Great Article from InsideLine.com
2011 Hyundai Sonata GLS vs. 2010 Honda Accord vs. 2010 Mazda 6 i Touring Comparison Test
A Shifting of Priorities
By Chris Walton, Chief Road Test Editor | Published Mar 16, 2010
Here’s a statistic that might blow your mind. Honda sold more than a quarter-million Accord sedans in the U.S. last year. While that might not be news to you, what you might not know is that nine out of 10 of those Accords were sold with a four-cylinder engine, not a V6. Clearly it makes no sense any longer to compare $30,000 family sedans with V6 engines and a boatload of options. It’s time to change priorities, so we’ve chosen to compare the best of America’s large family sedans equipped with a four-cylinder engine, and that means the 2010 Honda Accord LX and the 2010 Mazda 6 i Touring, not to mention the 2011 Hyundai Sonata GLS.
The Honda Accord’s place in such a comparison doesn’t come by accident, as its perennial spot on top of the sales charts shows this car’s powerful influence on the design of the American sedan. Meanwhile, what Inside Line comparison of mainstream sedans would be complete without the Mazda 6, which has won two such comparisons? Like we said last time when the Mazda 6 s triumphed in a comparison of V6-powered sedans, “We’ve always believed that a family sedan can still be fun to drive, and it’s great to discover that Mazda thinks so, too.”
The new 2011 Hyundai Sonata is here because it is leading the shift in priorities within the class of sedans, as it combines its customary affordable price with the choice of only one engine, a thrifty four-cylinder. It’s an engine perfect for the times, setting a new benchmark for output and fuel consumption in its segment. Furthermore, the 2011 Sonata’s stylish, flowing sheet metal and smart interior won’t alert the neighbors that you settled for a low-budget alternative to the ubiquitous volume sellers.
Shifty Business
The stage was set for a pertinent comparison test of the cars everyone is actually buying, but we just couldn’t pass up the opportunity to select test cars with manual transmissions.
First of all, there’s no cheaper way to buy each of these cars. Adding an automatic transmission will run you an extra $800 in the Accord LX, $900 in the Mazda 6 i Touring and a cool $1,000 for the Sonata GLS. What’s more, the EPA combined fuel consumption estimate for the manually shifted Sonata is 2 mpg better with its six-speed manual. For the Accord, combined mpg is the same with either a five-speed manual or a five-speed automatic, while the Mazda 6 actually ekes out 1 mpg better consumption with a five-speed automatic transmission over this car’s six-speed manual.
(Besides all that, Inside Line is spearheading a campaign to diminish left-leg atrophy, which can cause drivers of these ordinary cars to walk in counterclockwise circles. We endeavor to return to these going-nowhere wanderers a newfound direction in life.)
So even though manual-transmission cars make up only about 2 percent of the mix of sales volume for these cars, there are savings to be had up front in purchase price and potential savings down the road in operational cost. So, you’re welcome, Inside Line comparison-test readers. Go forth, you 2-percenters, and walk proud and walk straight.
Follow the Money
The base price of the base-model 2011 Hyundai Sonata GLS starts at just $19,915 and adding floor mats and a proprietary iPod cable brings the car’s as-tested price to within a U.S. Grant of $20 grand at $20,050, making it the least expensive car in the test.
This car suits real people as well as engineers, because it offers must-have features plus best-in-class output and mpg.
For that price, however, the base-model Sonata GLS offers a superior amount of standard equipment. For instance, things like a dedicated iPod cable, a six-speed transmission (whether manual or automatic), a trip computer and 60/40-split-folding rear seat cannot be had (or even ordered) on our four-cylinder Accord LX at $21,765. You can find satellite radio and Bluetooth connectivity on an Accord, but it requires stepping up to a top-tier EX-L at $26,740.
Nevertheless, the well-equipped Sonata GLS is not furnished with the aluminum wheels, foglamps, power driver seat or leather-wrapped shift knob and steering wheel that you can get in the Mazda 6 i Touring for $21,650. Granted, our Mazda 6 Touring is not a base model in the strictest sense, as it’s found about midway up the lineup of Mazda 6 four-cylinders. You can find the desirable items listed above for both the Sonata and Accord, but you’ll have to opt for a sport-tuned Sonata SE ($23,315) or jump clear up to an Accord EX V6 ($27,515) for the foglamps plus other equipment that the Mazda 6 offers for its price.
After we built a chart comparing an assortment of standard and optional equipment, you might have guessed the clear advantage went to the Hyundai Sonata, which scored 78.8 points compared to the Mazda’s 72.2 points and the Honda Accord’s 30.6 points. For a more detailed score card and explanation of the features we chose to compare and score against prices, see the “Top 12 Features” tab.
Subjective Evaluations
When it came time to evaluate in subjective terms things like dynamics, comfort, function and design/build quality, the gap between these three sedans proved far smaller than the feature-oriented evaluation. A spread of just 2.4 points among them is really close and speaks to the parity of the overall execution of the vehicles themselves. Even so, there were nuances we discovered.
We’ve already pointed to the feature content advantages of the Sonata, but the Hyundai also scores a strong 2nd place in the Comfort category and a resounding 1st place in the Function category.
Comfort
In terms of overall ride quality, we’d say the Sonata has the most luxurious ride. The way the Hyundai envelops road imperfections is what some people would characterize as “floaty,” but not so much as to nauseate you. We’ve driven an SE model with its higher-rate springs, larger rear stabilizer bar and more rebound damping, and this sportier setup feels like the optimal one for the Sonata.
In comparison, the Accord feels lighter at times, but coarser most of the other time, and always more susceptible to impact harshness. In a way, the Accord feels as if there is too much air in the tires, but we verified the specification of 30 psi. We still think the Accord (and most Honda/Acura products for that matter) would benefit from more supple rubber.
Finally the Mazda 6′s chassis proved to be the most buttoned-down of the bunch, with discernible rebound damping, although unfortunately the result is gut-jiggling unhappiness on a wider variety of surfaces. Yes, it’s a European-style ride when the road is smooth, but even a wavy, undulating surface had us reaching for the cupholder to pick up the coffee lest we spill some. The Mazda 6 is recognized as offering the best driver’s position of these three sedans.
While it is true that ride comfort, road noise and rear-seat accommodations were a strong suit for the Sonata, the center stack of instrumentation and controls proved intrusive on the driver’s knee, and obvious wind noise emanating from the base of our car’s windshield wipers knocked the car down a bit in scoring as well.
The Honda scored high marks with its utter lack of wind noise, but this asset was confounded by a high-frequency hiss from the tires (a behavior also exhibited by the Mazda, but less so). The Accord’s useful rear seat helped it tie the equally capacious Sonata, though the Hyundai’s seats themselves were slightly better contoured.
All three cars lacked rear power points and HVAC vents. The rear seat of the Mazda 6 (which is classified by the EPA as a midsize car, rather than the large car definition of the slightly larger Accord and Sonata) is noticeably tighter when it comes to perceived and actual scale, and it didn’t have rear door pockets or a center head restraint.
Function
In terms of functionality, we pay particular attention to things like visibility, instrumentation, audio/HVAC layout and performance, in-cabin storage cleverness and trunk size (including an ability to accommodate oversized items).
Honda always manages to make cars with relatively low beltlines and slender pillars, and this Accord follows suit. Compared to the rakish Sonata, for instance, the Accord feels dramatically open and airy with easy sight lines, while the Mazda occupies the middle ground in this regard. You won’t necessarily get this impression from the photos of the interior, where the two-tone cabin of the Sonata looks brighter than the darker-hued interiors of the Accord and Mazda 6.
Again, Honda has a way of presenting instrumentation in an unambiguous and legible manner and does so again with crisp white-on-black gauges. The Sonata also features legible white-on-gray gauges, but adds a bluish multipage trip computer/driver-coaching aid between the two main gauges. The Mazda 6 Touring also offers a trip computer, but the LED display is less prominent; it’s in a slit at the base of the windshield. The Mazda’s white needles against red numerals on a black background surrounded by a blue glow is certainly less legible.
When it comes to evaluating both the audio and HVAC layout and execution, we had difficulty reaching a consensus. Some liked the linear layout of Playskool toy-size buttons/knobs in the Accord, but others complained about the unintuitive choice of a giant volume knob surrounded by teeny tuning knobs.
Some preferred the unconventional layout (and pulsing blue glow) of the Mazda 6′s instrumentation, calling it contemporary, while others criticized the mix of buttons. And that crowded multidisplay panel is in a different area code. Finally, those who liked the Sonata said it offered the most intuitive layout for both audio and HVAC controls in an economical space. This design also frees up room at the base of the center stack for small-item storage, a bordered perch for your iPod, and so on. The Mazda was particularly lacking in interior storage.
Trunks
Using one of these sedans as a family car necessitates a functional trunk. All three offer generously sized trunks, and ironically the Mazda’s is technically the largest at 16.6 cubic feet. The Mazda 6 has scissor hinges and struts instead of the space-consuming gooseneck hinges of the Accord and Sonata, plus the rear seatbacks fold in a 60/40 split. The Sonata has a 16.4-cubic-foot trunk and its seatbacks also have a 60/40 split.
The Accord trunk measures 14 cubic feet, perhaps owing to intrusion from the rear-suspension shock towers. The Accord loses a fraction of a point for a one-piece fold-down rear seat, but gains some back for a ski pass-through that doesn’t penalize occupants for a rare day at the slopes. Sadly, none of these cavernous cargo bays are equipped with a tie-down or cargo net to keep grapefruit or tennis balls from rolling to the far reaches of these vast trunks, but you can order a net from Mazda for $40.
Dynamically Speaking
There were other differences, too. With the exception of the Engine Performance category, all the editors agree the Mazda 6 is the driver’s car of this group. The Mazda earns points for steering performance, brake performance, handling and just being fun to drive. Our track testing corroborates our impressions, as the Mazda outperforms the others with ease in the slalom and skid pad tests in particular. Where the Mazda dodged cones with a competence that is obviously engineered into the chassis, both the Hyundai and Honda endured the exercises as if we were asking them to do things they weren’t designed to do. They are not, after all, sport sedans.
As mentioned in our Hyundai Sonata Full Test, the Sonata’s steering suffers from two handicaps. There’s a sense of inconsistency from the electric-assisted power steering, plus a tendency for the car to wander slightly on the open highway. There are examples of electric-assist steering done right, but the technology is clearly still evolving. Both the Accord and Mazda 6 currently use a traditional hydraulic-assisted steering system and as a result, perform more intuitively.
The Honda received some poor marks for its braking system. While the brakes for all these cars feel natural and progressive, all feature four-wheel disc brakes, ABS, electric brakeforce distribution and brake assist. Each car’s shortest recorded distance to stop from 60 mph fell between 130 and 133 feet, but the Honda’s brakes faded noticeably at our test facility, earning it a “Poor” rating from the test driver. After no more than three stops from 60 mph, the Accord requires 10-13 feet more in which to stop from 60 mph, and the scent of burning brake pads fills the air.
The only dynamic demerit earned by the Mazda 6 came because of engine performance, as what once was adequate has fallen behind in output and consumption. Relative to the Sonata’s high-compression 2.4-liter inline-4, the Mazda’s low-compression 2.5-liter inline-4 is slightly larger in displacement, yet less potent in both torque (what you feel at the bottom of an on-ramp) and horsepower (what you sense at the top of an on-ramp). This engine feels like the smoothest-running four-cylinder in the test, but it’s also the least fuel-efficient engine in our test according to both our testing and EPA data.
The Hyundai Sonata’s inline-4 features direct fuel injection, and if you can ignore the ticking under the hood, you’ll definitely be impressed by an engine that delivers both the highest specific output in its class and also registers EPA fuel-economy estimates of 24 mpg city/35 mpg highway/28 mpg combined.
Having so much low and midrange grunt makes driving the Sonata a far less frenetic experience. Unlike with the Accord and Mazda 6, we rarely found ourselves in a gear that was too high when the circumstances required prompt engine response. This mill seems absolutely fine pushing tall gears at low rpm, much like a small-displacement turbocharged engine.
The Best for the Middle of the Road
It wasn’t long into our three-car test before murmurs began circulating. “Have you driven that new Sonata?” people would ask. When we drove it home, it was unusual not to be asked questions by total strangers. Once we settled into the evaluation routine, the Sonata quickly rose to the occasion, impressing drivers first with its exterior and interior design, then later with its remarkable engine, not to mention its impressive amount of equipment. Mind you, all these accolades are based on the least expensive, base-model 2011 Hyundai Sonata GLS.
This is the kind of car that suits real people as well as engineers, because it offers must-have features (even ones that were once luxuries) as standard equipment even as it delivers an engine that has best-in-class output and fuel efficiency. Sure, there are more engaging cars to drive between cones at a test track, but do buyers of these mainstream American-style sedans really care?
The Sonata is a well calculated and exceptionally engineered entry into the heart of the biggest market in the United States . And the ambition for this car has been matched by its excellent execution and affordable price. That the Sonata — like both the Accord and Mazda 6 — is built right here in the U.S. of A. makes it even better, because those folks in Alabama are responsible for upholding their end of the best warranty in the business.
Overall, the 2011 Hyundai Sonata is a remarkable achievement. Not just because it does so well in a few ways what the Accord has done for so many years, but also because it delivers excellence in so many categories. The 2011 Hyundai Sonata is the new benchmark among mainstream large sedans. There, we said it.
