This summer’s introduction of the new Hyundai Genesis is the most significant automotive event this year. That’s saying a lot because 2008 could yet see a bankruptcy filing from automotive giants Ford or General Motors. Both companies are limping painfully from costly mistakes, and while bankruptcy remains very remote, some business analysts are floating the possibility.

As traumatic as those failures would be, the Genesis introduction would still top them in significance because Genesis shoves the auto business forward. Genesis is entrepreneurial, representing the sort of bold risk and gutsy ambition that shakes up the status quo.

Genesis is a luxury sedan. But Hyundai is a mass-market automaker. In fact, Korea-based Hyundai, which operates Hyundai Motor America to retail and even manufacture some models, sits on the economy-car edge of the spectrum.

Now it wants to sell you a luxury sedan?

The vehicle is just now arriving at dealers like Salem Ford Hyundai in Salem, N.H. Two weeks ago I attended a daylong press briefing and test drive. I’ll give you a thorough review of the car after I drive a test model for a longer, day-in-the-life evaluation. For now let’s take a look at how Genesis turns conventional ideas and practices upside down.

Genesis is a luxury car from a brand more commonly associated with bargains. Hyundai lists the new model at $33,000 when equipped with a 290-horsepower, 3.8-liter V6. The V8 version, with a 375-horsepower, 4.6-liter engine, wears a sticker price of $38,000. Options are sparse because starting versions come so copiously equipped.

They’re legitimately luxurious, too. Genesis is a large, smooth-riding car with a sturdy body and a well-isolated interior that silences unwelcome noise. Its V6 engine provides such ample power, and operates so smoothly and serenely, that it’s hard to image why anyone would upgrade to the heftier eight-cylinder. The car’s comfort level is seductive. Its construction and its features exhibit quality that does not compromise.

Michael Deitz, manager of product development for Hyundai, summed up the design philosophy displayed in Genesis when he described the car’s seat upholstery.

“The V6 leather is a good leather. The V8 leather is a great leather,” he said. From the models I saw, he wasn’t exaggerating.

You can add only one option package to the V8-powered, Genesis 4.6, bringing its list price to $42,000. Thus the Genesis ranges from a flat $33,000 to $42,000. Those are hardly economy-car prices. They’re fully over the luxury-car threshold. But with Genesis, you get more car than you get from another luxury model in the same price band. In fact, to match the Genesis in features, you can pay tens of thousands more for comparably specced European luxury models.

So Genesis knocks down the price barrier that blocks a lot of people from luxury-class accommodations. At the same time, the car remains within the Hyundai family. That’s another significant departure from the established way of business. Other car companies have set up new brands to peddle their luxury lines.

Honda figured that no one would pay luxury-car prices even for an upscale Honda. So the company created the Acura brand to sell its more distinguished models. Nissan followed the same logic when it created the Infiniti brand. Toyota’s very successful Lexus line of luxury cars rises from the same line of reasoning.

Genesis doesn’t wear the Hyundai logo on its dramatically patterned grille. But the Hyundai tag on the back is plainly visible. And the car is sold at ordinary Hyundai dealers, next to little $13,000 Accent hatchbacks, $18,000 Tuscon SUVs and $20,000 Sonata sedans. “Will people come to the same store to shop for legitimate luxury?” the automaker is asking.

That’s a good question, and it’s entirely possible that they won’t come. A large part of what motivates luxury buyers is image and mystique. Hyundai doesn’t possess either trait. But Deitz, the product development manager, made clear that Hyundai doesn’t expect the Mercedes set to buy its car.

“We’re looking for the person who wants all the luxury attributes” without the untouchable price, he said.

Surely such buyers exist. But they don’t assure this new venture’s success. Just a few years back, Volkswagen made a similar play with its big Phaeton sedan. It crashed, presumably because people wouldn’t buy a pricey cruiser that wore the VW badge.

But Phaeton was more expensive than Genesis. What’s more, Hyundai is approaching the project with the flexibility that helps an organization find success. Christopher Hosford, vice president of corporate communications for Hyundai Motor America, sums up the attitude this way: “We do everything very quickly.”

Don’t plan, dither and deliberate forever. Put the thing out there and see how it does. If it doesn’t do well, change it. Then change it again, and again if you need to. The idea is that you can’t prefabricate success. But you can find it. And you find it by moving. You’ll find it by thinking creatively and by taking risks.

Move fast and move a lot. Move quickly, as Hosford says. That’s exactly how entrepreneurs operate. It’s encouraging to see Hyundai bringing that attitude to the vehicle trade.

2009 Hyundai Genesis

Vehicle type: Rear-wheel-drive, 5-passenger, 4-door full-size luxury sedan

Price range: $33,000 to $42,000

Warranty: 5 years/60,000 miles basic warranty; 10 years/100,000 miles powertrain warranty; 7 years/unlimited miles corrosion warranty; 5 years/unlimited miles roadside assistance

Base engine: 3.8-liter V6

Power: 290 horsepower at 6,200 rpm; 264 lb.-ft. torque at 4,500 rpm

Base transmission: 6-speed automatic

Fuel economy: 18 mpg city; 27 mpg highway

Wheelbase: 116 inches

Length: 196 inches

Width: 74 inches

Height: 58 inches

Weight: 3,748 pounds

Fuel capacity: 19.3 gallons

Turning Circle: 36.0 feet

By Jeffrey Zygmont
Motor Mouth

How to… Choose An Auto Dealership

Once you’ve been bitten by the car-buying bug, deciding on where to shop can be almost as hard as choosing the make, model, color and options.

Selecting the right dealer can be a bit nerve-wracking, sure. But just as you’d like that new car smell to last a while, keep in mind that a reputable dealer wants to create a lasting relationship with you.

In this information age, make your first stops on the keyboard. Sales people actually like customers who’ve surfed the web for info like dealer cost and vehicle features. It’s then just a matter of taking you for a test drive, and making sure the vehicle is a comfortable fit.

Visit the websites of potential dealers to see if they’re up to date, or is listings linger long after the cars have disappeared from the lot. Check out their Customer Service Index (CSI) that rates buyer satisfaction.

Do some low-tech research too. On-the-street reputation can be just as useful a buying guide as any competitor data. Ask relatives or friends if they had a good experience at a particular dealership. If you see the dealer’s nameplate on a car in a parking lot, strike up a conversation with the owner, and ask if he or she would buy a car there again.

Expect the salesperson to be up front. A dealer interested in earning your trust will fully disclose everything about the transaction. Be ready to walk out if they won’t discuss anything but “What if we could do it for this much a month?”

Take a seat in the waiting room, and listen to what others are saying. Being a fly on the wall can give you a whole different perspective on the way a place treats its customers, long after the new car smell has faded.

Is this a hands-on dealership with the owner actually on the premises each day, or off golfing at some Florida resort?

Do they provide Parts and Services, or just parts of service? Is the service department open during hours that will suit your schedule, like evenings or Saturdays? Do they offer loaners so you’re not stuck while your car’s in the shop? Or shuttle service to pick you up at home or at work?

Finally, you expect the dealer to be honest – so be honest with yourself. What’s your comfort level when you enter this showroom? Are you greeted professionally, or are you besieged with high-pressure tactics like “What can I do to put you in this car today?” Do you feel on edge because you’re being steered toward a certain vehicle, or does the salesperson genuinely listen to what you have to say, and make recommendations to let you do the choosing?

A little research and awareness on your part at the outset can smooth out any bumps in your car-buying ride. Successful dealers know that repeat customers and referrals are built on trust, and trust is built by treating you with respect, both in the showroom and far down the road.

The Republican, Tuesday, May 17, 2005

Redesigned Hyundai Elantra boasts roominess for everyone

Little surprise that Korean carmaker Hyundai chose New York for the world debut of its redesigned Elantra. This compact has found more than a million buyers in the United States, eager to save money and gasoline and possibly avoid costly maintenance down the road with a 10-year powertrain warranty.

Elantra, already a formidable competitor for the big Japanese makers, ups the ante again for its American friends this year. The redesigned version is bigger for '07 -- roomier than most everything in its class -- and has a better ride, too. And for my money, it's better looking than a lot of the other guys.

A CONFIDENT STANCE

Elantra has a more confident stance. It is better sculpted on the sides. It has a more upscale look, highlighted by fog lights this year and chrome trim on the headlights and grille.

More than two inches wider and two inches taller, Elantra also has considerably more interior space. That means more hip and shoulder room in the front and rear. No kidding, the rear is actually comfortable for adults, too. Good leg room and foot room even for my dainty 12s.Hyundai boasts that the Elantra, with 97.9 cubic feet of passenger room and 14.2 cubic feet of trunk space, is the roomiest in its class. That class contains monster-sellers like the Honda Civic, Toyota Corolla and Nissan Sentra.

Heck, the EPA says it's so roomy it doesn’t even belong in the compact segment. The EPA calls it a midsize.

Whatever. Why do they have to complicate things?

Besides its roominess, Elantra's looks improved on the inside, too. Two-tone color schemes and blue backlighting on the dashboard instruments give it a more vibrant look and feel.

The craftsmanship inside also is a notch better. Panels fit tightly and plastic and leather feels good. Yes, I did say leather. Can’t find that in every compact, you know.

The Elantra for 2007 includes steering wheel-mounted cruise and audio controls.

Plenty of room for stuff: The center console is on the small side, but quite deep. There are pockets on the doors and seatbacks for rear passengers.

Hyundai installed its 2.0-liter inline four-cylinder engine into the Elantra, and it proves to be adequate. It puts out 138 horses and 136 foot-pounds of torque, and while it may not dazzle any driving enthusiasts, it was sufficient for those looking for a solid, everyday drive. The engine gets a bit noisy at higher speeds, however.

ON THE ROAD

Mileage is an agreeable 28 city, 36 on the highway trips.

The tester was equipped with a four-speed automatic transmission that shifted smoothly and on cue. Standard is a five-speed manual tranny.

On the road the Elantra is an agile performer, with decent steering feedback. Its ride is comfortable, but it rates only fair on corners with a good amount of body lean. Still, it grips the road well.

Visibility has been helped this year by a 1.8-inch boost in seat height, and it makes a difference. And rear head restraints can be pushed into the seat so they're out of the way.

Every Elantra comes with standard anti-lock braking system as well as six air bags: two dual fronts, two front seat-mounted side-impact bags, and two side-curtain air bags for both front and rear.

Elantra comes in three trims, starting with the base GLS, at $13,995, which doesn't include much more than power windows. Even the air conditioning is extra. Most will want to include a preferred package that adds AC and a pretty good 172-watt audio system with tweeters.

The sporty SE at $16,295, gets 16-inch alloy wheels, six-speaker audio and leather-wrapped steering wheels with audio and cruise controls. The Limited, at $17,295, goes more upscale with leather seats and door panels.

A sunroof is available on all models. So are navigation and chrome wheels.

With competent performance, more room inside, lots of standard safety features and Hyundai's attractive five-year bumper-to-bumper and 10-year powertrain warranties, the Elantra is worth checking out.

ut beware, the price can climb over $20,000 if you're too generous with yourself. My suggestion: Go with the base GLS, which has standard features like power windows, intermittent wipers and vanity mirrors. Then opt for the Preferred option package to add cruise control, remote entry, trunk release and fog lights. Now you have a nifty car, and you're still in the mid-teens.

Posted on Sun, Feb. 04, 2007 The Miami Herald

A Korean Crossover Gets Its Green Card

By now, everyone knows that South Korean automakers have come a long way since their first halting attempts to sell tinny econoboxes to Americans. The distance Hyundai has traveled is no longer figurative; it can be measured in miles.

The new-from-the-ground-up 2007 Santa Fe, for instance, wears the logo of the Seoul-based company, but it is as Korean-American as kimchee at a suburban A.& P. This larger, more substantial, car-based S.U.V. - a crossover, in the parlance - was developed specifically for American tastes. It was designed at the new Hyundai Design Center in Irvine, Calif., and rolls off a new assembly line in Montgomery, Ala.

And, of course, it carries a name that evokes adobe missions, Georgia O'Keefe paintings and dried chili peppers.

In styling and performance, the second-generation Santa Fe is a significant step up from the model originally introduced in 2000. It offers an optional third-row seat, which is becoming the price of admission even among the compact utility wagons once known as cute utes.

It also incorporates many of the latest safety features found on much more expensive automobiles.

Prices, which start around $21,000 and can reach $33,000, fall squarely in the middle of the hot crossover market. But like other Hyundais, the Santa Fe is priced to undercut similarly equipped competitors from Toyota, Honda, Nissan and others.

My test vehicle was a Santa Fe Limited, the most expensive of three trim lines. With front drive, the Limited starts at $26,715. The base model GLS starts at $21,715 and the midrange SE at $24,415. Ordering all-wheel drive adds $2,000 to each price.

Unlike several of its closest competitors, the Santa Fe does not come with a four-cylinder engine. The base GLS's engine, a 2.7-liter V-6, was carried over but upgraded with variable valve timing, a variable intake system and other improvements. It is rated at 185 horsepower and 183 pound-feet of torque. Alone in its class, this model comes with a five-speed manual transmission, although a four-speed automatic is optional.

Optional on the SE and standard on the Limited is a new 3.3-liter V-6 with 242 horsepower and 226 pound-feet of torque. This engine comes only with a five-speed automatic.

Both engines meet California's ultra-low-emission standards and burn regular-grade gasoline.

As is common these days, the all-wheel drive system is electronically controlled and splits the torque to direct it to the wheels that can use it best. Uncommon on crossover utilities, however, is a lock control that will split the torque 50-50, front to rear, an advantage in mud, deep snow or off-road conditions.

Hyundai has made an unusually strong commitment to standard safety equipment in the vehicles it sells in this country. The Santa Fe has six air bags, including side curtains that help to protect all three rows of seats. Bags like these have proved effective in reducing injuries and deaths in side-impact crashes.

Also standard is another proven device, an electronic stability control, that helps the driver maintain control in sudden maneuvers or other emergency situations that could result in a spinout or rollover.

Four-wheel antilock brakes are standard as well, and they incorporate two additional safety features: emergency brake assist, which applies full-force braking if sensors detect the need for an emergency stop, and electronic brake force distribution, which balances the braking force regardless of the vehicle's load.

The Santa Fe has done well in crash tests. It received five stars, the highest rating, in front and side-impact tests by the National Highway Traffic Safety Administration. And it earned a "good" rating in the front"offset test by the Insurance Institute for Highway Safety.

Styling verdicts are best left to the individual, but to my eye the new Santa Fe has a lot going for it. It eschews the zoomy rear quarter panels and small rear side windows of some Japanese utilities, which can create large blind spots for the driver. Instead, Hyundai's designers stuck to softly rounded corners without pronounced styling accents. This, in my view, is a big improvement over the strange sci-fi contours of the first-generation Santa Fe.

While the Hyundai's size is similar to rivals like the Toyota RAV4 and Highlander, the Honda CR-V and the Chevrolet Equinox, it manages to eke out a bit more space inside.

The third row, for example, is almost habitable. It is split 50/50 and can be folded flat. Yet I would pass up the third seat, even if it is one of the few that adults can use, in favor of the two-row version that has roomy rear storage with two convenient compartments.

The second row folds nearly flat - no need to remove the head restraints - and locks in the down position. Atypically, the windows in the rear doors roll down all the way.

Interiors are becoming ever more appealing, especially in European and Japanese models, with smart color choices and textures that give a feeling of luxury and value. The new Santa Fe incorporates many of these intangibles into a moderately priced wagon. Instruments are simple and clear, with blue lighting at night. The controls are logical, so there is no need to consult the manual. The console box is a roomy two-tier affair; there are sturdy cup holders.

The redesign has improved the Santa Fe's performance in all respects. The new 3.3-liter engine in my test vehicle was responsive, and the overall performance was enhanced by the smooth-shifting automatic. The use of five speeds allows a more aggressive first gear and a fifth gear biased toward economy.

With the larger engine, fuel economy is rated at 19 m.p.g. in town and 24 on the highway. While not class-leading figures, these numbers are competitive. My average was 20.6, a bit better than the 4-cylinder Toyota Highlander that I drove a while back, but not as good as my mileage (23 m.p.g.) with the 4-cylinder RAV4. With the 2.7-liter engine and automatic transmission, the Santa Fe is rated 21 in town, 26 on the highway.

Steering and handling are smooth and steady and, while none too sporty, are certainly good enough in this class. The fairly tight turning circle (35.8 feet) was appreciated. The four-wheel disc brakes are firm, with a nice, progressive feel.

The ride is about what I'd expected of a small crossover, firm and well controlled and not stiff or jerky like many truck-based S.U.V.'s. The highway ride is reasonably quiet, with low wind and tire noise.

Consumers are learning that crossover wagons are worthwhile choices when a sedan doesn't seem to have enough space and heavy truck-based S.U.V.'s seem too clumsy and thirsty. There are many crossovers on the market, with more arriving every few months.

There are a few standouts in this rather large group, including relatively compact models like the RAV4, the CR-V and the Subaru Forester. I would add the new Santa Fe to that group. It is roomy, cleanly designed, reasonably priced and it comes with a lot of safety features.

•

INSIDE TRACK: If you are thinking of crossing over, here's a crossover worthy of your short list.

By BOB KNOLL
Published: February 4, 2007 The New York Times

Hyundai Earns "Best Deal" Honors In Cars.com Lifestyle Awards

2007 Hyundai Sonata And The Tucson Recognized As The "Best Deal For Small Families" And "Best Deal For Weekend Athletes"

FOUNTAIN VALLEY, Calif., 01/25/2007 Cars.com recognized the Hyundai Sonata as the "Best Deal for Small Families" and the Hyundai Tucson as the "Best Deal for Weekend Athletes" in its first annual Lifestyle Awards.

Developed to recognize vehicles best suited for the lifestyle needs of today's car buyers, the Cars.com awards program honors the top "Best Deals" in a number of sub-categories. The awards are based on expert picks from Cars.com editors' experiences in dozens of test drives and their evaluation of criteria most important to shoppers in each respective lifestyle category.

The Hyundai Sonata received the "Best Deal for Small Families" accolade by combining advanced standard safety features and interior comfort at an affordable price. The Hyundai Sonata sets the benchmark for value and standard safety technology in the midsize segment as the only midsize sedan under $20,000 with lifesaving Electronic Stability Control (ESC) as a standard feature. Every Sonata includes four-wheel disc brakes with Anti-Lock Brakes (ABS), six airbags-including dual front, front seat-mounted side-impact, and front and rear side curtain airbags-along with active front-seat head restraints. With a well-crafted interior and striking style, the Sonata is a sophisticated choice for the value conscious consumer.

The Hyundai Tucson beat out the competition in the "Best Deal for Weekend Athletes" category with cargo versatility, value, quality and safety superiority. Versatility is a Tucson strong point. The standard 60/40-split fold-down rear seatback makes it easy to accommodate passengers and cargo. Single-lever operation and headrests that remain in place speed the conversion from passenger to cargo use. Another thoughtful touch: the front passenger seatback can fold flat either forward or backward, further adding to loading and cargo carrying versatility. To help secure cargo, there are three grocery bag hooks, six flush-mount metal tie-down anchor points and six cargo net mounting points. Tucson is ready to haul gear with an easy-to-clean composite load floor with a removable rear section. Underneath is an additional storage area and spare tire. Plenty of storage bins, compartments and eight cup holders are positioned throughout the interior, as are three 12-volt power points. Comfort and convenience features include a two-tier front storage console with a two-position padded armrest. The Tucson continues to rank high in quality and safety ratings with standard features including Electronic Stability Control (ESC) with traction control, Anti-lock Braking System (ABS) and six airbags.

"Automakers design vehicles to address the needs of specific consumer lifestyles, so it's rewarding to be recognized for meeting those demands," said John Krafcik, vice president of Strategic Planning and Product Development, Hyundai Motor America. "We also know that a large part of Hyundai's consumer appeal is our commitment to quality, standard safety technologies and extraordinary value, which both the Sonata and Tucson capture as well."

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 755 dealerships nationwide.

CARS.COM

Partnered with more than 200 leading metro newspapers, television stations and their websites, Cars.com is the most comprehensive destination for those looking to buy or sell a new or used car. The site lists more than 2 million vehicles from 13,000 dealer customers, classified advertisers and private parties to offer consumers the best selection of new and used cars online, as well as the content, tools and advice to support their shopping experience.

In the Autoblog Garage: 2007 Hyundai Azera Limited

Much has been said about Hyundai's rise from being a pusher of Point-A-to-Point-B transportation to the purveyor of high value, safe and stylish vehicles. Nearly its entire lineup is full of ready for primetime hardware, save the Tiburon that idles into 2007 with merely a refresh of its aging design. The Azera debuted as a 2006 model to replace the XG350, a Korean import that filled a hole in the company's lineup but whose claws weren’t sharp enough to play in the tiger pit that is the large car market in North America.

Like all the new models Hyundai has marched out in the past few years, the Azera looks great on paper and stacks up extremely well against other large cars in its class, like the Toyota Avalon, Ford Five-Hundred, Buick Lucerne and Chrysler 300. It starts with a low base price and piles on a big V6, lots of standard safety equipment and a sheetmetal suit that fits just right. But does the Azera have that something special that makes a contender into a champion, or do the sum of its parts equal no more than just the sum of its parts?

Our 2006 Hyundai Azera Limited tester wore its Venetian Blue paint like an Armani three-button suit fitted to perfection. Hyundai design has come such a long way, and where the new Sonata is sharp and crisp, the Azera is fluid and organic with swollen fenders that add nice curves above each wheel. While the front fascia doesn’t break any new design ground, the Azera's face is perfectly proportioned with a grille sporting traditional horizontal lines and topped by a chrome accent bar. The headlights project a neutral stare and look expensive sporting halogen projection-like lamps.

The Azera's designers paid particular attention to the car's proportions, which makes the large sedan look smaller than it really is. The C-pillar, for instance, extends deep into the rear deck lid, thereby giving the rear window a steep rake. The shorter rear decklid, in turn, belies the large 16.6 cubic foot capacity of the trunk. The overall effect is a tush that's tidier than other competitors like the Ford Five-Hundred, which seems to revel in its ample rear. The dual exhausts out back also hint that the Azera won’t lie down like a luxurious lap dog when called upon to scoot.

Finally, the 17-inch. 10&#45spoke wheels are attractive and fill their wells nicely. While other large sedans in this segment offer bigger 18-inch wheels, the Azera has a proportioned wheel-to-car ratio that doesn’t make the rolling stock appear overwhelmed by the visual bulk of the car. Behind those wheels are four-wheel anti-lock brakes (11.9-inch discs up front, 11.2-inch in the rear) that are backed by Electronic Brake Distribution to keep panic stops under control. The Azera also comes standard with Electronic Stability Control and a Traction Control System, which illustrates nicely the brand's winning strategy of offering more safety content standard than its competitors.

If one never enters the Azera, the platitudes could go on interrupted. Once the door is opened, however, we face one of Hyundai's biggest obstacles to becoming a major player in the U.S. auto industry: interiors. If this auto show season has proven anything to the Autoblog crew, is that the battle for sales success is largely being fought by interiors, and this is one area where the "new" Hyundai hasn't particularly excelled.

Upon entering the Azera, one comes to rest in an overpadded front seat that’s as comfortable as your La-Z-Boy, but ill-suited as the captain's chair for an automobile. The Azera obviously doesn't corner flat, so when the roll sets in it's up to the driver's seat to keep the pilot in place. The Azera's front seats let go at the slightest sign of inertia, which means they’re best suited to long road trips in a straight line. While most will find these seats very comfortable and suited to the tasks of everyday driving, many competitors of the Azera manage to offer front seats that are just as comfortable but also offer adequate support for spirited driving (the front seats in the Ford Five-Hundred come to mind).

Once buckled up in the Azera (always buckle up), we're greeted with a dash that's organized but lacks personality. It seems the interior was less designed than assembled from pieces provided by various suppliers. How else would you explain the three different digital displays and their various colors? We like the rich-looking light blue of the electroluminescent gauges, but our aesthetic sensibilities are offended by the orange information display and the HVAC and radio displays inspired by a Timex Indiglo.

Our main complaint with the Azera's interior is that it's bland, like Camry-level bland. Who knows how many beige plastic cows were sacrificed to cover that wide expanse of dash, but the plastic PETA people would not be pleased. The wood trim, on the other hand, looks real and rich, but it’s just not enough to offset the general sense of ennui the Azera's interior inspires.

Functionally speaking, the Azera's dash also gets dinged for being placed too far back. In order to reach the stereo, we needed our right arm completely stretched out. Unfortunately, the seat cannot be moved far enough forward to correct this while maintaining a comfortable driving position. Furthermore, Hyundai has to be one of the few automakers left that doesn't offer a satellite navigation system for any of its vehicles. If the Azera is truly meant to be a competitor in the near-luxury segment, it needs a screen staring back at the driver.

We'll cut the Azera some slack though for coddling its passengers, specifically those riding in the back who enjoy a deep footwell and a bench that’s just as cushy as the bucket seats up front. Our tester was also equipped with a power rear sunshade that goes up and down on command, a feature we last saw in the Bentley Continential Flying Spur we reviewed.

For those considering the Azera who might be turned off by its interior, a pleasant surprise awaits them with a turn of the key. The Azera's 3.8L V6 is a good motor with a meaty torque curve and power to spare. Rated at 263 hp and 257 ft-lbs. of torque, the 3.8L also has variable valve timing to eek the most out of its six cylinders. Its power delivery is smooth and throttle tip-in is equally damped to ensure there’s no herk and jerk when accelerating from a standstill. The EPA lists the Azera's fuel economy at 19 MPG city/28 MPG highway, and our real world observations were about 2 MPG shy of those figures, which is understandable considering how heavy our right foot is.

Whether you're choosing the base Azera SE or the Azera Limited like our tester, the 3.8L V6 is your only engine choice, and it's mated to a 5-speed automatic with "SHIFTRONIC", Hyundai's generic buzz-speak for the ability to manually shift its auto. Hyundai's 5-speed is well suited to this engine, as its operation is largely transparent. There were times we wished for faster shifts, but in all but the most sudden bursts of acceleration, the engine's pool of torque is deep enough to adequately accelerate without dropping a cog.

As we said earlier, the Azera doesn't corner flat and demands you scrub off some speed before taking tight turns. We expect as much from a large sedan, and the trade-off is comfortable cruising on the highway. While the four-wheel independent suspension doesn't carve corners, the Azera's handling is at least controlled. On public roads the car never feels like it's wallowing or unable to handle its weight transferring from side to side. Only when speeds reach extra-legal limits will the Azera suspension begin to really protest.

Despite our criticisms of the Azera, Hyundai's ace in the hole is its price. The Azera SE starts at just $24,535, while our Azera Limited begins at only $26,835. Our tester included the Ultimate Package, a $2,500 option that includes a sunroof, the high-end Infinity audio system, a power tilt and telescoping steering wheel, adjustable foot pedals, a memory system for personal settings, rain sensing wipers and power folding mirrors. All told, the final tally came to $29,415. In the eyes of car shoppers, a loaded large sedan for under $30,000 is a rare sight and likely earns the Azera a spot on many comparison lists. If Hyundai ever decides to offer a navigation system, however, the upper limit for the will surely crest $30k by at least a thousand dollars, maybe two.

Hyundai's maturing process has produced another above-average vehicle in the Azera, but it lacks a few key components that keep universal praise at bay. And while Hyundai has succeeded at selling many more Azeras than it did XG350s, only 2,479 were sold in December of last year, its best sales month for the year. Meanwhile, Ford sold 6,689 Five-Hundred sedans last month, while Toyota sold 7,955 Avalons. Clearly Hyundai still has some catching up to do.

Posted Jan 31st 2007 10:07AM by John Neff www.autoblog.com

Another Hit For Hyundai With Its New Santa Fe?

By Jim Bray
Jan 31, 2007

SUVs may be evil incarnate to some, but that isn’t stopping the automotive industry from continuing to create interesting and, in many if not most cases, increasingly efficient new versions of the species.

Enter the 2007 Hyundai Santa Fe. This isn't just an upgrade of the previous model, it’s a whole new beast, bigger and more upmarket than before and with a third row of seats that was previously unavailable in a Hyundai SUV. It’s quite the looker, too.

I’ve driven several Santa Fes is over the years, and liked them quite a bit, especially the one that was powered by the 3.5 L V-6 shared by the now-dead XG 350. It was a nice vehicle that evolved steadily over the years, from one afflicted with a cheap plastic interior to a much more competitive vehicle that held its own well in the marketplace.

The new version takes everything they’ve learned over the years and puts it into an SUV that's capable of going head-to-head with just about anything in its class.

The new exterior is a big improvement over the old model, which looked kind of like a first generation Toyota RAV4 that someone had worked over with a rubber mallet. The new one continues the recent tradition of Hyundai's, offering a very clean and attractive exteriors such as personified by other Hyundais such as the Sonata, Elantra and Azera.

Hyundai says the new Santa Fe's exterior "Exudes confidence and inspires adventure." Well, I'm confident it didn’t make me want to run out and buy tickets for an African safari, but I was quite taken with the vehicle's handsome exterior nonetheless. The front end excludes projector headlights, which do a nice job; other exterior touches include a roof rack, heated outside rear-view mirrors, dual chrome-tipped exhausts and a real handle to open the hatch with.

The latter looks a little clunky compared with some SUVs but, on the other hand, it gives you a nice place to grab rather than having to fiddle around above the license plate as with so many other vehicles. If memory serves, this is actually a holdover from the last model, and I appreciated them not following the herd on this.

The tailgate also swings up nice and high, but not so high that you can't reach up to bring it back down again.

Inside, the bigger interior is comfortable and efficient. The front seats, which in my tester were leather and heated, are comfortable and supportive. The center row seat backs recline a bit and the right-hand seat folds down and flips forward to allow access to the third row of seats (a.k.a. "the nosebleed section"). I sat back there for a short trip, and it wasn't bad. I think I'd be an unhappy camper if I had to spend a couple hours back there, but for kids or hobbits or for short jaunts it's more than adequate.

Incidentally, that third row is optional. And of course you don't have to use it; it folds down into the floor to create more storage space. The second row also folds, of course for even more hauling space.

There's also a rear mounted rear air-conditioning control for the people riding in back, and vents in the B pillar for the comfort of people riding in the middle/rear.

The driver's seat of my tester featured power adjustments, though the passenger seat was manual. The steering wheel of all but the base model tilts and telescopes manually.

Controls are easy to read, well placed and backlit with a pretty blue color. The driver's side window features the auto down feature that's so popular, though I was surprised to see it didn't auto back up again ' especially since the lovely big sunroof opens and closes with one touch.

My tester featured automatic, dual zone (triple, if you count the rear area) climate control, and a six speaker, AM/FM single disc CD audio system that offers pretty good sound quality. It also has steering wheel-mounted controls.

Cup holders abound. So does power stuff, including steering, brakes (discs with ABS), windows, door locks and the like. My tester even had an auto dimming rear view mirror inside.

There's a good assortment of storage areas and cubby holes all over the place.

Two V-6 engines are available: a 2.7 L, 185 hp version and a 3.3 L, 242 hp V-6. My tester had the latter engine and it was plenty powerful, with good grunt, nice acceleration and very smooth output.

A 5-speed manual transmission is standard on the base 2.7 GL. My more upscale tester had a the dual mode, five speed electronically-controlled automatic with manual setting. Shifts were smooth; I-d have loved to see paddle shifters, but such was not the case. Maybe next year.

Santa Fe is slung with four-wheel independent suspension, and it's nicely tuned for comfort: we manage to cross over some potholes without leaving our kidneys on the floor of the vehicle.

All but the basic Santa Fe are available with all-wheel-drive (the other choice is FWD). My tester had the AWD, and it includes a locking switch on the dashboard (placed a little awkwardly, alas) that came in really handy during the blizzard we got during my time with the Santa Fe: when the driving got dicey that extra stability came in really handy, and the system worked very well, going through snowy conditions like a hot knife through butter.

Safety equipment includes dual front airbags, front seat-mounted side impact airbags and roof-mounted side curtain airbags. That's more bags and they have at my local grocery store! And of course, you get the usual bevy of belts, and to help keep you on the road so you won’t need any of that stuff, there is electronic stability control and traction control.

Hyundai has really been knocking them out of the park of late, and this new Santa Fe is no exception. It's a fine vehicle, especially when you consider its price.

The entry-level 2.7 GL, front wheel drive five passenger version with manual transmission starts at just over $21,000 U.S. The top line model starts at just under $26,000 U.S.

Jim Bray is an independent columnist and writer for TechnoFile Magazine

Hyundai’s Fuel Cell Progress

Publication Date:28-January-2007
09:30 AM US Eastern Timezone
Source:Korean Herald

Below is an excerpt from Korean Herald Report-Technology gives Hyundai Motor the edge-Carmaker shows off advanced engine, chassis module and alternative transmissions

Development of alternative powertrains such as fuel-efficient diesels, gasoline-electric hybrids and hydrogen fuel cells is a shared task for all global automakers.

Although Japan's Toyota Motors and Honda Motor successfully marketed hybrids, many European carmakers such as Volkswagen chose to focus on developing better internal combustion engines. General Motors, DaimlerChrysler and BMW plan to unveil a hybrid in the near-term while concentrating on fuel-cells which are anticipated to be the ultimate future of automobiles.

"There are three main objectives in the research & development of fuel-cell systems - reduce cost, enhance durability and make it possible to start the car at freezing temperatures," said Kim Se-hoon, Hyundai's senior research engineer of fuel cells.

Water produced from a fuel-cell auto which runs on electricity generated by a chemical reaction between hydrogen and oxygen freezes at below-zero temperatures, making it hard to start the car.

Hyundai's progress in hydrogen fuel-cell technology was shown in its self-developed fuel cell stacks used in buses and cars currently under test operation. The carmaker and the Ministry of Commerce, Industry and Energy began the three-year monitoring project of the nation's first hydrogen fuel-cell bus in late November last year to test the environment-friendliness, reliability and durability of the fuel cell system. Results of the test will be reflected in product development and establishment of infrastructure required for commercialization.

When charged with 40 kilograms of hydrogen, the new bus with a 160-kilowatt fuel-cell stack can run 300 kilometers and is twice as fuel efficient as diesel versions currently on the roads, Hyundai Motor said. It still needs to be improved so it can start at temperatures below minus 20 degrees Celsius. The production cost, which is more than 20 times higher than that for ordinary buses, should also be gradually lowered, the ministry said.

The project is aimed at raising the fuel-cell system output to 200 kilowatts, the share of Korean-made components to 70 percent and durability range to 5,000 hours by 2008. According to GM, hydrogen fuel cell cars will cost the same as their gasoline counterparts once they reach a production volume of 1 million units.

"Lack of scale is the primary reason for the high costs of fuel cell vehicles," said Larry Burns, GM vice president of R&D and strategic planning.

Hyundai Veracruz Earns Accolades At North American International Auto Show Debut

Veracruz Stands Out Among 22 Production Vehicle Introductions At North America's Largest Auto Show

01/15/2007 The all-new Hyundai Veracruz crossover debuted at the North American International Auto Show this week, earning praise and recognition as a stand-out new model at the 2007 show. Car & Driver Online listed Veracruz among the “Most Significant Vehicle Introductions” at the 2007 show. The editors praised the Veracruz for being spacious and wrote, "Hyundai duped many a focus group into thinking its seven-passenger Veracruz is a Lexus." more>>

U.S. News & World Report Online ranked "Hits and Misses" for the 2007 Show. Crossover vehicles scored a "Hit" because of fast-growing sales in the U.S. market, and "cool" new products. Veracruz joined the Nissan Rogue as one of the "Hit" crossovers of the show. more>>

Editors at MSN Autos named Veracruz to its "Editors' Choice" list at 2007 show. MSN Autos characterized the vehicle as "luxuriously appointed" and "upscale," in distinguishing it from the crowd. Other models receiving the "Editors' Choice" honor included BMW 3-series Convertible, Cadillac CTS, Chevrolet Malibu, Ford Focus, Lexus IS-F, Nissan Rogue, Rolls-Royce Phantom Drophead Coupe, smart fortwo and Toyota Tundra. more>>

Auto industry insiders, Joe Wiesenfelder, Mike Hanley and David Thomas ranked winners and losers at this year's show on the Cars.com blog, "Kicking Tires." Veracruz was unanimously voted a &34;winner&34; and received compliments for fit and finish, standard safety features and seven-passenger seating. Other unanimous winners included the 2008 Cadillac CTS, 2008 Nissan Rogue, 2008 Dodge Avenger, 2008 Chevrolet Malibu, 2008 Chrysler Town & Country and Dodge Caravan. more>>

"Veracruz is the right vehicle at the right time for this emerging segment," said Steve Wilhite, chief operating officer of Hyundai Motor America. "The vehicle's designers recognized that needs of traditional SUV buyers weren’t being met and focused on delivering them in an elegant and unique way. The result is a spacious crossover that delivers both high-class style and first-rate performance."

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 740 dealerships nationwide.

Long-Term Intro: 2006 Hyundai Tucson AWD Limited

Before last year's Sport/Utility of the Year, we would never have expected to welcome a compact Hyundai to the Truck Trend long-term fleet. But two key things happened: The Tucson proved itself one of the best performers in the competition, and gas prices spiked at over $3.50 a gallon in Southern California. We had a hunch the Tucson could be a versatile alternative to bigger, thirstier (even more capable) SUVs, but it would take time behind the wheel to know for sure.

To be specific, we added a 2006 Hyundai Tucson AWD Limited to our fleet. The Tucson was introduced in 2005, and Hyundai created the Limited trim level one year later, which replaced the previous LX version; GL and GLS remain the same. Our Desert Sage model came with only one option: carpeted floormats ($125). Everything else was standard. And the list of standard features reads like the options available on most cars, electronic stability control with traction control, ABS with electronic brake distribution, four-wheel disc brakes, tire-pressure monitoring system (not available on the GL), six airbags, leather seats, seat heaters, an in-dash six-disc CD changer with AM/FM and cassette, auto climate control with outside temperature display, power windows and locks, cruise control, and a host of other goodies. There are also plenty of compartments, storage bins, cupholders, and three 12-volt power points to store, hold, or power anything you need.

The Tucson's 2.7-liter V-6 (a significant step up from the base four-cylinder) also is standard on the Limited, mated to a four-speed automatic transmission with Shiftronic manual shift control. For those looking under the hood, you’ll think it odd that a transverse-mounted engine has a cover designed to look like there’s a longitudinally mounted engine underneath. We’ll deduct points from Hyundai for that. Front drive is standard on the entire line with electronic AWD a no-cost option on the Limited. This system normally routes up to 99 percent of the power to the front wheels, but can run 50 percent of the power to the rear as conditions change. The Tucson's center differential can be manually locked for an even 50/50 power split at speeds below 25 mph at the push of a button.

During the first few thousand miles of driving highways, freeways, city streets, dirt roads, and canyons, initial feedback has been mostly positive, but there are complaints. Several editors note the four-speed transmission hunts for the right gear going up hills and at freeway speed. Another issue is with the texture of the steering wheel. It feels too slick and slips through the drivers’ hands too easily, we suspect this could turn into a safety issue in the wrong circumstance. But most feel the Tucson delivers a good amount of value for the money and applaud the manufacturer for designing a second row that actually folds flat.

The Hyundai also went in for its first service, which was supposed to be at 3500 miles. We took it in a little late (4973 miles), when it received a lube, oil, and filter change. One driver noted a coolant smell, but the dealer couldn’t detect it or any leaks. The Tucson left the dealer receiving a clean bill of health. Overall, the first impression is that this small vehicle does everything well, but falls just a point short of being spectacular. We’ll keep taking this SUV through the paces, and fill you in on how the Korean soft-roader fares.

By Scott Mortara
Photography by Julia LaPalme
Truck Trend, December 2006