Hyundai Fan Club

Hyundai Reveals Five-Door Verna

2011-01-01T22:40:00.001-08:00

Verna five-door hatch

After revealing the Verna four-door sedan at the Beijing Automotive Exhibition in April, Hyundai Motor Co. has now introduced the all-new Verna five-door hatch at the Guangzhou Auto show. The company said the all-new Verna will be build by Beijing Hyundai Motor Company.

The Japanese automaker has plans to offer the all-new Verna with a choice of two state-of-the-art Gamma petrol engines. The 1.4-liter model will deliver a maximum power of 78.7kW and a maximum torque of 135.4Nm. Meanwhile, the 1.6-liter model will generate a power of 90.4kW and a maximum torque of 155Nm.
The 1.4-litre entry level model Verna is expected to achieve a fuel consumption figure of 6.5L/100 km. The company intends to begin the sale of new Verna in China beginning January 2011.
Apart from the new Verna five-door hatch, the company noted that the Beijing Hyundai Motor Co. will also build the i45 mid-sized sedan. The new sedan which will be known as Sonata in China will be introduced into the market in the first part of January 2011.

Hyundai Confirms Veloseter for Detroit Auto Show

2011-01-01T22:39:00.001-08:00

Hyundai Veloster
Ahead of the Detroit Auto show, Hyundai released a teaser video of the much rumored Veloster through its YouTube channel. With this it is confirmed that the new vehicle will have the official debut at the Detroit Auto show. The new Hyundai Veloster will have a direct-injected engine and a dual-clutch transmission.
As reported by caranddriver, it is expected that the new Veloster will feature a sporty-ish small coupe in the vein of the Scion tC. It is also expected that the new vehicle will have the Japanese automaker’s corporate grille along with a blend of the designs that are seen on the new Sonata and Elantra.

Hyundai Getz OFF

2010-06-26T18:48:00.000-07:00

Launched in 2004, Hyundai Getz costs a mere Rs. 4.5 lakh at that time. The car was launched for people who were in the urge of upgrading their small cars like Santro, Alto, Wagon R to a more powerful hatch and Getz was the best option available in those days. Now, things are different. We got humpty number of premium hatchbacks already now. So its time to give farewell for the old pal, Getz.

Getz lost competition to Maruti Swift, which still sells more than 12000 per month, although customers wait as long as 3 months to get their Swift. Getz highest sales record ever was in 2004, when more than 3000 cars were sold per month. During the entire year of 2009, only 6500 cars were sold. The statistics failed to encourage the Korean car maker to upgrade the car and hence, it looked dull and uninspiring for the potential buyers.

Hyundai is fueled by the sales of its i10 and i20. Currently, every month, nearly 5000 i10 cars are sold although the company targeted for only 2000 per month. This means, customers had to wait at least 2 months to get their car. But now, if Hyundai phases out Getz, it can utilize the spare production capacity to produce more i20s and i10s and help in reducing the irksome waiting period.

Hyundai was quite unlucky in India because not all of its cars were good sellers. For instance, its premium SUV Terracan was not a good seller and so is the case with its Elantra, luxury sedan. Hyundai's Santro
is continuing to do good business inspite of its dated looks. Hyundai is planning to pitch new variants of i20, its premium hatchback!

Hyundai CEO has serious doubts about diesels in the U.S.

2010-06-10T19:26:00.000-07:00

Hyundai Sonata Hybrid

Hyundai Motor America CEO John Krafcik has serious doubts about the viability of diesel vehicles in the United States. Speaking to Inside Line, Krafcik said that the cost involved with meeting emission standard is one major obstacle for automakers to offer American citizens diesel powered cars.

“To meet the same emissions standards with a diesel, you’re looking at almost two times the variable cost for an OEM,” Krafcik said. “And the aftertreatment is another thousand, 2,000, maybe even 3,000. You’re either adding $6,000 to the price or you’re just doing marketing,” Krafcik explained.

Krafcik also pointed out that diesel engines will have a tough time making it in the U.S. as gasoline engines become more fuel-efficient with the use of direct-injection and more efficient turbocharging technology.

Hyundai i30 Sales Reached 500,000 Units

2010-04-20T01:52:00.000-07:00

Hyundai i30

In just three years after launch, the Korean compact has managed to sell in half a million copies. The success is due to the model distribution on three continents.

Hyundai has big reasons to celebrate, because one of its line-up cadets managed to achieve a respectable number of copies sold. It’s the i30 compact, derived from its concern brother, Kia Cee’d.

Hyundai has released an official statement, according to which the C segment model achieved 500,000 units shipped worldwide. The performance is a notable, if we consider that the Hyundai i30 is on markets for only three years, during which he managed to gather a large number of customers for Hyundai.

Spy Photos of the 2012 Hyundai Accent

2010-04-20T01:51:00.000-07:00

The Hyundai Accent has always been a vehicle most people overlooked. In short, it was for a while been one of those vehicles that you either ended up with or asked, I spent $13,000 on what?

Now we have some evidence that Hyundai is planning to build on the success of its Sonata with redesigned 2012 Hyundai Accent. From the pictures we can tell the 2011 Hyundai Accent sports the similar curvy and "shark-like" styling of its larger sibling the Sonata.

Hyundai Genesis PM580: A 750 HP Pikes Peak Conqueror

2010-04-20T01:50:00.000-07:00

Hyundai Genesis PM580

Rhys Millen is so serious about breaking the world-famous Pikes Peak Hill Climb' 10-minute barrier and reclaiming his family's honor he's building a tube-framed and carbon fiber, 1,850lb, 750 HP stroked 4.1-liter V6-powered monster called the Hyundai Genesis PM580.

2011 Hyundai Azera

2010-03-13T09:39:00.001-08:00

2011 Hyundai Azera

The 2011 Hyundai Azera adds power and efficiency to a model known for its luxurious appointments. The updated large sedan now includes an advanced six-speed automatic transmission and other powertrain refinements raising the bar on fuel economy in its class, while still gaining horsepower. The 2011 Azera will be available at Hyundai dealerships in spring 2010.

2010 Hyundai ix35 Pictures

2010-03-13T09:38:00.001-08:00

2010 Hyundai ix35

2010 Hyundai ix35
2010 Hyundai ix35
2010 Hyundai ix35
2010 Hyundai ix35

2010 Hyundai ix35

2010-03-13T09:35:00.000-08:00

2010 Hyundai ix35

Hyundai’s ix35 will cost from just £16,495 when it goes on sale on March 25th, making the stylish crossover a real alternative for buyers considering a conventional hatchback.

Hyundai i20 Price

2010-02-08T04:16:00.000-08:00

Hyundai i20 Price – Hyundai just launched i20 new B segment car in India. Hyundai i20 comes with a 1.2-litre KAPPA, 16 valve DOHC, all aluminum engine , capable of producing 80 PS of power and 114Nm of torque.

These are Delhi Ex-showroom prices for hyundai i20.

Hyundai i20 Safety features:

5 star Euro NCAP Rating
ABS with EBD
Dual Front, Side and Curtain Airbags
Passenger Air bags
Immobiliser
Built with High rigidity steel plates
Motor driven power steering
Hyundai i20 Price in Chennai – Ex-showroom Prices
Hyundai i20 magna Price – 4,80,200/-
Hyundai i20 Asta Price – 5,60,201/-
Hyundai i20 Asta (O) Price – 5,82,200/-

Hyundai i20 Price in Hyderabad – Ex-showroom Prices

Hyundai i20 magna Price – 4,80,200/-
Hyundai i20 Asta Price – 5,60,201/-
Hyundai i20 Asta (O) Price – 5,82,200/-

Hyundai i20 Price in Kolkata – Ex-showroom Prices

Hyundai i20 magna Price – 4,80,200/-
Hyundai i20 Asta Price – 5,60,201/-
Hyundai i20 Asta (O) Price – 5,82,200/-

Hyundai Genesis

2009-12-22T01:50:00.001-08:00

Korea is the new Japan (think Samsung and Sony.) The Hyundai Genesis sedan is the new Lexus LS460. For $43,800, tops, you have an immaculately appointed sedan with a huge back seat and all the technology you'd want: navigation, real time traffic, iPod adapter, backup camera, rear sunshade, HD Radio, satellite radio, hard disk drive, and now active cruise control.

It's compared more often to a Chrysler 300 than to a Lexus, sadly for Hyundai's sense of self-worth. Let's be clear: Nothing else from across the Pacific or Atlantic comes within $25,000 of the Genesis sedan when you factor in cockpit space. (The Ford Taurus has even more technology available but the Genesis is more Lexus-like in its appointments.)

Hyundai Tucson

2009-12-22T01:47:00.000-08:00

Hyundai Tucson
Hyundai needed a more-competitive small crossover-utility vehicle to get U.S. buyers to pay attention in a market segment dominated by Honda CR-V, Ford Escape and Toyota RAV4 — the three best-selling SUVs of any kind.

So the South Korean car company chose a design from its Frankfurt unit and made sure it would accommodate every gadget typical of bigger, fancier machines.
But it did not bother to make room for a V-6. Those are passé at Hyundai these days, and a four-cylinder should be quite enough, thank you.

A variety of preproduction 2010 Tucsons tested around here seemed more refined, more comfortable and more agile than those key competitors.

If you need a third-row seat, though, RAV4 is the only one. Or if you crave a hybrid, help yourself to an Escape. Tote lots of stuff? Tucson's cargo space is some 40% shy of main rivals'.

But if your only hesitation is the thought of snide remarks from outdated others who still think of Hyundai as a second-tier brand, grow up and make your own choice. The naysayers will be on board soon enough.

Perhaps it'll be when they notice the much-longer Hyundai warranty (60,000 miles overall, 100,000 miles powertrain). Or the all-wheel drive (AWD) that lets you lock it into true four-wheel-drive mode (50% of power to each end). And how about fuel-economy ratings 5% to 10% (1 to 3 mpg) better than those of key rivals?

As if trying to dispel the "cheap car" myth, Hyundai picked this hoity-toity locale to present Tucson to journalists. Bit of a reach, the Beverly Hills connection, but the remade Tucson is pretty slick.

Hyundai unveils new Sonata

2009-12-17T01:58:00.000-08:00

2011 Hyundai Sonata.

’s new 2011 Sonata, available next month, makes a strong design statement, with sweeping lines and complementary cues across the exterior. It’s an example, the company said, of its new “fluidic sculpture” approach to design.

In a conversation with Andre Hudson, design manager at Hyundai in Irvine, Calif., and the individual responsible for the car’s exterior, he explained that his prime motivation was to create a car with an “aggressive stance.”

To do so, he sculpted a sharp line from the trunk to beyond the A-pillar, that angles downward as it approaches the hood. The line is mimicked higher up near the lower window frame, with a deeply cut parallel wedge.

Mr. Hudson said that he didn’t have to compromise on the look due to production cost considerations. “This is pretty much the way the initial design study looked,” he said.

One compromise: the door handles, which are placed along the statement line and did not seem sufficiently recessed. “We needed to extend them out so that fingernails wouldn’t get clipped and the paint wouldn’t get scratched,” Mr. Hudson said.

The new Sonata follows the look of contemporary sedans, with a sloping roofline meant to mimic the style of coupes. To avoid the inevitable sense of claustrophobia that would result for rear seat passengers with this sharply cut roof, Mr. Hudson extended the roofline, adding a third opera window beyond the C pillar.

2009 Hyundai Genesis 4.6

2009-12-17T01:54:00.000-08:00

Hyundai Genesis is beginning to pile on the miles and many of the car’s original critics have mellowed towards it, recognizing that it’s a luxurious and spacious long-distance cruiser that’s also a good value.

This past summer, the Genesis made the 6000-mile round-trip trek from Ann Arbor, Michigan, to Monterey, California, for the annual vintage-car jamboree that takes place on the peninsula. On the way, our travelers, a family of four, decided to spend a couple of days camping in the Black Hills area of South Dakota. This short diversion necessitated adding a tent, sleeping bags, air mattresses, and various camping materiel to the assorted luggage needed for a week’s vacation. Oh, plus a couple of coolers with food and drinks. By the time that lot was jammed in the trunk, there was an overflow of various toys and trinkets that the two young passengers deemed necessary for survival on the road. The commodious back seat looked a little cramped once backpacks, blankets, a Hot Wheels collection, and half a library shared the space with a couple of kids.

Still, there was little whining about the lack of space. (There was plenty about the amount of time spent in the car, but is that really surprising?) The availability of an in-car DVD system would have been nice. Instead, a newly bought power inverter enabled laptop movie viewing, which seemed to keep the youth content for hours at a time.

But there was nearly a disaster after leaving Madison, Wisconsin, en route to California. The stereo completely quit. No amount of playing around with the settings could cause the speakers to produce sound, so we called some Hyundai PR representatives, who eventually talked us through the process of rebooting the system. Apparently, the audio system can get stuck in Bluetooth mode, which is precisely what had happened. The problem occurred again later, but was looked at by the dealer in that case.

Other than that, the car acquitted itself well. It was quiet, easily ran 350 miles between fuel stops (which was generally longer than our passengers could), and was very stable at speed. At times in the middle of nowhere we ran in triple-digit territory, and the Genesis tracked straight and true. Even on the odd occasions when we ran through twisty roads, it was pleasing to drive, although the body control isn’t up there with that of a BMW 5-series. While the ride quality is lumpy in Michigan, we discovered that once you’ve escaped the frost-heaved roads of the Midwest, it is acceptable: The one carsick-prone child never felt ill, even when he had his head buried in a book.

Back home, the Genesis returned to the dealership for a routine service and oil change at 23K miles ($113), as well as a follow-up visit in October to have its winter rubber installed and to have the aforementioned radio issue examined ($11).

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $42,050 (base price: $38,050)

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection

Displacement: 282 cu in, 4627cc
Power (SAE net): 375 bhp @ 6500 rpm
Torque (SAE net): 333 lb-ft @ 3500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 115.6 in Length: 195.9 in Width: 74.4 in Height: 58.3 in Curb weight: 4119 lb

PERFORMANCE: NEW
Zero to 60 mph: 5.3 sec
Zero to 100 mph: 12.7 sec
Zero to 130 mph: 22.5 sec
Street start, 5–60 mph: 5.7 sec
Standing ¼-mile: 13.8 sec @ 104 mph
Top speed (governor limited): 154 mph
Braking, 70–0 mph: 164 ft
Roadholding, 300-ft-dia skidpad*: 0.84 g
EPA fuel economy, city/highway driving: 17/25 mpg
C/D-observed fuel economy: 21 mpg
Unscheduled oil additions: 0.5 qt
*Stability-control-inhibited.

Just in Time, a Higher-Mileage Tucson

2009-12-15T23:58:00.000-08:00

You bet — and not a moment too soon, as the current Tucson made its debut in 2005 and frankly, is looking its age. Hints of what the redesigned Tucson would look like were first seen in September on the ix35 (the vehicle’s new name in Europe) at the Frankfurt Motor Show.

What they said: “The all-new Tucson is the first Hyundai C.U.V. to be designed and engineered in Europe at Hyundai’s Frankfurt-based design and technical centers,” the company said, using the abbreviation for a crossover utility vehicle.

What they didn’t say: The Tucson has classed up the joint — the small utility segment — with a jolt of European flare.

What makes it tick? The Tucson has come back fighting after losing the last round of the m.p.g. wars against its peers. It now delivers 23 city/31 highway. As with the 2011 Sonota, also introduced this week, there is no longer a V-6, having been replaced by a 176-horsepower 2.4-liter Theta II four-cylinder. That change, coupled with new unibody construction, a lightweight Hyundai-developed 6-speed automatic transmission and electric power steering, has lightened the Tucson’s load by 61 pounds.

How much, how soon? The base Tucson will be less than $20,000 and on sale later this month.

How’s it look? Gone is the bland boxy look, replaced by Hyundai’s catchphrase of the show, “fluidic sculpture.” That sounds like an unfortunate medical condition, but we’re hoping in this case there is no cure.

Hyundai unveils redesigned Tucson at LA Auto Show

2009-12-15T23:57:00.000-08:00

Hyundai Motor Co. unveiled its sleek, redesigned Tucson at the Los Angeles Auto Show on Thursday as it seeks a bigger share of the crossover market.

"The time is right in the crossover segment," said John Krafcik, CEO of Hyundai Motor America. "Small crossovers are attracting sophisticated drivers who put a premium on design and flexibility."

Designed and engineered in Europe, the 2010 Tucson has a more curvy shape than its boxy predecessors. The new car is 61 pounds lighter yet 3 inches longer, providing a roomier cabin and 24 percent better fuel economy than the previous model.

The latest Tucson gets 31 miles per gallon on the highway while the 2009 version gets 25 mpg, according to Environmental Protection Agency estimates.

It also boasts Downhill Brake Control, Hillstart Assist Control to minimize rolling backward on steep ascents, a panoramic sunroof and an "Eco Indicator" to help drivers improve fuel efficiency. High-end options include a navigation system, rearview camera, Bluetooth hands-free phone connectivity, steering wheel controls and XM satellite radio.

The new car will come equipped with six-speed automatic or manual transmissions, and only four-cylinder engines will be offered.

Hyundai said it be available in showrooms later this month at a cost of "under $20,000."

The company posted a 46 percent sales growth last month and has gained market share all year even though total U.S. auto sales have dropped 24 percent.

Priced: 2010 Hyundai Tucson

2009-12-15T23:56:00.000-08:00

2010 Hyundai Tucson Picture

Hyundai goes straight at the Honda CR-V with pricing for the redesigned 2010 Hyundai Tucson.
Hyundai has carefully priced its redesigned 2010 Tucson to slot in well below its chief competitor, the 2010 Honda CR-V. The redesigned 2010 Hyundai Tucson starts at $19,790, including a $795 destination charge, for the base GLS model with a 176-horsepower 2.4-liter inline-4 engine and a six-speed manual transmission.

The base 2010 Honda CR-V LX, which was freshened for the new model year, starts at $22,255, including a $710 destination charge. The base CR-V is equipped with a 180-hp 2.4-liter inline-4 engine and a five-speed automatic transmission.

Another key competitor to the Tucson, the 2010 Toyota RAV4, starts at $22,300, including an $800 destination charge. The base RAV4 has the 179-hp 2.5-liter inline-4 linked to a four-speed automatic transmission.

The 2009 Hyundai Tucson starts at $18,820, including a $750 destination charge. It is equipped with a 140-hp 2.0-liter inline-4 linked to a five-speed manual transmission.

Several option packages are offered on the 2010 Tucson. They include a $2,850 Premium package that bundles a panoramic sunroof, a navigation system, a rearview camera, and a premium audio system. A $1,700 Popular equipment package includes such items as a telescopic steering wheel, 17-inch alloy wheels, leather-wrapped steering wheel and shift knob and cruise control.

Standard equipment on the 2010 Tucson GLS includes six airbags with rollover sensor, antilock brakes, downhill brake control and electronic stability control.

The top-of-the-line 2010 Tucson Limited with Premium package and all-wheel drive starts at $29,490, including destination. The redesigned Tucson's warranty coverage includes five-year/60,000-mile bumper-to-bumper protection, 10-year/100,000-mile limited powertrain warranty and seven-year/unlimited-mileage anti-perforation coverage.

Hyundai launches new Santro

2009-11-29T07:33:00.002-08:00

Hyundai has launched the new santro with exactly the same features as we reported. The new santro comes with the same 1.1L epsilon engine but gets lotsa new features

* New body coloured radiator grille

* Full wheel cover

* rear spoiler

* rear parcel tray

* Brown and beige interiors

The new Santro will be available in 8 colours – Crystal White, Black Diamond, Sleek Silver, Electric Red, Dark Grey, Silky Beige, Berry Red and Sparkle Blue. The new Santro will be available in 8 colours to choose from (Crystal White, Black Diamond, Sleek Silver, Electric Red, Dark Grey, Silky Beige, Berry Red and Sparkle Blue). Available in 5 variants the new santro is priced between Rs 263,999 and Rs 369,499 (ex-showroom, Delhi).

Pictures Of New Santro

2010 Hyundai Santro

2009-11-29T07:33:00.001-08:00

Expected Launch date: Christmas 2009

exterior changes:

new countered bonnet with round headlights with integrated turn signals.
new front bumper with rectangular fog lights in top end models.
new rounded chrome grille.
body coloured bumpers in all versions
new fenders
new taillights
rear fog lights in top end varients integrated into rear bumpers
bumper detachable black moulding deleted for a cleaner look
new pull type door handles
new OSRVM, bigger and wider like in i10 kappa.

interior changes:

beige interior with black central console
new instrument cluster with tachometer (on higher end versions) with electric odometer with 2 tripmeters (in all versions)
more storage space provided in the gear console*
improved rear seat comfort with improved thigh support
new seat fabric and trims
rotary AC controls*

mechanical changes

engine upgrade to meet euro 4 norms (retuning of ECU specific to i10 engine, increased torque from 9.8 kg-m to 10 kg-m and power from 63 ps to 64 ps)
improved spring and damper rates of the rear suspension for better ride quality*
a bit stiffer front suspension with anti-roll bar of a bigger size*

models:

3 varients-base, mid level and top end
AC and power steering standard standard on all models
AT model will not be available
NON AC model made to order.
7-8 colours, planned a new rustic orange also.*

Competition in the small car segment is increasing and the latest challenger, the Tata Nano has not helped Hyundai in anyway. Thus Hyundai is planing to do the obvious, launch a upgraded Santro.The new Santro will also comply with Bharat IV emission norms which come into affect in April, 2010. The slightly updated engine in the facelifted Santro will have a power increase of 1bhp and torque increase of 20NM.
The 2010 Hyundai Santro will get a new chrome grille, rounded headlamps, bigger rear view mirrors with turn indicators, pull type door handles, new taillights, rear foglights, beige interiors, more storage space, tachometer (finally), improved dampers for better ride quality, etc. There will be a slight price hike but its better if Hyundai do away with the Santro and position the i10 in the small car segment rather than a premium hatch.

Hyundai cuts back Japanese presence

2009-11-29T07:28:00.000-08:00

Hyundai Motor, Korea’s leading automaker, has decided to stop selling passenger vehicles in one of the world’s most competitive markets - Japan - due to stagnant sales figures.

The group’s Japanese unit announced its decision late on Friday. Hyundai Motor Japan said it would focus on buses instead.

According to the local unit, Japanese drivers only buy 1,000 to 2,000 Korean vehicles each year. Since 2000, when Hyundai Motor set up shop in Japan, it has sold 15,000 units.

Last year, Hyundai Motor sold 496 units, while this year vehicle sales totaled just 764 in the first 10 months. This is in stark contrast to the brisk sales the company is enjoying in China and the United States recently.

A poor exchange rate contributed to a lack of price competitiveness in Japan, which in turn ate into Hyundai’s image among the Japanese public. The Japanese unit has seen an annual deficit of 10 billion won ($8.5 million) to 20 billion won. The end of passenger car sales in Japan was reported to Hyundai Motor chairman Chung Mong-koo in October.

In Japan, Hyundai had been selling the Avante, Sonata and Grandeur, all developed for U.S. consumers. For that reason, the vehicles were considered inappropriate for Japanese road conditions and consumer preferences. In Japan consumers are more interested in compact vehicles rather than larger sedans, and even that category is already dominated by high-end European vehicles.

Buses sell for around 25 million yen ($290,000) with annual sales of about one million units in Japan.

Hyundai Motor pulled its passenger vehicles out of the Tokyo Motor Show just a week before it opened in October, but introduced 30-seat and 51-seat high-end buses in Japan that same month. To compensate for lost Japanese sales, Hyundai plans to concentrate on other markets including U.S. and China.

“Even if passenger vehicles stop selling we will continue providing after service for Hyundai Motor vehicle owners,” said a Hyundai Motor official.

2011 Hyundai Sonata with 2.4 DI Engine Gets Estimated 35 MPG Highway

2009-11-25T09:13:00.002-08:00

Hyundai unveiled its first direct injected engine last week and estimates that in the 2011 Hyundai Sonata, it will be capable of getting 35 mpg.

Hyundai’s 35 mpg figure is currently pending EPA certification, but if that figure is what appears on the window sticker, it will launch Hyundai to the top of the fuel economy charts. The Chevrolet Malibu, with a rating of 33 mpg highway, currently holds the best-in-class fuel economy title for non-hybrid, mid-size sedans. The new Theta II GDI engine, as Hyundai calls it, is the automaker’s first step on the way to improving fuel economy standards across its lineup to meet upcoming fuel economy regulations.

“At Hyundai’s core is a promise to deliver unparalleled quality and value to our customers,” says John Krafcik, Hyundai Motor America president and CEO. “Leading the introduction of this technology in our most important, highest volume product, the all-new 2011 Sonata, demonstrates our commitment to delivering products that excite and reward Hyundai owners.”

In addition to delivering improved fuel economy over the Theta I 2.4-liter four-cylinder, the Theta II GDI increases horsepower and torque figures as well. In U.S. tune, the direct injected 2.4-liter engine will produce 200 hp and 186 lb-ft of torque. Those are slightly different from the figures we reported earlier of the Korean-spec engine.

While the 2.4-liter engine is the first in Hyundai’s Theta four-cylinder family to receive the technology, it will be expanded to the other four-cylinder engines in Hyundai/Kia’s lineup in the next few years. At some point, we should see all of Hyundai and Kia’s four-cylinder engines using direct injection.

Hyundai's Tucson ix and Sonata YF

2009-11-25T09:13:00.001-08:00

The strengthening Korean won, higher oil prices and interest rates are potential risks for Hyundai and many other local exporters, but the automaker says sound profitability will be maintained thanks to the fresh lineup of new models.

Hyundai's Tucson ix and Sonata YF and its affiliate Kia's Forte Koup are some of the top debuts by the auto group this year.

Most recently in September, Hyundai introduced the sixth-generation Sonata aimed at shaking up the world's mid-sized sedan market.

The company's perennial bestseller adopted an all-new design and a six-speed automatic transmission.

``The Sonata will set a new standard for world class mid-size sedans with its state-of-the-art technology, superior build quality and design,'' Chung Eui-sun, Hyundai's Vice Chairman said at the launching ceremony in Seoul.

It cost Hyundai 450 billion won and took four years to develop the new model from concept to completion.

Two months before the launch of the new Sonata, the car maker introduced the all-new Tucson ix.

The coup-style SUV features a completely redesigned exterior styling with a bold ix-onic concept shown at the Geneva Motor Show in March.

The next-generation Tucson is powered by a 2.0 liter engine, available in both diesel and gasoline, which pump out 184 horsepower and 166 horsepower, respectively.

Named after a city in the U.S. state of Arizona, the Tucson has been one of the most popular Hyundai models with more than 1 million sold worldwide since its debut in 2004.

Hyundai invested 280 billion won and three years to develop the new design.

Some of the design highlights include a vehicle dynamic control, which improves safety and stability by minimizing skids; an emergency stop signal, which automatically triggers the emergency hazard lights in the event of a panic stop; and downhill brake control and hill-start assist control, which allows the vehicle to maintain a safe speed on steep declines without having to use the brake.

Hyundai has its annual sales for the Tucson pegged at 16,000 in the Korean market this year and 40,000 annually starting next year. From the year 2011, the company predicts its sales will reach 300,000 globally, with 260,000 sold on overseas market.

Hyundai's affiliate Kia Motors also rolled out new models this year, including the 2010 Forte Koup.

The car maker's first-ever two-door coup embodies sporty features and capabilities that make it a fresh addition to the Forte family.

Available in two trim levels (EX and SX), the Forte Koup is slightly shorter in length and height than the Forte Sedan. However, the smaller body still allows comfortable seating for up to five passengers, according to Kia officials.

``The Forte Koup represents the next exciting step in the transformation of Kia design and offers a blend of sporty and emotional appeal,'' said Michael Sprague, Kia Motors America's vice president of marketing.

Hyundai's Genesis sedan earns another accolade

2009-11-25T09:09:00.000-08:00

More than 48,000 buyers of cars in the category participated in the survey and answered questions about expected reliability, expected fuel economy, price paid and other factors.

"The Genesis brought luxury buyers to Hyundai who have household incomes very close to BMW 3-Series and Mercedes C-Class buyers," Alexander Edwards, president of Strategic Vision, said in a news release.

"We see many Lexus, Infiniti, Cadillac and BMW owners trading in their vehicles for the Genesis. Hyundai competes in this segment by meeting a customer's security needs with perceived quality and successful programs such as 'Hyundai Assurance' combined with a price, warranty and value customers can love."

2010 Hyundai Tucson prototypes

2009-11-08T11:07:00.001-08:00

2010 Hyundai Tucson

Next generation Hyundai Tucson has been spotted during the pause from its extensive cold weather testing somewhere on the northern part of the globe. Well, actually, there were two Hyundai prototypes caught parked outside, while the third one comes from Kia Motors, Hyundais sister company.

Each of the next generation vehicles has been heavily disguised not letting us to see much of its exterior shape. But one thing is certain, the official debut of next generation Hyundai Tucson and Kias first ever mini-MPV model is approaching fast. Its less than a year before both new vehicles hit the streets in their production ready form.

Little Kia is rumored to make its official public unveiling at one of the Frankfurt auto show held in September, while the all-new Tucson crossover will possibly make its official debut at one of the upcoming North American auto shows this year.

2010 Hyundai Tucson engines

As we learned from guys at Globalmotors, the 2010 Hyundai Tucson will be (again) sharing its unibody platform with next generation Kia Sportage and will be loosing the currently available 2,7L V6 powerplant.

That engine has been known as a very reliable one, but persent Tucson owners have been complaining over its above average fuel consumption. Fortunately, Hyundai will be replacing the V6 unit with a smaller, four-cylinder engine, that achieves higher power ratings but at the same time, consumes a lot less of gas.

Since eco-friendly cars are gaining on their popularity and their sales has been rising pretty fast, Hyundai might also bring the Tucson hybrid to the US market. Another rumor tells us Hyundai has also been working on the supercharged 2,0L engine for the 2010 Tucson, with approximately 200+ horsepower.

But thats not all, in Europe, Hyundai will put on sale a diesel powered Tucson model, equipped with the EURO5 compliant engine unit. Dubbed the R-engine, the brand new diesel unit will be available as a high and low output variant with 150 and 184 horsepower ratings respectively.

[Source: Latest set of Hyundai spy shots, previewing the 2010 Hyundai Tucson, have been provided by Globalmotors.]

2010 Hyundai Genesis Coupe Pictures

2009-11-08T11:01:00.000-08:00

2010 Hyundai Genesis Coupe

2010 Hyundai Elantra Blue

2009-11-01T17:16:00.000-08:00

Hyundai has launched the 2010 Hyundai Elantra Blue model.

2010 Hyundai Elantra Blue will offer increased fuel economy thanks to a host of technical changes. The Elantra Blue is rated at 26 mpg city/35 highway, up 2 mpg in both tests from equivalent 2009 models. The Elantra Blue uses the same 2.0-liter four-cylinder engine as the rest of the Elantra lineup and comes only with a five-speed manual transmission. A revised alternator, lower-friction engine internals, new gear ratios, reprogrammed engine management, and a shift indicator all help the Blue model achieve its higher fuel economy.

The 2010 Hyundai Elantra Blue is priced at $14,145.

[Source: Hyundai]

2010 Hyundai Genesis Coupe

2009-11-01T17:15:00.000-08:00

The 2010 Genesis Coupe is a purpose-built rear-wheel drive sport coupe featuring two performance-focused engines – a 210-horsepower, 2.0-liter turbocharged four-cylinder engine and a range-topping all-aluminum, 306-horsepower, DOHC 3.8-liter V6 engine.

The entry-level Genesis Coupe 2.0T, with its unique combination of rear-wheel drive and four-cylinder turbo power, offers an intriguing alternative to existing front-wheel drive sport coupes. The 3.8-liter version of Genesis Coupe takes driving to an even higher level, rivaling the capability of premium-performance coupes.

[Source: Hyundai]

Hyundai i20 Blue

2009-10-24T21:04:00.002-07:00

Based on the all-new i20 B-segment car, the i20 blue, a ‘blue’ variant incorporating a number of modifications, enhances the standard car’s already-impressive environmental credentials.

The ‘blue’ package involves revisions to the i20’s powertrain efficiency, aerodynamics and chassis, to deliver a significant reduction in CO2 emissions and fuel consumption, without compromising performance, reliability and driver satisfaction.

While the regular i20 achieves notably low fuel consumption and CO2 figures, the i20 blue offers a reduction of 15 percent in CO2 emissions to just 99g/km and an improvement of 15 percent in fuel efficiency, consuming just 3,75 litres/100km.

The i20 blue runs the extremely efficient 1.4 CRDi diesel engine, which produces 90PS and generates 220 Nm of torque. The powertrain is mated to a six-speed manual gearbox – instead of the car’s usual five-speed unit – in which the ratios have been modified in 3rd, 4th and 5th gear. Performance is very respectable in the i20 blue, with a top speed of 176km/h and a 0-100km/h time of around 13 seconds.

The engine’s electronic software, which manages timing, injection pressure and idle speed, has been optimized to deliver low emissions and high efficiency. Engine performance is enhanced by minimizing driveline friction and utilizing high-performance, low-friction engine oil.

The most noticeable change from the driver’s perspective is the application of a Hyundai-specific ISG Start-Stop system. A Bosch product, customized for the i20 blue, this innovation cuts the engine when the car is stationary and the gearbox is disengaged, and restarts the engine when the clutch pedal is depressed. This activity is particularly effective at minimizing emissions in slow-moving, urban traffic.

Advances in aerodynamic drag reduction contribute to the vehicle’s remarkably low emissions and fuel consumption statistics. Ground clearance has been reduced by 15 millimeters, while full-length underfloor covers further enhance aerodynamic efficiency.

The application of Michelin Energy low rolling resistance tires and the subtle changes made to the design of the grille and bodywork also help improve performance.

Hyundai i20 i-Blue Concept To Make It To

2009-10-24T21:04:00.001-07:00

Hyundai i20 i-Blue

Hyundai debuted the concept i20 i-Blue concept at the Paris Motor Show in September 2008, along with the i20 for the world. The reports now say that i20 i-Blue concept car will make it to production.

The i20 i-Blue is the latest in Hyundai’s i-Blue range of advance low emission cars. The i20 i-Blue concept looks like a normal i20 but incorporates a number of modifications and enhancements, hidden under the skin,Â over the standard i20.

The i-blue modifications inlcude revised powetrain, chassis and aerodynamics to deliver significant reductions in fuel consumptions and harmful gas emissions without compromising performance, reliablility and driver satisfaction.

Jump over to read the complete article.

Key modifications include full length under floor covers to smoothen the air flow, reduced ground clearance by 15mm, aerodynamic changes to the front and rear end, low rolling resistence tyres by michelinÂ and high performance low friction engine oil.

The i20 i-Blue concept is powered by a 1.4 litre common rail turbodiesel engine with 90 bhp and more importantly 220 nm of torque. The car comes with a 6 speed manual gearbox instead of the regular 5 speed manualÂ to further optimize the gear ratios given the high torque rating.

The result of all this is a staggeringly low fuel consumption figure of just 3.75 Litres of diesel per 100 kms and CO2 output of just 99 grams/km! Even the performance numbers are respectable with 0-100 kph spring covered in a brisk 13 seconds with a top speed of 176 kmph. Performance and fuel efficiency dont have to be mutually exclusive all the time.

Further, the i20 i-Blue concept also comes with ISG (Idle Stop & Go) system developed by Bosch which switches the engine off when the car is stationary in traffic and restarts the engine instantly the moment driver wishes to move again.

The ISG system alone claims to improve fuel consumption and reduce emissions by upto 15% in heavy trafficÂ with constantÂ stop and go conditions.

The i20 i-Blue has been confirmed toÂ make its way into production. Although no dates have been specified, sources suggest that the first car should be available by end of summer this year.

Hyundai i20 now with diesel and automatic options

2009-10-24T21:02:00.000-07:00

Hyundai’s international premium hatchback hit the Indian market in November last year and created quite a stir with its launch. The car is back with a bang – with a view to enhance and increase its appeal base, it has been given a diesel option. While we were expecting this move for a while, Hyundai has also thrown in a surprise package to the upgrade with a 1.4-litre petrol automatic option.

The 1.4-litre CRDi powerplant is ready to take the fight to other premium diesel hatchbacks like the Skoda Fabia TDi. This is not some engine transplant operation – while many were assuming that Hyundai will fit the i20 with the same 1.5-litre CRDi engine that is currently doing the duty on the Getz, the company has gone one step further and developed an all-new diesel engine specifically for the i20. Given the family appeal of the spacious hatchback, the diesel option will certainly enhance its desirability for large urban families.

While many (including us) wished that the great handling dynamics and refinement of the 1.2-litre Kappa engined petrol i20 were complimented by more power, Hyundai has granted this wish as well. The company has also introduced a spunkier 1.4-litre petrol engine option for the i20. Unfortunately for enthusiasts, this variant will be available only with an automatic gearbox. The automatic gearbox will add appeal to the i20 as far as its urban users are concerned.

Hyundai has priced the cars in a fairly competitive manner if we’d compare it with the i20 petrol’s introductory pricing. The base 1.4 CRDi will be available for Rs 6.2 lakh, while the fully loaded Asta CRDi variant has been priced at Rs 6.83 lakh, ex-showroom Delhi. The sun-roofed Asta option has been priced at Rs 7.2 lakh.

The 1.4 petrol automatic will be giving the recently launched Honda Jazz a little restlessness by offering a larger engine with an automatic gearbox in about the same price range. Available only in the fully-loaded Asta trim, the 1.4 auto has been priced at Rs 7.3 lakh, while the Asta option will be available for Rs 7.72 lakh, ex-showroom Delhi.

2010 Hyundai Accent Details

2009-10-10T17:55:00.000-07:00

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How did Hyundai improve Accent’s EPA fuel economy for 2010 without adding thousands of dollars to the price like a hybrid does? The answer is the introduction of the high mileage “Blue” edition and smart engineering to all Accent models. Accent’s fuel efficiency is improved by up to nine percent, reaching as high as 36 miles per gallon on the highway which is better than Honda Fit and Nissan Versa.
ACCENT BLUE AND FUEL ECONOMY ADVANCEMENTS

All 2010 Accents receive lower friction engine components, aerodynamic improvements, lower-rolling-resistance silica tires, a “smart” alternator management system and other enhancements all aimed at reducing fuel consumption. The Accent Blue receives the same treatment plus revised transmission gear ratios and lowered ride height to achieve even greater fuel efficiency. In fact, the Blue edition is the lowest priced Accent, starting around $10,000. It also has the highest highway fuel economy with 36 miles per gallon and the highest combined fuel economy 31 miles per gallon, achieving one of the highest MPG-per-dollar ratios in the industry. This new high mileage Accent will be identified with unique “Blue” badging.

To help Accent drivers get the most out of their cars, for 2010, Hyundai has added an economy indicator. The “eco indicator” on automatic transmission models is a green ECO light to indicate when the driver is achieving good fuel economy. Manual transmission models have a EcoShift indicator to inform drivers of the optimal time to shift.

NEW EQUIPMENT

NEW EQUIPMENT HIGHLIGHTS FOR 2010

High mileage, low price “Blue” edition
“Blue” edition available with air conditioning
New and improved EPA fuel economy for all other models
Standard iPod®/USB ports added to auxiliary input on all audio- equipped models
Standard steering wheel audio controls on Accent SE, optional on Accent GLS
Standard blue backlit gauges on all models
ABS is now available on Accent GS
Standard cruise control and sunroof on Accent SE

Steering wheel audio controls, blue back-lit gauges and an iPod/USB jack also make debuts on Accent. Now when an iPod is connected to the iPod/USB port, located in the front storage area, not only does it play music through the vehicle’s six-speaker audio system, but also charges the iPod. The iPod/USB input also allows the driver to access tracks with the new steering wheel audio controls. This new system also enables both driver and passengers to easily view song/artist/title information and control the music from the audio head unit rather than from the iPod itself.

INTERIOR SPACE AND UNEXPECTED FEATURES

Interior space and unexpected features keep Accent a class above the competition. The Accent has more total interior volume than either the Toyota Corolla or Honda Civic – both cars that are a vehicle class above Accent and priced thousands of dollars more. Unexpected features include a B&M Racing® sport shifter and XM Satellite Radio® with three months of free service. The Accent SE’s standard B&M shifter adds shorter throw-lengths and more precision performance-tuned driving dynamics and Accent is still the only car in its class to offer XM Satellite Radio with three months of free service as standard equipment with the vehicle’s audio system.

Offered in a four-door sedan (the Accent GLS) and three-door models (the Accent Blue, GS and SE), Accent continues to offer a high level of standard safety, power and economy in its class.

ADVANCED SAFETY FEATURES

In a bold stroke in this price-sensitive market segment, Hyundai has outfitted the Accent with state-of-the-art standard safety technologies highlighted by six airbags, including dual front airbags, front seat-mounted side-impact airbags and roof-mounted side-curtain airbags covering both rows of seating. The combination of side and curtain airbags, which help protect the head and body during side impacts, can reduce fatalities by more than 45 percent according to the Insurance Institute for Highway Safety (IIHS). All Accents come equipped with front seatbelt pretensioners and load limiters, which are designed to tighten the seatbelt in the event of a collision. This safety package helped the Accent GLS four-door receive a five-star frontal crash safety rating from the National Highway Traffic Safety Administration (NHTSA). An Anti-lock Braking System (ABS) with Electronic Brake-force Distribution (EBD) is optional on the GS and GLS and standard on the SE.

REFINED AND CONFIDENT DESIGN

Hyundai designers gave the Accent GLS a distinctive look within its market segment. Upscale details like a chrome-accented grille combine with bold tail lights and strong character lines to deliver a standout presence. The roof-mounted flexible micro-antenna not only looks good, but also provides improved radio and satellite reception.

Externally, the three-door Accents reflect Hyundai’s sleek, confident design direction. Up front, the Blue, GS and SE feature an aggressive bodycolor grille with fog lights standard on the SE. Accent SE’s high-performance P205/45R16 tires and lightweight five-spoke 16-inch aluminum wheels provide a big dose of street credibility. A long wheelbase and higher seating position increase the spacious feeling of the interior. A rear spoiler and rear defroster are standard on all Accent three-door models with the GS and SE adding a standard rear wiper.

LARGE INTERIOR

The Accent’s smart design pays comfort dividends inside, with more total interior volume than either the Toyota Corolla or Honda Civic – both cars that are a vehicle class above Accent. The Accent four-door sedan has a total interior volume of 104.6 cubic feet, offering an unexpectedly spacious feel which bests the larger Civic sedan by 1.7 cubic feet. In addition, Accent four-door has more passenger volume than Honda Fit, Toyota Yaris and Chevrolet Aveo. Accent three-door also delivers class-leading interior volume in the three-door segment. Its total interior volume of 108.1 cubic feet makes it roomer than the Civic Coupe by 12.9 cubic feet. Front passengers enjoy class-leading legroom and rear passengers enjoy a class-leading 53.1 inches of shoulder room. Accent three-door’s cargo space is 15.9 cubic feet, a total of 6.6 cubic feet larger than the Yaris three-door.

Accent’s interior finish, attention to detail and color options have reset expectations in its market segment. There’s a handsome two-tone interior color scheme with either a gray or beige theme, or a sporty, black monotone interior that is available on Accent three-door. Analog instrumentation keeps the driver informed, while power steering, a tilt steering wheel and a six-way adjustable driver’s seat with fold-down armrest ensure long-haul comfort. Convenient storage areas are placed throughout the interior, including bins in the front and rear center console and glove compartment. GLS and SE add a passenger side seatback pocket and bottle holders in each door. Door storage pockets are standard on all trims, as are two more cupholders in front and another pair in the fold-down rear center armrest of the GLS. All Accents have a 60/40 split fold-down rear seatback making it easy to load large objects, or to mix cargo and passengers for maximum flexibility.

Hyundai has traditionally delivered high feature content for the money, and the Accent is no exception. Standard features are comprehensive, including two-speed variable intermittent wipers, adjustable head restraints for all seating positions, cabin air filtration, rear window defroster, tachometer, rear coat hook, digital clock, two 12-volt outlets and a remote hood release.

For audiophiles, the available 172-watt AM/FM/XM/CD/MP3 audio system includes auxiliary iPod/USB inputs, large-format display with easy-to-use controls and a total of six speakers positioned throughout the interior. While XM Satellite Radio is either optional or not available on most competitors, it comes standard with all Accent audio systems.

CLEAN, FUEL EFFICIENT ENGINE

The Accent is powered by a 1.6-liter DOHC in-line four cylinder engine that features four valves per cylinder with CVVT (Continuously Variable Valve Timing). The DOHC and CVVT combination gives the engine a very broad powerband, coupled with high fuel efficiency and low emissions.

With better breathing from the CVVT system, performance peaks at 110 horsepower at 6,000 rpm and torque is 106 lb.-ft. at 4,500 rpm. At 110 horsepower, Accent makes more horsepower than Yaris and Aveo. Fuel economy is equally impressive, achieving 36 mpg regardless of transmission choice. With a manual transmission, the Accent Blue’s EPA mileage is 27 mpg City and 36 mpg Highway. With the optional four-speed automatic transmission, the Accent’s 2010 EPA rating is 27 mpg City and 36 mpg Highway besting Versa and Fit on the highway.

Besides the added performance it provides, CVVT also helps the engine operate more cleanly, and the Accent is certified as an Ultra Low Emission Vehicle (ULEV). Part of the Alpha engine family, the Accent’s powerplant is a durable and technologically advanced unit that features a rigid cast-iron block and lightweight aluminum cylinder head. Engineered for the long haul, the Alpha is backed by a 10-year/100,000-mile limited powertrain warranty.

TWO TRANSMISSION CHOICES

For engaging performance, the Accent comes standard with a five-speed manual transmission geared for quicker acceleration and a sporty personality. For added performance, the B&M Racing shifter provides shorter throw-lengths and more precision to Accent SE’s fun-to-drive nature. Also available is an optional four-speed automatic transmission with overdrive and lock-up torque converter to maximize fuel economy at highway speeds.

REMARKABLE DRIVING DYNAMICS

Accent’s stiff body structure allows the affordable Accent to deliver a comfortable ride and responsive handling. Accent features a MacPherson strut front suspension and torsion beam rear suspension both with coil springs and gas shock absorbers. A 21.0 mm diameter front stabilizer bar helps reduce body roll when cornering. Rack-and-pinion steering with engine-RPM sensing assist makes for low-effort maneuvering around town and a secure feel at high speed. At 33.1 feet Accent’s turning diameter is better than Fit’s 34.4 feet and Versa’s 34.2 feet.

Accent has been developed to satisfy unique consumer needs. The GLS four-door is tuned for comfort, but still feels agile. The Blue and GS three-door models have a unique steering rack with a sportier feel. The top-of-the-line SE trim sets the standard in the entry-level fun-to-drive category, delivering even more road-holding capability. Accent SE’s sport-tuned suspension features a 24 percent stiffer front spring rate, an 11 percent stiffer rear spring rate, a larger stabilizer bar (24 mm) and unique strut valving. This model’s 205/45R16 tires are tuned specifically for precision and improved lateral acceleration. Accent SE delivers a 70 percent increase in roll control over the GLS. To complete the performance package, Accent SE has standard four-sensor, four-channel Antilock Braking System (ABS). Electronic Brake-force Distribution (EBD) is integrated into the ABS, automatically adjusting braking force front to rear based on vehicle load.

QUALITY AND VALUE

The Accent’s many strengths make it not only a smart choice for buyers, but also a clear value leader in its segment. Advanced standard safety technologies give it an important edge. Accent has more passenger interior volume than the Chevrolet Aveo, Toyota Yaris, Honda Fit and Honda Civic, and upscale interior appointments make it remarkably comfortable and accommodating. New features for 2010 – like steering wheel audio controls and iPod/USB inputs – demonstrate Hyundai’s commitment to continually meeting higher customer expectations and being a class-above the competition. Add in the advantage of America’s Best Warranty™, including five years and 60,000 miles of bumper-to-bumper coverage and a 10-year/100,000-mile powertrain warranty, and choosing Accent becomes an even simpler decision for the savvy buyer.

ACCENT “BLUE”THREE-DOOR -- THE PERFECT ENTRY-LEVEL CAR

This year, Hyundai introduces a high mileage “Blue” edition of its Accent. When shoppers see the “Blue” badge it means this model delivers outstanding fuel economy without adding thousands of dollars to the price. In fact, the “Blue” model will be priced lower than any other Accent model, assuring it will be both efficient and economical. Hyundai is focused on achieving an excellent mpg-per-dollar ratio with its “Blue” models. Fuel-efficient modifications include low friction engine components, lower-rolling-resistance silica tires, an optimized thermostat, a “smart” alternator management system, improvements to the underbody airflow management, revised transmission gear ratios and lowered ride height.

Key standard equipment includes a five-speed manual transmission with EcoShift indicator, sport-tuned power assisted rack-and-pinion steering, dual front, side and head curtain airbags, variable intermittent windshield wipers, six-way adjustable driver seat with armrest, 60/40 split fold-down rear seatback, rear spoiler and rear window defroster. Accent builds on Hyundai’s reputation for offering loads of standard equipment by also adding adjustable head restraints for all seating positions, cabin air filtration, tachometer, digital clock, two 12-volt outlets and remote hood release.

ACCENT GS

In keeping with Hyundai’s high-value approach to standard equipment, the Accent GS offers standard automatic transmission, air conditioning, tilt steering wheel, maplights, rear wiper, and bodycolor mirrors and door handles. Convenient storage areas are placed throughout the interior, including the front center console, driver storage tray and a rear storage tray. Two cupholders are ideally situated between the driver and passenger for easy reach. A 60/40 split fold-down rear seatback makes it easy to load large objects, or to mix cargo and passengers for maximum effectiveness. The roof-mounted micro antenna is aerodynamic, flexible and improves signal strength.

The GS Premium Package includes a 172-watt AM/FM/XM/CD/MP3 audio system with 6 speakers and iPod/USB inputs, power windows with driver’s window auto-down feature, power mirrors and door locks and remote keyless entry with alarm and panic alert. And for the first time, ABS is available on the GS as part of the Premium Package.

ACCENT SE - ENTRY-LEVEL PERFORMANCE

The sport-oriented Accent SE takes value in an exciting new, fun-to-drive direction with the addition of the B&M Racing sport shifter. To complete the driving experience, the Accent SE features a sport-tuned suspension with unique springs, strut valving, stabilizer bar and steering gear – delivering in total a 70 percent increase in roll stiffness over the GS. Accent SE also features air conditioning, power sunroof, cruise control, a 172-watt AM/FM/XM/CD/MP3 audio system with six speakers and auxiliary iPod/USB inputs, steering wheel audio controls, power windows with driver’s window auto-down feature, illuminated vanity mirrors, power door locks, remote keyless entry with alarm and panic alert and power-adjustable exterior mirrors. On the outside, the 16-inch alloy wheels and P205/45R16 tires deliver enhanced road-holding capability, and fog lights keep the driver’s path illuminated in adverse weather. The SE trim is equipped with a leather-wrapped steering wheel and shift knob, and metallic interior accents. Additional storage is available with a seatback pocket and front door bottle holders.

ACCENT GLS

To simplify the buying process, the four-door Accent sedan comes in a single GLS trim level with either a five-speed manual or a four-speed automatic transmission with overdrive. GLS trim offers a wide range of features, including several items that are either optional or unavailable on competitive vehicles such as a powerful 110-horsepower 1.6-liter CVVT engine, power steering, rear coat hook, 60/40 split fold-down rear seatback, AM/FM/XM /CD/MP3 audio system with auxiliary iPod/USB inputs, driver and passenger illuminated vanity mirrors and standard air conditioning. There are a total of six airbags, including dual front airbags, front seat-mounted side-impact airbags, and roof mounted side-curtain airbags. Carpeted floor mats are optional. The GLS Premium Package includes ABS with EBD, tilt steering wheel, cruise control, power windows, mirrors, door locks, steering wheel audio controls and remote keyless entry with alarm and panic alert.

WARRANTY

The 2010 Hyundai Accent is protected by the Hyundai Advantage, America's Best Warranty. Coverage includes five-year/60,000-mile bumper-to-bumper protection,

10-year/100,000-mile limited powertrain warranty, and seven-year/unlimited mileage anti-perforation coverage. In addition, Accent buyers receive 24-hour roadside assistance coverage at no extra charge for five years (no mileage limit) and that service includes emergency towing, lockout service and limited coverage for trip-interruption expenses. There is no deductible on any of these coverages.

2010 Accent Manufacturers Suggested Retail Pricing

Model Engine Transmission MSRP
Blue 3-Door 1.6L Five-Speed M/T $9,970
GS 3-Door 1.6L Four-Speed A/T $12,995
GLS 4-Door 1.6L Five-Speed M/T $13,645
GLS 4-Door 1.6L Four-Speed A/T $14,645
SE 3-Door 1.6L Five-Speed M/T $16,195
SE 3-Door 1.6L Four-Speed A/T $16,995

Inproved Fuel Economy for 2010 Hyundai Accent

2009-10-10T17:54:00.000-07:00

Mirroring changes already announced for the Hyundai Elantra lineup, the 2010 Hyundai Accent becomes more fuel-efficient across the board and adds a thrifty “Blue” trim level. Lower-friction engine internals, revised aerodynamics, low-rolling-resistance tires, and a “smart” alternator help all Accent models net an extra mpg in city and highway mileage tests. Automatic-equipped Accents are now rated at 27 mpg city/36 highway, while models with five-speed manuals climb to 28 mpg city/34 highway.

An entry-level Accent Blue model offers the lineup’s highest fuel economy, thanks to modified transmission gearing and a lowered ride height to improve aerodynamics. Available only in three-door guise with a manual transmission, the Blue starts at $10,690 and is rated at 31 mpg combined, up 1 mpg over all other Accent models. Standard equipment includes side and curtain airbags, a rear defroster, a tachometer, “sport-tuned” front suspension, and two 12-volt power outlets. Air conditioning is optional.

For 2010 Hyndai Accent, blue backlit gauges become standard on all Accent models, as do iPod and auxiliary audio inputs. Steering-wheel-mounted audio controls and cruise control will henceforth be standard with the Accent SE trim.

Hyundai's Coupe a real coupe Genesis Coupe is one of the 2010 model year’s

2009-10-02T05:42:00.000-07:00

Hyundai’s all-new Genesis Coupe is one of the 2010 model year’s more intriguing propositions. Sport coupes rarely are mainstream sellers, so the Coupe won’t have a big impact on the sales charts, but Hyundai has come up with an interesting car that is cleverly positioned.

The Coupe is unique because of its low price point and the fact its rear wheels do the driving. Affordable sport coupes almost always are derived from the basic structure of inexpensive economy cars — and inexpensive economy cars typically are front-wheel drive.

You usually don’t get rear-wheel drive until you start talking about the more serious money it takes to get a coupe based on more-expensive underpinnings. That’s why most rear-drive coupes these days are from the premium brands such as BMW, Lexus or Mercedes.

The 2010 Genesis Coupe can hit the market with a tempting entry price of just $22,750 because it makes use of the same platform as Hyundai’s Genesis sedan.

The new Genesis Coupe’s lithe responses — the communicative steering is an unqualified treat — exceed what even sport-coupe buyers might legitimately expect from a rear-drive chassis. And because it’s based on a structure designed for a luxury car, there’s an atypically generous 111-inch wheelbase that assures the car doesn’t buck fore-and-aft like a carnival ride.

We can report the Genesis Coupe generally handles superbly, so it can be considered a legitimate and less-expensive alternative to pricier coupes such as the Nissan 370Z, Infiniti G37 or Lexus IS 250. Even the more-expensive Genesis Coupe powered by Hyundai’s 306-horsepower 3.8-liter V-6 starts at still rock-bottom $25,750.

But the best money’s probably spent at the bottom of the Genesis Coupe’s lineup, where the models powered by the athletic 2.0-liter turbocharged four-cylinder maximize the Coupe’s combination of rear-drive and relatively light weight.

We’d recommend the 2.0T Premium trim as the best all-around model, but another $2,500 nets the Track trim, which gets you a bunch of fine mechanical upgrades, such as brakes from the Italian specialist Brembo.

Hyundai plans stretched version of Equus

2009-10-01T00:21:00.001-07:00

Hyundai Motor Co. is taking aim at Mercedes-Benz and BMW with a $113,000-plus stretched version of the Equus, its luxury flagship.

Hyundai Motor America would not comment on possible U.S. sales of what the automaker calls the Equus Limousine.

The Equus sedan's wheelbase is stretched 11.8 inches to create the Limousine. The car is now on sale in South Korea. Prices range from 135 million to 146 million won in South Korea, or about $113,700 to $123,100 at current exchange rates. Orders are being taken, but a production date for the Limousine was not announced. V-8 and V-6 models are planned.

The automaker said three bulletproof models have been created for the Korean presidential residence.

Hyundai said the Limousine, at about 215 inches, is longer than stretched-wheelbase versions of the Mercedes S-class and BMW 7-series sedans.

U.S. sales of the nonstretched version of the Equus sedan begin late next year, with an expected sticker price under $60,000. Equus amenities include a lane departure warning system, adaptive cruise control, heated steering wheel, a rear seat that massages the passenger's back and a built-in cooler.

The Equus shares a rear-drive platform with the Hyundai Genesis sedan. The Equus' wheelbase is 4.3 inches longer than that of the Genesis.

Hyundai Genesis offers surprising luxury at a value price

2009-10-01T00:19:00.000-07:00

The Genesis is a totally new, rear-wheel-drive luxury sport sedan. With a standard 290-horse V6, and available V8 power, the Genesis is a bona fide competitor to the Lexus GS, BMW 5 Series, Infiniti M, and Mercedes-Benz E-Class, but at $36,000 as tested, value priced along the lines of the Chrysler 300.

Hyundai was best known for building econoboxes, and as the new vehicle of last resort upon it’s entrance to the American marketplace. However, the Korean automaker has moved systematically upmarket for several years, and the Genesis is the culmination of that journey, being the company’s most luxurious — and expensive — vehicle.

Walkaround: The Genesis is built on Hyundai’s all-new rear-wheel-drive platform, and sized similar to the Nissan Maxima, Dodge Charger and BMW 5-Series. It looks like a styling collaboration between Mercedes and BMW, with a politely aggressive, yet somewhat sedate, appearance.

The trapezoid-shaped grille and front-end design are obviously Mercedes-inspired — sans the rounded headlights. Hyundai opted for more modern, eye-slit, standard halogen headlamps. The available Technology Package includes auto-leveling high-intensity discharge adaptive headlights that point into turns for improved night vision.

Fog lights are standard on the lower fascia, which features a large air intake. Styling lines originate at the grille, flow easily into the hood, and terminate at the front A-pillars. The rest of the Genesis features an angular, BMW-inspired silhouette, right down to the dogleg shape of the rear pillars, instead of the softer, rounder Mercedes look.

The upper beltline flows from the front wheel openings to the taillights with a kickout at the bottom of the doors. Standard 17-inch wheels, or available 18-inchers, fill the wheelwells.

The Genesis has the same high trunk line pioneered by BMW and now standard for several manufacturers. The discreet, chrome Hyundai badge on the decklid is the vehicle’s only ornamentation.

Interior: The Genesis is luxuriously appointed, with tight tolerances, a leather-wrapped dash, soft-touch materials, leather seating surfaces, with heated seats, and finished in wood and aluminum trim highlighted with chrome accents. Front and rear seating room is exceptional.

Instrumentation is easy-to-read and electroluminescent, with white numbers on a black background and blue accents. Power windows, mirrors, door locks with remote, and steering-mounted audio controls are all standard. The available navigation system includes voice activation with a multimedia interface much easier to use than those from most luxury manufacturers — and especially BMW. An iPod interface is standard, as is an AM/FM/6-CD audio system that includes XM satellite radio, USB and auxiliary input jacks, along with Bluetooth hands-free phone capability. There’s also an optional 17-speaker, kickass Lexicon audio system with 7.1 surround sound that will blow you away, and an available 40 GB hard drive that holds music files and navigation map information. Music can be loaded from CDs or through the USB interface.

Safety features include dual front airbags, front and rear side airbags, curtain side airbags, tire-pressure monitor, electronic active front head restraints, antilock brakes with brake assist and electronic brake-force distribution, traction control, and electronic stability control.

Front and rear park assist and a rearview camera come with the optional Technology Package.

Under The Hood: The Genesis marks the debut of Hyundai’s first V8, a 4.6-liter dual overhead cam engine putting 375 ponies to the pavement. It has an abundance of smooth, willing power and boasts decent fuel economy. Our test model was equipped with the standard 290-horse 3.8-liter V6, that delivered all the go you need, with the added benefit of an extra mpg’s — it’s rated at 18/city and 27/highway. Each engine is mated to a different, smooth-shifting, six-speed automatic transmission. Both feature Hyundai’s Shiftronic manual shift gate.

Behind The Wheel: The Genesis is touted as a sport sedan, and true to form, delivers smooth handling and easy power on twisty, winding roads. Overall, it has a pretty nimble feel, sliding easily through turns. But while the V6’s hydraulic steering has a positive feel, it can bind slightly in quick changes of direction.

The Genesis ride is comfortable and quiet, ironing out bumps with little impact on passengers — and it doesn’t wallow or float like some other Hyundai’s. The ride can get somewhat bouncy over rough pavement at highway speeds, and it’s not quite as agile as top performers such as the Infiniti M, but overall, the Genesis is a highly legitimate sport sedan.

Whines: Paddle shifters are a glaring omission. The Navigation screen is the central control point for navigation, trip computer, audio, Bluetooth phone, climate control, and settings in the Driver Information System. It uses a large rotating knob and six buttons. Three would be better. The iPod interface works well, but returning to a previous menu always starts it over alphabetically instead of the last spot visited. Nonetheless, other manufacturers — especially BMW and Audi — should take a lesson from the simplicity of Hyundai’s multimedia interface.

Bottom Line: The Hyundai Genesis is a luxury sedan offering lots of features for the dollar, and is a surprisingly capable, legitimate sports sedan. While not quite up to the high standards of the high-dollar European and Japanese luxury cars the Genesis aspires to be, it is a seriously viable alternative — and better appointed than most American luxury sedans — except perhaps the Cadillac CTS. If you’re in the luxury sports sedan market, you’d be remiss not to drive the Genesis before making a final decision.

Hyundai drops out of Tokyo Motor Show

2009-10-01T00:18:00.000-07:00

Korean automaker Hyundai motor Co. has canceled its plans to participate in the Tokyo Motor Show, according to Automotive News. Slated for late October, the show also has seen Detroit’s automakers drop out, as well as British sports-car maker Lotus.

2010 Hyundai Genesis Coupe 3.8 Track

2009-09-08T09:47:00.001-07:00

Had it come out one year earlier, the Hyundai Genesis Coupe would have been the hottest car on the market, joining only the then-aging Ford Mustang and the overweight reborn Dodge Challenger as stylish coupes with lots of power and rear-wheel-drive under $30,000.

But that timing was not to be. Instead, the 2010 Genesis Coupe – which ended its week with the DC Car Examiner last Thursday – came out at the same time as a redesigned and greatly improved Mustang and an overachieving new Chevrolet Camaro. The comparisons were inevitable.

But as convenient as the timing is for comparing this Hyundai against the Big Three’s retro muscle cars, the Genesis Coupe faces other competition as well. Sporty front-drive coupes like the Mitsubishi Eclipse and the two-door Honda Accord or Nissan Altima are easy to ignore when your spec sheet matches that of the long-awaited Camaro, but they shouldn’t be forgotten.

At least, you should not forget to compare them to the Hyundai Genesis Coupe. Whether you forget those cars once you have depends on what you want from your coupe.

To begin, what is the difference between these two coupes:

On the left, we have the Mitsubishi Eclipse, actually a liftback based on Mitsubishi’s Galant midsize sedan, which can be equipped with a 3.8-liter V6 that offers 265 horsepower. An engine that is the highlight of that car’s driving experience yet that is still flattened by the Hyundai’s 306 hp, 306 hp that appear on regular gasoline rather than the Eclipse’s premium at that.

On the right we have our Genesis Coupe, this particular car a loaded 3.8 Track model. With suspension tuning and powerful brakes that are designed for more than public streets, its underpinnings defy any passing similarities to what Hyundai USA’s CEO refers to as “sporty FWD pretenders.”

The V6-powered Genesis Coupe – as opposed to the standard 2.0T 4-cylinder turbo models – blends the basic styling themes of these “pretenders” with performance and body layout not unlike a significantly pricier Infiniti G37 coupe, creating the Hyundai that’s thrown into comparisons against the latest American muscle.

First look Hyundai IX35

2009-09-08T09:43:00.000-07:00

Hyundai has taken the wraps off its ix35.

Hyundai has revealed the replacement for its popular Tucson compact four-wheel-drive ahead of the soft-roader's public debut at the upcoming Frankfurt motor show.

The ix35 was penned by Thomas Buerkle at Hyundai's Russelsheim design studio in Germany and continues the company's move towards sharper panel creases and a more European design language, which it calls "fluidic sculpture".

The design stays faithful to the "ix-onic" show car revealed at the Geneva motor show in March, with a prominent hexagonal front grille that will become a signature design cue for future Hyundais.

The ix35 will arrive in Australia in the first half of next year and Hyundai Australia won't release any details of the model

line-up until closer to launch.

The ix35 is likely to come in a choice of front-wheel-drive and all-wheel-drive models, with a choice of diesel and petrol four-cylinder engines matched to a new

six-speed transmission. There is no sign of a replacement V6, with the current V6 making up only a small percentage of local sales.

The 2.0-litre diesel will put out 136kW of power and use just 6.5 litres of fuel per

100km, while the 2.0-litre petrol puts out 124kW and uses 8.6L/100km, according to overseas figures.

The diesel is expected to be available with Hyundai's stop-start technology, which turns off the engine when the car is stopped at traffic lights.

The ix35 is likely to come with stability control as well as downhill brake control and hill-start assist technology. The Korean version has a rear-view camera built into the rear mirror that automatically switches on when the car is put into reverse.

2009 Hyundai Sonata Limited V6

2009-08-15T07:58:00.002-07:00

With the 2009 Sonata V-6 Limited, Hyundai has delivered an inarguably competent midsize sedan -- now all Hyundai must do is make the car so overwhelmingly good that loyal Camry and Accord owners will have no choice but to take a look. Yes, it's a lot to ask, but we're starting to expect the unexpected from Hyundai, the automaker that brought you the Lexus-fighting Genesis sedan, Mustang-challenging Genesis coupe, and upcoming Equus flagship sedan.

The Sonata has little "wow" factor but is nevertheless a solid midsizer that's more cushy Camry than sporty Mazda6. When the Sonata was recently refreshed, Hyundai addressed one of the car's prime weak spots: the interior. Our navigation system-equipped tester featured a vastly improved high-quality interior with soft-touch materials in most of the important places. The wood trim that accompanied the gray leather was far too dark (avoid the gray leather and go for the lighter wood trim in these photos), but one's overall impression driving a loaded Sonata is positive and not one of disbelief that the car lists for around $28,000.

Hyundai Elantra Touring Price Dropped for 2010

2009-08-15T07:58:00.001-07:00

Fans of Hyundai’s five-door hatchback will be happy to know that 2010 models are less expensive than last year’s offerings. Base GLS models start at $16,715 with a manual transmission and $17,915 with an automatic. The sportier SE goes for $19,715 or $20,515 depending on transmission. 2009 pricing started at $18,495 with a manual and $19,295 for autos.

Unfortunately, part of that price decrease can be attributed to a decontenting of the base GLS trim. Many features that were standard on all 2009 Elantra Tourings are now optional or unavailable on the GLS model: a power sunroof, cloth inserts on door trims, illuminated sun visors, a cargo security screen, a leather-wrapped steering wheel with audio and climate controls, and a trip computer have all escaped the standard-equipment list.

Hyundai decides to import Equus luxury full-size sedan

2009-08-15T07:55:00.000-07:00

EQUUS, Hyundai Motor Company's new flagship sedan has arrived in showrooms across Korea.

Representing the pinnacle of Hyundai engineering and design sophistication, the all-new HYUNDAI EQUUS will serve as an effective import fighter in the Korean luxury sedan market taking on the best from Germany and Japan.

As the replacement for the first-generation EQUUS which has been retired after ten years in the marketplace, the new successor was developed under the VI project codename over a period of three years and represents a total investment of 500 billion won (approximately AUD$513 million or US$337 million*).

Hyundai plans to sell 13,000 units in the Korean market this year, increasing that number to 19,000 units in 2010. The new flagship sedan will also make its way to overseas markets such as China and the Middle East starting in the second half of this year, competing with other world-class vehicles.

Available in four trim levels, Hyundai Equus will be priced at 63.7 million won (approximately AUD$65,500*) for the entry level VS380 model and will top out at 105 million won (approximately AUD$108,000*) for the VS460 Prestige. Later this year, the range will be extended to include a long wheelbase edition which will be powered by a 5L V8 'Tau' engine.

2010 Hyundai Genesis Coupe

2009-08-07T11:20:00.000-07:00

Hyundai's Genesis luxury sedan was the 2009 North American Car of the Year and may be the Korean automaker's biggest achievement. Recently, Hyundai rolled out the 2010 Genesis coupe. Don't be fooled — the coupe shares little with its namesake. This car, like a Camaro or Mustang, is rear-wheel drive. Pony car? Sports car? It's a little of both.

Hyundai Nuvis Concept Official Details

2009-08-05T10:28:00.000-07:00

The world will have the opportunity to peer into Hyundai’s future when the Hyundai Nuvis concept makes its world debut at the 2009 New York Auto Show.

The Nuvis is the eleventh signature concept car to be designed at the company’s California Design Center in Irvine, Calif. In addition to showcasing the brand’s cutting-edge capabilities, Hyundai Nuvis also hints at a possible design direction for a future-generation crossover, blending attributes of a tall urban car and a premium utility vehicle.

Consistent with Hyundai’s pledge to lead all brands in U.S. fuel economy by 2015, Nuvis is powered by Hyundai’s Hybrid Blue Drive architecture, which uses breakthrough lithium polymer battery technology.

EVOLUTION OF THE DESIGN

In developing the initial sketches, Hyundai designers considered the interplay of natural, fluid elements with more rigid surfaces and structures to create the illusion of constant motion. Specifically, designers studied the way water splits across and flows around the hull and sides of a boat, creating a wake, or the way wind shapes a snowdrift or flurries through trees. The living power of these elements is reflected in the Hyundai Nuvis’ design.

“Our goal was to create a living machine, constantly moving, that the driver and passengers could be part of,” said John Krsteski, Hyundai Design manager. “There are no lines on or in this car that are standing still.”

In addition to invoking the impression of irrepressible motion, the Hyundai design team took more practical matters into account as well. Nuvis is designed to accommodate the diverse interests of a modern, active couple. The Hyundai Nuvis is meant to be comfortable starting its day at a desert retreat, arriving at the ski slopes in the afternoon and then cruising to a formal dinner that evening.

The design team sought to create a vehicle that would complement its environment, without making a negative impact. The versatility of the vehicle’s design, combined with Hyundai’s Hybrid Blue Drive technology, accomplishes exactly this.

EXTERIOR DESIGN

The Nuvis has an assertive face demonstrated by the strong, hour-glass shape that frames the blue acrylic shield grille and aggressive headlamps, whose two glowing white rings are offset by a pair of red rings on the tail lights.

Perched on top of 22-inch wheels, Hyundai Nuvis’ proportions are tall, strong and protective. The two body-side lines set up a flowing water effect, giving the appearance of motion.

In addition to the dynamic angles and firm stance, the Nuvis boasts a host of unique exterior elements.

“One of the coolest attributes of Hyundai Nuvis is that the protective roof appears to float on top of the body through the use of hidden pillars and high-contrast glass,” said Andre Hudson, Hyundai senior designer. “This effect starts at the headlamps and is carried all the way through to the taillights producing a tall, strong body-side and rear.”

Large, gull-wing doors, either opened or closed, create unique front, rear and profile views. Blue ambient lighting cast across the body adds to the overall upscale feel of the vehicle.

An additional design element featured on the Nuvis is a brushed aluminum accent that spans the entire length of the vehicle. Normally, this type of trim is only found around the windows. On the Hyundai Nuvis, this trim extends out from the headlamps, juts up along the hood and through the beltline, across the top and into the rear spoiler.

INTERIOR DESIGN

In keeping with the exterior design scheme, the Nuvis’ spacious and luxurious interior is dominated by a cool, blue acrylic center stack that ebbs and surges in the manner of a river. The cascading floor, with its blue ambient lighting, further enhances an environment in which seamless technology flows, enveloping both the driver and passengers.

A current of information coming from the instrument panel streams throughout the cockpit, as passengers are able to access each other via Methode Electronics TouchSense® technology that links all four business-class seats. The car’s infotainment system is fed by channels from the outside – the occupants, for instance, can learn of a restaurant’s specials that evening as they drive past it.

The sculptured, comfortable seats are custom woven with a graduated fabric that is finished in a silver-to-black sunburst. The ecologically friendly seating fabric is provided by True Textiles, the industry’s leading provider of environmentally responsible textile solutions. The Hyundai Nuvis fabric is made from 100 percent post-consumer recycled polyester – reclaimed soda bottles – and increasingly sustainable manufacturing processes. Hyundai collaborated with True Creative to produce this unique fabric with an 80-inch repeat, providing a fabric that is as attractive to the environment as it is to the viewer. The matching seatbelts are provided by Harveys Original Seatbeltbags, a well- known manufacturer of handbags made out of seatbelt. Harveys also developed two matching handbags for the Nuvis concept.

In the rear, a high trunk floor houses the Hyundai Nuvis’ lithium polymer battery pack.

HYUNDAI’S HYBRID BLUE DRIVE ARCHITECTURE

Hyundai’s all-new, homegrown Hybrid Blue Drive architecture helps define the Nuvis concept. Hyundai’s proprietary parallel hybrid drive system mates the already-fuel efficient 2.4-liter Theta II engine to a 6-speed automatic transmission and a 30kW (205 N-m) electric motor for maximum fuel economy.

Hybrid Blue Drive has an all-electric mode and a parallel drive mode, meaning that the wheels are turned by power coming directly from the gasoline engine, or the electric motor, or both together, as conditions demand. This parallel hybrid drive architecture will serve as the foundation for future Hyundai hybrid drive vehicles, starting with the next-generation Sonata in the United States.

To maximize fuel economy, all of the Theta II’s major driveline and cooling system components have been optimized to reduce friction, while the crankcase has been filled with low friction oil.

Engine management software automatically shuts off the engine when the vehicle comes to a halt, cutting emissions to zero. The engine automatically restarts when pressure is reapplied to the accelerator pedal due to the Integrated Starter Generator (ISG).

To further reduce fuel consumption, the Theta II’s engine management software, which governs injection pressure, engine cycle timing and exhaust retreatment rates, has been revised. This control strategy assures that maximum efficiency is achieved during gentle acceleration, while greater power is immediately available during full acceleration.

During deceleration, regenerative braking also comes into play to help conserve energy.

To ensure that the engine runs at lower RPMs, the top three gear ratios in the transmission have been extended. Fuel economy is further optimized through the latest electric motor-assisted steering system which reduces power drain and low resistance tires.

The nine major components of Hyundai’s Hybrid Blue Drive include:

1. An efficient 30kW electric motor, delivering 205 N-m of torque
2. A regenerative braking system
3. An integrated starter generator that enables the engine to turn off at stops and restart automatically under acceleration
4. A breakthrough lithium polymer battery package, with 5.3 Ah of capacity at 270 volts
5. Optimized Theta II 2.4-liter engine
6. 6-speed automatic transmission with an improved-efficiency electric oil pump
7. Weight-efficient architecture coupled with a low drag coefficient
8. Electric air conditioning compressor
9. Hybrid power control unit

LITHIUM POLYMER BATTERY TECHNOLOGY

Hyundai’s hybrid system stores its electrical charge in a 270V lithium polymer rechargeable battery (5.3Ah/270V) that surpasses both existing nickel-metal hydride and pending lithium-ion applications. Lithium polymer batteries are more durable and space-efficient than other, bulkier hybrid batteries.

SPECIFICATIONS

Configuration Crossover utility vehicle
Engine Hybrid Blue Drive and a 30kW (205 N-m) electric motor
Transmission 6-speed automatic
Horsepower 228 hp (estimated)
Battery technology Lithium polymer (5.3 Ah of capacity at 270 volts)
Weight 3400 lbs.
Overall length 188.3 inches
Overall width 77.6 inches
Overall height 65.3 inches
Wheels 22 inches
Tires Hankook
Fuel economy 34 mpg city / 35 mpg highway (estimated)
Touch sensors Provided Methode Electronics TouchSense® technology
Seatbelts Provided by Harveys Original Seatbeltbags
Matching luggage Provided by Harveys Original Seatbeltbags
Ecologically friendly seating fabric Provided by True Textiles

Hyundai Elantra LPI Hybrid Official Revealed

2009-08-05T10:26:00.000-07:00

Hyundai Motor Co. launched its first Hybrid Electric Vehicle (HEV), Elantra LPI Hybrid, in the Korean market at a press event attended by President Yang Woong-Chul, head of Hyundai-Kia Corporate Research & Development Division, and members of the Korean and international press.

"Listening to the voice of our customers, we've responded with the Elantra LPI Hybrid which offers fuel saving advantages and minimal harmful emissions. This car offers a strong message of reassurance to our customers and stakeholders that we are moving with "Hyundai speed" to achieve our goal of environmental leadership in our industry and redefining the Hyundai brand as a technological innovator," President Yang said at the launching ceremony today, which was held at an arboretum outside of Seoul.

Elantra LPI Hybrid delivers a fuel economy rating of 17.8 km/l (41.9 mpg) and CO2 emissions of just 99g/km to qualify as a Super Low Emissions Vehicle (SULEV).

Because it is approximately half the price of gasoline in Korea, Liquid Petroleum Gas enjoys widespread popularity as a transportation fuel.

A conventional 1.6L Elantra equipped with an automatic-transmission would be able to travel a distance of 15 km using one litre of gasoline. If the same expenditure of 1,654 won (US$1.30 per litre, today's retail gas price) were spent on LPI fuel, the Elantra LPI Hybrid would be able to travel 39 km.

The savings add up: Over the course of a year, Elantra LPI Hybrid would result in about 1.35 million won (approximately US$1,100.) in fuel savings compared to a conventional Elantra assuming an annual average driving distance of 20,000 km. This translates into the fastest payback period of any hybrid vehicle on the market today.

The fuel efficiency of Elantra LPI HEV is further improved with the engine ‘Auto-Stop' function which automatically switches off the ignition at idle. This feature only functions when the driver applies the brakes after running the car for more than two seconds at speeds of 9km/h or higher. Under certain pre-defined conditions, however, such as when the battery charge drops below 30 percent or when the accelerator is engaged, then the engine ‘Auto-Stop' feature will be defeated and the engine will continue running normally.

Powered by a 1.6 LPI Gamma engine with maximum power rated at 114 ps and a 15kW electric motor with maximum power rated at 20ps, the hybrid engine of Elantra LPI HEV puts out total 134 horsepower through a Continuously Variable Transmission (CVT).

Acceleration from zero to 100km/h is clocked at 11.7 seconds, beating the Honda Civic Hybrid by about 2 seconds.

The vehicle's SuperVision gauge cluster is equipped with an "Eco Guide" tree icon which is designed to coach the driver into developing more economical driving habits.

An indicator lights up if the driver is operating the vehicle in an eco-friendly way guiding the driver to avoid sudden acceleration and braking. If the driver is performing well, the tree icon will sprout small green leaves to reward good driving habits.

Elantra HEV's CVT is equipped with a driver-selectable ‘E (Eco-Drive)' gear that maximizes fuel efficiency by reducing sharp fluctuations in the torque, increasing the use of electric motor assist and electric charge regeneration when brakes are applied.

Available in three trim levels, Elantra LPI HEV will be priced at 20.5 million won (US$16,180) for the entry level HDe-I model and will top out at 23.2 million won (US$18,310) for the HDE-III model (prices include consumption tax exemption).

Hyundai invested KW250.8 billion (US$198 million) over a 43 month-long development period on the Elantra LPI HEV.

Hyundai is targeting sales of 7,500 units in the Korean market this year, increasing that number to 15,000 units in 2010. There are no immediate plans for exports of the Elantra LPI Hybrid but feasibility studies are currently underway in overseas markets where an excellent LPG refuelling infrastructure exists.

In addition to five-year/100,000-km powertrain warranty, Hyundai will offer a six-year/120,000km warranty for the LiPoly battery, inverter and other key electronic and electrical components.

* Please note that all US dollar equivalent figures are only for reference and must be checked on a daily basis.

Elantra LPI HEV Specifications

Hybrid Type
Flywheel-mounted motor-generator

parallel type (mild)

Length
4535

Width
1775

Height
1490

Wheelbase
2650

Tires
Low-Rolling Resistance

Engine
In-line 4, 1.6L Gamma All-Aluminum

(Atkinson Cycle)

Bore x Stroke
77.0mm x 85.44mm

Compression Ratio
12:1

Head
DOHC 16-Valve

CVVT
Single-Type (Intake)

Maximum Power
114ps @ 6000rpm

Maximum Torque
15.1kg m @ 4500rpm

Acceleration 0-100km/h
11.7 sec

Transmission
CVT with Metal V-Belt &

Multi-Disc Wet Clutches for Start-Up

Motor
Interior Permanent Magnet Synchronous Motor

Maximum Power
15kW

Maximum Torque
105Nm

Maximum Speed
6000rpm

Batteries
Lithium Ion Polymer Forced Air Cooling

Voltage
180V

Capacity
5.3Ah

Tires
185/65 R15 (STD) 195/65 R15 (OPT) Low-Friction

Fuel Economy
17.8km/l (22.2km/l gasoline equivalent)

CO2 Emissions
99 g/km

Emissions Classification
SULEV

Top Speed
188km/h

Steering
Motor-Driven Power Steering

Weight
1297kg

Fuel Tank (L)
45.2

Suspension
(F) McPherson Strut

(R) Multi-Link

Hyundai launches diesel and automatic variants of i20

2009-08-02T22:11:00.002-07:00

Korean auto maker Hyundai Motor on Tuesday launched two variants of its premium compact hatchback ‘i20’ priced at Rs7.72 lakh for the top end model in the Indian market.

The car’s 1.4 L diesel version is priced at Rs6.1 lakh and goes up to Rs7.20 lakh, while the 1.4 L petrol is priced between Rs7.31 lakh to Rs7.72 lakh.

“The launch of ‘i20’ diesel is a proud moment for us specially after the immense success of i20 both in Indian and overseas market. Both the variants, while offering the much needed fuel-economy to our customers, will also provide superior technology and best-in-class performance,” Hyundai Motor India Ltd managing director H S Lheem said here.

The company had launched the base model of i20 in December last year and has sold over 72,000 units in the domestic market so far.

Hyundai i20 diesel @ Rs 7.20 lakh

2009-08-02T22:11:00.001-07:00

Hyundai Motor India expects its diesel plant, likely to be set up near Chennai, to commence operations by the end of next year.

The new plant, which will have an initial capacity of 50,000 units, will help the company meet the demand of its diesel models such as the newly launched i-20 and Verna.

"Till now we were importing diesel engines. Our diesel plant should be operational by the end of next year," said H.S. Lheem, Managing Director and CEO of Hyundai Motor India Ltd, at the sidelines of the launch of a diesel variant of its premium compact car i20.

He did not comment on the investments that will go into the setting up of the new plant. The cost of importing an engine is about 25 per cent of the total cost of the car. The company's strategy to set up a diesel engine plant and localise parts will help lower costs as it intends to increase the sale of its diesel models.

Image: The Managing Director of Hyundai Motor India, H.S. Lheem (left); the President of Hyundai Motor India, Ashok Jha (centre); and the Senior Vice-President, Marketing and Sales, Arvind Saxena, pose with the Hyundai 'i20' Diesel during its launch in New Delhi on July 7.

all-new Hyundai i20 hatch

2009-08-02T22:10:00.000-07:00

The all-new i20 hatch is a highly significant addition to the new generation of Hyundai vehicles identified by the ‘i’ prefix. The new five-door i20 rides on a long wheelbase, giving the i20 an athletic stance and spacious interior architecture. Featuring Hyundai’s distinctive design motifs – a bold chrome-topped grille flanked by piercing teardrop headlamps at the front and striking stacked rear light clusters. The well-packaged interior boasts generous levels of standard equipment.

Hyundai bets on i20 to drive sales

2009-08-02T21:59:00.000-07:00

The company on Tuesday drove in two new versions of its i20 model — 1400cc diesel and a 1400cc petrol automatic which it hopes will help it get a stronghold in the still-nascent premium compact segment. “We hope to nearly double the sales of the i20 after the launch of these two new versions to 4000 units monthly,” Hyundai India MD HS Lheem said. While the base diesel version costs Rs 6.19 lakh, the petrol automatic has a starting price of Rs 7.31 lakh (ex-showroom Delhi).

But as it strengthens presence in premium compacts, Hyundai seems to be facing a stiff challenge in domestic market sales after a slew of new launches threatened demand for its its bread-and-butter i10 model. Hyundai has seen domestic market sales remain near flat in the six months ending June and admits that competition is rising.

“There has been a little bit of slowdown in i10 numbers but we are confident that we will meet competition comfortably,” Lheem said. Hyundai sold about 1.35 lakh vehicles in the domestic market in the first half, and has been making up for this lacklustre performance by higher exports.

2009 Hyundai Sonata GLS

2009-07-29T20:29:00.000-07:00

The Hyundai Sonata is a great car for people who don’t care all that much about cars. That’s not a slam. I have a friend who considers his car a device for moving bicycles around. Another buddy would drive a large teapot if it promised a cheap commute. These are bright, successful guys for whom “driving dynamics” are as valuable as GPS on a squirrel (hunters excluded). These motorists deserve a decent ride. Once again, Hyundai’s stepped up to the pump with an automobile that’s so generic you expect to find it in the paper towel section of your local supermarket.

For ‘09, Hyundai squared off the Sonata’s headlights and fitted a deeper, “more aggressive” (irony alert) chrome grille. The result: a subtle shift from vaguely 80’s soap bar rental car invisibility to “what kind of car is that?” anonymity. Presuming, of course, someone actually cared enough to ask. Still, it’s a successful under-the-radar aesthetic transformation; you can no longer say the Sonata is so not a German or Japanese car. The SE sport package adds bigger five-spoke wheels and plastic effects to noticeable improvement. It pushes the car from its core competency, though.

Which is convincing occupants they own/are renting a nice car. Lexus is the name of that game and the Sonata plays it to perfection. In fact, the Hyundai’s interior design is so startlingly upmarket—and derivative—one wonders if there’s a sedan equivalent to buyers who put fake M badges on their Bimmer’s butt and steering wheel.

I repeat: the basic shapes ape the Lexian style with Frank Caliendo-ian aplomb. A chrome-like substance surrounding the center stack and gauges brightens-up the cabin to great effect, while most of the plastic surfaces are cushy and pleasant. All the buttons respond with firm precision. The Sonata offers more cubbies than a Montessori school.

2010 Hyundai Tucson

2009-07-29T20:27:00.000-07:00

A heavily camouflaged prototype of the 2010 Hyundai Tucson has been spied at the very famous test-track, called the “Ring” in Germany, where Hyundai has been testing the handling behaviour of its forthcoming compact crossover.

Set to be officially unveiled at the 2009 Frankfurt Motor Show in September, the 2010 Hyundai Tucson will sport a bit less radical exterior design than this year’s Geneva show ix-onic concept model. Inside, the new Tucson will boast a more upscale cabin design and more space for the driver and occupants.

The all-new 2010 Hyundai Tucson will share its core parts, such as uni-body platform, engines and transmissions with next Kia Sportage crossover. With fuel-economy more important than ever, Hyundai will offer the Tucson with various four-cylinder diesel and gasoline engines. The engine-range will include the latest high-tech 2.0L R-diesel and a 1.6L gasoline GDI (gasoline direct injection) engines.

For the European market, Hyundai Tucson will be renamed to Hyundai iX35. The new Tucson is expected to go on sale in Europe at the end of the year, while sales in North America are expected to commence in the first half of the 2010. [photosource: bobaedream]

2009 Hyundai Elantra Touring

2009-07-29T20:26:00.000-07:00

2009 Hyundai Elantra Touring

Lexus RX350 vs. Hyundai Veracruz

2009-07-29T20:25:00.000-07:00

A note to TTAC’s Best and Brightest: if this comparo sounds oddly familiar, that’s because something stinks. But it’s not the husky, malodorous adhesives wafting from the pleather-wrapped Hyundai Veracuz. Nor is it the you-gotta-be-kidding me popularity of a premium-priced Toyota Camry sitting on stilts. The funk comes from mentioning both in the same breath. But I swear on the effeminate grille of a B9 Tribeca that I’ve never read a certain Motor Trend review elucidating this very notion. Fair enough?

Neither model disappoints the crossover breed: the blend of fast curves and a quick D-pillar (of a car-wannabe) work fine with the height advantage (so to speak) of a pretend SUV. Sure, both the Hyundai and Lexus are cursed by the two-box design limitations, but imitation is the sincerest form of flattery: the Korean upstart did a fine job ripping-off the RX 350’s recipe for success.

Until they inevitability park side-by-side at the local grocery store: the Veracruz is the Ugly Betty to the hotness that’s the RX 350’s Hilda Suarez sheetmetal. Sure, the Lexus has a flashier badge, but that expensive dress comes with a slimmer waistline, toned buttocks, and a flirtatious kick-up in the quarter windows. Score one for the original luxo CUV: the bloated, taperless contours of the Veracruz send it deep into undesirable minivan territory.

The race tightens up within the confines of both, provided you have a bad case of Anosmia. The Hyundai’s interior has a fine blend of wood-ish trim, soft vinyl, silver toned plastic and chrome bits. At first glance, the Veracruz interior matches the Lexus RX’s trimmings right down to the electroluminescent logos on the door sills. But the flat-black gauges look somewhat down market, and the smell of The Ghosts of Hyundais Past is (tragically) present and accounted for. Hyundai better take their quality game up from the usual sight, sound and touch parameters, because no other brand competing in the $20,000+ territory has a new car smell this unattractive.

By contrast, the RX 350 is a safe haven for the stressed-out soccer mom archetype, providing the tranquil reassurance of a Japanese rock garden with no empty promises from a presidential campaign. The leather and wood rimmed tiller feels more expensive than any vehicle remotely near its price class. Though Hyundai matches its Japanese role model for interior content (real wood accents notwithstanding), the Lexus simply feels like a more expensive vehicle.

Even with the Hyundai’s larger accommodations, somewhat acceptable 3rd row seating and superior front seat bottoms, this is a no brainer: the Lexus promise of nice trees, fragrant leather, and gorgeous Optitron gauges wins the day.

Motivating the 3800lb RX 350 is Toyota’s corporate 3.5L V6. It sports more power (10hp) than the 3.8L V6 offered in the 4300lb Veracruz. Stomp the RX 350 from a standstill and the front wheels furiously grasp for traction when the motor sings in first gear. Even with an extra forward gear, the Veracruz slowly stately builds steam, unhappily revving to an overburdened power peak. Even if the Veracruz possessed the liquid smooth mill of the RX 350, its extra 500lbs of girth are impossible to mask. Advantage: Lexus.

Luckily the Veracruz’s extra weight translates to a controlled, plush ride on any surface. While RX 350 is soft and spongy, its lack of girth translates into less than inspiring control. With its top-heavy design on float-inducing highways, the Lexus’ cabin briefly gives the sensation of dropping hundreds of feet in a rickety wooden roller coaster, when its front suspension goes from unloaded to loaded. This is an easy win for the big body Hyundai.

On the handling front, let’s call it a draw. The smaller RX 350 cuts a corner with less inertia-fed, front wheel drive push, lowering the holy shit factor for all occupants. But if you think either of these CUVs have a lick of noteworthy dynamic qualities, please broaden your automotive horizons. There’s a reason why Pistonheads lament the (gradual) extinction of the station wagon.

That said, we all know Minivans are the king of carrying mind-numbing amounts of stuff, while almost driving like a car. SUVs haul like nobody’s business and teach smaller, lighter vehicles the cold reality of Newtonian Physics. True to crossover form, the Hyundai Veracruz and Lexus RX 350 do none of the above remarkably well. So there’s no winner?

Negative! At $41k, the nicely loaded Lexus is around $5000 more than a Limited-grade Veracruz. Factor in the stinky interior and the derivative “this ain’t no game-changing Genesis” drive train, and the luxo-budget Veracruz cannot gel for this much coin. So if you (or your significant other) demand a CUV, pimp the ride that’ll instantly impress your friends and neighbors: the Lexus is the winner in this challenge between two whips not likely to be cross-shopped.

2009 Hyundai Genesis 4.6

2009-07-29T20:24:00.000-07:00

Voted 2009 North American Car of the Year at the 2009 Detroit auto show, the Hyundai Genesis 4.6 sedan that arrived in our garage had a lot to live up to. We were ready to cast aside biases based on our experience with previous Hyundai cars and see if the Genesis really could come up to the level of luxury set by brands such as Mercedes-Benz and Lexus. Apparently, Hyundai is aware of its image problem, as there is no H badge on the front of the car. It seems Hyundai wants you to judge the car for what it is before you know what kind it is.

The Genesis does an excellent job of asserting Hyundai's new image, with cabin materials consistent with a luxury car and a very smooth-running power train. But it does have a few shortcomings. Cabin tech is equivalent to Lexus circa 2005, and is blown away by the similarly priced Lincoln MKS. The suspension is fine on smooth surfaces, but reveals harshness when the road gets rough. The handling is fine for a luxury car, but it doesn't come up to the level of sport luxury.

On the road
Although we drove the 2009 Hyundai Genesis over a number of roads, we're highlighting one particular road test here, a drive through San Francisco to the Presidio. The Genesis proved very maneuverable in the crowded downtown streets of San Francisco. The steering is tuned to require a little effort to turn, which may not be completely luxury-oriented, but we liked the deliberateness it gave to our quick lane changes.

The Genesis hides its Hyundai origin from the front.

Doing the zigzag course that is downtown SF, the power from the 4.6-liter V-8 came in handy. Moderate power was always on tap to push us easily into traffic openings, but quick launches were held back by the transmission's hesitant kickdown. Moving away from the heart of the city onto clearer roads, we enjoyed the peace and quiet in the cabin. That is, until we grabbed the console controller, an iDrive-like joystick/button/dial, and explored the music on our connected iPod.

Just like on the Hyundai Sonata we tested last year, the 2009 Genesis has an iPod/USB connection that gives full browsing capabilities. We selected an album encoded in Apple's lossless format and were blown away by the audio quality from the car's Lexicon stereo system. Sounds were coming from the speakers that we rarely heard on these tracks, background and layered sounds that get lost in lesser systems. Its bass was strong, without being overwhelming, and the clarity was amazing. Of course, with 17 speakers, a 525 watt amplifier, and the same Logic 7 audio processing as you get in BMWs, we would expect it to be good.

Map resolution from the navigation system is excellent.

We also admired the maps on the navigation system, which used high-resolution graphics on the large LCD. It was a sunny day, but glare wasn't a problem. As we paralleled Lombard Street, which also serves as Highway 101 through San Francisco, green indicators on the map showed traffic was flowing freely, although it got yellow just before the Golden Gate Bridge, meaning traffic was moving between 20 mph and 40 mph.

The quality of the streets varied substantially along the route we took, from smooth asphalt to pock-marked pavement that looked as if a tank had driven over it. Although the Genesis damped out the bumps quickly, keeping the car from bouncing around, we felt quite a few harsh jolts, with one particularly strong bash when we got a little playful with the acceleration. A Mercedes-Benz S-class floats over rough stuff like this, but the Genesis revealed that it's not quite up to that level.

In the cabin
A mixture of wood, leather, and metal adorns the cabin of the 2009 Hyundai Genesis, giving it a look like no other Hyundai, and strengthening the luxury impression. The soft plastics on top and bottom of the dashboard bring the quality quotient down just a little, and it gets worse when you run your hand over the simple cloth headliner, which on a Lexus would be a nice velvety material.

This controller, although similar to BMW's iDrive, works much better because of a better onscreen interface.

We were impressed by the metal switchgear on console and stack, with a controller new for Hyundai. Buttons surround the multidirectional knob, giving you quick access to navigation, telephone, and different audio sources. From that list of functions, you can tell the Genesis is loaded with tech. The onscreen menus for controlling the cars applications look good and are intuitive to use, with a vertical cascading architecture for drilling down to particular functions. The controller is complemented by a voice command system, which works reasonably well. Saying "help" shows you available commands, making it possible to learn the system as you use it. Entering an address, it only took a couple of tries for it to understand the street name "Tehama."

As we mentioned, the maps in the navigation system look very good, with high resolution and readable street names. The navigation system refreshed quickly as we pushed the cursor around the map. You can enter destinations by the usual means, such as address or point of interest, but there aren't many options beyond that. Route guidance works well, too, although it lacks text-to-speech, so it won't read out street names. Integrated traffic is one advanced feature we're happy to see here. It shows traffic flow on major roads, and incidents such as accidents and road construction. However, we found that the system won't automatically route you around bad traffic. During one drive, the system verbally warned us of bad traffic ahead, but didn't offer a detour to the programmed route. We zoomed out the map and could see a section of red traffic flow on the freeway, so we quickly exited, letting the navigation system recalculate the route.

The Genesis also has Bluetooth phone support to meet its tech car credentials, but we weren't impressed by the system. It paired easily with our Samsung SGH-D807 phone, but it didn't copy over the address book to the car. Instead, we would have to manually fill the phone book. Dialing actual numbers, those few we had memorized, was made easy by the onscreen interface, which uses a kind of oval track for alpha-numeric entry, or with the voice command system.

You can watch DVDs on the car's LCD, using the six-disc in-dash changer.

The stereo is really the high point of the tech in the Genesis. It features a six-disc changer that can play CDs, CD-RWs, and DVDs. There is also an iPod connector with an excellent interface that also works as a USB port, satellite radio (a necessity for the navigation's traffic reporting), and an HD radio tuner. This latter proved particularly good, as it receives multicasts, letting you choose from the various audio broadcasts from a single station.

This Lexicon stereo is so good, we just wanted to drive around and listen to music. Only a few other cars we've driven have had stereos this good, including the Lincoln MKS, Lexus LS 600h, and Jaguar XF.

Under the hood
One of the big surprises when Hyundai first announced the Genesis was its available V-8 engine. Asian automakers don't often come out with large engines, and Hyundai in particular was thought of as an economy car brand. However, the company has delivered, putting an exceptionally smooth 4.6-liter V-8 in the 2009 Hyundai Genesis, pairing it up with a six-speed automatic transmission. Variable timing on its 32 valves along with a double-overhead cam contribute to its efficiency, but it uses standard, port injection, rather than the direct injection system being adopted by many automakers.

Hyundai defies its image by coming out with this big, smooth-running V-8.

That engine produces 375 horsepower at 6,500rpm and 333 pound-feet of torque at 3,500rpm. According to Hyundai, the Genesis attains these numbers with premium fuel--you can use regular unleaded and only get 368 horsepower. Also, according to Hyundai, the car gets a 0 to 60 mph time of 5.7 seconds. As a point of comparison, the Lexus GS 460, which uses the same size engine, only makes 342 horsepower.

The Genesis gives a suitable push when you mash the gas pedal, after waiting a moment for the automatic to kick down. The cabin generally insulates from engine sound, although there is a palpable growl when the RPMs are up. The ZF automatic transmission generally kept its presence unobtrusive, quietly shifting from one gear to the next without a lot of drama. It's programmed to seek higher gears for better fuel efficiency, and won't actively kick down to lower gears for cornering, so we found ourselves lacking power when we tried to push the Genesis hard through a turn.

However, pushing the stick to the right puts the car in manual mode, letting us use the wide power bands in second and third gears. We could do a lot of work in the bends just using third gear, if the suspension was up to it. Unfortunately, it isn't. Although the car doesn't roll wildly when the lateral g-forces hit it, the front end feels very heavy in the corners, leading to serious understeer. The Genesis may have a big engine, but it's not a sport driver.

The EPA fuel economy for the V-8 Genesis is 17 mpg city and 25 mpg highway, which is about what we would expect. Our average fuel economy during our time with the car came in at 18.3 mpg, on the low side of the EPA range. Although it's not the most economical car around, it does earn a ULEV II rating for emissions, a good achievement for a high displacement engine. The Genesis can also be had with a 3.8-liter V-6, getting a couple of miles per gallon better than the V-8, but only putting out 290 horsepower.

In sum
Our 2009 Hyundai Genesis 4.6 came in with a base price of $37,250. Our only option was the $4,000 tech package, which includes the Lexicon stereo and navigation system, a must-have add-on. The $750 destination charge brought our total up to $42,000, an apparently low price that contributed to the Genesis' Car of the Year award. By comparison, the Lexus GS 460 is close to $60,000, but it handles a lot better, and when that model gets the update it is due for, it will get an impressive bundle of new cabin technology. The Lincoln MKS compares better with the Genesis, as both come in about the same price. The cabin of the MKS doesn't have the same luxury feel as the Genesis, but the tech is a lot better.

In our ratings for the car, we found both the cabin tech excellent, largely buoyed by the audio quality from the stereo. The navigation system could use a few more features, and the phone system is only basic. We considered the car's design excellent, with the cabin tech interface largely winning us over--the exterior isn't offensive, but isn't striking, either. Finally, the performance is good, but not spectacular in any way. The engine puts out the power we would expect from a big V-8, however, the suspension doesn't handle jolts as well as it could. The handling is fine for normal driving, but isn't designed for stress.

2010 Hyundai Genesis Coupe 3.8 Track

2009-07-29T20:23:00.000-07:00

As a rear-wheel-drive dedicated sports coupe, the 2010 Hyundai Genesis Coupe occupies a unique position amongst current car models. The Nissan 370Z is its closest competitor, with the only other powerful rear-wheel-drive coupes being retro American muscle cars, such as the Ford Mustang, Dodge Challenger, and Chevrolet Camaro. Other rear-wheel-drive sport coupes tend to be sedans with the rear doors welded shut.

The Genesis Coupe, with its curvy body, looks nothing like a muscle car, but its power train feels as solid. Handling seems equivalent, if not better. Hyundai also uses the Genesis name for its luxury sedan, which is a strange marketing decision, as the coupe is built from the ground up to be a sports car. The Genesis Coupe offers some of the cabin tech found in the Genesis Sedan, although interior materials reflect its lower price point.

On the road
We tested a 2010 Hyundai Genesis Coupe 3.8 Track model with a manual transmission, the highest-end version of the Genesis Couple available. At the low end is the Genesis Coupe 2.0T, using a smaller engine. The Track trim gives the Genesis Coupe a specially tuned suspension, Brembo brakes, and 19-inch wheels with summer tires.

The Track trim level gives the Genesis Coupe Brembo brakes and a suspension tuned for hard cornering.

A quick press on the start button gets the 3.8-liter V-6 burbling. Putting the car into first, the shifter for the six-speed manual and the clutch all feel particularly solid. Unlike the petite six-speed manual in the Honda Civic Si, which you can flick from gear to gear, the shifter in the Genesis Coupe requires a little determination.

The gas pedal also needs a firm push to get the car going. Its long amount of play gives room to modulate the power more finely. We quickly find the same is true for the brakes. Tapping them won't stop the car--you can easily apply quarter or half braking power. These attributes help in sport or track driving but aren't great for heavy traffic, where all that pedal work becomes tiresome.

Driving at speed down the freeway, the track-tuned suspension doesn't prove too rigid for comfort. Fifth and sixth gear work well for cruising at speed, but fourth is geared low, making it useful for situations where power is required. Over an extended freeway cruise, we saw the trip computer go above 25 mpg, climbing toward the car's 26 mpg highway rating.

But in city and mountain driving, fuel economy stayed between 18 and 19 mpg, closer to the car's 17 mpg city rating. Blasting along winding roads, we found a lot of crossover between the second, third, and fourth gear power bands, giving a lot of flexibility in which gear we chose for any particular corner or stretch of road. Hitting the corners hard, traction control found many opportunities to intervene, and we got used to seeing it light up on the instrument panel.

The Genesis Coupe really shows its stuff on the track, where there are no traffic controls.

We also had tested the Genesis Coupe at Mazda Raceway Laguna Seca to see if the Track model actually lives up to its namesake. The car remained flat and predictable in the corners, while the beefy Brembo brakes stood up to lap after lap of abuse without losing their great pedal feel and easy modulation.

Most impressive was how much the Genesis Coupe communicates with the driver. Through the steering wheel, the pedals, and the seat, the car keeps the driver in the loop on how the wheels are gripping and how the vehicle is responding to inputs without being jarringly rough.

Unencumbered by such banalities as speed limits, stop signs, and traction control, we were able to explore the limits of the 3.8-liter engine and found that the power plant was right at home on the track. The V-6's flat torque curve offers plenty of power for blasting down straights and powering out of corners without constantly hunting for gears. Thanks to grip afforded by the wide summer tires and the Torsen limited-slip differential, the Genesis Coupe is able to put its power to the road early and often.

In the cabin
The cabin tech interface in the 2009 Hyundai Genesis Coupe looks pretty conventional, with up/down buttons for selecting songs, tuning radio stations, and going through satellite radio categories or MP3 CD folders. These buttons surround a big volume knob topped by a power button. These buttons are supplemented by switchgear on the steering wheel that has a nice, solid feel.

We like the solid switchgear on the steering wheel spokes.

The display is a simple monochrome LCD at the top of the stack, well-placed for the driver to glance at. A navigation system isn't currently available, although we understand that Hyundai will make one optional later this year, and we assume it will be similar to that found in the Genesis Sedan.

A USB and iPod jack comes standard on all trim levels of the Genesis Coupe, an excellent move by Hyundai. But the interface for browsing music isn't very intuitive. Pushing the Tuning button, on the far right, lets you choose to look at music by album, artist, genre, or playlist. Hit the enter button, and you drill down to lists of content on the iPod. If you have a lot of albums, you'll spend a lot of time pushing that Tuning button to go through them all sequentially.

But our bigger complaint comes from how quickly the display reverts to showing the currently playing track. If you get interrupted for a second while trying to choose music, such as making a gear shift, the display will revert and you will have to drill down through menus again to find the music you want.

These buttons aren't really designed for iPod control.

Satellite radio is easier to browse because the buttons seem more designed for it. Likewise, the buttons are fairly standard for controlling MP3 CDs, which the car's six-disc changer can read.

We were really impressed by the 10-speaker Infinity audio system. It uses door tweeter and woofers, plus a subwoofer and center channel, to produce truly excellent audio. The clarity is outstanding, making all the subtle sounds you don't normally hear on a song audible. The sound is extraordinarily clean, reproducing music without adding unnecessary effects.

Bluetooth mobile phone integration is also standard at all trim levels. We had no trouble pairing an iPhone to the system, and the sound quality was reasonable. It works with a voice command system, which does a good job of understanding spoken numbers, but it doesn't make a phone's contact list available through its interface.

Under the hood
The 3.8-liter V-6 powering the 2009 Hyundai Genesis Coupe 3.8 Track model uses a dual continuously variable valve timing system along with a variable intake system to optimize efficiency for low and high engine speeds. That gets it 306 horsepower and 266 pound-feet of torque.

Rather than cover the engine in lots of plastic, Hyundai shows off its mechanical glory.

In practice, the low torque number limits theatrics off the line, while the low gearing ratios of the six-speed manual make the horsepower, which peaks at 6,400 rpm, more generally available, as high engine speeds are easily achieved. Hyundai claims a vague less than 6 seconds to 60 mph, but other reviews have reached a more specific 5.5 seconds.

As we pointed out above, EPA fuel economy for the Genesis Coupe 3.8 is 17 mpg city and 26 mpg highway. Our average for a mix of driving came in at around 22 mpg. An emissions rating isn't currently available for the Genesis Coupe.

The six-speed manual transmission is standard, but you can get a ZF six-speed automatic with manual gear selection. Given this car's performance, we recommend the manual.

In sum
The base price of the 2010 Hyundai Genesis Coupe 3.8 Track model is a low $29,500. You have to pay an extra $30 for the iPod cable, otherwise you only have a USB port. Our car's total, with a $750 destination charge, came out to $30,375, undercutting a similarly equipped Nissan 370Z by about $3,000.

In rating the Genesis Coupe 3.8, we give it high marks for performance. Handling is excellent, and the manual transmission gives you a good set of low gears for track driving. The engine strikes a good compromise between power and economy. For cabin tech, we like the inclusion of standard iPod connectivity, and that Infinity audio system really impressed us, but the Bluetooth support is only average and the current lack of navigation hurts it. Design is a mixed bag, as we didn't particularly like the cabin interface, but the looks get it noticed. Our staff disagreed about the car's exterior look, with some loving and some hating it, but that polarizing style gives it design credibility.

2009 Hyundai Genesis 3.8 V6

2009-07-29T20:22:00.001-07:00

In 2002, my friend Patrick threw a glass ashtray at me in a bar in Boston. “Berzerkowitz!,” he barked, celebrating the successful hit right in the middle of my forehead. That’s how he said hi. The next morning, once he sobered up, and my face still hurt like a sonofabitch, we went for a ride in the car he rented for the weekend. “It’s the most generic car I have ever driven,” Pat told me from the driver’s seat of a Hyundai XG350L.

That was when entry level-luxury Infinitis, Acuras, and Lexuses were front wheel drive, and packed just north of 200 horsepower. It didn’t matter that the Hyundai’s wood trim was horrible or that the seats were dirty pleather. It was a Hyundai, and nobody was going to take it seriously even if, on paper, it toed-up with the competition for close to ten grand less.

And now that Hyundai’s overall rep has transitioned from punch line to resolute not-that-bad-ness, the Korean brand will again try to sell you a cut-price luxury car in the form of the Genesis, a name that reveals a marketing department with way too much power and/or a blinding amount of engineering arrogance. The problem is that neither the arrogance nor the marketing department has done a very good job.

The Genesis looks like a luxury car. I think. It’s big, it has luxury car lines. As it should, thanks to a rear wheel-drive (RWD) chassis and RWD proportions. But what’s stopping the Genesis from looking like an Infiniti M35? A Lexus GS? An E-Class? An Acura I-forget-the-letters? Nothing at all. Nothing makes it any different, either. There isn’t even a logo on the front—just a Merc-Benzian chrome grill. Usually, people looking for a safe luxury buy don’t just want the look; they want the badge and the brand. Hence the reason Lexus does so well, in spite of selling Lexuses.

There’s very little in the appearance, inside or out, that gives away the Genesis’ ruse as a big luxury car. The fit and finish of the interior is top shelf. The materials, including a leather-covered dash with de rigeur exposed stitching looks contemporary—even beautiful. Gadgets and toys abound although such niceties have never attracted me to any car. Only some very tacky, shit-class wood trim on the doors reminds that you’re in a Hyundai, which is supposed to be a knock off of “better” cars.

The Genesis doesn’t drive as you’d suppose. With Hyundai’s (probably self-perpetuated) reputation of knocking-off Toyotas (so to speak), I was expecting nothing short of a cushy, neo-Cadillac ride. But it’s not. Isolating, yes, and extremely quiet. But the Genesis’ suspension is more Germanic sportster than Japanese recliner. Steering feedback, brisk handling and tight turning capabilities combine to make this a surprisingly sharp drive.

Pistonheads are all abuzz about the Korean’s V8 (a review for which you’ll have to wait). Meanwhile, the Genesis’ destined-to-be-default 3.8-liter V6 is rated at some 290 horsepower. That makes for some quick acceleration from a standstill. But like so many of these “overboosted” V6 engines shooting for high horsepower bragging rights, the 3700lb four-door runs out of puff once in motion (i.e., 264 lb·ft of torque at 4,500 rpm). It would certainly be an error to call the Genesis V6 a slow car, but it ain’t quick neither.

Hyundai’s Super Bowl ads said it offered the size and power of a 7-Series for the price of a 3-Series. If we all bought cars on paper descriptions, that might be an enticing argument. But when push comes to your bank account, how in good faith can you choose the V6 Genesis over one of its stellar competitors? Because it’s bigger? Or because it might be a few grand less to buy?

Even with a fairly strong residual estimate (around 50 percent), you’re going to take an acid rain shower when resale time comes. And Hyundai’s “aggressive” 24 month lease program—$399/month with about $2200 down—is barely better than a deal on a nicely loaded Benz C300. And unlike the Mercedes, which reeks of permanence in its badge and solid construction, I cannot come up with a way to call the Genesis interesting.

I’m sure the 375 horsepower V8 will liven things up when it goes on sale next month (though I’d rather forego the luxury, get a Pontiac G8 GT, and pocket several thousand bucks). But in the meantime, Hyundai has reprised its role as the firm that can build the most generic car on the road. Just like the XG350 that my ashtray-throwing friend lambasted, this is without doubt Hyundai’s best car yet. But it’s not special. Without the right or indeed any luxury brand logo, it will make for a tough sell. And a questionable buy.

Hyundai Elantra

2009-07-29T20:21:00.000-07:00

Look in Hyundai’s high school yearbook and you’ll see “most improved.” Almost every model the Korean automaker has sent stateside has been a quantum leap forward from its predecessor. The Elantra's roots stretch back to the Excel, which excelled at falling apart. The Elantra name survived; the model went from crap, to cheap, to "say that's not bad." Now we've got the fourth generation Elantra. Does the all-new iteration follow the Sonata and Santa Fe in Hyundai's relentless march from cars you buy because they're dirt cheap to cars you buy because why the Hell should I pay more?

The Elantra sits near the top of the economy car pack in terms of not looking too much like an economy car. Thanks to a dorky swage line that dips in the middle and a teardrop-shaped rear window, the Elantra looks like a Corolla with an untucked shirt. Fortunately, the Korean’s front is all business: crispy tailored creases surrounding the requisite Pokemon thousand yard stare headlights. The Elantra’s a color sensitive beastie; lighter shades tend to highlight some of the car’s more awkward proportions.

At 177 inches long, the new Elantra is significantly shorter than the outgoing model. To put that stat into its proper perspective, the Korean compact is now about the same length as the current Toyota Corolla and roughly 14 feet longer than a mechanical pencil– which is, let’s face it, more aesthetically exciting than either machine. Still, nobody buys an Hyundai or Toyota on looks alone. The bottom line: the Elantra's exterior is modern enough that it’ll still appear fresh when its owner’s five-year warranty expires.

Speaking of fresh, Hyundai’s nostril curling crayon/sulfur olfactory signature is gone. The Elantra’s interior now smells as anodyne as it looks. Yes, the cabin’s about as thrilling as alcohol-free vodka. But it's a remarkably large (more interior volume than the Civic and Corolla) and well-ordered space, swathed in a small selection of wildly inoffensive materials, available in a limited range of gray tones. Still, the Elantra’s fit and finish is beyond reproach– if only because occupants can’t stay awake long enough to kvetch.

The Elantra offers integrated XM radio as part of a cheap audio package. Alas, that’s it for toys. The model's Korean taskmasters have denied their baby any of the other high profit, hi-tech [optional] toys that make Nissan's Versa and Sentra so appealing (Bluetooth, keyless go, hard drive in the dashboard, satellite navigation, etc.). At least you won’t die of boredom. The Elantra’s standard safety features include Electronic Brake-force Distribution, six airbags (including side curtains), antilock brakes and active head restraints. The “rich man's” Elantra SE adds electronic stability and traction control.

The Elantra's dynamic demeanor can be summed up in a single word: easy. There's a theoretical manual transmission, but almost all cars come with a smooth 'n' slow four speed automatic. Pop the Elantra into drive and your brain automatically switches off. Although the seconds required for zero to 60 “sprints” cannot be counted on two hands, the Elantra’s whisper-quiet 2.0-liter, 138 horsepower engine delivers enough pep to merge into traffic and amble around town. Should you find a stick shift Elantra, you can shave two seconds from your dash (down to 8.3 seconds to be precise). But that’s like saying a dash of hot sauce can jazz-up a piece of meatloaf.

Sensibly enough, Hyundai’s chassis engineers completed ignored any notion of sportiness and focused on making the Elantra a pothole munching machine. In this they succeeded. The Elantra’s fully independent McPherson (front) and multilink (rear) suspension is more comfortable and compliant than your favorite slightly kinky sexual metaphor. It surmounts road imperfections with big car ease, with only a distant, rubbery judder to remind you that it’s a hard knock life.

There’s a downside to the Elantra’s mortuarial operating philosophy: its electrically-assisted rack-and-pinion power steering system. The helm is so overboosted that any connection between the steering wheel’s attitude and the rubber wheel’s direction is strictly intellectual. The car responds to the tiller both quickly and competently, but without one iota of dynamic feedback, it's best not to attempt anything resembling a driving maneuver. Just ease on down the line.

Don't get me wrong: piloting the Elantra is a disco-era joy. Kicking back and guiding the compact via a single finger hooked delicately around the rim of a plastic steering wheel is more old school than putting a pack of smokes under your shirt sleeve. Alternatively, you could say the Elantra’s the best entry-level model that Buick never made.

Priced to go, temperate in its thirst, the all-new Elantra is a guaranteed hit. People that love frugality almost as much as they hate driving per se should run right out and buy one. In fact, the (literally) mind-numbing sophistication of the new Elantra makes it clear that Hyundai is the new Toyota. How great is that?

Hyundai Santa Fe

2009-07-29T20:20:00.002-07:00

Back before gas prices scared SUV owners sensible, most CUV’s were “cute utes.” As the SUV exodus gathered pace, several abandoned truck makers figured SUV refugees were ~~a bit half-assed~~ not fully committed to downsizing. They built CUV’s that are only slightly smaller than their SUV’s, only without the towing capacity, off-road ability and, most importantly, extreme thirst. Never one to miss a trick, the transplants have been growing their CUV’s to nibble away at the same market. Case in point: the Hyundai Santa Fe.

The first generation Santa Fe did battle in the ultra competitive compact segment, squaring off against the Honda CR-V and Ford Escape. The new, second gen Santa Fe is larger, more powerful and more expensive. The mondo-model’s sights are firmly set on the new Toyota Highlander and Honda Pilot. To see if the bigger, badder Santa Fe could has what it takes to take on the CUV superstars, I took one for a jaunt around the crossover’s spiritual homeland: the 'burbs.

In “The Planet of the Apes,” Charlton Heston asks a female ape if he can kiss her goodbye. "All right,” she concedes. “But you're so damned ugly." And there you have it. While the Santa Fe wants to help you escape the apes, it’s inescapably hideous. The headlights and grille are mounted too low, at the bottom of a sharply sloping bonnet. The profile is so derivative you could play spot the inference for hours. And the rear looks like an unholy union between a Subaru Forester and B9 Tribeca. In short, I wouldn't be surprised if the ghost of Salvador Dali designed the Santa Fe’s sheetmetal.

Take shelter from the horror (the horror) inside, and the spacious cabin reveals a multiple personality disorder. The detail man nailed all the cool bits: satin trim in all the right places, properly colored plastiwood, prudent placed buttonlogy and cool liquid crystal displays. And then the beancounters stepped in. The seat fabric is made out of polyester Halloween costumes. The switchgear offers all the tactile satisfaction of a single use camera. And the wheel-mounted buttons defy easy operation.

The Santa Fe’s got plenty of safety devices: anti lock brakes, traction and stability control; roof mounted side-curtain airbags, seatbelt pretensioners. The brand faithful elevated gadget count includes a not entirely execrable six-speaker boom box with MP3 compatibility. Surprisingly, electronic marriage protection (a.k.a. satellite navigation) is AWOL. Still, pony up a bit more green, and you can have a nice big sunroof, automatic climate control and a full compliment of Sharper Image-style toys.

In keeping with the new CUV XL paradigm, the Santa Fe’s third row seating is a flagrant violation of The Geneva Convention. Suitable for small children? Only if they're very very bad. (I've squirmed my way into the back of a Porsche 911 more easily– and it was more comfortable.) If you’re looking for a sprog carrier that isn’t a fuel-sucking SUV, GM’s badge-engineered XXL Lambda triplets or a big ass Honda Odyssey are a far better bet. Spec your Sante Fe for five, enjoy the humongous trunk and save $1300.

Prepare for a surprise: driving the Santa Fe doesn't suck. Crank over the DOHC V6 and it’s whisper quiet at idle (even more than a similarly equipped Sonata). Put the Santa Fe’s hammer down and smooth things happen. The [optional] 3.3-liter mill spools up with a pleasant sort of growl, and then pits all of its 242hp and 226 ft. lbs. of torque against the CUV’s 4000 lbs. Thanks to a superslick five-speed autobox, the resulting eight second-ish sprint to sixty is remarkable– although fairly slow in any absolute sense.

That said, if you’re in a hurry, hang onto that steering wheel. Unless you spring for the AWD model, slamming on the Santa Fe’s gas FedExes you a big old box of torque-steer. Driving at more sagacious speeds, the Santa Fe’s power-assisted rack and pinion tiller is like a draftsman’s pen: sharp and accurate. The brakes are also superb and the multi-link rear suspension keeps the beast tied down without degrading ride comfort. As a crossover for hauling Ikea boxes and tackling snowy driveways, not hooning with pistonhead bravado, the Santa Fe is an ideal device.

Captain Farago concluded that Hyundai's Sonata would succeed because it was so neutral, and he was right. The Santa Fe almost gets the same assessment, but for the genetically mutated styling. Still, the Santa Fe is cheap (my nicely equipped SE was only $26k), with a wikkid warranty. Ten years ago, those were the only reasons to buy a Hyundai. With the Sonata, they're an added bonus on top of an already good car. The Santa Fe’s appeal lies somewhere in between. In that sense, the new Santa Fe is a bit of a Korean line dancer: two steps forward, one step back.

Hyundai Accent

2009-07-29T20:20:00.001-07:00

The Yugo and Excel are automotive nameplates synonymous with pistonhead schadenfreude. Yet both models sold well (at least initially). Their success proves two things: 1) you can flog just about anything if the price is low enough and 2) building a car for the lowest possible price does nothing to elevate the automotive arts. While the Yugo has gone to the place where forgettable cars are eventually forgotten (save by those who endured them), Hyundai’s successor to the Excel, the Accent, still strives for, um, sales. After twenty years of evolution, is the Accent still a contender for a Forbes’ best product?

There are few visual cues that the Accent is a cut-rate ride. Black plastic bulges fill the spot “reserved” for fog lights. Tiny wheels with plastic hubcaps “fill” the wheel wells. The Accent’s wide-eyed mug and rounded haunches border on cute: a reflection of the current “let’s mask cheap with charm” routine. Although it errs on the side of inoffensiveness, the Accent’s free from the more blatant automotive plagiarism afflicting its stable mates. Strangely, Hyundai decided to go its own way with the door count. Offering a two door hatch in a market lousy with five door models hinders the wee beastie from the get-go.

Sitting in the Accent’s interior is like being trapped inside a die-cast model. From the high effort HVAC switches to the spindly turn signal, the Accent’s switchgear feels like it was bulk ordered from Corgi’s Chinese suppliers. Unless Goth floats your boat, the all-black color scheme is claustrophobic– although you need sunglasses to dim the glare reflected off the low grade plastics. Still, the dash design is simple and attractive; a mixture of organic curves that leaves all the major controls within easy reach (How great is that?). And unlike many cars in this class, slamming the glove box doesn’t send shudders through the dash.

The base Accent comes complete with an AM/FM/CD/MP3 stereo. Literally. You want air conditioning, remote entry, power locks and power windows, you’re gonna have to pay. The front seats are roomy enough, with plenty of travel fore and “watch out for your feet back there” aft. While the Accent isn’t lacking in headroom, a little more height would make entry in the rear quarters easier, especially as the doors are short on length.

Due to these shrunken portholes, rear seat passengers must Pilates their way in and out of the designated compartment. Once there, the accommodations are suitable for two adults. For passengers worried about wearing an SUV as a hat, the space between the Accent’s rear seats and the hatch is generous for the class.

The Accent’s 1.6-liter inline four boasts the highest output of its peers: 110hp @ 6000rpm. Unfortunately, the manual windows have more twist. The engine’s 106 ft.-lbs. of torque (@ 4500 rpm) are pitted against one of the highest curb weights in its class. With 2500 pounds to schlep, the Accent’s little engine that could has trouble carrying anything heavier than a Playstation to the good little girls and boys on the other side of the mountain.

The hatchback’s acceleration redefines the word; zero to 60 times extend somewhere deep into the double-digits. The Alzheimer automatic doesn’t help; the transmission gets confused when you floor the throttle, pauses for what seems like an eternity and then finally drops down a gear. When it eventually finds a lower cog, the engine groans like an arthritic octogenarian reaching for a quarter.

The Accent’s ride is best described as plush, or, more accurately, nauseating. Bumps are greeted (and greeted and greeted) by endless rebound. When I drove the Accent over train tracks, the car crashed and wallowed like my old man’s old Buick. As speeds increase, the Accent’s body roll becomes, um, “exaggerated.” Hustling this little car is about as exciting as racing turtles, and a lot less safe. Twenty years of evolution have failed to elevate handling to anything above the automotive equivalent of your appendix.

Obviously, the Hyundai Accent is a less punishing econobox than the old Excel. While the overall experience puts the “base” in “basic,” there’s no question that the Accent will get from A to B without threatening an extended diversion to repair shop C or, for that matter, racing rust to the warranty’s expiration. If you take into account inflation, the Accent’s $10k sticker makes a mockery of the 1986 Excel’s $5k entry price. Equally important, the Accent offers exponentially better passive safety: side airbags (both front and rear), seatbelt pretensioners, ABS and enough structural rigidity to earn a five-star frontal crash protection.

Unfortunately for Hyundai, the Fit, Yaris and Versa have arrived to do battle at the bottom of the barrel. Aside from the warranty and a grand or so, the Accent can’t compete with it foes’ style, performance, comfort and practicality.