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Business Week Review: 2009 Hyundai Genesis

2009-07-09T10:24:00.001-04:00

The sporty, well-designed Genesis is a reasonably priced, stylish, entry-level luxury car—and a big step up for Hyundai

Up Front
There's nothing on the market quite like the new Hyundai Genesis. The Korean carmaker's rear-wheel-drive Genesis Sedan, which is all new for '09, is an entry-level luxury car that competes with the likes of BMW, Lexus, and Infiniti. And for 2010, there's the new Genesis Coupe, a smaller, less expensive, sportier, two-door version of the car that's so different from the sedan it almost seems like a separate model. The Genesis Coupe competes with everything from General Motors' new 2010 Chevy Camaro Coupe to the Infiniti G37 and Nissan 370Z.

If you're thinking it's crazy that a Hyundai could challenge such varied and excellent rivals, think again. The Genesis is a sophisticated, well-engineered car with a tight feel, close tolerances around the doors and hood, and a co-efficient of drag of a mere 0.27, making the car's exterior slipperier than most more expensive competitors'. The Genesis Sedan is extremely quiet inside and gobbles up potholes, yet has plenty of verve. And it sells at a much lower price than most of its rivals.

The entry-level Genesis Sedan, which I test-drove, probably has the broadest appeal. It's powered by a fuel-efficient 3.8 liter, 290-hpV6. There's also a V8-powered Genesis Sedan, with a muscle-car-style 4.6-liter, 375 hp engine, but it doesn't seem worth the extra money. The V6-powered Genesis Sedan is as quick as a BMW 328i, which is plenty of get-up-and-go for me. However, the Genesis lacks an all-wheel-drive option, something that's available on rivals such as the Audi A5, Acura TL, and BMW 328xi.

The Genesis Sedan comes only with a six-speed automatic with a manual shifting function. A six-speed stick shift is standard on the Coupe, with a five-speed automatic available with the small engine and a six-speed automatic with the V6. The Coupe's automatics have steering-wheel-mounted paddle shifters.

With V6 power, the Genesis Sedan starts out at $33,000 (compared with $38,000 for the V8-powered Genesis) and comes crammed with standard equipment, including leather upholstery, power accessories, a seven-CD sound system that includes satellite radio and an iPod hookup, dual-zone climate controls, and power-adjustable and heated front seats. The V8 Genesis has even more standard equipment, including rain-sensing wipers, leather dash and door trim, seat memory, and an upgraded sound system.

However, you can load up the V6 Genesis relatively inexpensively. A $2,000 package includes such options as a power sunroof, a better sound system with a six-CD changer, seat and mirror memory, stylish leather inserts on the doors and dash, and rain-sensing windshield wipers. A $3,000 package includes all that plus 18-inch alloy wheels. A $7,000 package adds such amenities as a backup camera, parking alerts, self-leveling headlights, a hard-drive-based sound system, a navigation system with traffic alerts, and Bluetooth capability.

Only one $4,000 option package is offered on the V8-powered Genesis. Among other things, it includes a navigation system with traffic alerts, a hard-drive-based 17-speaker sound system, self-leveling headlights, and Bluetooth.

The Genesis is very fuel-efficient. With the V6 engine, the Sedan is rated to get 18 mpg in the city and 27 on the highway (and in 382 miles of mixed driving, I averaged 22.6 mpg).

Among six-cylinder rivals, Toyota's Lexus ES 350 gets 19/27, Honda's Acura TL 18/26, the BMW 328i 18/38, and the Infiniti M35 to 17/25. The Genesis's mileage drops slightly, to 17/25, with the V8 engine.

The Genesis Coupe, which I also briefly test-drove, does even better. It gets as much as 21 mpg in the city and 30 on the highway with a stick shift and a 2.0-liter, 210-horsepower turbo-charged four-cylinder engine (neither of which is offered on the Sedan). The Coupe also is available with a 3.8-liter V6 rated at 306 hp. The V6 powered Coupe gets 17 mpg in the city and 26 on the highway.

Safety is another strong point. Standard gear on the Genesis includes antilock brakes and front, side, and head-protecting side-curtain airbags. The Genesis earned the U.S. government's top, five-star crash-test rating in all categories.

The Genesis isn't a big seller, but it's off to a decent start considering how weak the car market is. Sales totaled 8,100 units in the first five months of 2009.

Behind the Wheel
Composed, is how I would describe the Genesis Sedan's ride. It's tuned much more for comfort than sport. The ride remains smooth whether on bumpy back roads or on the Interstate, and the cabin is extremely quiet. Even the smaller engine is powerful enough to inspire confidence. If you need a burst of power, the Genesis performs with no apparent strain.

One of the surprising things about the Genesis is how quick it is. Hyundai says the Sedan will jump from 0 to 60 in 6.2 seconds with V6 power (a time I easily matched in my test car) and 5.7 seconds with the V8. The company rates the V6-powered Genesis Coupe at under six seconds. The Sedan's six-speed automatic has the usual manual mode. Unfortunately, there's no sport mode to quicken shifting response, a feature offered by many of the Hyundai's competitors.

The Genesis' cabin is tasteful and upscale. Designers took a risk by offering leather inserts on the doors and dash in the place of the usual wood veneer, but the two-tone leather (coffee on black in my test car) looks good and sets the Genesis apart from its many rivals. Touches of wood trim are available on the gearshift, center console and armrests, combining elegantly with the two-tone leather.

Everything in the Genesis seems sturdy and well-made. The glovebox is double-walled and closes solidly, and the sunroof door has a solid, heavy feel. Trunk space, at 15.9 cu. ft., is ample. But a significant negative is that the rear seats don't fold down, limiting the car's hauling capacity. There's only a small pass-through from the trunk to accommodate long objects.

As in other vehicles in this class, leg, head and shoulder space is adequate for most adults, but legroom may be cramped for long-legged drivers. I'm only 5 ft. 10 in. tall, and I could comfortably reach the pedals with the seat set all the way back. I also found the front seats surprisingly uncomfortable. They're too flat for my taste, with inadequate side-bolsters.

One design touch I like: You can crack the Genesis' rear windows a few inches without any of the horrible wind buffeting you get in most cars.

Buy it or Bag It?
For $40,000, a loaded V6-powered Genesis Sedan has almost every gee-gaw available on models in its class, and you can get the V8 engine for only $2,000 extra on a loaded-up model. Either version of the Genesis is a bargain if you factor in all the standard and optional equipment that's included.

The '09 Genesis Sedan sells for an average of $36,610, according to the Power Information Network (PIN), vs. $37,938 for the '09 BMW 328i sedan, $40,875 for Ford's Lincoln MKS, $47,566 for the Lexus GS 350, $48,260 for the Infiniti M35, and $49,356 for the Mercedes E350 sedan.

If you can get by with a smaller car, the Genesis Coupe is an incredible bargain. It's 14 inches shorter than the Sedan (and, obviously, lacks rear doors), so it's less practical. But it's even tighter and sportier than the Sedan, starts at only $22,750 with a stick shift and the four-cylinder engine, and sells for an average of just $27,170, according to PIN (which, like BusinessWeek, is a unit of The McGraw-Hill Companies)

I know, I know. It's still a Hyundai. The Genesis doesn't have the cachet and history of a BMW, Lexus or Infiniti, and many shoppers will be reluctant to pay so much for a Korean car. But check it out. The Genesis is a big step up for Hyundai.

Business Week

Hyundai Sonata Named Best Budget Family Car by ConsumerSearch.com

2009-07-08T09:46:00.001-04:00

FOUNTAIN VALLEY, Calif., July 7, 2009 - Hyundai Sonata beat out competitors Toyota Camry and Nissan Altima for the top spot of "Best Budget Family Car" by ConsumerSearch.com, a Web site that analyzes expert and user-generated consumer product reviews and recommends the best products to purchase based on their findings. Sonata received positive remarks from expert reviewers and users including:

* Reliable and well-made
* Roomy, high-quality interior
* Lots of standard features
* Good fuel economy (with base engine)
* Long warranty

The ConsumerSearch.com report sorts through various expert and user reviews, scientific testing by nonprofit and government agencies to identify the Top Four Best Reviewed cars. This year there were four categories: "Best Family Car Overall," "Best Budget Family Car," "Fun to Drive Family Sedan" and "Large Family Car." A family car is defined as a midsize or large four-door sedan with a starting price of around $18,000 up to $30,000.

"If money matters most, experts like the budget-priced Hyundai Sonata better than more expensive big-name sedans, including the Toyota Camry," said ConsumerSearch.com editors. "Critics have a hard time finding anything at all to dislike about the Sonata, especially considering the low price. It's one of the most fuel-efficient, spacious and reliable midsize sedans you can buy, and Hyundai backs it with a longer warranty than its pricey competitors offer." "We are thrilled to receive this recognition as it really demonstrates Hyundai's commitment to providing consumers with high-quality, dependable vehicles that won't break the bank," said Michael Deitz, product manager for Sonata. "The Sonata offers consumers industry leading safety features, superior fuel-efficiency and an award-winning interior packaged in a 'class above' its midsize sedan competitors."

The fuel-efficient Sonata combines refined design, proven dependability, spirited performance and an extensive list of standard features that increase its appeal to a broader range of customers.

HYUNDAI MOTOR AMERICA

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 790 dealerships nationwide. All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America's Best Warranty. In addition, the Hyundai Assurance Program is now offered on all new vehicles leased or purchased from a certified Hyundai dealer. The program is available to any consumer, regardless of age, health, employment record or financed amount of the vehicle. The program is complimentary for the first 12 months.

2009 Hyundai Tucson Limited 4×4 Review & Test Drive

2009-07-07T09:11:00.001-04:00

For 2009, the Hyundai Tucson returns with additional exterior and interior changes that make it even more desirable. These changes include 4-6% improved fuel economy, all-new 16X6in. alloy wheels, 200-watt Kenwood Navigation/Audio System, a more distinctive chrome grille, new tailgate trim, metal grain interior accents, more color choices and new GLS seat fabric. The Tucson SE 4X4 receives standard heated front seats and a windshield wiper de-icer. An optional B&M Racing sport shifter adds shorter throw-lengths and enhances precision to Tucson's manual four-speed transmission. All Tucson's now come with standard XM Satellite radio and an auxiliary audio input.

The Tucson is a very competitive compact sport utility that rates high against the Honda CR-V, Nissan Rogue, Jeep Patriot and Toyota RAV4. The Tucson has good looks, a choice of two engines, a fully independent suspension, 4X4 option with plenty of room for up to 5-persons and is fun and easy to drive with excellent fuel mileage. Young families will like the sporty looks and very functional interior.

With gas prices on the rise again and consumers demanding better fuel economy, the 2009 Tucson delivers with a choice of two engines-a 2.0 liter DOHC 'Beta' in-line four-cylinder engine that when mated to the four-speed automatic achieves 20mpg/city and 26mpg/highway. Horsepower is rated at 140 at 6,000rpm, and torque is 136lb.ft. at 4,500rpm.

In addition to the smooth and efficient four-cylinder engine, the Tucson also offers an optional 2.7 liter V6 for improved acceleration and passing power. This 'Delta' series engine has an aluminum block and heads to keep weight down, while four-valve combustion chambers and DOHC ensure ample performance. Horsepower peaks at 173 at 6,000rpm and torque crests at 178lb.ft. at 4,000rpm. I was impressed with the launch in my Limited 4X4 model. The V6 with its standard four-speed Shiftronic automatic four-speed and 4X4 drive now delivers 18mpg/city and 23mpg/highway.

Tucson offers a wide range of transmission choices to suit a variety of customer needs. In the GLS trim with the standard 4-cylinder engine, owners can choose between a precise five-speed manual with an optional B&M Racing Sport Shifter for more precise shifting or a convenient four-speed Shiftronic automatic. This sophisticated unit can function like a conventional automatic, but also has manual controls for a more sporty driving experience. The Shiftronic automatic comes standard with the V6 engine.

The fully independent suspension underpinning the Tucson is excellent for on-road or off-road driving. a robust MacPheson strut front suspension is used in combination with a multi-link independent rear setup that uses trailing arms and multiple links to control wheel geometry precisely through a full range of suspension motion. All four wheels are controlled by coil springs and fade-resistant gas-charged shocks. To help balance the Tucson's handling and minimizing body roll during cornering, front and rear stabilizer bars are standard on all trim levels. The handling dynamics are handled beautifully by a responsive power-assisted rack & pinion steering system with a good feel for the road and minimum boost. Tucson is easy to handle in parking lots and on backcountry trails and has a tighter turning circle, 35.4ft. than a Jeep Patriot 35.6ft., Honda CR-V 37.8ft. or Ford Escape 36.7ft.

Braking from speed is also excellent with power-assisted four-wheel discs brakes. Up front are 11in. vented discs and in the rear are 10.3in. solid discs, with 11.2in. solid disc found in the 4X4 models. Enhancing braking power and control are four-wheel ABS, Brake Assist and Electronic Brake Force Distribution which is hard to find in other compact sport utility vehicles.

All Tucson models ride on 16X6in. aluminum wheels wrapped with 215.65R16in. all-season radials with 235/60R16in. standard in the Limited models. That's not bad for a compact sport utility and it helps with upgrading the looks in comparison to the competition.

The optional 4X4 system is one of the best of the competition. For maximum all-season traction and fuel economy, the Tucson 4X4 models come with an electronic torque management system that routes up to 99% of the power to the front wheels. As road conditions or torque demand changes, the system automatically diverts up to 50% of the power to the rear wheels. This on-demand system operates quickly and unobtrusively by monitoring the throttle position, wheel angle, wheel slippage and routes power to the axle offering the best traction. The 4X4 system can be manually locked into 4X4 drive for a continuous 50/50 power split between the front and rear wheels for off-road and very slippery road situations. The system automatically disengages when ABS is activated to provide optimal braking performance.

Besides excellent mechanicals under the skin, the new 2009 Hyundai Tucson looks good.

The purposeful exterior has a strong, urban presence. The new distinctive grille and standard alloy wheels enhance its appearance and flexibility. There is a large rear hatch for easy loading and unloading with a convenient flip-up rear window which eases loading of small or long items. Both SE and Limited models provide more amenities with new unique alloy wheels, wider tires, as well as fog lamps, bodyside cladding, bodycolored door handles and mirrors, and chrome rear accent trim. The Tucson looks great from any angle.

Tucson's five-passenger interior is a handsome blend of comfort, thoughtful features and utility. It echoes the sleek athleticism of the exterior, with matte-black accents on GLS trim and new metalgrain accents in SE and Limited versions. Illuminated power window and door lock switches, combined with high legible analog instrumentation aid in functionality and convenience. Drive comfort is a top priority in the Tucson's design, as evidenced by the eight-way adjustable seat with lumbar support and tilt-adjustable steering column. There are even grab handles above all four-doors, that's an extra touch.

Versatility is another hallmark for Tucson. It delivers an impressive 102.6cu.ft. of passenger interior volume, which surpasses Nissan Rogue at 97.5, Ford Escape at 99.5 and Jeep Patriot at 101.7cu.ft. The standard 60/40 split fold-down rear seatback makes it easy to accommodate passengers and cargo. Single-lever operation and shingle-style headrests that remain in place speed the conversion from passenger to cargo use. Tucson has greater cargo space behind the front row at 165.5cu.ft. compared to Patriot's 54.2 and Rogue's 57.9cu.ft. Tucson is ready to haul gear with an easy-to-clean composite floor load floor. Underneath the load floor is an additional sectionalized storage area with the spare tire positioned below. Plenty of storage bins, compartments and eight-cup/bottle holders are positioned throughout the interior, as are three 12-volt power plugs. Comfort and convenience features include a two-tier front storage console; two cupholders are positioned nearby, with one more in each door pocket. The rear armrest also includes two cupholders.

Other standard features in the Tucson Limited that I tested include automatic temperature control with outside temperature readout, heated/power-remote side mirrors, remote keyless entry with alarm, AM-FM-XM 6-CD changer with MP3 with auxiliary jack, cruise control, trip computer, leather wrapped steering wheel, leather seating surfaces, power sunroof, metalgrain interior trim, illuminated vanity mirrors, front intermittent windshield wipers/washer/deicer, rear wiper/washer, dual map lamps, and cargo cover.

The optional 200-watt Kenwood in-dash navigation/audio system has been added and was developed exclusively for Hyundai by Kenwood and combines audio, navigation, an auxiliary input into a single head unit, SD card slot and 700MB internal memory. Standard safety features include electronic stability control and traction control, front seat side airbags, side curtain airbags, LATCH system for child seats, 3-point safety belts for all seats, front airbags for driver/front passenger and active headrests.

In the fast growing but competitive compact sport utility segment, the new 2009 Hyundai Tucson has quickly gained the respect of the competitors from the US and Japan with its excellent looks, first-rate powertrains, fully independent suspension, strong braking system and fully functional and versatile interior.

SPECIFICATIONS

Price: MSRP $25,620
Type: Compact SUV
Where Built: South Korea EPA Class: Sport Utility Vehicles

Dimensions

Exterior
Length: 170.3 in.
Width: 72.1 in.
Height: 68.1 in.
Wheel Base: 103.5 in.
Ground Clearance: 7.7 in.
Curb Weight: 3548 lbs.
Interior
Front Head Room: 38.5 in.
Front Hip Room: 52.4 in.
Front Shoulder Room: 56.6 in.
Rear Head Room: 38.8 in.
Rear Shoulder Room: 56.3 in.
Rear Hip Room: 51.2 in.
Front Leg Room: 42.1 in.
Rear Leg Room: 37.2 in.
Luggage Capacity: 22.7 cu. ft.
Maximum Cargo Capacity: 66 cu. ft.
Maximum Seating: 5

Performance Data

Base Number of Cylinders: 6
Base Engine Size: 2.7 liters
Base Engine Type: V6
Horsepower: 173 hp
Max Horsepower: 6000 rpm
Torque: 178 ft-lbs.
Max Torque: 4000 rpm
Maximum Payload: 1280 lbs.
Maximum Towing Capacity: 2000 lbs.
Drive Type: 4WD
Turning Circle: 35.4 ft.
Fuel Data

Fuel Tank Capacity: 17.2 gal.
EPA Mileage Estimates: (City/Highway/Combined)
Automatic: 18 mpg / 23 mpg / 20 mpg
Range in Miles:
Automatic: 309.6 mi. / 395.6 mi. / 344 mi.

HARVEY SCHWARTZ

2009 Hyundai Genesis 4.6: Shocking competence

2009-07-02T10:02:00.000-04:00

We were out taking some photos of the Hyundai Genesis early one morning. A woman passing by asked, "What kind of car is that? I don't see a name badge on the front?"

My response was that, "It's a Hyundai Genesis. They didn't put a badge on front intentionally. They want you to see the car and do what you just did; that is, ask 'What is it?' "

Some of Hyundai's earlier large-sedans bore resemblances to Jaguars (the XG 350), but the Genesis definitely causes you to pause a moment and notice resemblances to Lexus and Mercedes-Benz.

Hyundai designed the Genesis sedan to be in the image of BMW's 5-Series, the Lexus GS, Infiniti M cars and Mercedes E-Class. However, it's priced and sized to compete with Chrysler's 300C, the Lexus ES, Cadillac CTS, and Mercedes C-Class.

There's no question that today's test car, the 2009 Hyundai Genesis 4.6, is an intriguing vehicle.

It's a full-sized rear-wheel-drive sedan with a 4.6 liter, 375 horsepower V-8. That V-8, with 333 lb.-ft. of pulling power, is relatively fuel efficient, being rated at 17 miles per gallon city and 25 highway. It may have been a filling quirk, but we pulled 27 on a highway trip, perhaps thanks to the steep overdrive sixth gear in the six-speed automatic transmission.

After people find out that this vehicle is a Hyundai, and a very nice looking one at that, they generally ask how much it costs.

Our test car - the more expensive 4.6 V-8 - has a sticker price of $37,250. Ours didn't have the only option, a $4,000 technical package, that turns out to be aptly named and well thought out. It adds xenon headlights, a trip computer, navigation, front and rear park assist, a cooled driver's seat, rear view camera, Bluetooth and upgraded Logic 7 sound system.

Then they have a sticker-shock reaction. "Thirty-seven thou for a Hyundai! That's a lot of money. Are they kidding?"

It is. And they aren't kidding in the least. Hyundai is making a run at the upscale market, starting with this sedan and continuing with the coupe version.

Hyundai came into the North American market with a terrible small car. They were so bad that most observers (me included) concluded that the brand was finished in this country.

To its credit, Hyundai's Pooh-Bahs went back to the drawing board - and did some serious marketing planning while they were at it. They knew they had one more shot at best and the only way they could convince American consumers that they had a worthy product was to make it long on quality. The result was the company's then-amazing 10-year, 100,000-mile warranty, and a lineup of cars that could compete in the small and mid-sized segments.

And their big cars - the XG 350 and Azera - weren't so bad, either. Now comes the Genesis. It's a serious bid by Hyundai at expanding its market reach.

If you're a brand snob, the Hyundai logo doesn't have that cachet yet; however, if you buy one now, it may have that cachet by the time - many miles down the road - when you're ready to trade it.

You're starting to see buyers' comments mentioning that the Genesis is a "value proposition" and has an amazing "price point."

Sales of the Genesis (8,100 to date) are encouraging. Overall, Hyundai sales were up nine percent in May (over April's numbers) as the auto industry starts to show signs of a modest rally.

Want to go fast? The V-8 will get you from 0-to-60 m.p.h. in just under six seconds. Handling? It's fine. Hyundai has a five-link system, front and back, that gives you a comfortable ride. While not a sports sedan, it does OK when pushed to an avoidance maneuver.

I generally prefer to travel in the driver's seat and really avoid rear-seat time; however, this is one vehicle I'd make an exception for. The rear seats and legroom are fine.

The two-tone leather treatment on the Hyundai dash - a feature that carries over to the door panels - is distinctively nice.

Hyundai used a distinguished award - the North American Car of the Year - as a jumping-off point for my favorite commercial from the last Super Bowl: The Angry Bosses. The spot showed furious executives at Lexus and BMW seeing the headlines that Hyundai ("It's Hyun-Day, like Sun-Day") had won the award.

A decade ago, members of the New England Motor Press Association generally agreed that the early Acura TL was dollar-for-dollar as good a buy as you could find. I've got no problem transferring that badge to this Genesis. After all, it needs something on that grille.

Boston.com

Gary Rome, of Gary Rome Hyundai of Holyoke Named Walk Chair For The Leukemia & Lymphoma Society's Light The Night Walk

2009-07-01T10:17:00.001-04:00

Urges Local Businesses Take the First Step to Help a Good Cause

Springfield, MA (June 29, 2009) - The Massachusetts Chapter of The Leukemia & Lymphoma Society (LLS) named Gary Rome chair of its 2009 Northampton Light The Night® Walk, the LLS annual fundraising event each fall to raise money for cancer research and patient services. Mr. Rome is hosting a complimentary summer BBQ at his Holyoke dealership on Saturday, July 11th at 11:00 a.m. for guests to learn how they can be involved.

LLS holds walks each fall in approximately 230 communities across the United States and Canada. Participants at the walks carry illuminated balloons - white for survivors, red for supporters, and gold to remember those who have died - to honor and commemorate lives touched by blood cancer. The Northampton Walk will take place on Sunday, September 13th at Look Memorial Park in Northampton, MA. Last year's Northampton Light The Night Walk raised more than $55,000 and the Massachusetts Chapter raised more than $1,050,000 throughout its six walk locations.

"Light The Night is a great way to build a spirit of caring and cooperation among employees as they help others," said Rome. "I am honored to serve as the chair to and look forward to encouraging commitment from local businesses and corporations."

The funds raised through corporate and individual contributions help to find cures and better therapies for leukemia, lymphoma, Hodgkin's disease and myeloma, and to provide information, education and support for patients and their families.

"Light The Night Walk gives hope to patients and their families and lets them know they are not alone in their battle against cancer," said Rebecca Longworth, Campaign Manager.

To find out more about forming a team or participating in a Light The Night walk, or to attend the recruitment BBQ on July 11th, contact the Light The Night Staff at the Massachusetts Chapter at 508-810-1342 or visit www.lightthenight.org/ma.

About The Leukemia & Lymphoma Society world and provides free information and support services. The Leukemia & Lymphoma Society ® (LLS) is the world's largest voluntary health agency dedicated to blood cancer. The LLS mission: Cure leukemia, lymphoma, Hodgkin's disease and myeloma, and improve the quality of life of patients and their families. LLS funds lifesaving blood cancer research around the

Hyundai Genesis and Elantra Named AutoPacific 2009 Ideal Vehicle Award Winners

2009-06-30T08:36:00.000-04:00

Hyundai models top Audi and Ford competitors in respective categories

FOUNTAIN VALLEY, Calif., 06/29/2009 Automotive research and consulting firm AutoPacific named the Hyundai Genesis and Hyundai Elantra 2009 Ideal Vehicles in their respective categories. In the Aspirational Luxury Car category, the Hyundai Genesis beat out top rivals including the Audi A5 and A4, Volvo XC70 and Cadillac CTS, while the Hyundai Elantra topped the Ford Focus, Mazda3 and Kia Spectra in the Compact Car segment. Additionally, the Hyundai Sonata finished second in the Premium Mid-Size Car segment.

AutoPacific's fourth annual Ideal Vehicle Awards (IVA) rank auto manufacturers for how closely their 2009 model-year cars or trucks came to matching owners' expectations and criteria. To determine the winners, AutoPacific asked owners to rate their new car or truck on how close it came to "ideal" in 15 different categories ranging from power and acceleration to safety features and storage. The vehicles that customers said they would change the least were considered the most "ideal."

"Hyundai has created two vehicles that owners say are nearly perfect just the way they are: their ideal vehicle," said George Peterson, president, AutoPacific. "Owners of the Genesis and Elantra indicated through AutoPacific's survey that they are driving a vehicle that meets their expectations, meaning they desire little to no change to their vehicle."

"Having our models recognized for AutoPacific's 2009 Ideal Vehicle Awards is a testament to the hard work and dedication that goes into all the vehicles in the Hyundai lineup," said Scott Margason, director of Product and Strategic Planning, Hyundai Motor America. "At Hyundai, we strive to exceed customer expectations in safety, quality and performance and look forward to continuing to develop more award winning vehicles."

Hyundai's Genesis sedan sets a new benchmark in the premium car category. With a starting price of just $33,000, Genesis includes performance and luxury features typically found on vehicles costing thousands of dollars more.

The Hyundai Elantra has unsurpassed standard safety in the compact segment and is equipped with six standard airbags. Elantra includes many extras like standard audio auxiliary input jack – all at an affordable price point any customer will appreciate.

AUTOPACIFIC

AutoPacific is a future-oriented automotive marketing and product-consulting firm. Every year it publishes a wide variety of syndicated studies for the automotive industry. The firm also conducts extensive proprietary research and consulting for auto manufacturers, distributors, marketers and suppliers worldwide. Additional information can be found at AutoPacific.com.

HYUNDAI MOTOR AMERICA

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 790 dealerships nationwide.

Hyundai a Rising Star in Auto Industry

2009-06-29T11:15:00.000-04:00

Sheds longtime second-rate brand status

South Korea's Hyundai Motor Co. has finally shed its former reputation as a second-rate brand to become one of the world's premier auto manufacturers.

"There are a lot of people who are convinced that Hyundai simply [couldn't] build a decent car," the About.com. auto Web site wrote in a recent review of the 2009 Hyundai Genesis. "Not that I blame them; twenty years ago Hyundai was peddling the Excel, a car that cost $45 to build," and was made out of materials of questionable quality.

But in a total turnaround, car experts today suggest that with Hyundai, people are getting BMW or Mercedes-Benz quality in a package that often costs tens of thousands of dollars less. Especially in today's market, reputation for quality and value goes a long way for cash-strapped consumers.

Lapping up Awards

Hyundai has won numerous industry accolades in recent months, underscoring its rapidly ascending brand appeal and reputation.

It began with Jan. 11, when the Hyundai Genesis was named 2009 North American Car of the Year at the 2009 North American International Auto Show in Detroit. The Genesis came in number one on the judges' rating scale with 189 points, followed by Ford Flex with 180, and the Volkswagen Jetta TDI with 131 points.

A panel of 50 automotive reporters from the United States and Canada selected the award based on a number of factors including innovation, safety, design, and driver satisfaction.

Hyundai was also named in the 2009 list of "Top 10 Tax Refund Cars" by Kelley Blue Book's Web site KBB.com.

"It's an honor to be recognized alongside luxury brands such as Porsche, Audi, Lexus, and Infiniti by a trusted automotive resource like KBB.com," Derek Joyce, manager at Hyundai Motor America, said in a statement.

The awards continued into May, when Hyundai cars were awarded the 2009 Rising Star honors as it jumped 11 spots over their 2008 finish. The Hyundai Genesis won the Aspirational Luxury Car award and the Hyundai Sonata was presented with the Premium Mid-Size Car award by AutoPacific, an automotive consulting firm, in its "2009 Vehicle Satisfaction Award" series.

The Rising Star award is given to automakers that incorporate the most improvements in areas customers look for in a car. The cars were judged in 48 different categories to assess car owners' satisfaction.

"These are difficult times, with news of automaker bankruptcies, companies restructuring, and dealer closures a daily occurrence," George Peterson, president of AutoPacific, said in a statement.

"Clearly, the dynamics surrounding the Vehicle Satisfaction Award in 2009 are far different from anything we've seen in many years. Winners needed to overachieve to earn their awards."

During the same month, Hyundai's Entourage minivan was listed among the three "Best Family Cars for 2009" by Parents Magazine and Edmunds.com. The Entourage costs less and offers more features than all of its competitors, Parents Magazine said on its Web site.

Breeding Success

Despite a depressed market, Hyundai increased its 2009 sales by 2.07 percent over the prior year.

"Hyundai's success is the result of a cohesive strategy clearly designed to differentiate the firm from its competitors, combined with a willingness to make substantial investments to carry out the plan," Lawrence G. Hrebiniak, professor at the University of Pennsylvania, said in a Knowledge @ Wharton (KW) report.

While some global automakers are teetering on the brink of bankruptcy, Hyundai took bold moves to change negative perception with innovative programs that appealed to customers.

"South Korea's Hyundai Motors appears to be gaining on the pack with bold marketing and broad-based initiatives to improve quality," the KW report said.

Hyundai bought Kia Motors, another South Korean competitor, and escaped the Asian financial crisis of the 1990s relatively unscathed. "Hyundai emerged from the crisis with new strength to address its problems," the report suggested.

To boost sales, Hyundai gave its customers a 10-year, 100,000 mile warranty, compared to the typical 3-year, 30,000 mile warranty offered by its competitors.

"It was risky, but a powerful impetus to improve quality," John Paul MacDuffie, another University of Pennsylvania professor, said in the report. "They pulled it off and it helped them make a major jump forward."

Last year, Hyundai promised to repurchase cars from buyers under a financing or lease agreement, if the buyer were laid off from his or her job. This gave new impetus to those would-be buyers who were hesitant to purchase a new car.

"When you try harder, sooner or later, you get noticed," said Professor John Zhang in the KW report. "Hyundai will soon, if not already, become a force to be reckoned with for the U.S. and Japanese manufacturers because it gives the most bang for customers' money."

By Heide B. Malhotra
The Epoch Times

Year Of The Hyundai

2009-06-25T10:55:00.001-04:00

The auto industry may be in shambles, but not everyone who makes cars is suffering.

When the latest J.D. Power and Associates quality survey came out Monday, the big news was Hyundai's trouncing of quality stalwarts Honda and Toyota.

The Korea-based automaker was the highest-ranked non-premium nameplate in the study, beating such notables as Mercedes-Benz, Ford Motor, Honda and Toyota. It received the fourth-highest rank overall behind Lexus, Porsche and Cadillac.

Surprised? John Krafcik isn't. The president and chief executive of the South Korea-based automaker's U.S. unit, he says Hyundai's top rank simply reflects what he's known for the past few years. "Our cars research really well ... and when you finally get in the car and drive it, it stands up to that research."

With the American auto industry in shambles, Hyundai has stood out as one of the few automakers (Audi and Subaru would join it) to remain stable as of late. Arch-rivals Toyota and Honda report faltering sales for the year so far (down 39% and 34%, respectively), but Hyundai sales are down just 7.9% year-to-date. Its market share has increased too, reaching 4.2% in the first five months of this year, up from 2.9% during the same period in 2008, according to Autodata, a New Jersey-based market research firm.

Hyundai executives have said they aim to boost U.S. market share to 5% by the end of the year. Japan's Big Three--Toyota, Honda and Nissan--stand to lose the most if they make good on that goal. Lexus, down 47% for the year to date, is another big target. "They've extended their portfolio, done clever marketing, added fillers, gone up-market, gone down-market, gone left-market and gone right-market," says Lincoln Merrihew, senior vice president at research firm TNS.

And they've made better cars. Hyundai was one of the big movers on the survey, up from its 13th-place rank last year. Its score of 95 PP100 means Hyundai owners reported 95 problems per 100 vehicles, down from 114 last year. The survey covers problems reported in the first 90 days of ownership for more than 80,000 new-vehicle purchases nationwide.

Hyundai--the fifth-largest selling automaker in the world--is still pushing to offer affordable and reliable vehicles to Americans concerned about potential job loss and volatile gas prices. Lately it has also emerged as a contender that offers an alternative to drivers opposed to paying a premium for a luxury nameplate.

The success of the new upscale Hyundai Genesis mid-size sedan is key. It helped engage an entirely new kind of driver--one who wants all the trappings of a Lexus, say, but feels slightly guilty about its insignia.

"We started noticing a reluctance to buy a badge," Krafcik says. "Consumers are questioning the brand premium."

Hyundai executives took a risk in launching the $33,000 sedan on the cusp of a bona fide recession, but sales numbers have been strong. Last month, it sold 2,079 units nationwide (several hundred more than competitors like the Lexus GS and Lincoln MKS), spurred on, no doubt, by its distinction as North American Car of the Year and by Hyundai's novel "Assurance" program, which allows customers to return their new Hyundai vehicles if they lose their job after the purchase.

"If you say Hyundai, people used to say crappy cheap car, but now they go, 'Oh these are the guys that are willing to buy back the car if I'm out of work. These are my buddies. They understand my life,'" says Robert Passikoff, the president of Brand Keys, a market research firm in New York.

The majority of the Genesis sedans Hyundai sells are loaded with upgrades that push the price well above $40,000 according to the company. And the coupe version of the Genesis, a $22,750 306-horsepower rear-wheel drive sports car meant to compete with the likes of the Ford Mustang and Infiniti G37, has achieved critical praise.

It all bodes well for the Equus, the larger, plush sedan Hyundai showed at the New York International Auto Show and plans to bring to the U.S. market in the next two years.

The next step, Krafcik says, is to create a second brand under the Hyundai banner in which to sell luxury vehicles, much like Toyota did with Lexus and Honda did with Acura. With the way things are going, it may not be much of a reach.

Hannah Elliott

Hyundai is the Highest Ranked Non-Premium Nameplate in the J.D. Power and Associates Initial Quality Study

2009-06-22T14:14:00.001-04:00

Hyundai Elantra earns highest initial quality ranking in its segment

J.D. Power and Associates announced today that Hyundai is the highest ranked non-premium nameplate in the 2009 Initial Quality Study(SM) (IQS) and is ranked fourth among all nameplates. Hyundai owners had fewer problems with their vehicles than any other non-premium car or truck brand.

In addition to Hyundai's strong overall showing, the Hyundai Elantra earned the award for the highest initial quality in the compact car segment. The all-new Hyundai Genesis significantly outperforms the average midsize premium car.

This year's ranking marks the second time Hyundai has been the highest-ranked non-premium nameplate in the last four years, and the second time it finished among the top four overall nameplates, having also achieved these levels in 2006. Highlights this year include a top ranking for the Hyundai Elantra in the compact segment, and a top three segment performance for the Hyundai Accent, which ranked second in the highly competitive sub-compact car segment.

The IQS study measures 228 attributes, including the overall driving experience, engine and transmission, and a broad range of defect and design problems reported by vehicle owners.

"Outperforming all of our competitors once again is a reflection of the dedication of all Hyundai team members," said John Krafcik, Hyundai's President and CEO. "We're particularly delighted with the strong launch of Genesis, the North American Car of the Year, which surpassed several luxury competitors. We are also thrilled with how well the fuel-efficient Elantra and Accent scored."

2009 Hyundai Genesis - First drive: An impressive effort, but still a gamble for Hyundai

2009-06-22T10:04:00.000-04:00

Everyone talked about a crisis of confidence. Everyone had an opinion as to what banks, governments and central banks from Maine to Mars had to do to put confidence back into the markets.

That's what was going on in the world when we got our first drive in the Hyundai Genesis. It is a bold gamble by the rising Korean car company that is confident it can make an attractively priced luxury car, and then go out into the schoolyard and selectively tweak the established class presidents like BMW and Mercedes.

On many fronts, the Genesis should have the establishment worried.

The Genesis is nearly 196 inches long and rides on a 115.6 inch wheelbase. It is a comfortable 74.4 inches wide. To put that in perspective, the car is about the size of an Acura TL, Cadillac STS, and the BMW 5. That is heady territory for an upstart firm that also cranks out the $11,000 Accent. But in driving the car, or even walking around it, you would not guess it is that big.

Interested parties can choose from a responsive 3.8 liter, 290 horsepower V6 or a 4.6 liter 375 horsepower V8 -- the firm's first solo venture into eight cylinders. Both are tied to very smooth six-speed automatics. The V6 we drove seemed to have plenty of get-up-and-go when we floored it away from a tollbooth. Look for zero to 60 in 6.2 seconds. The V8 will hit 60 in 5.7 seconds. Both seemed very refined and silent workers. The 6 is rated at 18-27 mpg by the EPA and the 8 at 17-25 mpg.

Luxury abounds inside, especially at the prices charged. There's virtually every amenity that one could want, and it's all just a short reach away. The instruments are easy to read and there is ample room for a 6' driver, and a 6' passenger can fit into the rear seats. We think if you took your boss out to lunch in one he would never guess that he was riding in a Hyundai.

"Boy, this car is quiet," said our fellow auto writer about a dozen times during our test drive. In fact, it was more peaceful inside than the Jag XF that we were also testing at the time. Hyundai kept us on smoothly paved interstates and side roads during our drive, so there was no chance to test the handling of the car. We got the impression that the emphasis is on a soft ride, and the Genesis is not into carving up back roads. There is a huge trunk out back with 16 cubic feet of storage space -- more than enough to stock the house for the next Sunday NFL party.

As for prices, Hyundai can put you in a well-equipped base model V6 for $32,250. The base V8 slides out the door for $37,250, with fully loaded ones breaking the $40,000 mark. We think that latter figure is heavy coin for a Hyundai. It is interesting to note that nowhere on the outside of the vehicle does it say Hyundai. There is the familiar Hyundai symbol on the trunk lid, and the Genesis name just below the right rear tail light. Hmmm. Perhaps Hyundai is considering one day making Genesis a stand-alone model like Lexus or Acura, but that is something they deny, citing the huge set-up cost. Or maybe, we wondered, the company wants to keep people guessing, "What was that car?" That might create a subtle buzz that could pull people into the showroom thanks to an advertising blitz in upscale magazines. Our bet is that Hyundai is really targeting not BMW or Mercedes, but the Toyota Avalon, lower scale Acuras and other introductory luxury makes. And don't forget, it doesn't hurt to have something in the lineup for Azera owners to move up to.

The Genesis is an impressive first effort, but how many customers will trek into a Hyundai dealer for luxury wheels? People investing that much money want the name and the symbols on the car, the kind that says they are doing well and want you to know it. On the other hand, successful shy people, like A Prairie Home Companion's Norwegian Lutheran bachelor farmers would love the Genesis -- nothing that screams fancy, but nice nonetheless and a heck of a lot more comfortable than riding a John Deere.

Hyundai Genesis Coupe - Joy Ride The New Breed

2009-06-19T10:06:00.001-04:00

Hyundai's Genesis Picks Up Where The Silvia Left Off

Can the new Hyundai Genesis coupe fill the shoes of the 240SX? While most of Japan is going green and discontinuing all the turbo and sport compacts cars, Hyundai comes out of left field to offer us the new Genesis Coupe. No it's not a Tiburon, far from it. With the Silvia/240SX line coming to an end, Hyundai's noticed that there was a huge following that is now left with no new car option. Silvias were great because they were an inexpensive sport compact, with a turbo 4-cylinder and rear-wheel-drive layout. Since then no manufacturers have been offering anything with all those characteristics. It's about time someone offers an affordable turbo RWD car to the tuning breed like you and me. Just about any other affordable (under $25k) car is either FWD or just kind of `light on its feet'.

Although, Hyundai isn't everyone's top brand, it's hard to ignore the potential of this car. With a $22k price tag, it's hard to even consider a FF Civic or any other new car in that price range. It's hard to even think of another RWD car from Asia at that price range (turbo or not).

So you're wondering what's the car actually like? Jon and Sean were lucky enough to be invited to Willow Springs Raceway to drive the Genesis at the launch event. Unfortunately for me, I was too sick to attend. But that didn't stop Hyundai. I was even luckier, being flown to Vegas for another Genesis launch at Spring Mountain Raceway.

Although the car comes in at a pig weight of 3,300 pounds, on the track the power and weight was balanced so you don't even feel the weight. I took the Genesis on the road course, autocross course, and was even allowed to practice drifting in it. This is definitely a fun car. The V6 version has a butt load more horsepower and it's noticeably different, but I'd opt for the cheaper turbo four-cylinder version myself.

One of my favorite things about the car is the factory Brembo brakes (on track package vehicles). You know those Brembo brakes that come factory on the STI, Z33, and Evo? Well, those are the Brembo F40 and F50 calipers. That's the old two-piece design. The newer ones on the Genesis are the Brembo monoblock M4 calipers made from one piece of metal. Two-piece calipers are made from two pieces and the bolted together. They have a higher tendency to flex under load. Moving back to rear, the Genesis is equipped with a 4-piston rear caliper. That's something Nissan, Subaru, and Mitsubishi didn't get from Brembo.

So I've heard lots of rumors that the Genesis was coming with the same 4B11 engine from the Mitsubishi Evo. Well, it's time to put all those rumors away. The turbo 4-cylinder Genesis comes with the Theta engine (G4KC), not a 4B11. Hyundai, Mitsubishi, and Chrysler joined forces to form GEMA (Global Engine Manufacturing Alliance), a shared engine manufacturer. Once the layout of the 4-cylinder engine was designed, each company tweaked with it to suit their own needs. Mitsubishi has the 4B11, Chrysler has The World Engine, and Hyundai has the Theta. So both the Theta and 4B11 come from the same group, and same bloodline, but they are two different engines. Furthermore, I talked to fabricator Gary Castillo of Design Craft Fabrication who's already begun building both the V6 and the inline four engines. Gary assured me that although the 4B11 and Theta engines are similar, they are still quite different. Think of the two engines as more like brothers than twins. Not only are the manifold bolt patterns different, the head designs are completely different. But that's not to say the Theta engine won't have the same aftermarket support that the 4B11 is getting.

The fate and success of this car really comes down to the aftermarket support. Both show and and go parts are already in the works. HKS built a full car for the SEMA show last year and this year Rhys Millen is piloting a Genesis in the Formula Drift series.

Hyundai has been hard at work in the product-planning department, and is well aware of our community of tuners. In mid-2010 they will be releasing a Spec R version of the Genesis. It will come with track-tuned suspension, 19" alloy wheels with performance summer tires, Brembo brakes, a Torsen limited-slip differential and R-Spec badging. To further reduce cost and weight, they should also come without back-up indicators in the rear bumper, Bluetooth, automatic headlights, cruise control, trip computer, chrome interior accents and steering wheel audio controls.

It's hard not to appreciate the efforts Hyundai is making for everyone. With their ridiculously generous warranty, you don't have too much to worry about with reliability, even with a turbocharged car. And since economic times are tough Hyundai is offering the Assurance Plan where they'll pay three months car payments or buy your Genesis back, if you should lose your job. Now only if they would pay all the car payments, due to having a lousy paying job than that would be perfect for me.

Faster Facts
2010 Hyundai Genesis Coupe

The Sticker Starting at $22,000

The Power 210hp 2.0L turbocharged 4-cylinder; or 306hp 3.8L V6

Weight3,294 lbs. (4-cylinder turbo); 3,389 lbs. (V6)

Layout Front engine, rear wheel drive

Gearbox 6-speed manual or automatic with Shiftronic

Stiff Stuff MacPherson strut dual link with springs (front); five-link design with gas struts (rear)

Rollers 18" alloy wheels; 19" alloy wheels (on track model)

Stoppers 12.6" (front) rotors and 12.4" (rear) rotors; optional Brembo monoblock 4-piston calipers with 13.4" (front) rotors and 13.0" (rear) rotors

Efficiency 21/30mpg (4-cylinder turbo); 17/26mpg (V6)

The Pack Honda Civic, Mitsubishi Eclipse, Mitsubishi Lancer, and Nissan Altima

Deep Thoughts Forget Hyundai's past; their future is now with the Genesis.

By Charles Trieu
Super Street Online

Review: 2010 Hyundai Genesis Coupe 2.0T

2009-06-18T09:39:00.000-04:00

The development process behind an automobile differs slightly from company to company, but when it came time to render the 2010 Genesis Coupe 2.0T, it seems Hyundai engineers sat down with a Oujia board and channeled the spirit of Toyota's old AE86 Corolla. Laugh all you want, but ask yourself--when's the last time you've seen an affordable import sports coupe that didn't send power to the front wheels?

While the six-cylinder Genesis Coupe may have premium GT aspirations (both the Infiniti G37 and BMW 3-series are benchmarks), we prefer the premise behind the entry-level 2.0T. Simply put, it's a sharp, inexpensive, rear-wheel-drive coupe that, with a little work, can become whatever you want. Much like how the AE86 is still revered by track stars, gymkhana kings, and drift masters, Hyundai expects the Genesis Coupe to serve as a tuner's blank slate.

With four variations of the four-cylinder car alone, Hyundai--which ironically code-named the Genesis Coupe "BK"--truly allows you to have it your way. Those on a shoestring budget obviously will look at the base 2.0T model, which carries an amazingly low price tag of $22,750, including destination. That price point throws it into the same arena as the Mitsubishi Eclipse ($20,249), Nissan Altima Coupe ($22,470), and, for a while anyway, the Pontiac G6 Coupe ($24,800). As always, the Hyundai comes with a long list of standard features (Bluetooth, satellite radio, and an USB audio input are but a sampling), but one--rear-wheel drive--remains unique.

Hyundai says that rear-wheel drive will become a hallmark of the Genesis "sub-brand," but few components on the 2.0T model are shared with the luxury sedan, apart from the five-link independent rear suspension. The Coupe still uses a strut-type independent front suspension, but the dual-link design, reportedly lighter than the sedan's five-link setup, is unique to the two-door.

So too is the exterior form, which is quite a departure from the conservative Genesis. Critics may deride the Genesis Coupe's form as aping the new Nissan 370Z or Infiniti G37, but it actually draws most of its inspiration from the HCD-8 concept shown in 2004. In person, the Genesis Coupe looks wider and more emotive than its competitors, thanks to angular fenders and a unique drop-down window opening behind the doors. The interior's design motif departs from the sedan's as well. Although the dash pad may have a nice feel to it, the premium materials found in the Genesis sedan are used sparingly, if at all. We do, however, find the bucket seats nicely bolstered, and in certain models, nicely trimmed.

Motive power comes courtesy of an all-aluminum, 2.0-liter turbocharged I-4 mounted just aft of the front axle. The engine produces 210 hp and 223 lb-ft at 2000 rpm. A Hyundai-developed six-speed manual transmission is standard, and the automatic option is an Aisin five-speed rather than the ZF six-speed in the six-cylinder Genesis Coupe 3.8.

The turbo-four provides a fair amount of power, but delivers it in a very sedate manner. Acceleration lags until the turbo spools, but even then, you're not thrown into your seats by a wall of torque. Speed gradually accumulates until you reach the upper echelons of the tachometer, where the little engine that could runs out of steam. You'll want to avoid those areas of the tach, as the engine grows buzzy and slightly coarse (our tester's shift knob vibrated incessantly) as it nears redline.

Sadly, power doesn't increase if you opt for the 2.0T Track model, but the ride stiffness does. Hyundai cranks up the front and rear spring rates by seven and eighteen percent, respectively, and adds a Torsen limited-slip differential. The only visible elements of the Track package are 19-inch aluminum wheels (with summer compound tires) in lieu of the standard 18-inch units; a rear-deck spoiler; and large, red, Brembo brake calipers.

All that hardcore equipment suggests the base car isn't a handler, but that isn't the case. The car remains sharp and taut through corners, although there's little, if any, feedback given through the steering wheel. The ride is generally compliant over most broken road surfaces, but the car feels slightly harsh over expansion joints. Little wind noise permeates the Coupe's cabin, although there is a surprising amount of road noise transmitted.

Still, we're thinking additional sound insulation won't be the first modification most buyers spring for. In fact, Hyundai's offering a "tuner-ready" R-Spec model this summer that offers even less content. R-Spec cars will come with all the go-fast goodies offered on the Track, but won't include things like fog lamps, Bluetooth, cruise control, and the trip computer. The R-spec's $23,750 sticker is $3000 less than a 2.0T Track, leaving more room within a buyer's budget for upgrades.

Regardless of which flavor you choose or modifications you install, there's plenty about the Genesis Coupe to like. It's an affordable, attractive sports coupe, with the unique appeal of rear-wheel drive. Only time will tell, but we imagine this Hyundai could someday be revered by the tuner crowd, much like the AE86.

By Evan McCausland
automobilemag.com

Hyundai Elantra Touring wagon is a looker

2009-06-17T10:38:00.001-04:00

While I'm admittedly partial to the offerings by our domestic carmakers, if a really attractive looking foreign car is introduced, I'm not about to ignore it. Recently Korean automaker Hyundai started delivering a new vehicle to dealers, and it is one handsome crossover/station wagon.

The vehicle I'm speaking of is the subject of today's column - the 2009 Hyundai Elantra Touring. I first heard about the Touring from Rob, my son, who lives in Kalamazoo. Knowing that I'm going to replace my Neon in the months to come and knowing that I'm looking for something economical with a little more utility, he steered me to the Touring. Following a lunch date with Rob in Kalamazoo a few weeks back, I drove over to the local Hyundai dealer and briefly gave the new car the once over. Indeed, it did look nice. Time did not permit me to stay and take the car for a test drive. I postponed that pleasure for a later date.

On a warm sunny day recently I found a few moments and stopped by Signature Hyundai and arranged for a test drive of a new Elantra Touring. The new vehicle was introduced earlier this spring and is arriving at dealers now in increasing numbers. Signature had two models, one on their Napier Avenue lot and one on display at the Orchards Mall.

The model on the lot, and the one I took for a spin, was dark gray with only three options: the Premium Package that included a power tilt and slide sunroof, heated seats and 17' alloy wheels ($1,500); floor mats ($95); and mudguards ($85). With a starting price of $18,600, the aforementioned options and a destination charge of $695, the Monroney sticker on the side window came to a reasonable $20,975. Sweetening the deal was a $1,500 rebate or 60-month's financing at 4.39% interest.

I was especially pleased to note in the Elantra Touring's catalog that the interior can be purchased in beige. That is good news to buyers like myself who won't purchase a car with black or dark gray interiors. The model I test drove had the gray interior. Fortunately it was a cool day and I survived nicely. Didn't even have to turn on the standard air conditioning.

Speaking of standard equipment, the Touring comes nearly loaded with no-charge good stuff. Things that make the car so attractive -- in addition to its great looks - are the many safety and comfort features on the car. Here are items of note: outdoor temperature gauge, split rear seat, lighted vanity mirrors, express down power windows, cruise control, ABS, electronic stability control, traction control system, leather-wrapped steering wheel and shift knob, eight-way adjustable driver's seat and sport-tuned suspension. All that safety equipment enabled the Touring to garner five stars in driver/passenger frontal crash ratings and four stars on the side crash and rollover tests.

On my brief test drive, I found the Touring to be a competent driver. Power from the two-liter, four-cylinder engine is rated 138 horsepower at 6,000 rpm and 137 pounds-feet of torque at 4,600 rpm. The five-speed manual with B&M Racing brand sport shifter is standard; the four-speed manual is optional. With only 138 horses under the hood, you would expect performance to be sluggish with about 3,000 pounds to pull around, but the Touring is a frisky mount and provides more than adequate power. You won't mistake the engine under the hood for a Hemi V-8, but its performance will please you most of the time, especially when you realize that you're getting 23 mpg in town and up to 31 on the highway. The engine burns regular fuel and the gas tank holds 14 gallons.

As one who drives long distances quite a bit, I often have to depend on the caffeine in a big bottle of Mountain Dew to keep me awake. Happily, the Touring has two big expandable cup holders in the center console. A slew of cubbyholes were thoughtfully placed throughout the passenger area and in the rear compartment. The center console armrest concealed two hidden compartments. Out back, by the tailgate, three covered storage areas are available to hide valuables. I appreciated the option on the power sunroof that enabled me to use it in the tilt position or in the open position. A classy, high-end touch.

If I had to find one complaint, it would be in the front seats. They are really firm. My rear prefers cushions a little softer and not quite so flat.

Other than that, the Hyundai Elantra Touring is one fine automobile. With an industry-leading warranty, good marks from both the government and from Consumer Reports, with a very attractive body and interior, there is little to fault this newest station wagon, - er, crossover -on the market. If you want to buy a car with a high North American materials content, the Touring is not for you. Only 1% of the vehicles have pieces and parts from North America. At the Ulsan, Korea, assembly plant, over 96% of the Touring is Korean-sourced.

If you need a small, economical and well-designed utility vehicle and you aren't reluctant to buy a foreign-made vehicle, then the Touring may be your steed.

Dar Davis
Herald Palladium

Hyundai Accent reliable, easy on the wallet

2009-06-16T11:36:00.001-04:00

MUNCIE -- A Muncie resident who works in Indianapolis, Mike Stults puts in more than his share of "windshield time," and his 125-mile round-trip commute tests a car's reliability. Last month, Stults bought a 2009 Hyundai Accent to drive back and forth to his job at Enzon Pharmaceuticals, where he is a maintenance supervisor and security administrator. The new Accent is the fifth Hyundai that Mike and his wife, Genessee, have bought at Gaddis Hyundai of Muncie over the past nine years.

"These cars have been a godsend to me," Stults said. "I have looked at hybrids, but I paid $11,800 for the Accent, which gets 34 to 35 miles per gallon on the highway, so it's hard for me to justify the higher price of a hybrid."

The Accent's price is comparable to that of a used car, he said.

"A used car that's reliable enough to drive as many miles as I do would cost at least $9,000 to $10,000 -- not much less than I paid for the Accent, which was new," he explained. "I need a car that's dependable, and in nine years, we've never had any Hyundai that we've owned in the shop for anything other than normal maintenance."

While Stults chose the Accent mainly for its low cost of ownership, he has also found the car safe, comfortable and pleasant to drive.

"With my previous car, which was also an Accent, I hit a concrete barrier at 50 to 55 miles per hour; the car was a total loss, but I walked away without a scratch," he said. "The Accent is also very quiet on the highway, and it's comfortable and easy to relax in after working all day."

Jim Raines, sales representative at Gaddis Hyundai, said the Accent offers more than many people expect.

"For under $12,000, you get side-impact and side-curtain airbags, air conditioning and a great warranty," he said. "As is typical with Hyundai, value is the big story here -- the Accent is an inexpensive car that's also a wonderful car to own."

The Accent three-door hatchback is available in two models: The base Accent GS starts at $9,970; the Accent SE has a base price of $15,070.

The Accent four-door sedan, available only in GLS trim, starts at $12,920.

All come with a 110-horsepower, 1.6-liter four-cylinder engine and five-speed manual transmission. A four-speed automatic is optional.

Other standard features include six airbags, a six-way adjustable driver's seat, tire pressure-monitoring system, 60/40 fold-down rear seat, four-speaker audio system and rear defroster.

Additional features of the Accent SE three-door include air conditioning, fog lights, tilt steering, rear washer/wiper, XM satellite radio, a six-speaker audio system and a B&M Racing sport shifter.

The four-door Accent GLS has many of the same features as the three-door SE, except the sedan has standard 14-inch steel wheels and optional 15-inch alloy wheels instead of the SE's standard 16-inch alloy wheels. Also, four-wheel antilock brakes and power mirrors, both standard on the SE, are optional on the GLS.

By KEN WICKLIFFE

Can't Afford a Porsche? Step This Way for Hyundai's New Coupe

2009-06-12T10:52:00.000-04:00

June 11 (Bloomberg) -- So you've been window-shopping on Porsche's Web site, eyeing a new 911. The Carrera S starts at $87,000 and you want it with the seven-speed double-clutch transmission, an additional $4,000. And how could you buy your dream car without the full interior leather package for $2,100?

Then you notice that unopened 401(k) statement on your desk and are reminded that, despite Porsche tastes, you're on a Hyundai budget. That's the sound of brakes screeching.

The good news is that, even if the financial markets aren't cooperating, some carmakers are. For those yearning for a recession-priced plaything, a certain South Korean carmaker would like you to take note of its sub-$30,000 Genesis Coupe.

Hyundai's new coupe, an offshoot of the $32,250 Genesis sedan (which won the 2009 North American Car of the Year award), promises attainable fun in lousy times.

This is Hyundai's first attempt at a true-blue, rear-wheel- drive sports car, especially notable considering the carmaker once served as an automotive punch line along with Yugo and Lada. (The ugly, front-wheel-drive Tiburon/Tuscani impressed no one.)

The new coupe comes in two distinct varieties: the punchy 2.0T and the more powerful 3.8. The 210 horsepower, turbocharged, four-cylinder version has a basement price of $22,750. The 306-hp, 3.8-liter, V-6 tops out with extras around $31,000.

On a sun-flooded day in upstate New York, I took out a king-of-the-hill 3.8 Track model to see what the Koreans have wrought. Road-racing extras include a stiffer suspension, better-stopping Brembo brakes, a limited-slip differential, a rear spoiler and 19-inch alloy wheels fitted with summer performance tires.

While available with a ZF six-speed automatic gearbox and paddle-shifters, I opted for a six-speed manual.

In the early 1990s, Hyundai hired outspoken basketball star Charles Barkley as its celebrity spokesman, but it's clear from my first highway off-ramp that the cars can now speak for themselves.

The Genesis tips into the turn easily, feeling stable and well planted. Its inherent understeer is manageable even as the curve gradually tightens. Better, the tires lend plenty of grip and I never feel like the Genesis is going to suddenly spring an unpleasant surprise -- the limits of its performance are easily identifiable.

While certainly not lazy, neither is it too sharp nor tightly wound -- a good sports car for beginners. (Don't buy into the word "Track" in the name. I doubt you'll be taking it to the local road course to frolic with the Porsche GT3s and Dodge Vipers.)

Light Weight

Steering is tight and smartly responsive. The Genesis's relatively light weight of fewer than 3,400 pounds helps it handle a series of S-turns with finesse.

I slam on the brakes in a straightaway, seeing how it would handle a panic-style stop. The pedal has a bit of extra give, yet a rubber-burning moment later, I'm at a full halt. Nice.

Next up, I rev the motor, dump the clutch and the car suddenly goes sluggish as a rear wheel slips. The car lurches down the road like a father-and-son team in a three-legged race.

Ah well, there's a reason it's not yet a Porsche contender.

The major fault seems to be an over-involved traction- control system, which gets awfully intrusive when it senses wheels not hooking up with the asphalt. I turned the system off by punching a button and achieved a better run, though the operation is still less than supple, as if the transmission and engine torque aren't quite in agreement.

Hyundai says the Genesis will make zero to 60 miles per hour in a rather lackadaisical 5.5 seconds, but I don't think I managed even that in my attempts.

Stretching Out

The short-throw manual is okay, but set too far back on the center console to shift naturally. Those who like to stretch out in the black leather seats will also note the lack of a telescoping steering wheel.

The standard amenities are generous for the price, and include automatic windows, Bluetooth, steering wheel controls and USB ports for digital music players.

Which brings us to styling: The Genesis is definitely a product of the East. Similar to its competitor the Nissan 370Z, the swooping headlights look vaguely weapon-like, like something you'd find on the belt of a ninja.

Globular Curves

Yet whereas the Nissan's sloping roofline and various folds look purposeful, the Hyundai's mix of globular curves and sharp creases read like a designer's desperate search for an identity. It's not a travesty, but it isn't super cool either.

While Hyundai says it benchmarked the car against the Infiniti G37 and Mazda RX-8, the Nissan 370Z seems its most obvious head-to-head challenger. In that case, the Nissan is faster, has more horsepower and looks much hotter.

The most basic 370Z, however, is more than $30,000 before you've added a single option, right where the fastest Genesis Coupe tops out.

So, while it's neither Carrera beautiful nor blistering fast, Hyundai's latest is a pretty painless way to get into the sports-car game.

The 2010 Hyundai Genesis Coupe 3.8 Track at a Glance

Engine: 3.8-liter V-6 with 306 hp and 266 pound-feet of torque.

Transmission: Six-speed manual or six-speed automatic with paddle-shifters.

Speed: 0 to 60 in 5.5 seconds.

Gas mileage per gallon: 17 city; 27 highway.

Price as tested: $30,250.

Best features: Capable handling with lots of standard features.

Worst feature: Off-kilter styling.

Target buyer: The driver who wants Brembo brakes and 300- plus horsepower on a budget.

Jason H. Harper
Bloomberg News

Cnet Reveiw: 2010 Hyundai Genesis Coupe 3.8 Track

2009-06-11T09:33:00.001-04:00

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.

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.

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.

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.

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.

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 under 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.

Wayne Cunningham
Antuan Goodwin
Cnet.com

Hyundai Santa Fe Named Least Expensive 2009 Vehicle to Insure

2009-06-08T09:38:00.001-04:00

Insure.com's "20 Least Expensive 2009 Vehicles to Insure" list also ranks the Hyundai Entourage in third place

FOUNTAIN VALLEY, Calif., 06/04/2009 The Hyundai Santa Fe topped the "20 least expensive 2009 vehicles to insure" list by Insure.com, an online consumer insurance information service that caters to the needs of self-directed insurance shoppers. According to Insure.com research, the Santa Fe is the least expensive vehicle to insure at an estimated average annual premium of $832. Following closely behind on the list, the Hyundai Entourage minivan ranked third with an estimated average annual premium of $848.

"Low rates tend to reflect a vehicle's safety, which is why larger cars and minivans dominate the least-expensive list," said Amy Danise, editor of Insure.com. "If you are a car buyer not looking to spend an inflated premium on car insurance, both the Hyundai Santa Fe and Hyundai Entourage are great options."

Insure.com compiled average car insurance rates for almost 300 model year 2009 vehicles. To compare rates, Insure.com used a driver profile of a 40-year-old single male who drives 12 miles to work. Rates across multiple ZIP codes and insurance companies were averaged. Individual rates will depend on driving history, age, location and other factors.

"Hyundai has always been a strong proponent of providing consumers with the best all-around value, without sacrificing quality and safety," said Dave Zuchowski, vice president, National Sales, Hyundai Motor America. "With this recognition from Insure.com for both the Santa Fe and Entourage, Hyundai continues to hit the mark with today's value-minded shoppers even after leaving the car lot."

The 2009 Santa Fe continues to raise the bar with a the convenience of Hyundai's USB/iPod® auxiliary inputs, a roomy interior, and leading safety technologies earning the National Highway Traffic Safety Administration's (NHTSA) top five-star crash test rating for front and side impacts and the Insurance Institute for Highway Safety's (IIHS) highest honor -- Top Safety Pick.

Hyundai's minivan, the Entourage, combines top safety ratings and new technologies to redefine value in 2009. Entourage now sports standard XM Satellite Radio and iPod® integration with its top five-star crash test rating from the National Highway Traffic Safety Administration (NHTSA) and Top Safety Pick rating from the Insurance Institute for Highway Safety (IIHS) -- the best rating ever for a minivan.

HYUNDAI MOTOR AMERICA

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 790 dealerships nationwide. All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America's Best Warranty. In addition, the Hyundai Assurance Program is now offered on all new vehicles leased or purchased from a certified Hyundai dealer. The program is available to any consumer, regardless of age, health, employment record or financed amount of the vehicle. The program is complimentary for the first 12 months.

INSURE.COM

Originally founded in 1984 as Quotesmith Corporation, Insure.com owns and operates Insure.com, an online consumer insurance information service that caters to the needs of self-directed insurance shoppers. Insure.com provides a comprehensive array of comparative auto, life and health quotes, including a vast library of originally authored insurance articles and decision-making tools that are not available from any other single source.

Hyundai evolves with the Genesis

2009-06-04T14:18:00.001-04:00

Carmaker's luxury vehicle surprises

I was a little surprised and quite a bit concerned when I heard Hyundai was coming out with a high-end luxury car, the Genesis. Hyundai's 2010 Genesis Coupe

"What was the carmaker thinking?" I said.

Hyundai has a lock on the market for inexpensive vehicles and it decided to make the leap to luxury. To my surprise, it worked and when it decided to roll out the Genesis Coupe I waited to see the finished product before I put my foot in my mouth.

The Coupe is now on the showroom floors. Once you slide behind the wheel of this 3.8-liter dual overhead camshaft 24-valve V6 you will be pleasantly surprised.

My tester from Drew Hyundai had the six-speed manual transmission, which I loved; smooth and very direct. The dash layout is simple but functional. You also get performance suspension, which includes a five-link rear suspension, a front tower brace for rigidity, 18-inch alloy wheels, and front-engine and rear-wheel drive.

The instrumentation includes auto temperature controls, keyless entry with an alarm and audio and cruise controls on the leather steering wheel. The sound system doesn't skimp a bit; the AM/FM/XM/CD/MP3 audio system with six speakers has the ability to hook up an iPod and comes equipped with a USB port too. You also get Bluetooth standard.

In terms of safety, the Hyundai Genesis offers the best out there; electronic stability control, traction control (which can be turned off), six air bags standard (front air bags, side air bags and curtain air bags), plus beams in the doors, crumple zones surrounding the occupants and active head restraint.

You have engine choices with the Genesis Coupe. You can choose the manual transmission 2.0-liter inline four-cylinder that delivers 210 horsepower, 223 pound foot of torque, and 21 city mpg and 30 mpg on the open road.

You lose one mile per gallon if you opt for the five- or six-speed automatic transmission, but if you choose the 3.8-liter V6 you will get 306 horsepower and 266 pound foot of torque. Mileage drops a little with the 3.8 V6; city ranges from 17 to 20 miles per gallon, and on the open road 26 to 30.

Car and Driver pitched the 2010 Camaro against the Genesis on a race track and the Camaro beat out the Genesis - just barely. The Hyundai turned heads with its styling and great looks. Pricing is comparable to the Camaro starting out at a low $22,000 and pushing upwards to around $31,000 plus tax and license.

And, if you're a car enthusiast they have a car for you: the Track Version, which comes with a 3.8-liter V6 and choice of transmissions, but you get Brembo brakes, 19-inch alloy wheels, track-tuned suspension, Torsen limited slip differential, aluminum pedals, Aero wipers, a rear spoiler, and Hyundai eliminates the chrome lower fascia and the back-up warning system.

Check this sleeper out at your local Hyundai dealership today, and don't forget there's a great 10-year 100,000 mile warranty, and 5-year 60,000 bumper-to-bumper warranty. You can't beat a company that believes in its product - the proof is the warranty.

The perfect mix: Hyundai Elantra combines popular features from many vehicles

2009-06-03T08:54:00.001-04:00

With the best parts of a sedan, wagon and hatchback combined into a great-riding, roomy and attractive vehicle, I've found the next car I want to buy.

Remember those books when you were a kid, in which you could mix and match body parts, (head, torso and feet) to make funny concoctions like a police officer with horse legs and a cowboy hat on? That's what the Touring Elantra is like.

Up front, it looks like a sporty, small hatchback. Inside, in the rear seats, it looks and feels like a midsize sedan, and the cavernous rear cargo area is like what you'd find in a wagon. It's the best of three worlds.

The 2009 Elantra Touring is powered by a 2.0-liter four-cylinder engine that produces 138 horsepower and 137 pound-feet of torque. These 138 horses work hard to give the Elantra Touring a get-up-and-go takeoff.

Gas mileage is great in the Touring. I got a whopping 25 miles per gallon during the week I drove the Touring -- on the highway and in city traffic.

As good as the drive is in the Touring, the real selling point is inside the cabin. As a hatchback, the Elantra Touring provides a surprising amount of space. According to Hyundai, it can hold a maximum of 65 cubic feet of space, which is twice that of a Mazda 3 and a few more cubic inches than many compact SUVs.

Some standard features include air conditioning, tilt/telescoping steering wheel, power windows and door locks, heated mirrors, remote keyless entry, eight-way adjustable driver's seat with lumbar support, a 172-watt AM/FM/XM audio system with six speakers and fog lights. USB/iPod auxiliary inputs are also standard.

The Elantra Touring comes fully stocked with antilock disc brakes with brake assist, traction and stability control, front-seat side airbags, side-curtain airbags and front seat active head restraints.

In government crash tests, the Elantra Touring received a perfect five stars for its performance in a frontal collision and four stars in a side collision.

The price tag for the Elantra Touring is a reasonable $18,500, less than most of its competitors.

by Jenny White
New York Daily News

2009 Hyundai Elantra Touring makes travel a real treat

2009-05-29T09:33:00.001-04:00

Isn't this a sweet surprise? The 2009 Hyundai Elantra Touring could be the best auto bargain going.

The small/midsize wagon seems to fashion contradictions into complementary attributes, rather than settling for compromises. For instance:

Elantra Touring takes up the road space of a compact, but provides the passenger room of a midsize and the cargo area of a middling SUV.

It's simple in presentation to keep costs down, but comes across as elegant and refreshingly restrained.

It's not very powerful, but is loads of fun to fling.

It looks dumpy in pictures, but appealing in the flesh -- resembling an elongated, well-proportioned Honda Fit without the Fit's silly spoilers and other plastic dreck.

It offers an automatic transmission, of course, but almost demands that you take the manual, to enjoy the tingling satisfaction of manipulating the B&M Racing brand sport shifter.

It's an economy car, but comes with sophistication lacking in some pricier cars, including independent suspension front and rear, disc brakes all around, standard stability control and alloy wheels.

It has an enticingly long warranty -- five years or 60,000 miles overall, 10/100,000 powertrain -- that's better than some luxury brands.

And you probably won't need it. The Touring hasn't been on sale long enough to have a track record, but the Elantra sedan on which it's based has a "recommended" rating from Consumer Reports magazine with top scores in reliability and ownership cost. Two-thirds of all Hyundais on sale long enough for a record are recommended by CR.

If you still think Hyundai's the cheap brand you buy instead of what you really wanted, boy, are you out of date.

In addition, most details got unexpected attention. Some examples:

-The top model has an exceptionally well done and useful storage tray under the cargo floor, sitting atop the spare tire.

-Bottle holders in the door panels are angled for easy grab-and-gulp moves while underway. (If the bottle's much smaller than the holder, though, it merely tilts precariously.)

-All three rear seating slots have safety head restraints. You find only two on some higher-price cars, as if somebody decided that the middle rider needed no whiplash protection.

The Elantra Touring test car was so unexpectedly good that it called for two separate test periods, to see if the good first impression was illusory. It wasn't.

Touring is a daring car because it's a wagon introduced into the U.S. market, which doesn't like those much. ("We don't call it a wagon here; kiss of death," says Hyundai's small-car product manager in the U.S., Mark Dipko. "We call it a versatility vehicle.") In Europe, its main market, it's a "crossover wagon."

And, truly, it's easy enough to think of it as a hatchback with very generous cargo space.

Hyundai has added the Touring to the U.S. lineup, Dipko says, because "We saw the opportunity to enliven the Elantra line with something styled in Europe."

The gripes, and it's a short list:

-All-wheel drive. Not available. It wasn't designed to accommodate it, so don't expect it, period, Dipko says. "We have the Tucson (SUV) if you need all-wheel drive," he says.

-Leather. Not available. Cloth was comfy (and available heated), but leather sheds spills better.

-Visor notch. Too small. Hard to get a finger behind the sun visor to fold it down. Wearing gloves? Forget it.

-Lighting. Too light. The small green lamp that shows the air conditioning is on was unreadable in daylight. The dashboard lighting is a gorgeous, classy blue, but it didn't illuminate the gauges as well as expected.

-Shifting. Mainly terrific, and that B&M linkage delivered a light metallic click as you moved it among the gears, somewhat like the precise sound of a rifle bolt. But the shift between first and second gears, up or down, sometimes took an extra push.

The clutch engagement could be tricky. If you sit close enough that your left leg always can let out the clutch pedal smoothly, you might find your right leg too close to the throttle and brake pedals.

Most people probably could adjust their way around that. The driver's seat had what seemed like more notches, closer together, than most manually adjusted seats. Thus you could slide very slightly fore or aft to fine-tune your relationship with the pedals. The manually adjustable seats in most cars have big gaps between the positions.

Touring is a slick piece of work; a lot of satisfying automobile for the money. It'd be tragic if America's aversion to cars that look like wagons killed it in showrooms.

ABOUT THE ELANTRA TOURING

- What? Compact, front-drive, four-door, five-passenger wagon. (Must you? asks Hyundai. How about crossover-utility hatchback or some such, since "wagon" is the kiss of death in the U.S.) New to the U.S. lineup, based on the Elantra sedan that was new for '07.

- When? On sale since fall.

- Where? Made in South Korea.

- Why? Already being manufactured for the European market, where buyers are wise enough to appreciate the benefits of wagonlike cars; not a big investment to test the waters in the U.S.

- How much? Starts at $18,495 including $695 shipping. Premium model starts at $19,995. Nearly loaded test vehicle: $20,455.

- Who'll buy? Hobbyists, do-it-yourselfers and others who like a trim-size car, but need extra capacity. About 55% female, 65% married, 45 years old (plus or minus), $65,000 median annual household income.

- How punchy? More than the specs suggest: 2-liter, four-cylinder engine is rated 138 horsepower at 6,000 rpm, 137 pounds-feet of torque at 4,600 rpm; five-speed manual with B&M Racing brand sport shifter is standard; four-speed automatic is optional.

- How deluxe? Unexpected standard features: stability control, fog lights, outside mirror defrosters, four-wheel disc brakes, four-wheel independent suspension.

- How big? Compact outside, midsize inside. Elantra Touring is 176.2 inches long, 69.5 inches wide, 59.8 inches tall on a 106.3-inch wheelbase.

Weighs 2,937 to 3,112 pounds.

Passenger space listed as 101.2 cubic feet. Cargo space: 24.3 cubic feet behind rear seat, 65.3 cubic feet when rear seat's folded.

Turning circle: 34.2 feet.

- How thirsty? Rated 23 miles per gallon in town, 31 (manual) or 30 (automatic) mpg on the highway, 26 mpg combined.

Trip computer in manual test car showed 22.7 mpg in spirited suburban driving (4.41 gallons per 100 miles).

Burns regular, holds 14 gallons.

- Overall: Terrific surprise; pocket change for remarkable blend of practicality and satisfaction.

By James R. Healey
USA TODAY

Hyundai Entourage Named a Best Family Car for 2009 by Parents Magazine and Edmunds.com

2009-05-28T14:06:00.001-04:00

FOUNTAIN VALLEY, Calif., 05/19/2009 The 2009 Hyundai Entourage minivan was recognized as a Best Family Car for 2009 by Parents magazine and Edmunds.com in their annual list of family vehicles. The Best Family Cars of 2009 will appear in the June 2009 issue of Parents magazine and is on newsstands nationwide today.

"The Hyundai Entourage emerged as one of the top three minivans in our test," said Dana Points, editor-in-chief of Parents. "Our survey takes into special consideration the priorities of families, and the Entourage has many features to accommodate their real-world needs."

The Parents/Edmunds.com Best Family Cars for 2009 are based on six months of analyzing and test-driving dozens of vehicles. The list includes 15 top models -- three each in Sedan, Budget, Crossover, SUV and Minivan categories. Each car was judged on safety, performance, interior, exterior and family-friendly features. In addition to professional reviews, editors took into account feedback from parents who own and drive the vehicles everyday.

"Hyundai offers standard, family-friendly equipment in the Entourage making it an ideal minivan for parents," said Brandon Ramirez, product planning manager, Hyundai Motor America. "Additionally, safety is the most important aspect of a vehicle for families and the Entourage's six standard airbags, including side air curtains for all three rows of seats, electronic stability control, and active front head restraints make it one of the safest minivans on the road."

The Hyundai Entourage combines top safety ratings and new technologies to redefine value. The Entourage uses a powerful 3.8-liter V6 engine and a five-speed automatic transmission -- all backed by Hyundai's 10-year, 100,000-mile warranty. It includes standard safety features like electronic stability control (ESC), six air bags and active front-seat head restraints, which have earned the Entourage a top five-star crash test rating from the National Highway Traffic Safety Administration's (NHTSA) and a TOP SAFETY PICK rating from the Insurance Institute for Highway Safety (IIHS) -- the best rating ever for a minivan.

Inside, Entourage is one of the most comfortable and convenient minivans on the market, thanks to a number of highly desired standard features including multi-adjustable captain's chairs for the front and second rows, 60/40 split fold-into-floor third row seats, front wiper de-icer, cruise control, front conversation mirror to view children in the rear seats, rear sliding doors with power windows, front and rear air conditioning, roof-mounted rear-seat vents for both the second- and third-row passengers, and a foldaway tray table with four cupholders mounted between the front seats.

HYUNDAI MOTOR AMERICA

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 790 dealerships nationwide. All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America's Best Warranty. In addition, Hyundai Assurance is now offered on all new vehicles leased or purchased from a certified Hyundai dealer. The program is available to any consumer, regardless of age, health, employment record or financed amount of the vehicle. The program is complimentary for the first 12 months.

It Looks Boring Even in Red, but Consider It Anyway

2009-05-26T09:24:00.001-04:00

"Boring is better than stupid" might be an axiom applicable to haircuts, aircraft design and your behavior at the office holiday party, but with a car as compelling as the 2009 Hyundai Elantra Touring, it's a shame Hyundai didn't go for something a little more stupid in the way it looks.

Even in Chili Pepper Red, the otherwise exceptional Elantra Touring comes off like a diminutive Hyundai Veracruz, which is to say, a fine-looking and competent vehicle, but, yes, boring.

If the final version of the 2009 Hyundai Elantra Touring had resembled its original design sketch, we think it would've been easier to get people to notice it rather than merely consider it. Because it's an exceptional car in its class.

Wagons Ho!
Hyundai is on a roll. First the Genesis Sedan shook up the luxury-sedan market, and now the 2010 Genesis Coupe promises to do the same with sporty coupes. The timing is right for the Elantra to make waves in the ever-expanding compact crossover market.

Based on the hot-selling Euro-spec Hyundai i30 CW, the 2009 Hyundai Elantra Touring (that would be the code word for "wagon") has much to offer. The base price is $18,495 with a five-speed manual transmission (a four-speed automatic is an $800 option), and standard equipment includes electronic stability and traction control; four-wheel disc brakes (with ABS, brake assist and electronic brakeforce distribution); six airbags; USB/iPod auxiliary input; XM Satellite Radio; a tilt-telescoping steering wheel with audio controls and cruise control; power windows and mirrors; and more. Sheesh! Never mind the Subaru Impreza wagon or Volkswagen Jetta SportWagen; you don't even get all this on a base BMW 328i wagon for $36,000.

Command Performance
The Elantra's 141-horsepower DOHC 2.0-liter inline-4 has continuously variable intake-valve timing (CVVT) and is rated by the EPA at 23 mpg city/33 mpg highway/26 mpg combined. We can vouch for these ratings, as our worst/best/average fuel economy figures cooked up 23.6, 33.6 and 25.6 mpg, respectively. This has got to be some sort of Inside Line record for precise (and restrained) fuel economy.

CVVT gives this small engine good throttle response and adequate torque in everyday driving conditions. And when you put the spurs to it, the Elantra is no slowpoke, as the engine revs crisply all the way up to its 6,500-rpm redline. At the track we recorded an 8.7-second run to 60 mph (8.4 seconds with 1 foot of rollout like on a drag strip. Shift action from the five-speed manual is remarkably crisp and precise, maybe better than it needs to be. The clutch engagement is remarkably smooth and intuitive as well.

The brake pedal's effort and effectiveness are well matched. The 120-foot stops we recorded repeatedly are good for a wagon that weighs 2,998 pounds. The four-wheel discs are up to the task in this case, as some cars in this class come with rear drum brakes as standard equipment, which don't deliver the same resistance to brake fade. While there's some noise from the ABS during panic stops, most of it comes from the all-season tires. Otherwise, wind and tire noise are surprisingly restrained. The tires also offer good grip on the skid pad with a 0.81g performance, and prove predictable in the slalom.

With the standard stability control shut off, the 2009 Hyundai Elantra Touring is willing to be chucked between the cones without threatening to spin. The balance between benign understeer (as the sidewalls of the tires flex) and mild oversteer (once the tires respond) is pretty unique in this segment, and entertaining besides. The chassis obviously has been tuned with fun in mind, although the stability control intrudes immediately and abruptly like an old-school system. If you want it sharper, consider the optional package of 17-inch wheels and tires ($1,500, which includes cast-aluminum wheels, P215/45VR17 all-season tires, a power sunroof and heated front seats). They look less boring, too.

The Tiller
As fun as it can be in certain circumstances, the Elantra Touring is held back by the ultralight effort of its electric-assist power steering (EPS). Hyundai engineers claim they've made big strides in tuning the EPS to feel more like a traditional hydraulic-boosted system, but we say they need longer legs. Chipping away at a fast corner in the Elantra is as vague and confidence-sapping as feeling for the light switch in a darkened hotel room.

It must be said that some buyers actually might prefer this lack of feel, although only the 2009 Toyota Corolla offers a tiller more dead than this one when it comes to feedback from the road. Luckily, the Elantra Touring's chassis and tires work well together, so you can almost forget about the vague feel of the steering unless your commute involves narrow, 60-mph sweeping corners.

Inner Qualities
Inside the cabin, we were happy to visually corroborate Hyundai's claim that the 2009 Hyundai Elantra Touring offers the largest overall interior volume of any vehicle in its class, some 125.5 cubic feet. Rear-seat accommodations are ginormous, although they lack ventilation vents and the seatbacks can't be reclined. Even when the rear seats are occupied, you have 24 cubic feet in which to stow your luggage. With its 60/40-folding rear seats laid down flat, the Elantra Touring can gobble up 65 cubes of cargo. That's more than a Nissan Murano.

The driver seat is adjustable six ways, and the passenger gets by with four ways. It's worth repeating that the tilt-telescoping steering wheel is a notable addition in this class, especially because it makes the Elantra Touring more suitable for full-size American drivers. We get the thing that says a black interior means a sporty interior, as BMW has practically made it an industry standard, but it does the Elantra no favors. Have a look at a two-tone version, which is a no-cost option, and we think you'll agree it appears more upscale.

Meanwhile, all the knobs and secondary controls are placed well and feel substantial. The materials feel good and there are numerous cubbies and bins throughout the interior. The standard six-speaker, 172-watt audio system with CD changer, satellite radio and MP3 capability sounds OK, but we found ourselves turning the volume knob and then turning the volume knob again, only to discover we had already maxed the output. No distortion, no blown speakers — it just needs to go louder.

Sport Utility
Like most wagons, the 2009 Hyundai Elantra Touring has the interior size and utility of a small sport-utility, the sportiness and feature content of a well-tuned sedan and the fuel economy of a compact car, and it delivers all this at a price that makes sense, with a warranty that can't be beat.

If you must, call the Elantra Touring a five-door or even a four-door hatch if the wagon thing is too much to wrap your imagination around, but consider test-driving one before you plunk down $30,000 or more on a vehicle that's overweight, overpriced and over the hill. The 2009 Hyundai Elantra Touring might look boring, but it's certainly not stupid.

By Chris Walton
edmunds.com

Review: 2009 Hyundai Genesis Coupe 3.8 Track - but what if you don't have a track?

2009-05-22T11:00:00.001-04:00

In the 23 years since Hyundai first entered the U.S. market, the Korean automaker has come a long away. What began as a budget-oriented brand for those who couldn't afford the higher-priced products from Japan has evolved into a credible contender in virtually every segment that it competes. In the early days, the primary emphasis was on affordable motoring, sometimes at the expense of long-term durability. Today, it's a different story. From the Accent to the Genesis sedan, Hyundai still offers some of the most affordable products, but the decades-old connotations of "cheap" have been largely laid to rest.

With the introduction of the Tiburon, Hyundai finally dipped its toe into the sports-car segment, but as nice as it was, it simply didn't have the chops to play with the big boys of the performance set. Enter the Genesis Coupe. Hyundai's rear-wheel-drive two-door is the second salvo in the automaker's bid to flesh-out its premium Genesis sub-brand, while at the same time taking direct aim at a field of established competitors ranging from the Ford Mustang to the Infiniti G37. Does the Genesis have what it takes to play the game? We spent a week with a 3.8-liter Track model to find out.

When the engineers at Hyundai decided to seriously tackle the performance coupe segment, they didn't mess around. Although the Genesis coupe shares no resemblance to the similarly named sedan, many of the mechanical bits underneath carry over – and that's a good start. The Coupe sports a fully independent suspension at each end, and in proper performance car form, the directional and tractive efforts are split between two axles. The front tires handle the steering duties while drive torque is transmitted to the rears. While our first opportunity to play with the coupe occurred at Spring Mountain this passed March, shortly thereafter, Hyundai dropped off the 3.8-liter Track variant for some more real-world evaluation.

The 3.8 Track sits at the top of the Genesis Coupe line-up and comes loaded with almost every available option. At this level, the only extras are carpeted floor mats, an iPod cable and the automatic transmission. Our Interlagos Yellow tester had everything but the self-shifting gearbox, and we were perfectly fine with that. The seats were covered in a surprisingly nice black leather, with the driver's side sporting multiple power adjustments. The front seats of the coupe are perfectly suited to a performance car with substantial bolsters on the sides and adequate thigh support. The cushioning is firm and well shaped, with no odd protrusions to inflict discomfort.

As for the rear compartment, that's another story. In typical sports coupe fashion, the back seats seem to be an afterthought. When we drove the Tiburon last year, the rear confines were totally inadequate for anyone over five-feet four-inches, requiring passengers relegated to the rear to crouch down in order to avoid bouncing their heads off the rear glass. While the Genesis is a substantially larger car, it threatens to inflict the same kind of head trauma. However, instead of the rear cushion sitting nearly flat with the floor like other coupes, the mounting position is quite high. If the roof wasn't there, the rear wouldn't be a bad place to be. But it is, and it is.

Regardless, given the Genesis Coupe's reason for existence, the front seats are the place to be. The working space for the driver is well laid out and reasonably attractive. In fact, it's quite upscale. The steering wheel features a thick rim that's easy to grip and wrapped in the same leather as the seats and shift knob. In recent years Hyundai has made a habit of benchmarking cars one class up when developing new models (the Veracruz was pitted against the Lexus RX330, as an example), while still keeping the price in check. In the Genesis, it shows. Hyundai set its sights on the Infiniti G37 coupe, while aiming for a price-point competitive with the Mustang and Camaro. The downside of this low cost of entry are materials that don't match their upscale appearance. Hard plastics dominate the dash, although the fit is tight and there are no noticeable squeaks or rattles on the pre-production sample we tested.

Of course, those materials don't necessarily affect functionality. Among other things, opting for the Track version of the Genesis means the car rides on a set of attractive 19-inch alloys with Bridgestone Potenza RE050A rubber. With the available grip, it's important for a driver to be able to sense what's happening at the pavement during cornering and here, the hydraulically assisted rack and pinion steering comes through, providing good feedback and adequate feel. The only flaw we found with the steering was during a comparatively low-speed slalom run at the track. Because the 3.8-liter V6 features decent low-end torque, sometimes there's no need to down-shift. However, the steering assist is engine-speed sensitive and if it's lower than expected, a series of quick left-right-left maneuvers could result in running out of boost and a sudden increase in effort. Fortunately, this isn't generally an issue out in the real world and it never manifested itself during our week with the Coupe.

The other major changes that come with the Track package are stiffer spring and damping rates, thicker anti-roll bars, a Torsen differential and the Brembo brake package. When we become King, all cars will come equipped from the factory with Brembos and the Genesis continues our lust for the throne. The four-piston mono-block calipers don't flex under braking, so the primary source of mushiness we've experienced with other coupes is thankfully missing from the Hyundai.

Out in California or Nevada, where the roads are smooth and relatively free of frost heaves and pot-holes, the track suspension works great. In the North-East, it's an issue. On neglected stretches of tarmac, the Track model will simply be too stiff for some as a comfortable daily driver. Every little (or enormous) imperfection is transmitted straight through to your body and even a simple run to the store can become tiresome. Unless you live somewhere with properly constructed roads, or plan to spend plenty of time driving at the track, opting for the base or grand touring models might be a better choice if the Genesis is going to be your only car. It's just too bad that the Brembos aren't available as a stand-alone option.

Aside from the Track edition's ride, the Genesis is a more than credible competitor to other coupes in the $20,000 price bracket. It has aggressive styling that sets it apart from the traditional American coupes. Rear-wheel drive means pesky issues like torque steer don't even enter into the discussion. The most glaring omission compared to the Mustang, Camaro and Challenger is a V8 engine. But from a performance perspective, the Genesis doesn't really need a V8. At 3,389 pounds, the Coupe has a 400-pound advantage over the six-cylinder Camaro and a 500-pound edge on the V8 model. The V6 Mustang weighs about the same as the Genesis, but the power is only comparable to the turbo-four, so performance is similar on the small-engined models. The comparatively light weight means the Genesis has a nimble feel that you won't find in the Camaro or Challenger, and the only downside is the Coupe's lack of a throaty rumble that only a big bent-eight can provide.

Our maxed out 3.8 Track model priced out at a very reasonable $30,375, including delivery. That puts it right in the heart of its American V8 competitors and several thousand dollars less than a G37. Those who don't need the full 306 hp provided by the V6 can opt for the 210-hp turbocharged four-cylinder and even less weight, and anyone who lives somewhere with questionable pavement might want to save $2,000 and skip the Track model. Put the extra cash towards an aftermarket set of Brembos or find a friendly Hyundai dealer to order the parts and you're nearing perfection. And "nearing perfection" is where Hyundai's first true effort in the segment lands. The Genesis Coupe delivers on nearly every conceivable level, blends an attractive exterior with a thoughtful interior, and does it all for a price that's still easy on the wallet. Hyundai's come a long way, and the Genesis coupe is the start of another great chapter.

AutoBlog.com

Hyundai Genesis and Sonata Win AutoPacific 2009 Vehicle Satisfaction Awards

2009-05-20T10:40:00.001-04:00

Owners give two hyundai vehicles top ratings in national survey on satisfaction

FOUNTAIN VALLEY, Calif., 05/19/2009 Hyundai owners placed the Genesis and Sonata at the top of their classes in AutoPacific's 2009 Vehicle Satisfaction Awards (VSA) research. Both models won in highly competitive segments. Genesis topped the Aspirational Luxury Car category for its affordable operating costs, value and extraordinary warranty. The Sonata was the highest ranked Premium Mid-Size Car, beating out the segment-defining Honda Accord and Toyota Camry. In addition, Hyundai's overall brand satisfaction rating among Hyundai purchasers jumped 11 positions earning Hyundai 2009 Rising Star honors. This positive move was more than any other manufacturer in the survey. Hyundai scored higher in 40 of 48 rating categories in 2009 compared with 2008.

"Having conducted this industry research since 1997, we see vehicles that score highest in AutoPacific's Vehicle Satisfaction Awards have hit the mark delivering value and satisfaction with their buyers," said George Peterson, president of AutoPacific. "This year's results made it clear that Hyundai owners are extremely pleased with their new cars."

AutoPacific's annual VSA is an industry benchmark for objectively measuring how satisfied an owner is with their new car or light truck, and reflects the opinions of consumers nationwide. The awards summarize results from AutoPacific's 2009 model year vehicle satisfaction research. More than 25,000 consumers around the country participated in the survey.

"It's an honor to not only be recognized by a trusted automotive resource like AutoPacific for vehicles satisfaction, but by our Hyundai owners as well," said Michael Deitz, product manager for Genesis sedan and Sonata. "Also coming out of the survey as the most improved brand year-over-year only solidifies our dedication to continually providing consumers with safe, well-designed, quality vehicles."

In addition to identifying category winners, AutoPacific's VSA establish numerical satisfaction ratings for virtually every passenger car and light truck in the North American market. Owner satisfaction is measured across specific areas related to a vehicle's operation, comfort, safety and the overall purchase/lease experience. The 2009 ratings reflect input from buyers and lessees of new vehicles acquired September through December 2008.

Hyundai's Genesis sedan sets a new benchmark in the premium car category. With a starting price of just $33,000, Genesis includes performance and luxury features typically found on vehicles costing thousands of dollars more. The fuel-efficient Sonata combines refined design, proven dependability, spirited performance and an extensive list of standard features that increase its appeal to a broader range of customers.

HYUNDAI MOTOR AMERICA

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 790 dealerships nationwide. All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America's Best Warranty. In addition, the Hyundai Assurance Program is now offered on all new vehicles leased or purchased from a certified Hyundai dealer. The program is available to any consumer, regardless of age, health, employment record or financed amount of the vehicle.

AUTOPACIFIC

AutoPacific is a future-oriented automotive market research and product-consulting firm. Every year AutoPacific publishes a wide variety of syndicated studies on the automotive industry. The firm also conducts extensive proprietary research and consulting for auto manufacturers, distributors, marketers and suppliers worldwide. Company headquarters and its state-of-the-art automotive research facility are in Tustin, California, with an affiliate office in the Detroit area.

Arrival: 2009 Hyundai Genesis 4.6

2009-05-19T12:46:00.001-04:00

Catapulting Into the Luxury Segment

Hyundai's Genesis sedan is one of the most significant new cars launched in America this decade. It represents an ambitious reach toward Lexus and Mercedes-Benz territory, a car designed to catapult the fast-growing South Korean automaker into the luxury segment. Shockingly, the Genesis is also a car that puts GM, Ford, and Chrysler on notice: Detroit now hasn't the money or resources to produce a rear-drive luxury sedan of its size and quality. Think about that.

We know the Genesis is good: Were it not for the astonishing Nissan GT-R, it probably would've won our 2009 Car of the Year. What cost the Genesis the title was detail stuff, like the overwrought grille, the limited rearward travel of the front seats, and a ride deemed too jittery for a luxury car. Nitpicking, but such is the nature of COTY. Still, we were impressed enough that we wanted one for a year.

Ticking the boxes didn't take a lot of effort. We wanted the 4.6-liter V-8 model. Check. Titanium metallic paint with black leather. Check. Then we decided to go whole hog and order the $4000 Technology Package, which adds a 528-watt Lexicon sound system, backup camera, navigation, HID headlamps, parking assist, a cooled driver's seat, and Bluetooth to the Genesis's already impressive list of standard features. Check. And why not? Our extravagance brought the sticker to just $42,000, more than $12,000 less than a Lexus GS 460, which is smaller all around, offers fewer horses, and has less rear-seat room.

After a few weeks in the fleet, we're convinced the Genesis is only a couple developmental tweaks away from being a truly outstanding automobile. The 375-horse Tau V-8 feels crisp and smooth and has so far delivered decent fuel economy-17.4 mpg. The six-speed ZF automatic delivers its trademark silky shifts (Hyundai has its own eight-speed on the way, along with a 5.0-liter Tau V-8) and noise levels are commendably low.

Quibbles? We'd like more linearity in the weighting of the steering and the front seats mounted lower to the floor and given longer runners. The ride is still a little nervous-the rear springs and shocks feel way too stiff relative to the front end-and the rear end jiggles around on L.A.'s thumpety-thump freeways. But that's about all. As Kim Reynolds noted: "Deutschland's and Japan's brightest engineers ought to be sensing the hot breath of their South Korean counterparts on their necks about now." So far, he's right.

Our Vehicle
Base price $38,000
Price as tested $42,000
Vehicle layout Front engine, RWD, 5-pass, 4-door sedan
Engine 4.6L/375-hp*/333-lb-ft* DOHC 32-valve V-8
Transmission 6-speed automatic
Curb weight (dist f/r) 4060 lb (54/46%)
Wheelbase 115.6 in
Length x width x height 195.9 x 74.4 x 58.3 in
0-60 mph 5.6 sec
Quarter mile 14.1 sec @ 101.5 mph
Braking, 60-0 mph 112 ft
Lateral acceleration 0.86 g (avg)
MT figure eight 27.2 sec @ 0.66 g (avg)
EPA city/hwy econ 17/25 mpg
CO2 emissions 0.98 lb/mile
Total mileage 3851 miles
Average fuel economy 17.4 mpg
*On premium fuel; 368 hp/324 lb-ft on regular

By Angus MacKenzie