2009 Hyundai Sonata SE

Quick: name a Hyundai sports sedan. Can’t do it, can you? If there’s ever been one, I’m not aware of it. No, the late unlamented Hyundai Elantra GT doesn’t count. Even with a red “GT” on the rump, the suspension tuning decidedly prioritized ride quality over handling. Perhaps “GT” means “standard leather” in Korean? But let’s not count Hyundai out just yet; there’s no Sonata GT in the lineup at the moment. Meanwhile, for 2009, the Korean manufacturer has quietly dipped a toe into the sport sedan pool by adding a “sport suspension” to the Sonata SE. This site has deemed the Sonata—in GLS form—“a great car for people who don’t care all that much about cars.” Do firmer springs and dampers transform the midsize sedan into “a great car for people who do care about cars?”

On the outside, five-spoke alloys distinguish the SE from other Sonatas. A safe but good choice—you can never go wrong with a classic five-spoke wheel. On the other hand, the new “more aggressive” grille looks no more appropriate on this “sportier” Sonata than it does on the others. Advice to auto makers: you can’t transform a clean and tasteful but thoroughly forgettable design simply by stamping a larger hole in the nose. Though often tried, this never works. Instead, we get a car that’s clearly a pretender.

Inside, last year’s Mercedes-inspired instrument panel has been discarded in favor of one inspired by the Lexus RX. Ribbons of faux aluminum frame the ergonomically-correct center stack as it arcs smoothly into the center console. The overall effect is much more upscale and stylish, and almost sporty. Materials remain much the same as before. With a starting price below twenty, you aren’t going to get trim worthy of a Lexus. For the price, though, the materials are generally competitive.

The Sonata remains roomy enough to squeak into the EPA’s “large car” classification. Though not quite as beamy inside as the supersized Honda Accord, headroom and legroom are abundant. Large windows and relatively thin pillars provide good visibility in all directions. (No doubt they’ll “fix” this with the next complete redesign.) Comfort is decent, though the front buckets would have a more premium feel if blessed with additional padding.

Enthusiasts get one concession in the revised SE interior: the seats’ bolsters aren’t any larger, but their center panels are cloth to prevent posterior dislocation in aggressive turns. Shame they didn’t do something similar for the steering wheel. Instead, one of the automotive world’s greatest unsolved mysteries lives on: why is the leather on Hyundai steering wheels so slippery? Note to Hyundai: the point of wrapping a steering wheel with leather is to enhance grip.

As the recent GLS review noted, the four cylinder performs just adequately. If you want anything in the way of thrills, you want the 3.3-liter V6, now good for 249 horsepower. This mill is very smooth, makes refined noises, and pulls strongly. The engines in Japanese competitors are a bit stronger still but, let’s face it, 249 horsepower is beyond sufficient for a midsize family sedan.

More of an issue: the manually-shiftable five-speed automatic remains down a ratio compared to most competitors. Back in ’03 you could (at least theoretically) pair a five-speed manual with an underachieving 2.7-liter V6 in the Sonata. But the 3.3 has been auto-only, and Hyundai isn’t yet serious enough about the enthusiast market to offer a powertrain combination no dealer would be willing to stock.

And now, the main event: the Sonata SE’s “sport suspension.” Is it firmer than the suspension in other Sonatas? Absolutely. The SE leans considerably less in hard turns and never wallows. When pushed, the powertrain-laden nose still drifts wide, but not as early or as often. Yet, while appreciably firmer, the SE suspension is still not firm, and steering feel remains notable in its absence.

You’ll find much more aggressive suspension tuning (if not much more steering feel) in a Toyota Camry SE, and even the one-size-fits-all suspension in the Honda Accord feels more taut. On the other hand, the Sonata SE rides more smoothly than those cars. Compared to other Sonatas, the SE isn’t as pillowy smooth over the little stuff, but manages more serious bumps and divots with more composure. What Hyundai has achieved here: a very good ride-handling balance.

Excited yet? Didn’t think so. Balance and composure might make for a good marriage, but they don’t make for a fun date. There’s no edge here that might lend the Sonata some much-needed personality. The SE’s new suspension would make for a better regular Sonata. They should put it there, then develop another suspension truly suited for enthusiasts. Do that and also toss some steering feel into the package and they might deserve to call the resulting car the Sonata GT.