Seat time in the Sonata proves what the walkaround suggests: This Hyundai is far better equipped than its predecessors to compete with more established brands from Japan, the United States and Europe.Increased structural rigidity has given Hyundai engineers a solid platform for developing the suspension. The suspension itself is reasonably sophisticated, with double wishbones in front and a multilink arrangement in the rear, gas-filled shock absorbers and stabilizer bars. The result is a chassis that is both compliant and responsive.
Our test ranged from wet conditions to dry, on 70-plus mph interstates to two lane country roads. The Sonata soaked up the expansion joints and undulations as well as some larger, more expensive luxury sedans. Its ride is supple yet controlled, and it turns into corners with confidence. We wouldn't compare its road-holding capabilities to a sport coupe, but the Sonata is up to whatever a family sedan owner is likely to dish out, and it's never boring to drive.
The drivetrain is as pleasantly surprising as the suspension. Considering the engine's displacement and the car's price, the V6 is both smooth and powerful. The manual transmission delivers the best acceleration, but the automatic doesn't give up much. It shifts up smoothly and down reasonably quickly when the driver jabs the gas pedal. Steep grades and passes on two-lane roads are no sweat.
The Sonata's brakes are adequate, not remarkable. We'd prefer to see ABS as on the standard feature list, but given Sonata's value pricing, it's not too egregious an oversight. Hyundai expects that most of the Sonatas that roll from its dealerships will have most of the options. And for 2000, ABS is available on a Sonata that retails for $700 less than it did in 1999.
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