matching the length, width and height of a five-passenger mainstays like the Ford Edge, some industry insiders still call it compact and therefore muddle the marketplace, so I’m here setting the record straight.

To be even more specific, at 4,770 millimetres (187.8 inches) long and 1,890 mm (74.4 in) wide the 2019 Santa Fe we’re testing here is a considerable 246 mm (9.7 in) longer than the current Ford Escape compact SUV yet only a fractional 9 mm (0.3 in) shorter than the Edge, while it’s 52 mm (2.0 in) wider than the former and only 38 mm (1.5 in) narrower than the latter. To be fair, the new Santa Fe is actually a full 70 mm (2.7 in) longer and 10 mm (0.4 in) wider than the outgoing model, this improving interior roominess. So while I’ve long considered the Santa Fe a mid-size crossover SUV, now we can all safely categorize as such and call it a day. This becomes even clearer when factoring the size of the three-row Santa Fe XL, which I’ll cover in a future review.

This being a Garage piece, I won’t go into too much detail about the Santa Fe’s interior quality, fit, finish, styling, etcetera, or my experiences behind the wheel. Anyone who has read my reviews of previous Santa Fe Sport models, the vehicle this model replaces, will know I was a fan, so suffice to say this one is better in every respect. I’ll leave it there for now.

Like the outgoing model this new one uses the same powertrains, although both receive new variable valve timing for improved response and fuel economy. The base engine remains the well-proven 2.4-litre four-cylinder making 185 horsepower and 178 lb-ft of torque, while the top-line turbocharged 2.0-litre four increase power to 235 and torque to 260 lb-ft. Astute readers will notice the upgraded engine is down 5 horsepower, and patient readers will come back to find out if that’s noticeable when I cover it in my review.

For now, take solace that the outgoing Santa Fe Sport’s six-speed automatic has been replaced by a much more advanced eight-speed auto with standard auto start/stop that shuts the engine off when it would otherwise be idling to reduce emissions and save fuel. Fuel economy is therefore improved over the outgoing model, with the 2.4 FWD base model now rated at 10.7 L/100km in the city, 8.2 on the highway and 9.6 combined compared to the old model’s respective 11.1 city, 8.6 highway and 10.0 combined; the same engine with AWD now capable of a claimed 11.2 city, 8.7 highway and 10.1 combined compared to 12.0, 9.1 and 10.7 respectively with last year’s Santa Fe 2.4 AWD; and finally 12.3 city, 9.8 highway and 11.2 combined for the 2.0-litre turbo instead of 12.5, 9.6 and 11.2 when compared to the same engine in the previous generation. Yes, a bit surprising that the new eight-speed auto and auto start/stop system resulted in zero combined fuel economy improvement with the turbo, but when factoring in that most mileage is done in the city then it can be seen as a positive.

Like the outgoing Santa Fe, the new one features a fully independent suspension with MacPherson struts up front and a multi-link setup in the back, plus stabilizer bars at both ends for improved handling. The steering is motor-driven powered rack and pinion,

Some other changes worth mentioning here in this Garage story include new trim lines, starting with the base Essential, and then upgraded with Preferred, Preferred Turbo, Luxury, and finally the as-tested Ultimate I’m driving this week. First, kudos to Hyundai for ditching the name “Limited” for a trim line they’d sell as many as they could if consumers would buy them, and more praise for not following the status quo and naming their top-line model “Platinum”.

I like the name Essential for a base model, especially one that includes standard heatable front seats and a standard heated steering wheel, not to mention 7.0-inch touchscreen infotainment with Apple CarPlay and Android Auto smartphone integration, a backup camera, dual USB charge ports, Bluetooth, illuminated vanity mirrors, auto on/off projector headlights with LED accents, fog lamps, 17-inch alloy wheels, chrome and body-colour exterior detailing, a leather-wrapped steering wheel and shift knob, two-way powered driver’s lumbar support, 60/40 split folding rear seatbacks with recline, electromechanical parking brake with auto hold, Drive Mode Select with Comfort, Smart, and Sport modes, and much more for just $28,999 plus freight and fees (go to CarCostCanada for detailed pricing, plus rebate info and dealer invoice pricing that could save you thousands).

Ante up $30,199 and you’ll get Hyundai’s suite of SmartSense advanced driver assistive systems including auto high beam assist, adaptive cruise control with stop-and-go, forward collision alert and mitigation with pedestrian detection, lane keeping assist, and Driver Attention Warning.

All-wheel drive costs $2,000 with Essential trim or comes standard with Preferred trim, at which point the SmartSense package is included as well, plus blindspot detection, rear cross-traffic alert with collision avoidance, a rear occupant alert system that remembers if you opened a rear door prior to driving and then reminds that someone or something may still be in back when exiting, and finally safe exit assist that warns of traffic at your side when opening your door, for a total of $35,099.

Additional Preferred features include 18-inch alloy wheels, turn signals added to the side mirror housings, proximity keyless access with pushbutton ignition, an auto-dimming rearview mirror, rear parking sensors, a Homelink garage door opener, dual-zone automatic climate control with a CleanAir Ionizer, Predictive Logic and auto defog, BlueLink smartphone telematics, satellite radio, an eight-way powered driver’s seat, rear fore and aft sliding seats, and more. The 2.4-litre base engine is still standard in Preferred trim, but the turbocharged 2.0-litre engine is now a $2,000 option.

Moving up to $41,899 Luxury trim adds the turbo engine and AWD as standard, plus dark chrome exterior door handles, door scuff plates, LED interior lighting, a 7.0-inch TFT LCD multi-information display within the primary instrument cluster, a powered panoramic sunroof, a 360-degree Surround View parking camera, a deluxe cloth roofliner, leather console moulding, memory, four-way powered lumbar support and an extendable lower cushion for the driver’s seat, an eight-way powered front passenger’s seat, perforated leather upholstery, ventilated front seats, heatable rear seats, rear side window sunshades, a proximity actuated smart liftgate, and more.

My $44,999 Ultimate trimmed tester included most everything from Luxury trim plus 19-inch alloys, satin exterior trim and door handles, LED headlights, LED fog lamps, LED taillights, rain-sensing wipers, a head-up display that projects key info onto the windscreen ahead of the driver, larger 8.0-inch touchscreen infotainment with navigation and traffic flow including incident data via HD radio, 12-speaker 630-watt Infinity audio with QuantumLogic Surround sound and Clari-Fi music restoration technology, a wireless charging pad, and more.

The five-seat Santa Fe boasts interior volume of 4,151 litres (146.6 cubic feet) and cargo capacity measuring 1,016 litres (35.9 cubic feet) behind the second row and 2,019 litres (71.3 cubic feet) with the rear seatback laid flat, a process that is made easier via powered release buttons on the cargo wall.

Being that this Garage review has turned into a comprehensive buyer’s guide, let’s cap it off here for now and leave something for the upcoming review. Make sure you come back soon for the good, bad and ugly experiential commentary…

News & Reviews- Tag: Ultimate

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