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For 2009, Hyundai took its satisfying Sonata mid-size sedan—already a more-than-credible alternative to the segment’s entrenched big dogs—and endowed it with more power and refreshed styling inside and out. As enthusiasts, however, we were most interested in what the company had done to improve the “sporty” SE trim—namely, whether or not it’s actually sporty.

It’s No Hyundai Quattroporte, but It’s Better Than Before

The SE is obviously no sports car, but it does now boast a bit more enthusiasm in its footwork. Previously more of an appearance package than anything else, the 2009 SE rides on all-season rubber (Kumho Solus KH16 tires) but gets a unique state of tune for the control-arm front and multilink rear suspension.

Other than the suspension upgrade, the $1600 increase for the SE model includes 17-inch aluminum wheels, a power driver’s seat, steering-wheel audio controls, and a telescoping steering wheel.

The body control is good, and the damping even more so; the SE’s firmer suspension and thicker anti-roll bars fix a lot of the complaints we had about the floppy feel of our

. The SE corners confidently, with its 0.78-g skidpad performance just 0.03 g behind that of the

, a familiar benchmark for sporty family sedans. Braking is just a tad behind the segment leaders, with 70 to 0 mph taking 177 feet in the Sonata versus 173 in the Altima 3.5 and 170 in a V-6

.

The steering is accurate but disappointing in that it’s pretty lifeless on center and doesn’t get any better as you move the wheel. You might be tempted to conclude that feel is a sacrifice to the front-drive understeer gods—and the Sonata understeers a

lot— but the manages to communicate what’s happening at the front wheels.

The 249-horse—up from 234—V-6 sounds great, and with 229 pound-feet of torque, it provides plenty of usable grunt. The five-speed automatic is above average, too, but both automatic and manumatic modes are too slow-witted for spirited driving; we got a bit frustrated waiting for the called gear to show up. Shifts, once the box decides to initiate them, are smooth.

Furthermore, manumatic mode no longer holds ratios and shifts far before redline, though, which likely accounts for the new car’s 6.9-second 0-to-60-mph time—0.3 second slower than the time we got from a 234-hp 2006 model. Four-cylinder SE buyers can opt to row their own gears, with a five-speed manual as standard.

Article source: http://www.caranddriver.com/reviews/car/08q2/2009_hyundai_sonata_se_v6-short_take_road_test

After years of pushing performance, Nissan is now scrambling to catch Honda and Toyota in the runaway green market. The company summoned journalists to its headquarters near Yokohama, Japan, for a peekaboo at forthcoming environmental and safety tech. Here’s an appetizer:

What: Rear-drive hybrid transmission for V-6 engines.

When: 2010.

How: Unlike Toyota’s hybrid transmissions, which are continuously variable, the Nissan transmission from Japanese supplier Jatco has seven speeds. A husky flywheel motor/generator sandwiched between the transmission and engine can be the sole source of power up to a lofty 60 mph before the engine switches on. There is no torque converter. Electrohydraulic clutches at both ends of the transmission govern power flow, allowing the motor to propel the car while decoupling the engine, the engine to stop and start while the car is rolling, and if necessary, the engine to charge the lithium-ion battery pack while the car is stopped. A supplemental electric pump supplies transmission- and clutch-oil pressures at stops.

Driving: The 3.5-liter V-6 Nissan Skyline prototype (Infiniti G35 in the U.S.) steps off with a V-8’s snap on combined engine/electric power. Step lightly, and it accelerates on electric to 25–30 mph. Going faster on electrics alone requires a feather-light foot on the gas. Most EVs have no step gears, so the silent upshifts of the seven-speed feel strange. At a 60-mph coast, the engine will shut off. Nissan was mum on power output and fuel savings, but we estimate motor power in the 125-to-150-horsepower range and combined output at 350 to 375 horses, with combined fuel economy a couple of mpg below 30.

What: Side collision prevention.

When: 2009 or 2010.

How: Lane-departure and blind-spot warning systems are already in production, usually annoying the driver with beeps or flashing lights when the car thinks he or she is about to do something stupid. Nissan goes one further. When a vehicle is detected in the blind spot, a warning appears in the mirror. If the driver veers over anyway, the car activates the brakes on the opposite side, thus yanking it back from danger. Similarly, the car will brake automatically if it detects an object to the rear while backing up.

Driving: The “All Around Collision Free Prototype” can indeed be crashed if you’re determined, but if you heed the gentle brake applications, they will veer the car away from impending calamity. Nissan adds another step on the long stairway to the

and this magazine’s ultimate demise.

Article source: http://www.caranddriver.com/features/08q4/on_the_green_bandwagon_with_nissan-feature