The Hindu Business Line : Embera CRDi: Sings a diesel Sonata

Diesel has seen amazing progress as a fuel of choice among many passenger vehicle buyers around the world. From being equally preferred in Europe, to making inroads in the US market, where petrol has had a stranglehold, to more than doubling the market share of diesel-driven vehicles in the Indian market, this sticky fuel now rocks.

And why not? Modern diesel engine technology has made cars using this fuel more efficient, less polluting and almost as refined and driveable as similar petrol-engine cars. With so many positive attributes for cars that run on diesel, you have to neither feel guilty nor grin and bear it after choosing a diesel vehicle.

New diesel engine technology has also helped the fuel to migrate into the luxury and mid-size passenger sedan and small-car categories in markets such as India, where traditionally, diesel engines have been chosen for their superior load-carrying capabilities. This year we will see a slew of cars being launched with diesel engines. These could include the Skoda Fabia, the Hyundai Getz CRDi, the Ford Fusion TDCi, the Chevrolet Optra diesel and, maybe, even the Suzuki SX4 (sedan) diesel.

Two... to go

There have been two new diesel car launches over the past two weeks. One was the Maruti Suzuki Swift DDiS, which we had road tested and featured in these columns last week. The other was the equally awaited Hyundai Sonata Embera CRDi.

The Embera CRDi has been in the works for quite a while now. The engineering work and testing for the Sonata diesel have been on almost all through last year. Hyundai has now launched the diesel variant with one trim level and the only substantial change in the new fuel version is the heart transplant.

Save a few minor alterations to the interior colour theme, there are almost no differences between the two fuel twins. Of course, the Embera diesel features a re-worked, more-empowered common-rail direct injection (CRDi) engine, matched with a new six-speed manual gearbox.

The interior of the new Sonata Embera 2.0L CRDi features the same pleasing dual-tone colour theme and top-notch finish quality. Wood trim dashboard inserts and matt silver-ringed control knobs for the fully automatic air-conditioning system add a touch of class. Leather seats are standard and with a well padded seat bottom squab, shingle style headrests and with loads of legroom, rear passengers will be as comfortable, if not better off than, as the front seat occupants.

Heart transplant

At the heart of the diesel Embera is the 1,991cc, four-cylinder CRDi engine. Except for its performance characteristics, the engine's size and configuration is similar to the one used in the Hyundai Elantra. The engine, originally co-developed with Detroit Diesel, a subsidiary of DaimlerChrysler, has been partnered with a large turbocharger to boost peak power delivery in the Embera.

So, while the same basic engine develops a peak power of 112PS at 4,000 rpm in the Elantra, paired with a dual turbocharger and intercooler, the diesel engine manages to push up the peak performance to 142PS at the same 4,000rpm level in the Sonata, a clear 25 per cent jump in performance. The Sonata's CRDi engine also delivers a maximum torque of 33KgM within the 2,000-2,680 rpm range, compared to the peak torque of 25KgM in the 1,800-2,800 rpm range in the Elantra.

With the Sonata being a much heavier vehicle, the boost in power and torque is needed. The engine's performance is also better, with more power and torque being available on tap, than its competitor, the Skoda Laura. But refinement levels are a notch lower. Cabin noise has been well contained and does not interfere at speeds, but during idling the characteristic diesel engine clatter is evident.

We road tested the Sonata Embera CRDi on both city roads and on the highway and found all but one issue that could be a drag on the comparison chart. Being paired with such a large turbocharger and with so much of the incremental power coming from the additional breathing offered by it, means there is considerable turbo lag.

There seems to be a momentary lull during the time the turbocharger takes to spool up and get to peak flow. This means that in the low 500 to 1,500 rpm range, the engine response is relatively dull and jabs at the throttle don't produce the expected response. While a bit of the lag is inevitable in a diesel engine, the fact that peak torque delivery does not start before the needle nudges the 2,000 rpm level, does mean that this engine can be a bit irksome for impatient drivers.

However, once the needle is past the 2,000 to 2,500 rpm level, older drivers will have to be advised to hold on to their dentures. After the slow build up of torque below that level, there is a sudden surge in the torque, available all the way from 2,000 rpm to about 3,500 rpm, and the Sonata CRDi quite literally shoots forward. During idling cycle, the Sonata engine's speed settles between 800 rpm and 900 rpm. Engine speed redline is set at 4,500 rpm.

The engine is mated to a new six-speed manual gearbox. The short shift-stick and short throw gearbox is a delight to use.

As in the Verna, the reverse gear slot in the Sonata CRDi's six-speed manual is set before the first gear slot. Steering response and feedback are precise, just as in the petrol twin.

Ride and handling

Hyundai vehicles in the premium executive and luxury segments, including the Elantra and the Sonata, have always had class-leading ride qualities, thanks to a carefully chosen suspension set-up. The new Sonata Embera is no different and the same soft suspension characteristics have been carried forward to the diesel variant, too.

The Sonata Embera CRDi's suspension set-up is the independent double wishbone type with coil springs and gas shock absorbers and an anti-roll bar at the front and a full-independent multi-link set-up with coil springs, gas shock absorbers and anti-roll bar at the rear.

The comfortable ride at the rear seat of the Sonata Embera CRDi can be quite addictive on blacktop roads, but gets a bit edgy on rough patches.

But, overall, the car's suspension has been sprung softly to match the attributes that upmarket city dwellers will come to expect. The only difference that the diesel variant seems to have over its petrol twin is the front springs, which appear to have been re-rated for handling the additional weight of the diesel engine.

Of course, with the suspension set-up tuned for a cushioned ride, the handling characteristics tend to suffer a bit, and firm, aggressive handling is a feature that may be missed by a few owners. But with so few of them expected to do self-driving, the difference may not be so evident to most. The turbo lag could be the one that is more discernable.

If you are a celebrity and have a paparazzi hot on your heels, the Sonata Embera CRDi can't be your getaway car. But if you are not too bothered about the prevalent image of the luxury car you drive, you want the interior proportions of the Toyota Camry at a price which is just north of the Corolla's, you are conscious about mileage and cost per kilometre and want to arrive in comfort rather than expect an exhilarating ride, then the Embera diesel is the car for you.

Despite offering great value and features that is either on a par or better than the competition's, Hyundai's cars in the executive and luxury segments find lower acceptance.

Unlike its petrol twin, the new Sonata Embera CRDi will be able to generate more volumes from institutional sales.

Priced at Rs 14.75 lakh (ex-showroom) it is great value and with the diesel option institutional buyers looking for a luxury sedan with low running cost will choose the Sonata Embera CRDi.

However, while the unique design of the previous generation Sonata and its association with royalty helped it generate decent volumes, the current generation Embera has not been able to maintain that level of interest among potential individual car buyers.

May be diesel will help Hyundai break that jinx.

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