2024 Hyundai Sonata N Line review

With falling sales numbers from buyers trending toward SUVs, medium-sized sedans are quickly fading into obscurity. Yet here we are in a 2024 Hyundai Sonata N Line that’s been comprehensively overhauled just two years after its local launch.

In that time, the single-variant Sonata has notched up 1324 sales. Decent, but to paint a bleak picture you only need to look at the Tucson’s 1678 sales in September 2023 to see that the four-door is flagging.

Which begs the question: why did Hyundai feel the need to ‘revolutionise’ the Sonata image in a midlife facelift? It was always a striking vehicle, yet it now wears full-width Robocop-esque LED lighting and heavily reworked front and rear clips.

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The facelift runs deeper than new light bulbs, alloys, and fascia; the Sonata adopts a wholly different dashboard design with twin 12.3-inch curved screens (how very BMW) and significant changes to the chassis.

The 2024 Sonata is a good-looking car, no doubt – its extended bonnet and proportions almost promise a rear-drive sedan, but this sporty N Line model is still a front-driver with no locking diff. Is it worth considering a sedan over an SUV?

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• What is it like to drive?
• How much fuel does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

The Sonata N Line now starts at $55,500 before on-road costs (a $3435 lift from before) and for that, you get everything but the kitchen sink.

Notably, the proximity key means you can approach the rear of the car and the power tailgate will open automatically – no need to press buttons or kick the air. And, gimmicky as it may be, when unlocked the Sonata N Line’s light show is mighty impressive.

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Below is a list of changes or additions compared to the pre-update sedan.

It’s a whole lot more contemporary, then, and is even available with a trendy matte Aero Silver paint job ($1000). You can also get Serenity White, Biophilic Ink, Abyss Black, Nocturne Grey, and Ultimate Red.

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How do rivals compare on value?

A decade ago the Sonata N Line might have lined up against a sporty Mazda 6, Toyota TRD Aurion, and even a Holden Commodore SV6.

Today, things are a little different. There’s still the athletically-tuned Camry SX hybrid ($43,020, but orders are currently paused) though the Sonata N Line comes loaded with much more technology and power than the Toyota.

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You might also find yourself looking at a Tucson Highlander turbo-petrol ($51,150 before on-road costs) or another similar medium SUV that offers a more configurable boot and greater headroom.

Those after a sportier drive could trade some of the Sonata’s comfort and new-age tech and build quality for a hard-edged, snorting i30 Sedan N Premium.

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Interior comfort, space and storage

The Sonata’s interior overhaul is just as significant as its sheet metal. That’s not to say the pre-facelift was dated but with twin high-definition 12.3-inch screens, over-the-air software updates and BlueLink telematics, this typically conservative sedan is right up there with the latest BMWs and Mercedes-Benzes for interior tech.

Even the navigation has live traffic, and its routing is up there with Waze and Google Maps that can be linked up via a USB-C cable when running AppleCarPlay and Android Auto mirroring.

The graphics of the digital driver’s display are crisp and legible. Oddly, we couldn’t bring a speed readout between the dials, though there is an excellent head-up display that can still be seen through dark sunglasses.

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Premium technology doesn’t seem to come at the cost of decent cabin materials, at least.

A run of red stitching and suede-cloth upholstery give the cabin a visual lift. It’s also nice that the awkward old button gear-shift is gone, replaced by a selector stalk behind the shapely new steering wheel.

The seats have three-stage ventilation and heating and those controls are grouped with HVAC settings in a 6.6-inch touch-sensitive panel. It’s very effective in practice.

Our only peeve with the front cabin is how high the driver sits. Even with the comfortable 12-way adjustable driver’s seat as low as it will allow, my head (at 188cm) is nearly brushing the black headlining and standard-fit sunroof.

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Back seat space is decent, though the middle seat hump makes it best limited to four passengers. Rear air vents and amrrest carry over and the USB-A charge point becomes a faster USB-C item.

Pull-up side window blinds and a power rear sunblind add a touch of class to the rear quarters.

Practicality is obliged by a 40:60 split-fold seatback with pull tabs near the surprisingly tight power-operated boot aperture, in front of which is a deep and wide 510-litre boot space. There are no shopping bag hooks and under the floor is only a space-saver spare.

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What is it like to drive?

Hyundai’s N Line is to N what BMW’s M Sport is to M so expect thrill levels that are toned down to a manageable yet still enjoyable level.

Before the update, the Sonata was generally accomplished, if nothing particularly special. It favoured steadfast cornering over driver involvement. Hyundai has stiffened the Sonata’s sills, B-pillars, front subframe and suspension mounts, added a front strut brace, and implemented redesigned rear control arms and firmer subframe bushings. Weight has risen by 37kg to 1675kg (kerb).

The result is a familiar – if slightly firmer than we remember – driving experience with taut rebound control. Roll is well suppressed and the tacky 245/40 R19 Continental Premium Contact6 tyres endow this sedan with remarkably high grip levels.

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Sport handily sharpens throttle response but makes the steering too heavy.

Pushing hard on rough give-and-take roads the Sonata N Line is talented and surefooted partially thanks to front struts and a multi-link rear end, but it doesn’t get up on its toes and dance like a lither Peugeot 508. The ride is stiff around town, too, so a Camry or Mazda 6 are better choices for those after comfort.

There are four drive modes (Eco, Normal, Sport, My) and Normal is the best balance though without adaptive dampers the ride is always firm. Sport handily sharpens throttle response but makes the steering too heavy. For athletic driving, My mode is best configured with Sport or Sport+ engine and Normal steering.

With the same 2.5-litre turbo-petrol four-cylinder developing 213kW (at 5800 rpm, though it revs to 6500 rpm) and 422Nm (between 1650-4000 rpm) matched with an open front differential, the Sonata is brisk.

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Adding extra theatre is Hyundai’s Active Sound Design which augments the restrained four-pot soundtrack with synthesised grumbles.

Some may enjoy Normal but we found Enhanced over-the-top and decided to leave the synthesiser switched off altogether. In quiet mode, the Sonata’s laminated glass may well improve NVH suppression, but it’s hard to tell. This is still a sporty vehicle with low-profile tyres, so it’s not as serene as the last-of-the-line Mazda 6 Atenza.

The claimed 0-100km/h sprint is 6.2 seconds though acceleration rarely feels rabid thanks to a proactive traction control system.

The Sonata N Line excels at higher-speed overtaking where the slick eight-speed dual-clutch (shared with the i30 N) kicks down readily to best use all the grunt without the danger of wheelspin.

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How much fuel does it use?

The Sonata drinks 8.1L/100km of 91 RON unleaded in official ADR 81/02 testing.

We found the sedan would use 7L/100km or less on the motorway, and over a week of driving mixing urban, suburban and some hard acceleration it was sitting at 9.8L/100km.

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How safe is it?

The Sonata N Line does not carry an ANCAP rating, though don’t let that put you off as a private buyer.

The Sonata carries an American IIHS Top Safety Pick accolade (one down from Top Safety Pick Plus) and is equipped with plenty of driver aids (listed below). Hyundai’s adaptive cruise control and lane-trace assist are about average against rivals.

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We’ve said it before (here, here, and here) and we’ll say it again. The implementation of Hyundai and Kia’s Intelligent Speed Limit Assist needs to be improved for it to be useful in Australia.

We’re a unique country with sparse speed signs, so sometimes even when you aren’t speeding the system beeps at you. It needs to be disabled every time you turn the car on, and doing so currently takes eight clicks (in this case from the CarPlay screen and back).

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Warranty and running costs

The Hyundai Sonata N Line is covered by a five-year/unlimited-kilometre warranty.

Servicing is due every 12 months or 10,000kms. Hyundai sells pre-paid servicing plans costing $1125 for three years or $1955 for five. You’ll pay $391 annually for servicing.

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VERDICT

If you’re keen on a sleek Sedan for under $60K and can’t stomach the boy-racer i30 Sedan N (and can’t bare to go electric just yet), then the Sonata may be just the car for you.

While the ride quality errs on the firmer side of acceptable and it’s not as practical as a Skoda Octavia wagon or similarly-priced medium SUV (or as electric as a BYD Seal or Tesla Model 3) the Sonata N Line is a solid package.

Considering how significant the Sonata’s 2024 update is, with bang-up-to-date technology and sharp styling, it retains an amazingly strong value proposition which means – for the right buyer – the Hyundai Sonata N Line is worth considering. Perhaps the sedan is due for a comeback after all.

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