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Photos Of The 2015 Audi TT Roadster

Reports in October 2012 claimed Volkswagen had begun investigating the creation of its own budget brand. This came after having failed to purchase Malaysian car company Proton or produce a meaningful partnership with Suzuki, and after watching Renault-Nissan make piles of euro on Dacia and plot the return of Datsun.

For VW, more important than the question of what to call it was how to build it profitably and in a way that didnt damage the VW brand. According to a report in Autocar, a satisfactory answer still hasnt been found. The hurdle is how to hit "necessary quality and safety levels" at the price points needed to make the venture worthwhile. At the time of the 2012 report, German outlet Der Spiegel said VW was trying to get prices down to 6,000 to 8,000 euro ($7,784 to $10,379 US), about two thousand to four thousand euro under the price of the VW Up and in line with the cost of a 6,790-euro Dacia Sandero in Germany.

In March 2013, VW announced, "We want to bring a true budget car to the market in China in the foreseeable future," the most concrete move in that direction after years of planning to make a decision. Working with local Chinese maker FAW, it was predicted that the vehicle in question would appear around 2016, but as of November last year a final vote on it needed to wait until this year because "We are still working on the cost side" and profit possibilities for a car that "has to be durable, it has to be precise, it has to be safe."

Even Fiat, another automaker long considering a budget brand beneath its Fiat line-up, wasnt sure how to squeeze any extra money from lower-cost products but was sure that it couldnt be done by manufacturing in Europe. If VW hasnt yet made the math work with a joint venture in China, it will be interesting to see how it might build a European go-it-alone business case.

We know that Ford is positioning the new, upscale Vignale brand in Europe to fill a niche market of customers who want a bit more luxury, a lot more service and the same reliability and dependability that a non-Vignale Ford offers. But so far, weve been in the dark regarding how the Blue Oval will sell Vignale vehicles, how many of them will be created, and what the new sub-brand has in store for the future.

Gaetano Thorel, Fords European marketing head, recently was interviewed by Automotive News and shared details about Ford Vignale. Thorel says, "The Vignale trim line will be priced like an ST model but attract a completely different type of customer." Specifically, he says it will attract customers in the upper 15 percent of the price band who dont want a performance-oriented ST model. He adds that Vignale cars will be about 10 percent more expensive than Titanium-trim cars. About 500 of Fords European dealers will sell Vignale Fords, Thorel says, "in areas that make sense." The automaker expects 10 percent of its European sales to be Vignale cars, which equates to about 5 percent of its global sales. When asked if there are any other Vignale models planned beyond the Mondeo, Thorel said, "There is nothing written in stone yet."

Instead of tuning the engine, brakes and suspension for max performance, like Ford does with its ST line, a Vignale will grace occupants with luxurious attributes that are exclusive to the brand, "such as the unique chrome detailing, the exclusive leather-quilted seats and dashboard, a unique exterior color and all of Fords latest infotainment technologies," Thorel says.

But the material gains arent everything. Paying for a Vignale privileges customers with an encompassing, special ownership experience, which has been said to include free car washes for the life of the car. Thorel doesnt confirm the free car washes, unfortunately, but does say this "is in our plans." He goes on to say that a crucial part of owning a Vignale Ford is that customers will have a single dealership contact to help them deal with product and service needs.

European customers can start looking for the Mondeo VIgnale in participating dealerships when it launches in about 18 months.

Were almost ready to record Episode #387 of the Autoblog Podcast! You can check out the topics below, add your own to the Q&A and join us live via UStream, as well. Keep reading for our embedded UStream player, and thanks for listening!

Discussion Topics for Autoblog Podcast Episode #387

Review of 2009 VW Beetle

2009 VW Beetle Owners Manual

2009 VW Beetle Owners Manual

We dont have any new supercars to show you today. No new Teslas or SUVs. No new engines or technologies. No mergers, acquisitions or big hires. What we have to tell you about is the coolant automakers are putting into their vehicles. Which may not sound so exciting, but it could mean a big difference for automakers â€" and for the environment.

That coolant is called 1234yf. It has a higher cost than the R134a commonly used in most vehicles, yet government regulators and automakers are scrambling to adopt it. Why? Because it is more environmentally friendly, and the EPA is offering automakers valuable credits which can help them shore up against tightening efficiency standards.

The commonly used R134a coolant has a global warming factor of 1,430, meaning that it traps 1,430 times more heat if released into the atmosphere than carbon dioxide. 1234Yf, however, has a rating of 1, meaning that can be no more harmful to the atmosphere than carbon dioxide. Of course thats only if the chemical were released, and most of the time it stays trapped inside a closed system. But manufacturing and maintenance errors can cause it to escape.

Unfortunately the new 1234yf is ten times more expensive than the existing R134a, and requires manufacturers, dealers and repair shops to upgrade their equipment. Which is one reason that companies like Daimler are opposed to its use, proposing instead to use a carbon dioxide-based air conditioning system. But thats not the only reason Daimler is opposed to 1234yf.

The German automaker also conducted a study showing the new coolant to be more combustible and toxic than existing coolants. However further analysis by SAE International and by German environmental agency KBA refuted Daimlers findings, even suggesting that Daimler had rigged the study.

Currently Daimlers former partner Chrysler is among the leaders in implementing the use of 1234yf, injecting the coolant into the air-con systems on the new Jeep Cherokee, Chrysler 300 and Dodge Charger and Challenger, with the Dodge Dart and Ram 1500 set to follow. The Honda Fit EV, Range Rover and Range Rover Sport, Cadillac XTS and Chevy Spark EV have also made the switch, but we can expect more to follow in the coming years.

Things appear to be going well inside Nissans autonomous vehicle development program. Until now, the automaker believed that self-driving cars would be ready for major markets like the US by 2020. However, Renault-Nissan CEO Carlos Ghosn is now speeding up that prediction to 2018 in some places, assuming that local laws are ready to accept the computer-controlled vehicles.

"The problem isnt technology, its legislation, and the whole question of responsibility that goes with these cars moving around," said Ghosn in a speech in France recorded by Reuters. He predicted that the first sales could begin in France, Japan and the US by 2018 and expand elsewhere in 2020.

The alliance has been among the forefront of automakers working on self-driving cars. Nissan has an autonomous Leaf (pictured above) test car that is licensed to drive on Japanese roads. Renault showed off an version of its Zoe EV earlier this year called the Next Two, that could pilot itself at speeds up to 18 miles per hour, and that the company predicted would be ready by 2020.

Governments are still deciding how to treat the new technology, though. The California DMV just released a detailed list of rules governing autonomous vehicle testing on public roads. It seems astonishing that the nation could be just four years away from the first self-driving cars finding their way to consumers.

Akerson himself previously noted that a female CEO at one of the Detroit Three was "inevitable."

Barra, 51, has been at GM since age 18. Most recently, she has been executive vice president of Global Product Development, Purchasing and Supply Chain. Barra has previously served in various positions within the company over her 33 years, including vice president of Global Manufacturing Engineering, executive director of Competitive Operations Engineering, and vice president of Global Human Resources.

We reported just four weeks ago that Akerson probably wasnt leaving until next year, and that a dedicated search for his replacement - widely believed to be either Barra or President of GM North America Mark Reuss - had not yet begun. In the official press release announcing Barras appointment, GM notes that Akerson pulled ahead his retirement date after his wife was diagnosed with advanced cancer. That said, the news of Barra taking over isnt entirely shocking, as Akerson himself previously noted that a female CEO at one of the Detroit Three was "inevitable."

For his part, Reuss, 50, will slot into Barras role, giving up his position as executive vice president and president of North American operations.

In other appointment news, Dan Ammann, 41, GMs CFO and executive vice president, has been named its president, with Chevrolet and Cadillac reporting directly to him, as well as GM Financial.

For the rest of the details, check out the official press release below.

The Cummins 5.0-liter turbocharged diesel V8 that Ram initially planned to use in its pickup trucks instead will find its way into the 2015 Nissan Titan as an option, Automobile reports. It will be the first time a non-Ram pickup truck will be available with a Cummins diesel engine.

The move comes after Chrysler decided to use a 3.0-liter V6 EcoDiesel engine designed by VM Motori (which is partially owned by Fiat) due to fuel economy concerns with the Cummins engine. Chrysler wanted its 2014 Ram 1500 trucks to achieve at least 26 miles per gallon. "Our simulations were showing 23 to 24 mpg [for the 5.0-liter engine]," says Mike Cairns, head of engineering at Ram.

Nissan had plans in 2008 to team with Cummins for a diesel engine for its Titan, when there were also plans for the second-generation Titan to share its platform with the Dodge Ram 1500, according to Automotive News, but that didnt pan out after Chryslers bankruptcy in 2009.

Now that the dust is settling, lets put the pieces together. The 2014 Ram 1500 will get the EcoDiesel V6 as an option, making 240 horsepower and 420 pound-feet of torque; heavy-duty Rams can be equipped with the Cummins 6.7-liter diesel I6, which makes 350-385 hp and 660-850 lb-ft depending on the state of tune; and the 2015 Nissan Titan, a light-duty pick-up, will get the Cummins 5.0-liter V8 as an option, which makes roughly 300 hp and 500 lb-ft.

While the Nissan Titan currently poses no threat to Rams truck operation - Nissan sold just 10,020 Titans this year through July while Ram sold 201,633 trucks during the same period - we like the idea of a light-duty pickup with a torque-rich diesel V8. Nissans research shows that truck owners feel the same way, and 17 percent of them would consider switching brands if a light-duty truck was offered with a diesel V8, Automobile reports. That works out to 300,000 customers per year.

Review of 2000 VW Beetle

2000 VW Beetle Owners Manual

2000 VW Beetle Owners Manual

Review of 2002 VW Golf

2002 VW Golf Owners Manual

2002 VW Golf Owners Manual

Chinese economic policies could be in for a big change, as President Xi Jinping pushes the communist country to open its domestic markets even further. That could mean big things for the auto industry, especially when it comes to the countrys far-reaching joint-venture system.

According to Chinese law, foreign automakers may only maintain a fifty-fifty partnership with their domestic counterparts. But with Jinpings push for openness leading to potential free-trade deals, that policy could be relaxed (or eradicated all together) in short order. Whats an automaker to do?

Well, in BMWs case, stay the course. Automotive News Europe reports that, despite the grumblings about the JV policy changes, the German manufacturer has resigned its agreement with Brilliance through 2028. This is made doubly remarkable by the fact that BMW signed the extension over three years before it was set to expire.

Prevailing logic says thats because these joint ventures allow foreign automakers to operate boots-on-the-ground manufacturing operations that can help drive sales inside the PRC. For BMW, thats key to becoming the top dog in Chinas booming luxury market, notes Automotive News Europe.

BMW isnt the only manufacturer thats extended its partnership for the extended future. Volkswagen inked a deal with its partners in 2012 that will run through the next two decades.

That still leaves a huge number of manufacturers with partnerships up in the air, though. What do you think manufacturers like Mercedes-Benz and General Motors will do if given the option to increase their stake, stage a takeover or divorce from their joint venture partners? Have your say in Comments.

At the Goodwood Festival of Speed this past weekend, Land Rover previewed its upcoming performance version of the Range Rover Sport. Only instead of wearing the R-S badge that adorns the most hardcore of Jaguar models, the performance SUV from JLRs Special Operations unit introduced the letters SVR. And now, it seems that badge is here to stay.

Following the Range Rover Sport SVR, a new report from Motor Authority now says that Jaguar Land Rover will use those letters to distinguish the top-of-the-line performance models from both marques moving forward. As such, we might expect SVR models of the upcoming Jaguar XE compact sedan and Land Rover Discovery Sport, as well as potential new performance models based on the new F-Type and next-generation XF.

If accurate, the move would seem to separate Jaguar in particular from the R-S badge that has adorned performance models like the XFR-S and XKR-S. Both Audi and Porsche use the letters RS to distinguish its most hardcore models as well (e.g. Audi RS7 Sportback and Porsche 911 GT3 RS). Whether the similarity was a factor in shifting to the SVR moniker, we dont know, but either way, we welcome the arrival of a new generation of Jaguar and Land Rover performance models â€" especially if they pack the 575-horsepower version of the companys ubiquitous 5.0-liter supercharged V8. Not incidentally, that delicious powerplant gained a couple of new engine bays to call home at Goodwood as well â€" its not just found in the forthcoming Range Rover Sport SVR, its found a home in the F-Type Project 7, too.

Completely redesigning a vehicle competing in a fiercely contested segment requires delicately balancing styling, performance, safety, efficiency, innovation, passenger comfort and pricing, while simultaneously not alienating model loyalists. In other words, its no simple task.

Automakers generally follow one of two paths. Some take a conservative approach and choose to raise each bar marginally, in an effort to appease all and estrange none. Others strategically take risks and focus on specific attributes in an attempt to shift perception about their vehicle.

With its all-new 2015 Sonata, Hyundai has taken the second approach when overhauling one of its best-selling vehicles. The Korean automaker has executed an impressive number of targeted improvements, yet its also softened some of its predecessors qualities in an attempt to demonstrate greater refinement and position its midsize sedan upscale. Whereas the outgoing car successfully aimed to establish itself as a credible contender in the midsize segment, the new model is gunning for customers that might otherwise be seeking entry-level models from luxury automakers.

Montgomery, the capital of Alabama, is an unusual locale to launch a completely redesigned vehicle â€" unless you happen to be Hyundai. The automaker rolled its first new car out of Montgomerys Hyundai Motor Manufacturing Alabama (HMMA) in the southern state in 2005, with its production output hitting 398,000 units in 2013. This year, the plant welcomes assembly of the 2015 Sonata alongside the Elantra, a hot-selling compact sedan that commands 32 percent of its sales. Coming in second place, with 27 percent of the automakers sales, is the four-door, midsize Sonata sedan. Launched in 1998, the all-new 2015 model is a seventh-generation (Hyundai calls it the LF platform) iteration that made its North American debut at this years New York Auto Show.

I vaulted into the sportiest and most vibrant of the six new models, a Sport 2.0T sedan painted Urban Sunset.

Rather than toss us the keys in a hotel parking lot, as is common practice, our host gave us a guided tour of HMMA while arranging to have our test cars waiting at the end of the active line. Eager journalists jumped behind the wheel as the sedans crept along a moving conveyor and then drove them out of the factory door for the obligatory photo opportunity.

Following my peers, I vaulted into the sportiest and most vibrant of the six new models (SE, Sport, Limited, Sport 2.0T, Sport 2.0T w/Ultimate, and Eco), a Sport 2.0T sedan painted Urban Sunset with black leather offset with orange piping (the color doesnt translate well in pictures â€" think metallic rust if you want to paint a mental picture). While the base SE model is actually cheaper than last years model at $21,960 (including $810 destination), my test car arrives in showrooms with a base price of $29,385 (including destination). It was wearing no options.

Hyundai is very proud of its new Fluidic Sculpture 2.0 styling language, which is said to reek of "modern premium," but Im still a bigger fan of last years exterior that was at once both more aggressive and youthful. Nevertheless, this fresh, conservative look is decidedly more upmarket and it complements the design of the new Genesis sedan, its recently launched big brother. The new sculpture is also sleeker to the wind, with a drag coefficient of just 0.27 thanks to those carefully crafted panels and a near-full underbody tray to manage airflow. (Its important to note the test car shown here is a Sport model, which features a more aggressive front grille and bumper, side chrome molding and side rocker extensions in addition to a unique rear fascia and quad exhaust outlets.)

Despite my need to warm to the exterior, I have far fewer complaints with the interior, which has moved upscale, mimicking many of the design cues of the premium Genesis sedan. Dropping my six-foot, two-inch frame into the supportive sport seats in the 2.0T (which are about twice as comfortable as the flatter seats of non-sport models) reveals a wider center console that gives the occupants a new sense of personal space. There is less dashboard "wrap-around," which adds an impression of openness. By the tape, the new Sonata boasts 106.1 cubic feet of passenger volume and a total interior volume of 122.4 cubic feet, which allows the midsize sedan to be classified as a large car by the EPA.

Materials, as well as fit and finish, are impressive for a vehicle in this price range â€" again, trickle-down from the Genesis â€" but also required to maintain competitiveness. My Sport model was configured with a meaty flat-bottom steering wheel and textured aluminum trim, which are pleasing to the touch and tasteful (time within a Limited model revealed lamentably fake wood trim that wouldnt fool a kindergartener). In both cases, well-sorted ergonomics meant I wasted no time looking for switchgear.

The interior has moved upscale, mimicking many of the design cues of the premium Genesis sedan.

The Sonatas standard equipment level is generous, with all models fitted with full power accessories, remote keyless entry, premium cloth upholstery and 60/40 split-fold rear seats. Optional equipment, mostly bundled into packages, includes leather upholstery, a panoramic glass moonroof, heated rear seats, Xenon headlights, radar-based cruise control with full stop capability and Hyundais hands-free Smart Trunk, a feature launched on the Genesis sedan. There are no hubcaps in the Sonata lineup, as even the base SE model arrives with 16-inch alloy wheels and 205/65R16 tires (the Sport 2.0T model wears the largest wheel/tire package with 18-inch alloys and 235/45R18 tires).

With regards to connectivity, all models come with iPod/USB/AUX inputs, SiriusXM satellite radio and Bluetooth for phones. While the base Sonata lacks a color infotainment display, a five-inch color touchscreen is one model level up with a vibrant eight-inch color display optional. Hyundai is also offering Apple CarPlay integration with certain headunits (late availability) and a 400-watt Infinity premium audio system with next-generation Blue Link telematics.

For 2015, the Sonata will be offered with three, four-cylinder engines in the new platform.

Not leaving safety out of equation, Hyundai set the Insurance Institute for Highway Safety (IIHS) Top Safety Pick+ rating as its target (the Sonata has yet to be officially tested, but the automaker says its confident it will receive the award). In addition to all of the government-mandated safety gear, the sedan arrives with new standard knee airbags and is offered with optional Lane Departure Warning (LDW), Forward Collision Warning (FCW), Blind Spot Detection (BSD) and Rear Cross-traffic Alert (RCTA).

Hyundai plotted out a circuitous route on the outskirts of Montgomery that led across highways and two-lane country roads. The weather was lousy, as downpours spoiled most of the best photo opportunities, but traffic was light and the asphalt unbelievably smooth (the only bump in the road was a deceased armadillo â€" no kidding).

Up until a few years ago, the midsize sedan segment was accustomed to four- and six-cylinder engine offerings, but Hyundai forged a new path for the class in 2009 when it introduced the sixth-generation Sonata with nothing but a range of four-cylinder engines. The companys logic was sound â€" a lower-displacement turbocharged engine can offer identical power and better efficiency, while the smaller packaging requirements of a four-cylinder allow the firewall to be pushed forward, thereby giving more space to the occupants. Hyundai customers have seemed indifferent about the loss of a six-cylinder option, so the automaker hasnt altered its tune. For the 2015 model year, the Sonata will be offered with three, four-cylinder engines in the new platform (the Hybrid will continue to be offered on the previous-generation platform until 2016).

Of the three combustion engines, two are returning to the Sonata after being updated and one is new to the model.

The standard 2.4-liter Theta II GDI four-cylinder engine, which is fitted to the SE, Sport and Limited models, arrives with a new power rating of 185 horsepower and 178 pound-feet of torque (last year, it was rated at 190 horsepower and 179 pound-feet). Upgraded with Electronic Intake Continuously Variable Valve Timing (E-CVVT), the engine trades in five horsepower and a single pound-foot to offer "better responsiveness in lower-RPM situations where customers spend the majority of their time," says the automaker. It has also been tuned for improved cold-weather performance and reduced emissions. The engine is mated to a six-speed automatic transmission sending power to the front wheels. Its preliminary fuel economy ratings are 24 miles per gallon city, 35 highway and 28 combined (the SE model is rated slightly higher, at 25/37/29).

The optional 2.0-liter turbocharged GDI four-cylinder arrives with a new rating of 245 hp and 260 lb-ft.

The optional 2.0-liter Theta II turbocharged GDI four-cylinder, which is fitted to the Sport 2.0T models, is also equipped with E-CVVT. It arrives with a new rating of 245 hp and 260 lb-ft (last year, it was rated at 274 hp and 269 lb-ft). The significantly decreased output rating is a result of a new, smaller turbocharger â€" less mass means it spools quicker and improves driveability. Like the 2.4-liter, it is mated to a six-speed automatic driving the front wheels. Its fuel economy ratings are 23 city, 32 highway, 26 combined.

Fuel mileage numbers are up very slightly across the Sonata range, when comparing the new engine variants with the old. Those seeking the greatest efficiency this side of the hybrid offering, however, have another option for 2015.

The new engine in the model range is a 1.6-liter turbocharged inline-four, which will be standard in the Eco variant, and its rated at 177 hp and 195 lb-ft of torque. Unlike its siblings, the low-displacement powerplant is bolted to an all-new, seven-speed, dual-clutch automatic transmission. Its preliminary fuel economy ratings are 28 city, 38 highway, and 32 combined.

To better tailor the powertrain to the driver and driving conditions, all Sonata models are equipped with three drive modes (Eco, Normal and Sport) selectable via a pushbutton switch located just aft of the transmission shift lever. In a nutshell, each configuration alters the engine response, transmission shift points and steering wheel weight to suit the mode. By default, the vehicle starts in Normal each time with a dash light alerting the driver to any changes.

I drove all three models back-to-back in Alabama, and it didnt take long for me to choose my favorite.

My preferred engine is the 1.6-liter with the turbocharger mated to the DCT. Its a brilliant little combo.

The 2.4-liter doesnt feel much different than its predecessor. Good gearing within the automatic transmission allows the naturally aspirated engine to move the 3,252-pound Sonata 2.4 quickly off the line, but it loses some steam once it gets above city speeds. The gearbox is quick to downshift, but it doesnt have the torque to push anyones skull against their head restraints. Although it doesnt have any issue holding highway speeds on grades, passing maneuvers will require planning and plenty of space, especially with a vehicle loaded with four adults and luggage. The 2.4-liter is a decent standard engine, but it wont get anyones juices flowing â€" Ill leave it at that.

Bolting a smaller turbocharger on the 2.0-liter four definitely removes some of its steam, as I recall last years Sonata 2.0T feeling a bit quicker (Im betting the 2015 version is slower in the 0-60 sprint). The automatic transmission puts in a herculean effort to keep the engine in its powerband, making passing at speed much easier â€" but the loss of 29 horses is a blow to performance in the 3,505-pound 2.0T (its the heaviest trim). The upside is that fuel economy on the city cycle, when the turbocharger is most likely to be utilized, is improved over its predecessor. The big downside is that the sportiest Sonata variant no longer stands a chance against the V6-equipped competition in terms of driver engagement.

My preferred engine is the 1.6-liter with the turbocharger mated to the DCT. Its a brilliant little combo, which easily pulls the Sonata briskly around town, yet it sips fuel on the highway to deliver nearly 40 mpg. The engine is smooth and the shifts from the gearbox are nearly imperceptible, an impressive feat given this is a DCT. In manual mode, activated by pulling the transmission lever towards the driver, aggressive shifting has the needle jumping around the tachometer with lightning-quick reflexes. The 3,270-pound Sonata Eco is by no means the enthusiast model, but it has the eager heart of a sport sedan.

The chassis employs more high-strength steel to net 41-percent stiffer torsional rigidity and 35-percent improved bending resistance.

All Sonata models share the same suspension, but there are two different braking and steering systems and wheel/tire options. Hyundai has deservedly accepted some criticism over suspension tuning in past years, but its recently launched Genesis sedan proves that its engineering team is on the right track. To bring the 2015 Sonata up to similar speed, the company is using reinforced side and crossmembers to strengthen the new chassis and improve suspension responsiveness. The chassis doesnt just receive more bracing, the automaker says it employs more high-strength steel to net 41-percent stiffer torsional rigidity and 35-percent improved bending resistance, all of which help let the suspension do its work.

Up front are MacPherson struts, with revised subframe bushings, while the rear relies on a redesigned multilink system that employs dual lower arms to increase lateral stability and improve ride quality. Sport 2.0T models feature more aggressively tuned dampers and springs. New geometry makes the sedan more stable under braking (and contributes to a short stopping distance). Glass-smooth asphalt roads thwarted any thorough test of the new underpinnings, but a few dips and railroad crossings hit at above-average speeds revealed an improved and well-controlled ride that could meet, or exceed, best in class. Transitional stability is good, with the Sonata feeling stable through sweepers. Cornering grip is mostly tire limited.

All Sonata models are fitted with four-wheel disc brakes, but the Turbo and Ultimate models arrive with slightly larger rotors (12.6-inch units up front) for a heavier duty cycle. Pedal feel is reassuring at all speeds, with good modulation. I simulated a panic stop from 60 mph and the Sonata stopped straight and in a surprisingly short distance, with ABS clacking away but without much drama. I wish all midsize sedans stopped as well.

Configuring vehicles with more than one steering rack is common in this segment, as automakers choose equipment to keep costs down. All models, with the exception of the Sport 2.0T, arrive with a column-mounted Motor-Driven Power Steering (MDPS) unit. The Sport 2.0T has a premium rack-mounted MDPS, which is tuned for the enthusiast. Both are engine-RPM-sensing for variable effort. Being completely frank, I was unable to sense a difference between the two racks during a full days worth of driving (blame a lack of canyon roads to exercise the Sonata). Both were light and a bit numb in the feedback category, but very stable and nicely weighed on the highway.

I emerged with a smile, no aching appendages and at a loss to reveal any glaring negative qualities.

Without reservation, I like the new Sonata. After a full day inside its cabin, I emerged with a smile, no aching appendages and at a loss to reveal any glaring negative qualities or traits that would prevent me from recommending it to friends or family. But the midsize sedan category is intimidating. The Sonata competes in an extremely competitive segment that includes the Chevrolet Malibu, Chrysler 200, Ford Fusion, Honda Accord, Mazda6, Nissan Altima, Toyota Camry, and Volkswagen Passat, and I cant fail to mention its own cousin, the Kia Optima. A glance at each reveals that none are weak adversaries.

Most would expect Hyundai to counter with an all-new vehicle that follows the path forged by the outgoing model. But rather than introducing a seventh-generation Sonata that pursues its predecessors objective, which was to establish itself as a credible contender in the midsize sedan segment, Hyundai appears to have much more focused ambitions for its new arrival. By putting economy over performance and using the Genesis sedan as its role model, it has tasked the 2015 Sonata with a more important ambition â€" going upscale. The resulting four-door sedan is a safe, fuel-efficient, premium offering with an attractive sticker price.