FOR so long the German premium brands, Audi, BMW and Mercedes- Benz, have dominated this compact executive market segment – BMW actually created it with the original 3 Series – and they continue to be the default choice for most people in search of style and status. But sometimes it pays to look around for decent alternatives if only because of the prospect of better spec value for money than that of the costly “option tick-box demanding” Teutons. Rival offerings from respected Japanese manufacturers Subaru, Honda and Mazda (see sidebar, 6 too) are often not given due credit. Recently, Korea’s Hyundai rejoined the group of Far-Eastern wannabes looking for a profitable share of the action with a rather dramatic and strongly marketed new Sonata model. Is it the new leader of the chasing pack, or an also-ran?
DESIGN & PACKAGING
Sonata 16/20
Legacy 15/20
Accord 16/20
The new Hyundai Sonata will certainly not be confused with anything else on the road – especially in a rear-view mirror. A dominant grille and pronounced front bumper/air intake make up a boldly sculpted front end that carries big, shapely headlamps. A fluted, clamshell bonnet, prominent swage lines along the flanks, narrow, tapering side glass and a glass roof (actually a giant double sunroof), the side arches of which close inwards at the rear, adding to the physical presence. The wheels look a little lost within the heavily stylised profile, but the doors are big, which makes for easy entry/exit. It is the longest and widest car of the three as well as boasting the longest wheelbase, helping create what is clearly a stylish (almost avant garde), spacious cabin – no shortage of legroom here. Materials quality appears good except for the steering wheel and shift paddles. It has a cavernous boot – it holds 472 dm³ of CAR’s ISO-standard blocks, increasing to 1 176 dm³ of utility space with the rear seats folded (released from inside the boot). However, the loading lip is high and the aperture into the cabin is small.
“Stately”, “lacks any real distinction”, “no beauty queen” were some of the comments made of the Subaru Legacy’s looks, although the front, with its humped bonnet, is fairly bold looking. Big multi-spoke alloys under pronounced wheelarches and body kit-like sills do give the profile some character, however. The Legacy is by far the tallest of these three, and puts the height advantage to good use to help create a huge cabin, especially in the rear. Fixtures and fittings look upmarket but their tactile quality is less impressive. The boot is fairly big – 385 dm³ – but surprisingly there is no fold-down rear seat, only a ski flap, which limits loadcarrying versatility. A tilt/slide sunroof is fitted.
Low and wide, the Honda Accord’s broad, almost aggressive visage also makes a bold impression. The wide, fluted bonnet and pronounced wheelarches add to the effect but overall the styling is straightforward – the test team voted it the best looking of the three but only by a very small margin. Despite the low roof height, entering and exiting the interior is easy enough thanks to the big doors, but it is inside that the Accord suffers by comparison with the other two thanks mainly to a relatively short wheelbase that compromises fore/aft space, especially in the back. Shoulder-room is fine, but it is the least accommodating cabin of the three. The architecture and trim quality are top class, though, and a tilt/slide sunroof is standard. The rear seat backrest folds down to increase luggage capacity from 312 to 846 dm³.
COMFORT & FEATURES
Sonata 16/20
Legacy 16/20
Accord 17/20
The Sonata is equipped with most of the comfort and convenience items expected at this level such as auto-locking doors, climate control, a trip computer, cruise control, a good sound system with numerous auxiliary source inputs, an auto-dim interior mirror, electric windows (driver one-touch up/down) and exterior mirrors, a rake/reach adjustable multi-function steering wheel and auto-on (self-levelling xenon) headlamps and wipers. Driving comfort is spoiled by a seat that has plenty of electric adjustment, including lumbar, but does not drop far enough downwards for taller people, meaning headroom beneath the somewhat clumsy dual glass roofs is compromised. Keyless entry and go is standard and the seat slides backwards/forwards when switching off/on – a nice touch. The steering wheel boss is cumbersome and, as already stated, the gearshift pad paddles feel cheap and are sited too close to the column stalks. Other irritants include a gearshift indicator that does not line up with the gate, a silly “eco” light, and a rather vague climate control display. Clear, blue back-lighting for the instrumentation can be varied with a dimmer. The parking brake is foot-operated and there is a hill-holder function, too. No headlamp wash, but Park Distance Control (PDC) is fitted to the rear. Upholstery is a combination of plain and perforated leather, but there is only a lap belt for the rear middle passenger.
By comparison, the Legacy is less well equipped, although what it does have over the Sonata are a two-position seat memory, an electronic park brake, dual-zone climate control, headlamp wash, three threepoint seatbelts at the back and far more oddments stowage. But no auto-locking or PDC and dipping the rear-view mirror and altering headlamp beam height are DIY tasks. The leather upholstery is rather uninspiring, covering front seats that have only minimal bolstering and a rear seat that is practically featureless. Big aluminium pedals and footrest and quasi carbon fibre trim inserts try to lend a sporty look and the tall glasshouse helps make for an airy ambience, but the Legacy’s spacious cabin leaves a somewhat lacklustre impression.
The Accord’s appointments are an amalgam of the best of the other two plus a bit, such as plain and perforated leather upholstery, electric front seats with manual lumbar adjust, twoposition seat memory and warmers, electric windows with one touch fronts, auto-on wipers and lights, dual-zone climate control, cruise control, trip computer, headlamp wash, front and rear PDC and a spectacles holder. The seats are really comfy and the Accord is one of those cars that you snuggle into in an atmosphere of understated style. The ergonomics are excellent, there is plenty of useful stowage space and the interior surroundings have an upmarket ambience that creates a feeling of motoring well-being. In everything but space, it sets the standard here.
Safety-wise, all of the cars feature up-to-date technology. The Legacy has seven airbags as standard, the other two six apiece. The Sonata has not yet been subjected to a EuroNCAP crash test but both the Legacy and Accord received five-star ratings in theirs.
RIDE, HANDLING & BRAKING
Sonata 14/20
Legacy 17/20
Accord 17/20
Not the Sonata’s forte… Riding on conventional MacPherson strut front/multi-link rear suspension, the ride is surprisingly stiff and it can actually get quite jittery over ridges and corrugations, yet it can also get floaty at speed. Because of the stiffness there is very little body roll when pressing on through corners. But the steering is awful – it is far too sensitive around the straightahead position, the response does not appear linear, there is no feel and constant correction is necessary in normal driving.
With just under three turns lock to lock, the gearing is fine and the near 11-metre turning circle is reasonable given the car’s long wheelbase. However, for an hydraulically-assisted system, the steering is a let-down.
Wheels are 18-inch alloys with 225/45 rubber and there is a fullsize spare in the boot. Brakes are ventilated discs up front, solid rotors at the rear with full ABS/EBD/BAS control, but CAR’s 10-stop test average stopping time from 100 km/h of 3,15 seconds rates their effectiveness as fractionally worse than average.
Perhaps to be expected given Subaru’s motorsport history, the Legacy’s dynamics are excellent. MacPherson struts up front and double wishbones at the rear help give the Legacy superb onroad manners whether trundling through town or challenging the twisties, benefitting immensely from the permanent four-wheel drive. Copious grip from the 225/45 R18 tyres inspires confidence in all weathers, with only a hint of four-wheel drive understeer at the limit. The electrically- assisted steering provides good feedback and the 2,9 turns lock-to-lock and 11-metre turning circle match the Sonata’s. Legacy is the driver’s car of this trio.
Wheels are alloy and the spare is a space-saver. Again, ventilated/solid discs with full ABS control provide the stopping power, and the test stopping time average of 2,79 seconds rates as excellent.
The Accord once more does the business in a competent if not spectacular manner. With double wishbones up front and a multi-link rear suspension setup, the ride is firm but never jarring and because of the car’s wide and low stance, body roll is not noticeable. The electric-powered steering is higher-geared – 2,5 turns lock to lock – but the 12,1-metre turning circle is a result of the car’s width and consequent wide track. Car-parking takes care. The Accord is not as sharp as the Legacy but is nevertheless very well balanced.
Wheels are again 18-inch alloys but with an 8J width – rather than the other two’s 7,5J – the Accord wears 235/45 rubber. The spare is a space-saver. Brakes follow the same format as the Sonata and Legacy, and the test average stopping time of 2,92 seconds is just outside the excellent rating.
PERFORMANCE
Sonata 16/20
Legacy 15/20
Accord 16/20
The Sonata has a 2 359 cm³ twincam 16-valve in-line four-cylinder engine with variable valve timing producing peak outputs of 131 kW at 6 000 r/min and 228 N.m of torque at 4 000. Mated with a six-speed autobox with manual override and the option of paddle shifting, the Sonata delivers middling performance – 0-100 km/h in 10,07 seconds, 60-120 in 9,21 seconds and a top speed of 208 km/h. Refinement is missing, though – the test car occasionally lurched from take-off and the transmission sometimes hunted for the right gear. Overall, the Sonata proved difficult to drive smoothly.
Despite having the biggest capacity engine – 2 457 cm³ – the Legacy has the least power of the three – 123 kW at 5 600 r/min – and all but the same maximum torque as the Sonata, so its slowest-of-the-group 10,92 seconds for the 0-100 km/h sprint is no real surprise. The Legacy has a six-step CVT transmission with manual override and paddles, which helps deliver a lazy 60-120 km/h time of 11,06 seconds. Top speed is 210 km/h. Of course, the 16-valve flat-four engine has that distinctive Subaru beat to it, most of which is subdued by the slurry nature of the CVT ’box, however.
With marginally the smallest engine of the three – 2 354 cm³ – the Accord uses Honda’s longestablished VTEC variable valve timing technology to good effect to produce 148 kW at a high 7 000 r/min and 230 N.m of torque at 4 200. The figures belie the car’s reasonable lowto mid-range tractability, though. With a 0-100 km/h time of 9,65 seconds, 60-120 km/h in 9,67 seconds and a top speed of 227 km/h, the Accord is the sprinter of this group. The transmission is a five-speed unit that has a slightly odd shift release button, but there are Drive and Sport modes to choose from, plus paddles.
FUEL ECONOMY
Sonata 16/20
Legacy 14/20
Accord 15/20
Sonata scores here by being the most economical of the trio. A CAR fuel index figure – in other words a calculated achievable overall consumption – of 9,84 litres/100 km is quite respectable for a car of this class. With its 70-litre tank, the car has a range of 711 km. The taxable CO2 rating is 195 g/km.
The Legacy is (just) the thirstiest of the group with an index figure of 10,92 litres/100 km. Tank capacity is 65 litres, which allows a range of 595 km. The taxable CO2 rating is 214 g/km.
Accord falls between the other two with an index figure of 10,68 litres/100 km. A range of 613 km is possible from a 65-litre tankful. The taxable CO2 rating is 211 g/km.
VALUE FOR MONEY
Sonata 16/20
Legacy 15/20
Accord 16/20
At R299 900, the Sonata puts all of its rivals to shame with an excellent value-for-money package – but there is more to value than gadgets. For sure, the car’s standard equipment list is extensive but the dynamics, refinement and potential resale value are issues that should not be overlooked too readily, even though a five years/150 000 km warranty and a five years/100 000 km service plan with roadside assistance are included in the price. Servicing is required every 15 000 km.
The Legacy is priced at R345 000, which is fair value, especially when considering the car’s costly four-wheel drivetrain. But it lacks any notable “surprise and delight” items that would add to the appeal. We reckon the CVT does not suit the car, but Subaru is seriously targeting the American market with its new products, which explains quite a few specification choices. The Legacy carries a three years/100 000 km warranty and a three years/63 000 km maintenance plan, and needs to be serviced every 12 500 km.
Most expensive of the trio – R360 766 – is the Accord, but it has a really good spec level, is dynamically adept and upholds Honda’s renowned reputation for quality, for which it is difficult to place a value. Included are a three years/100 000 km warranty, and a five years/90 000 km service plan (a maintenance plan is optional). Servicing is necessary every 15 000 km.
VERDICT
Sonata 15/20
Legacy 15/20
Accord 17/20
If we take decimal places into account then the Hyundai Sonata comes last in this comparison. We were expecting more from this newcomer that has received a lot of advertising and marketing exposure since launch, but there are too many aspects, particularly concerning dynamics, that overshadow the undoubted value-for-money spec level for the money – the “bling for the buck”. These days, though, near enough is not good enough in this class of vehicle.
We expressed concern over Subaru’s decision to make the US market its number 1 target because American tastes and preferences often do not coincide with Eurocentric priorities that SA tends to follow. Fortunately, the dynamics have not been distilled too much – save for the CVT – and the Legacy does appeal in a number of areas. But it lacks the overall versatility of the Sonata and Accord and – dare we say it? – is a bit ordinary in this company.
The Accord does nothing exceptionally well nor anything particularly badly, but its conservative persona wrapped in Honda’s enviable reputation for quality just about justifies its premium pricing and makes it the winner here. It provides a safe and comfortable haven from the mayhem of motoring life and provides a really sensible alternative to the market sector’s German establishment, whose very basic standard offerings are priced where the Honda reaches its peak. Makes you think…
