Sporty sedans and inviting stretches of tarmac go together like quiet toddlers and mischief. We hit the best roads around Melbourne to see how our Sonata N Line long-termer handles long trips and winding roads.
- Able to switch from relaxed cruising to spirited switchbacks effortlessly
- Stable, precise handling
- Gimmicky but still fun N Power transmission programming
- Open differential comes with limitations
- Tyres won’t live up to enthusiasts’ expectations
- No way to lock in manual mode
Stiffly sprung hot hatches can be hard work as touring cars. They might be fun when you get to the good bits, but getting there might test your patience.
In the case of the 2021 Hyundai Sonata N Line we have in the Drive long-term garage, the sporty sedan is warm but not especially hot. That means it’s exciting enough to raise your pulse when the situation arises, but not so gruelling you’ll rattle out your fillings on long-haul trips.
With 213kW and 422Nm at your disposal from the Sonata’s 2.5-litre four-cylinder turbo, the performance side of the equation stacks up – but if the handling and powertrain don’t match up to the engine’s promises, what’s the point?
Well, the good news is the supporting acts really do complement the main show.
For highway touring, the cabin is comfy and insulated. There’s a little bit of road noise, but certainly nothing too coarse or abrupt. That means if your coastal getaway or weekend in the mountains requires a few freeway hours to get to, you won’t regret signing up for that unmissable, remote Airbnb.
Freeway cruising is easy, though. With adaptive cruise control and lane-centring that’s happy to work with, rather than against, the driver, whittling away long-haul hours behind the wheel is a breeze.
Good news, too, if you find yourself on a narrow rural road with line markings that don’t match the best course of travel, switching off the road-following function is a simple one-press button on the steering wheel.
If you’d rather know more about how the Sonata copes around town, read my previous update.
| Key details | 2021 Hyundai Sonata N Line |
| Engine configuration | Four-cylinder turbo petrol |
| Displacement | 2.5-litre (2497cc) |
| Power | 213kW at 5800rpm |
| Torque | 422Nm at 1650-4000rpm |
| Transmission | Eight-speed dual-clutch automatic |
| Drive type | Front-wheel drive |
| Weight | 1636kg (kerb) |
| Power to weight ratio | 130.2kW/t |
| Estimated range | 741km |
| Sales category | Medium car |
| Key competitors | Toyota Camry | Skoda Octavia | Mazda 6 |
During my time with the car, some of those highway jaunts ended with flowing trips like the Flowerdale-Yea-Tallarook run, Yarra Valley hops between Narbethong, Marysville, and Reefton, or shaded tree-lined runs from the Great Ocean Road to the Great Otway National Park.
Regardless of the road chosen, the Sonata N Line is able to dig deep and reward the driver.
Paddle-shifters on the steering wheel are at the ready if you’d like to pluck your own gears. After playing with them a few times, I was largely happy to let the transmission run its own show. You can’t keep the car in manual mode either, which won’t be to all tastes.
The crisp eight-speed dual-clutch auto goes from subtly slurring its shifts under low load to slamming through fast, sharp gear changes as the driver demands. Select the Sport or Sport+ drive modes and the car can automatically select a mode called N Power Shift (NPS).
NPS is designed to minimise power disruption to the front wheels. When the accelerator is pushed more than 90 per cent, NPS activates. The result is a noticeable push through the driver’s body as the car smacks down quick, performance gear changes. It’s addictive!
There’s a launch-control mode, too, accessible in Sport+ mode with traction control off. Mash the brake pedal and floor the accelerator and the car will allow revs to build (you can adjust this) for more urgent starts.
Fuel Consumption – brought to you by bp
| Fuel Usage | Fuel Stats |
| Fuel cons. (claimed freeway) | 6.1L/100km |
| Fuel cons. (on test freeway) | 7.8L/100km |
| Fuel type (minimum) | 91-octane |
| Fuel tank size | 60L |
It’s a gimmick – a car like this probably doesn’t really need launch control, but it’s a giggle all the same. If you can safely use it, it actually does deliver clean starts with less scrabbling or front wheel spin than you’d get by simply mashing the accelerator. Impressive stuff.
That untidy starting behaviour is something of a fly in the ointment actually. The Sonata uses an open front differential, and like so many high-powered front-wheel-drive cars, it can struggle to get power down.
If you’re gentle with the accelerator it’s no problem, and even as traction gives way, you get gentle spin rather than hideous axle tramp. Side note, if you’re just a maniac and firewall it everywhere, you will get that front axle bounce – it’s not entirely immune.
There’s Continental PremiumContact 6 rubber in a nice wide 245/40 R19 fitment underfoot. It’s a good all-rounder tyre, but stickier rubber could be helpful here – if you’d like your mild-mannered Sonata to be less mild.
Ultimately, though, the compromise makes sense.
For flowing roads, the Sonata has ample athleticism to fire out of bends with real purpose. Grip is predictable and handling is accurate. It’s enough to have you grinning (and leave your better half a little while-knuckled in the passenger seat) before settling back into being a comfy cruiser.
In saying that, the suspension tune is a touch on the firmer side. Not brittle or rough-riding, but less spongy than, say, a Camry or Accord – both of which wouldn’t relish a twisting road in the same way.
With open-road cruising it’s easier to get fuel consumption to drop just under the eights, compared to the 10-plus litres per 100km showing in town usage. More reasonable, but not Hyundai’s 6.1L/100km claim – maybe without indulging in the fun road parts that might be more possible.
Like most people, trips to and from the office tend to make up the bulk of my time behind the wheel. That said, come the weekend I’m always keen to hit the road.
A car that strikes the right balance of being almost unremarkable for weekday commuting, but carries driver appeal in its back pocket, can be a hard thing to find.
Personally, I’d be happy with a front end that delivers more bite – but in saying that, an LSD-equipped i30 N has a massive turning circle whereas the Sonata does not. Grippier rubber could be a solution, but sticky tyres usually also bring extra noise.
The Sonata N Line can effortlessly switch between comfy quiet cruising, and at the flick of a drive-mode button awaken to a much more responsive sports sedan. It doesn’t shy away from rolling hilly passes or challenging coastal roads, and for that it gets a gold star.
As always, if there’s anything about the Sonata N Line you’d like to know, ask a question or share your thoughts in the comments below.
MORE: Long-term report one: Introduction
MORE: Long-term report two: Around town
MORE: Sonata news and reviews
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