Jump to content
  • William Maley
    William Maley

    Quick Drive: 2020 Toyota Camry XLE V6

      Do V6 engines still have a place in midsize sedans?

    The landscape of midsize sedans was much different ten to fifteen years ago. All of them offered the choice of a four-cylinder and V6 engine. Today, it is a completely different story as most automakers that still offer a midsize sedan have dropped their V6 engines in favor of turbo-fours. But Toyota is bucking the trend by sticking with the V6 in the Camry. It seemed like a good time to ask whether or not there is a place for a V6 in the midsize class.

    • The V6 in question is a 3.5L used in many Toyota and Lexus vehicles. In the Camry, output is rated at 301 horsepower and 267 pound-feet of torque. An eight-speed automatic routes power to the front wheels.
    • This V6 is one of my favorites due to its combination of excellent acceleration off the line and smoothness that turbo-fours can only dream of. One gotcha you need to keep in mind that torque steer will pop up if you decide to mash on the accelerator.
    • The eight-speed automatic is very smooth and quick to upshift but hesitates to downshift when you need more speed. This is likely due to programming in the transmission to improve fuel economy.
    • EPA fuel economy figures for the Camry XLE V6 are 22 City/33 Highway/26 Combined. My average for the week landed around 24 on a 60/40 mix of highway and city driving. The XSE and TRD V6s see a slight dip in fuel economy due to their performance ambitions.
    • While the XLE can’t fully match the athleticism of the XSE I drove last year, it still can hold its own in the bends. The XLE has the added benefit of providing a smoother ride, as most bumps and road imperfections become mere ripples.
    • Disappointingly, there is a fair amount of road and wind noise comes inside when driving on the freeway.
    • A key difference between the XLE and the XSE I drove last year is the front end treatment. There is a larger lower grille and a different top grille design. I find this design to be a bit much and may scare a lot of people away. On the other hand, the new front does give Camry some needed presence on the road - something that couldn’t be said for previous-generation models.
    • The XLE is surprisingly luxurious with quilted luxury upholstery for the seats and stitching on the dash. Although, a Mazda6 Signature is slightly more premium in terms of offering more luxurious trim pieces, whereas the Camry XLE uses a lot of piano black trim. 
    • Comfort is one area that the Camry XLE excels in. The seats are quite cushy and offer plenty of support, no matter the distance of any trip. The back seat offers plenty of head and legroom.
    • The Entune system may not have the sharp and modern graphics as some competitors, but it does have a simple interface and the ability to use either Apple CarPlay or Android Auto.
    • The XLE starts at $29,455 for the base four-cylinder, while the V6 will set you back $34,580. With a few options, my test XLE V6 carried an as-tested price of $37,824. That’s slightly more expensive than a Mazda6 Signature which offers a slightly more premium interior and better driving dynamics. But the Camry can counter with the smooth performance of the V6, comfortable ride, and its long-standing reputation for reliability.
    • I came away really impressed with the Camry XLE, but also wondering how much longer Toyota will hold out. Despite all of the positives, the V6 is a very expensive proposition and most buyers will likely be happy with the four-cylinder. If I was to buy one, I would likely go for an XLE minus the options.

    Disclaimer: Toyota provided the Camry, Insurance, and One Tank of Gas

    Year: 2020
    Make: Toyota
    Model: Camry
    Trim: XLE V6
    Engine: 3.5L DOHC D-4S Dual-Injection w/Dual VVT-i V6
    Driveline: Front-Wheel Drive, Eight-Speed Automatic
    Horsepower @ RPM: 301 @ 6,600
    Torque @ RPM: 267 @ 4,700
    Fuel Economy: City/Highway/Combined - 22/33/26
    Curb Weight: 3,549 lbs
    Location of Manufacture: Georgetown, KY
    Base Price: $34,050
    As Tested Price: $37,824 (Includes $920.00 Destination Charge)

    Options:
    Driver Assist Package - $1,550.00
    Navigation Package - $1,040.00
    Carpet/Trunk Mat Set - $264.00

    Edited by William Maley

    User Feedback

    Recommended Comments



    I am amazed that the Camry still has a V6 option.  Just about everyone else went 4cyl exclusive a few years back, and that was before Ford and GM largely abandoned this segment (Chrysler too).

    Then again, Avalons and Highlanders would make a better home for the V6 anyway.  Same with the Lexus vehicles.  Because Accords are not selling like they were six years ago, Camrys probably are not selling that well either.

    • Upvote 3
    Link to comment
    Share on other sites

    They've definitely avoided jumping on the turbo 4 bandwagon for the most part, though they have one in a few Lexus vehicles.   Can't say they were wrong avoiding going with 1.4/1.5T turbo motor as look at all the issues other manufacturers have had with them, GM included.

     

     

    Link to comment
    Share on other sites

    I am honestly surprised Toyota has not just dropped all basic ICE and put various power levels of their Prius Hybrid system into all the auto's and move forward.

    This is my thinking also with how Chevrolet should have pushed the Volt system into CUVs way before everyone else rather than the tight little 4 door sedan they stuck with. 

    I honestly find the Toyota style just like the Lexus to be butt ugly. The interior looks like a mashed up mess. This will sell well to the Lemming Faithful, but I would not expect it to gain market share unless everyone else just gives up of those that are left.

    • Haha 1
    Link to comment
    Share on other sites
    27 minutes ago, ocnblu said:

    Vast majority would say that would not be a "move forward".  LOL left coasties.

    I see where Lexus NX, in its NeXt gen, will have the V6 as an option.  An improvement in itself.

    Yes you Amish are all about keeping status quo and ignoring the ability to move forward with better tech. Sadly, when hybrids have been done, they have been done half ass in some cases and yet as proven by the sales, Toyota took a half ass version of the Rav4 hybrid, finally updated with a gen 2 hybrid and now that thing is superior in all ways to the ICE Rav4. Toyota needs to move forward with that on all auto's as does every other OEM.

    • Confused 1
    • Upvote 1
    Link to comment
    Share on other sites

    I am surprised the V6 is still around, yeah it is in the Avalon and ES350 so it is easy to do.  But I read a couple years ago the V6 take rate was only about 7% it is probably lower now.  Seems like it would be easier for Toyota to put a turbo on the 2.5 liter 4-cylinder, get about 260 hp, 260 lb-ft and replace the V6 in their front drive products.  

    Maybe keep the V6 for Lexus, or a rear drive Toyota.  The V6 here makes the Camry $37k, that is a lot, with a  4-cylinder it is $33k which is more reasonable, and appropriate for this buyer segment.

    • Upvote 1
    • Downvote 1
    Link to comment
    Share on other sites
    3 hours ago, dfelt said:

    This is my thinking also with how Chevrolet should have pushed the Volt system into CUVs way before everyone else rather than the tight little 4 door sedan they stuck with.

    I concur.  Chevy needed the VOLT system into an Equinox AND the Trax AND the Traverse, at least as an option.  There is no reason to have a V6 with such a poor uptake when Toyota could simply sell Camry Hybrids for the next decade.

    • Haha 1
    • Upvote 1
    Link to comment
    Share on other sites

    I agree.  I could see a V6 in an Avalon, given how long they are and the big price point difference from a Camry, but not in a Camry.  The 4 cylinder does a decent job pulling it around.  If Toyota could get a normally aspirated 4 cylinder to break past 200 horses would be good.

    Link to comment
    Share on other sites
    17 hours ago, ocnblu said:

    THAT IS WHAT THE V6 IS FOR

    Which won't mean squat for a RAV 4 since it won't be getting a V6 and because the current 4 banger already pushes into 4 Runner territory (price wise) and I know which SUV I would take at that point and it sure as hell won't be a near $40K RAV 4. The NX can just burst into flames and no one would even shed a tear. No V6 changes that ugly.

     

    On a side note, the V6 Camry only happens when selecting the TRD and XLE models. Clearly, they see the V6 as a niche which only puts the writing on the wall as far its lifespan goes. The next gen Camry will probably forgo it entirely. 

    Edited by surreal1272
    Link to comment
    Share on other sites
    18 hours ago, riviera74 said:

    Then Toyota should put a turbo on their 4cyl engine, like GM already has done.

    The hybrid option has plenty of torque for the RAV4.  Turbos and DI have really not been kind to reliability of vehicles.

     

    Link to comment
    Share on other sites
    54 minutes ago, frogger said:

    The hybrid option has plenty of torque for the RAV4.  Turbos and DI have really not been kind to reliability of vehicles.

     

    Maybe the top of the line Camry should be the hybrid 4cyl; do the same for the RAV4 and any other vehicle that lacks a v6.

    • Like 1
    Link to comment
    Share on other sites
    6 hours ago, surreal1272 said:

    Which won't mean squat for a RAV 4 since it won't be getting a V6

    ??? This is a thread about the Camry, not the RAV4.  Everybody already knows the RAV4 is a 4 cylinder.

    Link to comment
    Share on other sites
    51 minutes ago, ocnblu said:

    ??? This is a thread about the Camry, not the RAV4.  Everybody already knows the RAV4 is a 4 cylinder.

    No $h! Sherlock. It was an example where a V6 isn’t always the answer. Sorry that went over your head a bit there. Guess you missed where I ended it with,

    the V6 Camry only happens when selecting the TRD and XLE models. Clearly, they see the V6 as a niche which only puts the writing on the wall as far its lifespan goes. The next gen Camry will probably forgo it entirely.”

     

     

     

    1 hour ago, ocnblu said:

    Hybrid 4 cylinders should be relegated to base models because they're crappy.

    And diesels shouldn’t exist on anything outside of a heavy duty truck. See, it’s easy to just throw out any old opinion like it means something. 

    • Confused 1
    Link to comment
    Share on other sites
    7 hours ago, surreal1272 said:

    Which won't mean squat for a RAV 4 since it won't be getting a V6 and because the current 4 banger already pushes into 4 Runner territory (price wise) and I know which SUV I would take at that point and it sure as hell won't be a near $40K RAV 4. The NX can just burst into flames and no one would even shed a tear. No V6 changes that ugly.

     

    On a side note, the V6 Camry only happens when selecting the TRD and XLE models. Clearly, they see the V6 as a niche which only puts the writing on the wall as far its lifespan goes. The next gen Camry will probably forgo it entirely. 

    It would be nice if they could make it an option on all lines. 

    I already know their V6 in danger since only the US is using it at the moment. A buddy of mine who works for Toyota has mentioned that the hybrid and 4 bangers are the future.

    Even Toyota will be dumping a few models soon......

    • Upvote 2
    Link to comment
    Share on other sites
    2 hours ago, daves87rs said:

    It would be nice if they could make it an option on all lines. 

    I already know their V6 in danger since only the US is using it at the moment. A buddy of mine who works for Toyota has mentioned that the hybrid and 4 bangers are the future.

    Even Toyota will be dumping a few models soon......

    Exactly my point, something some folks fail to realize while barking about V6s like it makes a crap on a FWD rolling appliance. 

    • Upvote 1
    Link to comment
    Share on other sites

    Considering that the Rav4 Hybrid has more torque, more speed off the line and returns 40MPG, better MPG than the ICE only. I see no reason for Toyota to not make the Hybrid a Standard top line feature on every model and have a gutless 4 banger as entry and turbo 4 as mid range.

    • Upvote 1
    Link to comment
    Share on other sites
    1 hour ago, dfelt said:

    Considering that the Rav4 Hybrid has more torque, more speed off the line and returns 40MPG, better MPG than the ICE only. I see no reason for Toyota to not make the Hybrid a Standard top line feature on every model and have a gutless 4 banger as entry and turbo 4 as mid range.

    But, but, Hybrids suck! A reliable source told me so.

    • Thanks 1
    • Haha 1
    Link to comment
    Share on other sites
    11 hours ago, surreal1272 said:

    No $h! Sherlock. It was an example where a V6 isn’t always the answer. Sorry that went over your head a bit there.

    I wasn't advocating for a V6 in the RAV4.  I was letting trinacriabob know, when he lamented a lack of a 200+ HP NA 4 in a Toyota, that Toyota was already there, by informing him of the horsepower figure in the RAV4, and assuming the same engine has the same power in the Camry.  It was YOU who missed the point, not me, then you gloss that over by pointing fingers, like you always do.  It is not my fault you didn't understand the point I was making to another commenter when you decided to put your two cents in.

    • Downvote 1
    Link to comment
    Share on other sites



    Join the conversation

    You can post now and register later. If you have an account, sign in now to post with your account.
    Note: Your post will require moderator approval before it will be visible.

    Guest
    Add a comment...

    ×   Pasted as rich text.   Paste as plain text instead

      Only 75 emoji are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor

    ×   You cannot paste images directly. Upload or insert images from URL.




  • Similar Content

    • By William Maley
      I rarely get the opportunity to drive two different flavors of the same vehicle within a short timeframe. But that's what happened in the fall when I had the chance to drive the new Hyundai Sonata in its standard and hybrid forms. The Sonata has always been a favorite of mine as it offered a lot for a midsize sedan, with a surprising price tag. It has also come very close to being at the top of the class, but falling somewhat short due to one thing or another. This new version has the chance of changing that.
      Very Polarizing Design

      The consensus from several readers on Cheers & Gears and various social media sites on the Sonata's design was of dislike. Many found the design to be a bit much and overdone. I found myself in the minority as I was impressed by the lengths Hyundai went. The flowing lines and raked roofline reminded me of the 2012 Sonata which gave notice to other automakers to step up their game. Little details such as the bars the run along the outer edge of the hood to the headlights to a distinct rear-end treatment make the Sonata stand out.
      If there is an issue I have with the Sonata's design, it is the grille. I find it to be slightly cartoonish due to the large size and shape.
      Simple, Yet Elegant Interior
      If you're worried that the polarizing ideas from the exterior make their way inside, don't. The interior is surprisingly sedate with clean lines and a simple design. Hyundai should be commended for using a lot of soft-touch plastics and leather on various surfaces. It makes the Sonata look and feel more premium than its price tag may suggest.

      Despite the coupe-inspired roofline, the Sonata's interior space is quite spacious. Most no one will have any complaints sitting in the back as there is ample head and legroom. Taller passengers should be aware that the optional panoramic sunroof for the Sonata will take away some headroom. The Sonata Hybrid doesn't worry about that as it doesn't offer the sunroof.
      Tech Galore!
      Both of the Sonatas on test came in the Limited trim which means a bountiful selection of technology. It begins with a 10.2-inch TFT display for the instrument cluster which provides all of the key information needed at a glance. A clever trick is when you engage the turn signal, the respective 'dial' brings up a camera mounted underneath the side view mirrors to provide a blind-spot view. I found this system to be helpful as it gave me an extra set of eyes whenever I needed to change lanes.

      Next up is another 10.25-inch screen housing Hyundai's latest infotainment system. I like the three-window layout on the home screen that you can customize to your needs. Navigating around the system is a breeze with a response touchscreen and capacitive touch buttons sitting on either side. Apple CarPlay and Android Auto are standard.
      The next two tech features are exclusive to the standard Sonata. First is what Hyundai calls a digital key. Using the BlueLink application on a compatible smartphone, you can use this instead of the key to start the car and drive away. At the time of this writing, this is only available on Android phones. Hyundai did provide a loner Samsung Note smartphone for the week to try this out. I did not have the best experience with this feature at first because I found you need to be pretty close to the vehicle to make a connection. Trying to connect from my room upstairs, just above where the vehicle was parked, the application would throw up a connection error. I found that if I moved to the living room or just outside the front door, the phone was able to make the connection. This sours some of the appeal of this feature. 
      At least using the phone as the vehicle's key does work a bit better. It only takes a few seconds for the phone to make the connection to the vehicle and you can start it up. Although, I found myself wondering wouldn't it be easier and faster to have the key. The only feature that makes any sense to me is the ability to share the key with other people, but lock down certain aspects.
      Second is Smart Park (or smart parkh as made famous by the Super Bowl commercial from last year). Using the key, you can have the Sonata move forward or back out of the parking spot to allow for easier access to get into the vehicle. It's simple to operate, just hold down one of two buttons for a few seconds; the Sonata starts up and goes into the correct gear to move in the desired direction. I can see the appeal in urban areas where space is limited. But in the current pandemic times all of us find ourselves in, this seems to be more of a gimmick.
      Power Selection
      Hyundai offers two engines for the regular Sonata; a naturally aspirated 2.5L four-cylinder or a turbocharged 1.6L four. A more potent turbocharged 2.5L four-cylinder is available on the upcoming Sonata N Line. My tester featured the turbo 1.6 which produces 180 horsepower and 195 pound-feet of torque. That puts it in line with some of the base engines found in the Honda Accord and Toyota Camry.
      I wouldn't call this engine quick, but it handles most driving situations with aplomb. This comes down to most of the torque being situated at the lower end of the rpm band. The only area where you might be wishing for more power is merging onto a freeway or keeping up traffic. The eight-speed automatic does an excellent job of maximizing the engine's output.
      Under the Sonata Hybrid's hood is a system comprised of a 2.0L four-cylinder and electric motor to provide a total output of 192 horsepower and 151 pound-feet of torque. The Sonata Hybrid feels just as fast as the standard Sonata around town and on country roads. It does struggle slightly on the highway due to the smaller torque figure. The six-speed automatic doesn't stumble when the change over from electric-only to hybrid mode like I have experienced on other Hyundai/Kia hybrid models.

      Opting for Limited on the Sonata Hybrid brings a solar panel for the roof which acts as a trickle charger for both the 12-volt car battery and 1.6-kWh lithium-ion pack for the hybrid system. Hyundai says that the panel can add an extra two miles of range with adequate sunlight. I can't attest to this claim, but will say the solar panel did add an extra bit of charge to the battery, even on an overcast day.
      Fuel economy for both models are as followed,
      Sonata 1.6T: 27 City/36 Highway/31 Combined Sonata Hybrid: 45 City/51 Highway/47 Combined My week saw an average of 29 mpg in the Sonata and 39 mpg for the Sonata Hybrid.
      Calm and Collected
      Hyundai has done some work on the Sonata's chassis and suspension to make it more rewarding to drive. It shows on a winding road as both versions show little body roll and feel more agile than the outgoing model. Steering feels direct and has a decent amount of weight. I will say the Mazda6 is still the one to beat if driving pleasure is your key goal.
      But the Sonata has an ace up its sleeve. It is also one of the most comfortable cars in the class. Driving over some of the roughest roads in Metro Detroit, the Sonata's suspension soaks up most bumps and imperfections to provide a serene ride. The minimal amount of road and wind noise that comes inside also helps.
      Rising To The Top

      The previous generations of the Sonata were always so close to being at the top of the class. But there always something that held it back whether it was the design, handling, or powertrains. But this new model shows how much Hyundai has put in. There is a nice balance between ride and handling; powertrains are very competent, and the interior is best in the class. Plus, the Sonata still retains Hyundai's trademark of offering a lot for not much money.
      Where most people will stumble on the Sonata is the exterior. It is very much a love or hate it affair. Plus, some of the tech features feel more like a party trick to show to friends than something you'll use. 
      Nevertheless, I think Sonata moves up to the top of the midsize sedan pecking order. 
      But there is one more question to answer. Between the regular and hybrid versions, which one I would drive away with. The answer which surprised me is the hybrid. I found it to be a little bit more well-rounded and deliver some excellent fuel economy figures during my time.
      Alternative:
      Kia K5: Like the idea of the Hyundai Sonata, but not to sure on the design? Then the Kia K5 may be the answer. Based on the same bones as the Sonata, the K5 takes a more evolutionary approach to the design. The basic shape may remind you of the previous-generation Optima, but its the little details such as a new grille and revised rear deck lid that help it stand out. From reviews, the K5 proves to be a bit sportier. We hope to get our hands on this challenger in the near future. Disclaimer: Hyundai Provided the Sonatas, Insurance, and One Tank of Gas
      Year: 2020
      Make: Hyundai
      Model: Sonata
      Trim: Limited 1.6T
      Engine: Turbocharged 1.6L GDI DOHC 16-Valve Inline-Four
      Driveline: Eight-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 180 @ 5,500
      Torque @ RPM: 195 @ 1,500-4,500
      Fuel Economy: City/Highway/Combined - 27/36/31
      Curb Weight: 3,336 lbs
      Location of Manufacture: Montgomery, AL
      Base Price: $33,300
      As Tested Price: $34,365 (Includes $930.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $135.00
      Year: 2020
      Make: Hyundai
      Model: Sonata Hybrid
      Trim: Limited
      Engine: 2.0L GDI DOHC 16-Valve Inline-Four, Permanent Magnet Synchronous Motor
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 150 @ 6,000 (gas); 51 @ 1,800 - 2,300 (electric motor); 192 (total output)
      Torque @ RPM: 139 @ 5,000 (gas); 151 @ 0 - 1,800 (electric motor)
      Fuel Economy: City/Highway/Combined - 45/51/47
      Curb Weight: 3,530 lbs
      Location of Manufacture: Asan, South Korea
      Base Price: $35,300
      As Tested Price: $36,430 (Includes $975.00 Destination Charge)
      Options: 
      Carpeted Floor Mats - $135.00

      View full article
    • By William Maley
      I rarely get the opportunity to drive two different flavors of the same vehicle within a short timeframe. But that's what happened in the fall when I had the chance to drive the new Hyundai Sonata in its standard and hybrid forms. The Sonata has always been a favorite of mine as it offered a lot for a midsize sedan, with a surprising price tag. It has also come very close to being at the top of the class, but falling somewhat short due to one thing or another. This new version has the chance of changing that.
      Very Polarizing Design

      The consensus from several readers on Cheers & Gears and various social media sites on the Sonata's design was of dislike. Many found the design to be a bit much and overdone. I found myself in the minority as I was impressed by the lengths Hyundai went. The flowing lines and raked roofline reminded me of the 2012 Sonata which gave notice to other automakers to step up their game. Little details such as the bars the run along the outer edge of the hood to the headlights to a distinct rear-end treatment make the Sonata stand out.
      If there is an issue I have with the Sonata's design, it is the grille. I find it to be slightly cartoonish due to the large size and shape.
      Simple, Yet Elegant Interior
      If you're worried that the polarizing ideas from the exterior make their way inside, don't. The interior is surprisingly sedate with clean lines and a simple design. Hyundai should be commended for using a lot of soft-touch plastics and leather on various surfaces. It makes the Sonata look and feel more premium than its price tag may suggest.

      Despite the coupe-inspired roofline, the Sonata's interior space is quite spacious. Most no one will have any complaints sitting in the back as there is ample head and legroom. Taller passengers should be aware that the optional panoramic sunroof for the Sonata will take away some headroom. The Sonata Hybrid doesn't worry about that as it doesn't offer the sunroof.
      Tech Galore!
      Both of the Sonatas on test came in the Limited trim which means a bountiful selection of technology. It begins with a 10.2-inch TFT display for the instrument cluster which provides all of the key information needed at a glance. A clever trick is when you engage the turn signal, the respective 'dial' brings up a camera mounted underneath the side view mirrors to provide a blind-spot view. I found this system to be helpful as it gave me an extra set of eyes whenever I needed to change lanes.

      Next up is another 10.25-inch screen housing Hyundai's latest infotainment system. I like the three-window layout on the home screen that you can customize to your needs. Navigating around the system is a breeze with a response touchscreen and capacitive touch buttons sitting on either side. Apple CarPlay and Android Auto are standard.
      The next two tech features are exclusive to the standard Sonata. First is what Hyundai calls a digital key. Using the BlueLink application on a compatible smartphone, you can use this instead of the key to start the car and drive away. At the time of this writing, this is only available on Android phones. Hyundai did provide a loner Samsung Note smartphone for the week to try this out. I did not have the best experience with this feature at first because I found you need to be pretty close to the vehicle to make a connection. Trying to connect from my room upstairs, just above where the vehicle was parked, the application would throw up a connection error. I found that if I moved to the living room or just outside the front door, the phone was able to make the connection. This sours some of the appeal of this feature. 
      At least using the phone as the vehicle's key does work a bit better. It only takes a few seconds for the phone to make the connection to the vehicle and you can start it up. Although, I found myself wondering wouldn't it be easier and faster to have the key. The only feature that makes any sense to me is the ability to share the key with other people, but lock down certain aspects.
      Second is Smart Park (or smart parkh as made famous by the Super Bowl commercial from last year). Using the key, you can have the Sonata move forward or back out of the parking spot to allow for easier access to get into the vehicle. It's simple to operate, just hold down one of two buttons for a few seconds; the Sonata starts up and goes into the correct gear to move in the desired direction. I can see the appeal in urban areas where space is limited. But in the current pandemic times all of us find ourselves in, this seems to be more of a gimmick.
      Power Selection
      Hyundai offers two engines for the regular Sonata; a naturally aspirated 2.5L four-cylinder or a turbocharged 1.6L four. A more potent turbocharged 2.5L four-cylinder is available on the upcoming Sonata N Line. My tester featured the turbo 1.6 which produces 180 horsepower and 195 pound-feet of torque. That puts it in line with some of the base engines found in the Honda Accord and Toyota Camry.
      I wouldn't call this engine quick, but it handles most driving situations with aplomb. This comes down to most of the torque being situated at the lower end of the rpm band. The only area where you might be wishing for more power is merging onto a freeway or keeping up traffic. The eight-speed automatic does an excellent job of maximizing the engine's output.
      Under the Sonata Hybrid's hood is a system comprised of a 2.0L four-cylinder and electric motor to provide a total output of 192 horsepower and 151 pound-feet of torque. The Sonata Hybrid feels just as fast as the standard Sonata around town and on country roads. It does struggle slightly on the highway due to the smaller torque figure. The six-speed automatic doesn't stumble when the change over from electric-only to hybrid mode like I have experienced on other Hyundai/Kia hybrid models.

      Opting for Limited on the Sonata Hybrid brings a solar panel for the roof which acts as a trickle charger for both the 12-volt car battery and 1.6-kWh lithium-ion pack for the hybrid system. Hyundai says that the panel can add an extra two miles of range with adequate sunlight. I can't attest to this claim, but will say the solar panel did add an extra bit of charge to the battery, even on an overcast day.
      Fuel economy for both models are as followed,
      Sonata 1.6T: 27 City/36 Highway/31 Combined Sonata Hybrid: 45 City/51 Highway/47 Combined My week saw an average of 29 mpg in the Sonata and 39 mpg for the Sonata Hybrid.
      Calm and Collected
      Hyundai has done some work on the Sonata's chassis and suspension to make it more rewarding to drive. It shows on a winding road as both versions show little body roll and feel more agile than the outgoing model. Steering feels direct and has a decent amount of weight. I will say the Mazda6 is still the one to beat if driving pleasure is your key goal.
      But the Sonata has an ace up its sleeve. It is also one of the most comfortable cars in the class. Driving over some of the roughest roads in Metro Detroit, the Sonata's suspension soaks up most bumps and imperfections to provide a serene ride. The minimal amount of road and wind noise that comes inside also helps.
      Rising To The Top

      The previous generations of the Sonata were always so close to being at the top of the class. But there always something that held it back whether it was the design, handling, or powertrains. But this new model shows how much Hyundai has put in. There is a nice balance between ride and handling; powertrains are very competent, and the interior is best in the class. Plus, the Sonata still retains Hyundai's trademark of offering a lot for not much money.
      Where most people will stumble on the Sonata is the exterior. It is very much a love or hate it affair. Plus, some of the tech features feel more like a party trick to show to friends than something you'll use. 
      Nevertheless, I think Sonata moves up to the top of the midsize sedan pecking order. 
      But there is one more question to answer. Between the regular and hybrid versions, which one I would drive away with. The answer which surprised me is the hybrid. I found it to be a little bit more well-rounded and deliver some excellent fuel economy figures during my time.
      Alternative:
      Kia K5: Like the idea of the Hyundai Sonata, but not to sure on the design? Then the Kia K5 may be the answer. Based on the same bones as the Sonata, the K5 takes a more evolutionary approach to the design. The basic shape may remind you of the previous-generation Optima, but its the little details such as a new grille and revised rear deck lid that help it stand out. From reviews, the K5 proves to be a bit sportier. We hope to get our hands on this challenger in the near future. Disclaimer: Hyundai Provided the Sonatas, Insurance, and One Tank of Gas
      Year: 2020
      Make: Hyundai
      Model: Sonata
      Trim: Limited 1.6T
      Engine: Turbocharged 1.6L GDI DOHC 16-Valve Inline-Four
      Driveline: Eight-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 180 @ 5,500
      Torque @ RPM: 195 @ 1,500-4,500
      Fuel Economy: City/Highway/Combined - 27/36/31
      Curb Weight: 3,336 lbs
      Location of Manufacture: Montgomery, AL
      Base Price: $33,300
      As Tested Price: $34,365 (Includes $930.00 Destination Charge)
      Options:
      Carpeted Floor Mats - $135.00
      Year: 2020
      Make: Hyundai
      Model: Sonata Hybrid
      Trim: Limited
      Engine: 2.0L GDI DOHC 16-Valve Inline-Four, Permanent Magnet Synchronous Motor
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 150 @ 6,000 (gas); 51 @ 1,800 - 2,300 (electric motor); 192 (total output)
      Torque @ RPM: 139 @ 5,000 (gas); 151 @ 0 - 1,800 (electric motor)
      Fuel Economy: City/Highway/Combined - 45/51/47
      Curb Weight: 3,530 lbs
      Location of Manufacture: Asan, South Korea
      Base Price: $35,300
      As Tested Price: $36,430 (Includes $975.00 Destination Charge)
      Options: 
      Carpeted Floor Mats - $135.00
    • By William Maley
      Despite being one of the best sellers in the luxury crossover class, the Lexus RX lacked something many competitors offered; a third-row option. Lexus rectified this a couple of years ago by stretching the RX's body and adding a third-row to create the RX L. I spent some time in the RX 350L Luxury back in the fall to find out if Lexus has another winner or if this a half-baked attempt.
      You can tell the difference between the standard RX to the longer L by looking for a floating roofline treatment. This is due to Lexus blacking part of the c-pillar to help disguise the added bulk. It doesn't fully work as looks somewhat half-baked. At least Lexus was more successful upfront where non F-Sport models get a new mesh insert to replace the horizontal slats, along with a revised bumper. When equipped with the Luxury Package, the RX is a plush and pleasant place to spend time. The leather upholstery feels nice to the touch and the use of contrasting colors (cream and brown in my tester) help make it feel special. Lexus has finally added a touchscreen for the RX's infotainment and it makes a huge difference. Gone are the litany of issues I have noted in previous models such as, Being precise with your finger movements when selecting an item Becoming very distracting to use when on the move Not the most intuitive controller Now using Lexus Enform or Apple CarPlay/Android Auto is not an exercise in frustration, but one of ease. My only complaint is that I wished Lexus moved the screen slightly more forwards. It is quite a reach to use the touchscreen. Those sitting in the second row will not have much to complain about as head and legroom are plentiful for most passengers. The same cannot be said for the third-row. Getting back here is difficult as there is not enough a gap when the second-row seat is moved forward. Once back here, space is non-existent with your head touching the headliner and legroom from nothing to something bearable depending on where the second-row is set. The one upside to the longer RX is cargo space. With the third-row seat folded, you get about seven extra cubic feet of space compared to standard RX. Power comes from a 3.5L V6 used in several Lexus and Toyota vehicles.  For the RX 350L, it produces 290 horsepower and 267 pound-feet of torque. My tester came with all-wheel drive, but front-wheel drive is standard. Performance is adequate as you'll be able to keep up with traffic or make a pass with no issue. Those wanting a bit more performance should look at something like the upcoming Acura MDX or Volvo XC90. Comfort is still a key hallmark to the RX. Bumps and potholes become mere ripples when driven over. There is also a noticeable lack of road and wind coming inside. The RX 350L feels like a stop-gap solution until Lexus finishes up their upcoming three-row crossover due out within the next couple of years. The third-row isn't all useful for carrying passengers and is best to fold down to expand cargo space. If you need a third-row, there are much better options such as the Volvo XC90. But if you really want an RX, stick with the standard two-row version and pocket the cash you saved for something nice. Disclaimer: Lexus Provided the RX 350L, Insurance, and One Tank of Gas
      Year: 2020
      Make: Lexus
      Model: RX
      Trim: 350L Luxury
      Engine: 3.5L DOHC 24-valve with VVT-iW V6
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,300
      Torque @ RPM: 263 @ 4,700
      Fuel Economy: City/Highway/Combined - 18/25/21
      Curb Weight: 4,597 lbs
      Location of Manufacture: Miyawaka, Fukuoka, Japan
      Base Price: $54,700
      As Tested Price: $63,540 (Includes $1,025.00 Destination Charge)
      Options:
      12.3" Navigation System/Mark Levinson 15-Speaker Premium Audio System - $3,365.00
      Blind Spot Monitor with Intuitive Parking Assist, Panoramic View Monitor, and Rear Cross Traffic Alert Braking - $1,865.00
      Running Boards - $640.00
      Color Head-Up Display - $600.00
      Second-Row Captain's Chairs - $405.00
      All-Weather Floor Liners with Cargo Mat - $330.00
      Cold Weather Package - $315.00
      Mudguards - $155.00
      Door Edge Guards - $140.00

      View full article
    • By William Maley
      Despite being one of the best sellers in the luxury crossover class, the Lexus RX lacked something many competitors offered; a third-row option. Lexus rectified this a couple of years ago by stretching the RX's body and adding a third-row to create the RX L. I spent some time in the RX 350L Luxury back in the fall to find out if Lexus has another winner or if this a half-baked attempt.
      You can tell the difference between the standard RX to the longer L by looking for a floating roofline treatment. This is due to Lexus blacking part of the c-pillar to help disguise the added bulk. It doesn't fully work as looks somewhat half-baked. At least Lexus was more successful upfront where non F-Sport models get a new mesh insert to replace the horizontal slats, along with a revised bumper. When equipped with the Luxury Package, the RX is a plush and pleasant place to spend time. The leather upholstery feels nice to the touch and the use of contrasting colors (cream and brown in my tester) help make it feel special. Lexus has finally added a touchscreen for the RX's infotainment and it makes a huge difference. Gone are the litany of issues I have noted in previous models such as, Being precise with your finger movements when selecting an item Becoming very distracting to use when on the move Not the most intuitive controller Now using Lexus Enform or Apple CarPlay/Android Auto is not an exercise in frustration, but one of ease. My only complaint is that I wished Lexus moved the screen slightly more forwards. It is quite a reach to use the touchscreen. Those sitting in the second row will not have much to complain about as head and legroom are plentiful for most passengers. The same cannot be said for the third-row. Getting back here is difficult as there is not enough a gap when the second-row seat is moved forward. Once back here, space is non-existent with your head touching the headliner and legroom from nothing to something bearable depending on where the second-row is set. The one upside to the longer RX is cargo space. With the third-row seat folded, you get about seven extra cubic feet of space compared to standard RX. Power comes from a 3.5L V6 used in several Lexus and Toyota vehicles.  For the RX 350L, it produces 290 horsepower and 267 pound-feet of torque. My tester came with all-wheel drive, but front-wheel drive is standard. Performance is adequate as you'll be able to keep up with traffic or make a pass with no issue. Those wanting a bit more performance should look at something like the upcoming Acura MDX or Volvo XC90. Comfort is still a key hallmark to the RX. Bumps and potholes become mere ripples when driven over. There is also a noticeable lack of road and wind coming inside. The RX 350L feels like a stop-gap solution until Lexus finishes up their upcoming three-row crossover due out within the next couple of years. The third-row isn't all useful for carrying passengers and is best to fold down to expand cargo space. If you need a third-row, there are much better options such as the Volvo XC90. But if you really want an RX, stick with the standard two-row version and pocket the cash you saved for something nice. Disclaimer: Lexus Provided the RX 350L, Insurance, and One Tank of Gas
      Year: 2020
      Make: Lexus
      Model: RX
      Trim: 350L Luxury
      Engine: 3.5L DOHC 24-valve with VVT-iW V6
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,300
      Torque @ RPM: 263 @ 4,700
      Fuel Economy: City/Highway/Combined - 18/25/21
      Curb Weight: 4,597 lbs
      Location of Manufacture: Miyawaka, Fukuoka, Japan
      Base Price: $54,700
      As Tested Price: $63,540 (Includes $1,025.00 Destination Charge)
      Options:
      12.3" Navigation System/Mark Levinson 15-Speaker Premium Audio System - $3,365.00
      Blind Spot Monitor with Intuitive Parking Assist, Panoramic View Monitor, and Rear Cross Traffic Alert Braking - $1,865.00
      Running Boards - $640.00
      Color Head-Up Display - $600.00
      Second-Row Captain's Chairs - $405.00
      All-Weather Floor Liners with Cargo Mat - $330.00
      Cold Weather Package - $315.00
      Mudguards - $155.00
      Door Edge Guards - $140.00
  • Posts

  • Social Stream

  • Today's Birthdays

    1. 25ThTA
      25ThTA
      (38 years old)
    2. DenCo
      DenCo
      (37 years old)
  • Who's Online (See full list)

  • My Clubs

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...