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G. Chambers Williams III: Hyundai Azera Drives to Top

Paying $32,000 for a Hyundai sedan seems a long stretch from the company that began its U.S. sales in 1986 with a subcompact econobox whose list price was its biggest attraction — $4,995.

But the 2008 Azera Limited that we tested this past week shows just how far this South Korean automaker has come since its humble beginnings in this country.

The Azera arrived for 2006 as an all-new entry in near-premium sedan class that also includes the Toyota Avalon, Nissan Maxima, Buick LaCrosse, Pontiac G8, Chrysler 300 and Dodge Charger.

With the Azera, Hyundai created its most luxurious model yet, and the great surprise is that this car seems more on par with the entry premium sedans than the competitors above.

It’s so loaded with features and so classy looking that it could well be taken for a Lexus or Acura. If Hyundai had created its own luxury brand like Toyota, Honda and Nissan have done, the Azera could very well serve as the entry model.

It’s not the first near-luxury sedan from Hyundai. The first was the XG350, a very good first effort that was replaced by the Azera.

While our tester, the Limited model, comes with a base price of $28,550 and some options that ran its price to $32,095 (including freight), the base Azera begins at $24,600 (plus $695 freight), and at that price still would outclass some vehicles that cost a lot more.

Aimed mostly at the Avalon, the Azera even has more standard amenities in the base model than consumers will find in the base Avalon, which begins just more than $27,000.

2008 Hyundai Azera

The package: Full-size, four-door, front-drive, V-6 powered, five-passenger premium sedan.

Highlights: The most luxurious Hyundai sedan yet, this is a stretched version of the Sonata that replaced the XG350 model. It’s roomy, comfortable and very well-equipped, with prices thousands of dollars below some of its competitors.

Negatives: Suffers from Hyundai’s poor brand image, which is improving, however.

Engine: 3.3-liter V-6; 3.8-liter V-6.

Transmission: 5-speed automatic with manual-shift feature.

Power/torque: 236 HP/226 foot-pounds (3.3); 263 HP/257 foot-pounds (3.8).

Brakes, front/rear: Disc/disc, antilock.

Length: 192.7 inches.

Curb weight: 3,629-3,740 pounds.

Cargo volume: 16.6 cubic feet.

Fuel capacity/type: 19.8 gallons/unleaded regular.

EPA fuel economy: 18 miles per gallon city/26 highway (3.3); 17/26 (3.8).

Major competitors: Toyota Avalon, Nissan Maxima, Buick LaCrosse, Pontiac G8, Chevrolet Impala, Chrysler 300, Dodge Charger, Ford Taurus, Mercury Sable.

Base price range: $24,600-$28,550 plus $695 freight.

Price as tested: $32,095 including freight and options (Limited model).

On the Road rating: 8.7 (of a possible 10).

Prices shown are manufacturer’s suggested retail; actual selling price may vary.

The Limited model, though, seems more like a Lexus, and yet is priced about $4,000 less than a comparably equipped Avalon.

This car’s styling makes it look considerably more expensive than it is. It’s not exactly cutting-edge, but it’s not quite as bland as the Avalon and LaCrosse. There are cars in this class with more edgy styling, such as the Maxima (which is all new for 2009), Chrysler 300 and Dodge Charger.

While the Azera base model’s 3.3-liter V-6 with 236 horsepower is a bit less than some of its competitors, the 263-horsepower, 3.8-liter V-6 in the Limited is among the best in the class.

This engine has 69 more horsepower than the XG350 and has more power than the base engines of the LaCrosse, Impala, Ford Taurus/Mercury Sable, Chrysler 300 and Charger.

The Avalon, which was completely redesigned for 2006, has 268 horsepower; but the new Maxima has 290. It will begin at least $3,000 more than the Azera, though.

To get more power than what the Azera, Avalon and Maxima offer, you’d have to choose the Hemi V-8 option in the 300 or Charger, or the GT (V-8) version of the new Pontiac G8.

But with those V-8s, you’ll use more fuel.

The Azera has surprisingly good fuel economy for the amount of power it offers: EPA ratings are 18 miles per gallon in the city and 26 on the highway for the 3.3-liter engine, and 17/26 for the 3.8-liter.

That’s less than the 19 city/28 highway ratings of the Avalon, but Toyota recommends that only premium fuel be used in the car. The Azera is designed for unleaded regular.

Finding anything inferior about the Azera, even in direct comparison with the Avalon, is difficult. Even so, it’s hard for Hyundai to command prices for the Azera that are even close to those of the Avalon, which has become the vehicle of choice among import buyers ages 55 and up.

Toyota’s reputation for quality is one of the reasons, and despite Hyundai’s remarkable improvement in quality and reliability during the past few years, it’s going to take a while longer to convince the buying public that Hyundai vehicles are worth as much as Toyotas. That’s why the Azera costs less, but it’s great for consumers.

The Azera is a stretched version of the redesigned Sonata that arrived for 2005, just as the Avalon is a stretched version of the Camry. The Sonata, just updated for 2009, is a very good car that can hold its own against Camry and Accord models that cost thousands more.

But the Azera is significantly different from the Sonata, with its own unique exterior sheet metal and a much more refined interior. The floor pan also is different from the Sonata’s, a necessity since the Azera is longer and roomier.

Among standard features even on the entry model are halogen projector-beam headlights, dual-zone automatic climate control, self-dimming rearview mirror, Home Link universal garage/gate opener, antilock brakes, power driver and passenger seats, power windows/mirrors/door locks with remote, engine-immobilizer security system, and wood-grain and metal interior accents.

Also included on the base model are electronic stability control; 16-inch, five-spoke aluminum-alloy wheels; traction control; six-speaker AM/FM/compact-disc audio system with MP3 playback; LED taillights; active front head restraints; and cloth seats.

Options include a power sunroof; premium 10-speaker Infinity audio system with an in-dash, six-disc CD changer; and heated front seats.

Moving up to the Limited model brings leather seats; 17-inch, 10-spoke alloy wheels; the heated front seats; an electro luminescent gauge cluster; wood trim on the steering wheel; a power rear sunshade; and the power sunroof.

XM satellite radio also is standard, and it includes free activation and three months of service.

Our test vehicle came with the Ultimate Navigation Package ($2,750), which included a great in-dash GPS nav system, along with the Infinity audio system, power tilt/telescopic steering column, power foot pedals, rain-sensing wipers, wood-grain steering wheel and door pulls, and a memory system for the driver’s seat, outside mirrors and steering column. Carpeted floor mats were an additional $100.

Both models come with the same five-speed automatic transmission. As with most upscale automatics these days, it comes with a manual-shift function that lets the driver decide when to change gears, or it can be left in fully automatic mode.

Safety features abound on the Azera. Both models come with eight standard air bags, including dual front, front and rear seat-mounted side, and front and rear overhead side-curtain air bags.

The stability-control system and antilock brakes are designed to help avoid collisions, while the air bags and front headrest pretensioners are among so-called passive safety features intended to protect occupants should a collision occur.

Inside, this car looks nothing like the Hyundais of the past. Fit and finish are excellent, and materials seem to be of much better quality than we’ve seen in the past from South Korea.

The cabin is among the roomiest in the class, giving five adults quite comfortable seating for around-town or cross-country jaunts. The Azera has more interior space than the Avalon and several other competitors.

This vehicle rides more like a luxury car than an affordable sedan, too. It’s also quieter at highway speeds than most of the competition.

Among the best in the industry, the warranty includes powertrain coverage for 10 years/100,000 miles, as well as five years of 24-hour roadside assistance with no mileage limit.

The roadside service includes emergency towing, lockout service and limited coverage for trip-interruption expenses, Hyundai says. There is no deductible on any of the coverages.

G. Chambers Williams III
San Antonio Express-News

Putting the Accent on Hyundai

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Putting The Accent On Hyundai

Hyundai has made progress over the years to provide quality cars at a cost lower than that of competing models from Toyota, Nissan, Ford, and GM, to name a few popular brands. However, that hasn’t always been the case.

When the first Hyundai models appeared stateside during the 1980s, the price was right but quality didn’t match up. It took more than a decade for Hyundai to catch up, but today many automotive critics consider Hyundai as one of the top quality brands in the world.

Fortunately, better quality hasn’t resulted in a huge spike in prices as Hyundai continues to produce some of the lowest-priced cars on the market including the Accent, the subject of this review.

The Hyundai Accent is the replacement model for the Excel, the very first Hyundai sold in America. Available as either a three-door hatchback or four-door sedan, the starting price for the Accent is $10,775, one the lowest prices for any new car on the market.

It gets better than that — from now until the end of March 2008, Hyundai is offering $750 cash back on most 2008 Accents, an incentive which might be extended, modified, or reintroduced later in the year.

What You Get With Your Accent

Even at a rock solid low price, Accents come with some decent standard features underscoring that the car you get isn’t completely stripped down. Sure, you’ll have to pay extra for air-conditioning, a sound system, or automatic transmission, but the five-passenger front wheel drive Accent does include:

* 1.6L DOHC four cylinder engine w/5-speed manual transmission.

* 8-way adjustable driver seat.

* Power steering with tilt.

* Front seat-mounted side-impact airbags, and roof-mounted curtain side-impact airbags in addition to the front airbags.

* 60/40 split fold-down rear seatback.

The interior is spartan, but nicely designed with driver controls well within reach. Fitting three grown up passengers in the rear seat means tight going, but it can be done in a pinch.

Like so many smaller models, storage room comes at a premium unless you fold down the rear seat. With the Accent, the split rear seat makes carrying lacrosse sticks or a floor lamp less of a chore, with no need to have anything hanging out of the rear when packing stuff from home to college.

Sip That Fuel

Although not the most economical car in its class, the Accent delivers a respectable 27 mpg city and 32 mpg highway, numbers which any student can learn to love. Tighter EPA fuel measurements have lowered the numbers over the past year, closer to what many consider to be real-time figures.

The Accent won’t turn many heads for you, but that isn’t the reason to buy one. Still, with so many college students driving an old family car, the safety and reliability of a new Accent is worth noticing.

March 21st, 2008 | by Matthew C. Keegan
Source: SayCampusLife.com

2008 Hyundai Veracruz Limited AWD Review

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2008 Hyundai Veracruz Limited AWD Review

When someone mentions “midsize luxury crossover”, “Hyundai” is probably not the first word to come to your mind. But the Veracruz, its newest, and largest, crossover is meant to change that.

Based on a stretched version of the platform that underlies the Korean company’s smaller Santa Fe, the Veracruz offers a spacious seven-passenger interior and a smooth, quiet driving experience. V6 power, to the tune of 260 horses, is standard; there are no four-cylinder models. If in looks and mien it is aimed at luxury crossovers like the Lexus RX350, the Veracruz is priced competitively with the middle-class alternatives, the Toyota Highlander and Honda Pilot.

There are three Veracruz trim levels. The GLS, at around $27,000, offers V6 power with a six-speed automatic transmission, four-wheel antilock disc brakes, stability control, alloy wheels, an AM/FM/XM/CD/MP3 audio system, filtration air conditioning, a full complement of airbags, and more. The SE gets larger wheels, a power driver’s seat, and upgraded interior and exterior trim for about $1,000 more. At the top of the line is the Limited, with premium features like leather seating, heated power-adjustable front seats, dual-zone climate control, an upgraded audio system, power for the tilt and slide sunroof, tilt and telescope steering wheel, pedals, and tailgate, memory for the driver’s seat, mirrors, and steering wheel, upscale exterior and interior trim, puddle lamps, a backup warning system, and proximity key ignition all part of the package.

That’s a little over $34,000 in front-wheel drive trim. Add $1700 to any trim level for an all-wheel drive system. In addition to the previously-offered rear-seat DVD entertainment system, a navigation system, developed in conjunction with Korean electronics company LG, is available this year, packaged with a high-quality Infinity Logic7 surround-sound audio system.

You could be excused for taking a cynical position and viewing the Veracruz as a vehicle people would buy only on price, if they couldn’t afford one of the established luxury-brand alternatives only if your last look at a Hyundai was 20 years ago. You’d be wrong today. Hyundai has worked its way up the ladder the old-fashioned way – by building consistently improved products. I’ve just spent a week in an almost fully-optioned all-wheel drive Veracruz Limited. With an MSRP of $38,405 including destination, “cheap” does not apply. Would I say that it’s worth that not-trivial price? Yes, as much as any other vehicle is today. Its build quality and fit and finish are as good as any competitor’s, as is the chassis refinement. The drivetrain is more than competent. The Veracruz was comfortable, spacious, and well-designed.

APPEARANCE: The Veracruz points to a new direction for Hyundai. Only the undulating shoulder line is reminiscent of earlier Hyundai SUV styling. The two-box crossover shape is clean and smooth, with an interesting interplay between curved surfaces and angular edges and a well-raked windshield and backlight. In front, the small chrome-trimmed half-elliptical grille is cut out for the corporate logo in an unusual fashion at the bottom, with a larger lower opening actually providing most of the radiator air. Large L-shaped headlights give an upscale look, and contrast-colored textured plastic lower bumper fascia, wheel arch trim, and lower side panels provide visual interest without the heavy look of ’90s SUV cladding. The Limited has puddle lights in its outside mirrors for ground visibility at night, and touchpads for keyless entry on the front door handles. At the rear, the taillights echo the shape of the headlights, and two oversize stainless steel exhaust tips hint at V6 power and refinement.

COMFORT: Walk up to the Veracruz Limited with the “key” fob in your pocket, press the pad on the door to unlock, and get in. Also notice the blue-lit “Veracruz” script in the stainless steel scuff plate. Keep the fob in your pocket, or place it in the receptacle on the rotary start/stop switch, and turn the switch. The engine is quiet, and there is virtually no vibration as it idles. Interior materials are standard for the entry-luxury/near-luxury class, leather seating surfaces and door inserts, with plastic “woodgrain” and “metallic” trim. They are done tastefully, with very good fit and finish. Instrumentation is backlit in blue and easy to read, and shaded from glare. The new navigation system is simple to use. It does replace the standard CD changer with a single-play unit hidden behind the screen. The power-adjustable, heated front seats provide first-rate comfort and support, with the driver’s cushion height-adjustable. The perfect driving position, important for both comfort and safety, is easily attained by virtue of a power-adjustable tilt-and-telescope steering wheel – with a leather rim and cruise and auxiliary audio controls – and power-adjustable pedals. Front seat storage is good, highlighted by a cooled center console box. Second row passengers are in business class, with adjustable legroom and seatback angle as well as useful storage spaces and cupholders plus local climate controls and vents. A nearly-flat floor and adequate width allows reasonable three-across seating. The third row is accessed by folding either second-row seatback, and is good for people up to 5-6 or so. With it up, luggage space is tight, but it easily folds flat into the floor. And the second row can also be folded down, easily giving enough space for a bicycle, no disassembly necessary. The power liftgate is a convenient feature.

SAFETY: The Veracruz surrounds its passengers with a reinforced safety cage, with front and rear crumple zones. Dual front, front seat-mounted side, and full-length side curtain airbags are standard in all models, as is a tire-pressure monitoring system. Brakes are four-wheel discs, with antilock, electronic brake-force distribution, and electronic stability control. It has received a five-star rating from NHTSA for frontal and side impact safety. A backup warning system, standard in the Limited and optional in other models, adds safety when backing in tight spots.

RIDE AND HANDLING: The aspiration in the luxury crossover class is not raw cornering power. It’s refinement, defined by a smooth, comfortable ride and low interior noise levels. The Veracruz fits that description well. No 90s-vintage truck SUV here. The fully-independent Macpherson strut front/ multilink rear suspension is calibrated moderately softly, but not overly so, and the damping is correct so there is no wallowing. The Veracruz is not a small vehicle, but reasonably quick steering and a tight turning circle make back-road driving pleasurable, and parking maneuvers a snap. Eight inches of ground clearance brings peace of mind around smaller road hazards. The all-wheel drive system normally operates in front-wheel drive mode, with torque sent to the rear wheels when necessary. For low-speed, slippery-condition operation it can be locked in 50:50 mode.

PERFORMANCE: At over 4400 pounds, the AWD Veracruz is no lightweight. But with 260 horsepower (at 6000 rpm) and 257 lb-ft of torque (at 4500 rpm), and matched to an Aisin six-speed automatic transmission, its 3.8-liter does its job well. It’s a contemporary design, of aluminum alloys with dual overhead cams, variable cam phasing on the intake cams, and a variable-length intake manifold. It uses a no-maintenance steel timing chain, no belts. A semi-active electronic engine mounting system removes most engine vibration. The six-speed transmission improves both acceleration, with lower low gears, and highway economy, with overdrive fifth and sixth gears. It shifts smoothly and quickly, with “Shiftronic” manual-mold shifting allowing manual over-ride when desired.

CONCLUSIONS: Hyundai expands with the Veracruz luxury crossover.

SPECIFICATIONS
2008 Hyundai Veracruz Limited AWD

Base Price	$ 35,750
Price As Tested	$ 38,405
Engine Type	dual overhead cam 24-valve aluminum alloy V6 with continuously-variable cam phasing on the intake camshafts
Engine Size	3.8 liters / 231 cu. in.
Horsepower	260 @ 6000 rpm
Torque (lb-ft)	257 @ 4500 rpm
Transmission	6-speed electronically-controlled automatic
Wheelbase / Length	110.4 in. / 190.6 in.
Curb Weight	4431 lbs.
Pounds Per Horsepower	17.0
Fuel Capacity	20.6 gal.
Fuel Requirement	87-octane unleaded regular gasoline
Tires	P245/60 TR18 Michelin Latitude
Brakes, front/rear	vented disc / solid disc, ABS, EBD, and ESC standard
Suspension, front/rear	independent MacPherson strut / independent multilink
Ground clearance	8.1 inches
Drivetrain	transverse front engine, full-time all-wheel drive
PERFORMANCE
EPA Fuel Economy – miles per gallon
city / highway / observed	15 / 22 / 17
0 to 60 mph	est 8.0 sec
OPTIONS AND CHARGES
Navigation Package – includes:
navigation system (replaces CD changer), Infinity® Logic 7® audio with external 605-watt amp	$ 1,750
Carpeted floor mats	$ 125
Sunroof wind deflector	$ 85
Inland freight and handling	$ 695

DRIVING DOWN THE ROAD WITH CAREY RUSS
Source: The Auto Channel

Quick Drive: 2008 Hyundai Accent

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Quick Drive: 2008 Hyundai Accent

The Hyundai Accent is easily one of the most overlooked cars on the market. Not terribly surprising, since on the whole, the Accent is a fairly nondescript three-door hatch and sedan. However, Hyundai’s entry-level offering is worthy of a closer look by anyone in the market for a small, inexpensive car.

The base Accent GS starts at under $11,000, which is as bargain-basement as it gets. It doesn’t feel cheap, though, and I could detect no rattles or squeaks during my stint in an SE hatch model, although there’s plenty of interior noise at freeway speeds. The interior is Spartan, but ergonomically sound. Material quality is about what you’d expect for 11 grand, but somehow still better than that of most airplanes. Unlike some of its competition, the Accent is simple and doesn’t try to rebel and be different.

On the road, the Accent’s 110-horse four-banger isn’t going to burn up any rubber, but it’s reasonable for urban driving if you’re rarely going past the 40-mph mark. Its EPA-rating of 27 mpg city is par for the class, giving up just two mpg to the Toyota Yaris. As with any three-door hatch, it’s easy to maneuver and park, which is great in a city like Los Angeles.

Gearing is the Accent’s weak point. The five-speed manual equipped model (a four-speed auto is also available) isn’t set up well for freeway cruising, with fifth gear regularly cranking the engine to around 3500 rpm at 70 mph. With better gearing or an extra cog, the Accent’s EPA-rating of 33 mpg highway could probably be brought closer to 40.

The Accent SE we tested clocked in at close to $15,000. For that money, you get 16-inch alloy wheels, a strut tower brace, body-color door handles and mirrors, standard ABS, air-conditioning, power windows and door locks, rear-window wiper, and a 172-watt six-speaker stereo system, along with several other convenience features. Money well spent, and even at that price, the Accent doesn’t give up much to the competition.

By Kirill Ougarov March 21, 2008
MotorTrend.com

Joy Ride: 1000 Miles in the 2008 Hyundai Veracruz

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Joy Ride: 1000 Miles in the 2008 Hyundai Veracruz

Back from a weekend driving up and down the state of California, rolling nearly 1000 miles onto the odo of our long-term 2008 Hyundai Veracruz crossover. Just me and five beautiful Persian ladies. Allow me to tell you more. About the Hyundai.

This is one sweet ride. I was impressed by the Veracruz during last fall’s 2008 Sport/Utility of the Year competition; though it didn’t win, the Hyundai was easily in the top three or four among a strong field. And now that we’ve got a fully loaded Limited AWD in our long-term fleet, my admiration for the Veracruz grows every time I get behind the wheel.

The DOHC, 3.8-liter six, making 260 horsepower, easily hustled the six of us up the I-5 in a stream of traffic doing a steady 80 mph. Partnering the engine, the six-speed automatic is brilliant, shifting smoothly, keeping the engine in the meat of the torque band without undue fuss. Ride quality is quite good, even though I kicked an extra 4 p.s.i. into the tires in anticipation of our fully loaded, extended high-speed cruise. Perhaps most impressive is the cabin’s quiet. Little wind, road, or powertrain noise intrudes. You can hold conversations from front row to third without yelling.

Criticisms? The seats are compliant but lower-back support is lacking. The power rear liftgate is really slow going up or down. And the navigation system is clearly something Hyundai is learning. Even with voice guidance on, on complex street grids it’s difficult to judge when the system wants you to turn. The system also offered some truly bizarre routing options, at one point literally guiding us in circles around San Jose and at another juncture sending us in completely the wrong direction (and, yes, I carefully checked the “route options” and “destination” tabs to be certain they were correct). Undoubtedly Hyundai will serve up a better system when it gets around to Nav 2.0.

You wouldn’t call the Veracruz an exciting machine; it doesn’t have the sizzle or “driver’s DNA” of, say, the 2008 SUOTY-winning Mazda CX-9. Yet you have to admire its quality and execution. Panel tolerances are tight, materials are rich-looking, controls are thoughtfully laid out (you can mute the nav system with an easily accessible button). Just opening the driver’s door summons an element of luxury, as the chrome step plate lights up “Veracruz” in snazzy blue.

The Veracruz is also a stunning value — so much so, in fact, that you have to wonder why anyone would buy a Lexus RX 350 instead. The Hyundai flat-out matches the Lexus in driving poise and refinement, and it blows away the RX in standard features. The Veracruz Limited AWD starts at $36,445, including dual-zone climate control, six-speed auto, leather seats (heated up front), power glass moonroof, plus front-side and front/rear head curtain airbags. Add navigation and a few other options (as on our long-term car), and the sticker tops out at just over $38K. The RX 350, in contrast, starts at $$39,665, and it’s only got a five-speed automatic. Also, you’ll pay extra for leather, heated seats, moonroof…dress it up like the Hyundai, and the Lexus rings up at more than $45,000. The Hyundai even has a better warranty: five years/60,000 miles versus four years/50,000 miles for Lexus. Think Hyundai chose that additional year/10K miles by accident? Neither do I.

Given the virtues of the Veracruz, it’s going to be interesting indeed to see what Hyundai develops down the road (starting soon with the Genesis coupe). Meantime, this versatile, roomy, highly refined crossover belongs on any family-vehicle shopping list.

By Arthur St. Antoine – Motor Trend

Santa Fe’s a wheel winner

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Santa Fe’s a wheel winner

TEST DRIVE | There’s little not to like in this 2008 model from Hyundai, which nicely blends features of sport-utility vehicles and cars

The Santa Fe is another mid-size SUV that could be marketed as one of the increasingly popular crossover vehicles — those combining SUV utility with carlike manners.

The Santa Fe debuted for 2001 and was continually updated over the years to become a solid model with Hyundai’s long warranty. But the 2007 model got the Santa Fe’s first major changes, being made larger, roomier and more powerful. New features included availability of an optional third-row seat for seven-passenger seating, although the third seat area is strictly for kids.

The changes paid off, as Hyundai saw Santa Fe sales jump to 92,421 units in 2007 from 63,931 in the previous year.

The handsome Santa Fe is nicely built and has an attractive, if rather bland-looking, interior.

The Santa Fe, as with all Hyundais, always has been very price-competitive. List prices for the 2008 Santa Fe go from $20,995 to $29,600. It comes as GLS, SE and top-line Limited models. It’s offered with front- or all-wheel drive that permits locking in a 50/50 front/rear power split.

Hyundai dropped a four-cylinder Santa Fe engine in 2005, so even the base GLS trim level has a 2.7-liter, 185-horsepower V-6, air conditioning, tilt/telescope wheel, cruise control, AM/FM/CD/MP3 player, second-row split folding seat and power mirrors, windows and door locks with remote keyless entry. It comes with a five-speed manual gearbox or extra-cost four-speed automatic transmission with manual-shift capability.

Move to the mid-range SE, which starts at $24,100, and you get a 3.3-liter V-6 with 242 horsepower and standard five-speed automatic transmission, also with manual-shift capability. The SE also adds a leather-wrapped wheel with radio controls, heated power mirrors, wiper deicer and wider 60-series tires on larger 18-inch wheels — up from 70-series tires on 16-inch wheels.

The uptown Limited’s features include leather upholstery, heated front seats, power sunroof, dual-zone automatic climate controls, power driver’s seat and an upgraded audio system with an in-dash 6-disc CD changer.

All Santa Fe models have safety features galore, including front and curtain-side air bags, traction control, anti-skid system and anti-lock brakes with brake assist.

All seat five, but you can get the SE model with the 50/50 split third-row seat for seven-person seating in a $1,500 Touring Package, which includes rear air conditioning, transmission cooler, heavy duty engine cooling and trailer wiring.

There are a variety of option packages for the GLS and SE, and stand-alone options for the Limited are a $1,750 navigation system and a $1,750 DVD entertainment system.

The Santa Fe is fairly heavy at 3,727 pounds and up, so the 2.7-liter V-6 provides just adequate acceleration. In contrast, the 3.3 V-6 with its added power and torque provides strong acceleration, with an especially good 65-75 mph passing. It works with a very responsive transmission, although the shifter has a rather notchy action.

Estimated fuel economy of the 2.7 is 17 mpg in the city and 24 on highways with front drive and the manual transmission and 18 and 24 with the automatic (or 17 and 23 with the automatic and all-wheel drive). The 3.3 with its extra-gear automatic provides 17 city, 24 highway with either drive system. Only regular-grade fuel is needed.

I tested a Limited with all-wheel drive. It had quick, nicely weighted steering and a tight turning radius for good maneuvering in close quarters. It also had a firm-but-supple ride and almost carlike handling, although it’s no sports SUV (or crossover). The brakes pedal has a linear action for consistently smooth stops.

Just a little extra effort is needed to get in and out of the quiet interior, although reaching the third-row seat is easiest for nimble kids. Front seats should offer more side support. But occupants sit high. Visibility is generally good, and a driver has outside rearview mirrors nicely sized for safe lane changes and faces easily read gauges that have colorful red-and-white pointers on a black background. Easily reached sound system and climate controls are large, but the driver’s power window controls are set back a bit too far, as are the console’s twin cupholders.

Interior door handles are easily grasped for quick exits, and sun visor mirrors have sliding covers and are illuminated by lights in the roof — a nice touch.

Dashboard vents are strategically placed for good heating and cooling, and there’s a deep covered console storage bin.

The large cargo area has a low, wide opening. The hatch has no opening glass area, but it is equipped with a hefty pull-down strap. The cargo area has a moderately deep, covered bin in which to put valuable objects.

The fairly new Hyundai Veracruz, which is larger than the Santa Fe but also classified as a mid-size SUV/crossover, seems to be stealing some Santa Fe sales, but it is more costly, starting at $26,900. The Santa Fe thus remains the bargain child of Hyundai’s SUV/ crossover lineup.

2008 HYUNDAI SANTA FE
Prices: $20,995-$29,600

Likes: Fast with larger V-6. Roomy. Nice ride and handling. Key safety items. Strong warranty.

Dislikes: Power window controls too far back. Notchy transmission shifter. Third-row seat just for kids.

March 8, 2008
BY DAN JEDLICKA Chicago Sun-Times Auto Editor

Sonata Grows in Popularity

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Sonata Grows in Popularity

The Hyundai Sonata has become a hit in a fiercely competitive segment for new- and used-car dealers.

Automakers made huge efforts to crack into the small sedan category, which is dominated by the Toyota Camry and the Honda Accord. The latest example is General Motor Corp.’s much-hyped new version of the Chevrolet Malibu.

Hyundai launched the new Sonata last year and many analysts said they did the best job so far of creating a true Camry competitor.

According to AutoData Corp., Hyundai sold 145,568 Sonatas in 2007, down 2.6 percent from 2006 but still a strong performance.

“They’ve done a great job battling the notion that it’s not as good a vehicle as a Toyota Camry or a Honda, not just the vehicle, but the name brand,” said Joe Spina, senior remarketing manager for Edmunds.com. “They started to get great reviews and consumers are starting to notice.”

The vehicle’s popularity as a used car also increased. The Sonata spent much of 2007 among AuctionNet’s Top 10 units sold.

A recent online review said the “2002-2005 Sonata was solid proof that Hyundai could build a solid, well- appointed and attractive automobile to hold its own among a horde of mid-size competitors.”

Spina said increased quality, on top of the 100,000-mile powertrain warranty, has made the Sonata almost on par with the competition.

One major obstacle for Hyundai products in the used-car market has been the subpar certified pre-owned program. But the manufacturer recently relaunched its CPO program with a five-year/ 60,000-mile powertrain warranty.

According to John Sullivan, sales manager at Fairfax Hyundai in Fairfax, Va., the new CPO program has helped the Sonata compete in the used-car market.

“It is definitely competing with the Honda Accord a lot better than it was,” he said. “It feels heavier, and it’s a little roomier.”

By David Piestrzynski
Used Car News Staff Writer

2008 Hyundai Santa Fe Limited AWD

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2008 Hyundai Santa Fe Limited AWD

The Hyundai Santa Fe is an SUV offered in both FWD and AWD versions. The standard configuration has two rows of seating for up to five passengers. An optional seven-passenger version adds two more seats that fold out of the cargo floor. The internal dimensions of the Santa Fe suggest a mid-sized vehicle, but its taut exterior styling belies the actual size of this SUV.

With so many vehicles in the segment, it is difficult to identify direct competitors. Depending on what is important to the prospective buyer, there can be dozens of available alternative vehicles. The Santa Fe effectively splits the gap between smaller SUVs like the Ford Escape, and slightly larger models such as the Toyota Highlander. Dimensionally, the Santa Fe is similar to the Honda CR-V and the Toyota RAV4, but the five-passenger model has an interior volume comparable to the Nissan Murano and Ford Edge. Select the optional seven-passenger seating, and the only vehicles that can rival the Santa Fe’s accommodations and refinement cost $5,000-$10,000 more.

The Santa Fe can be equipped in GLS, SE and Limited trim levels. All three models are well equipped with standard stability control, anti-lock brakes, alloy wheels, power windows, door locks and a 6-speaker audio system. Entry-level GLS models start at just over $21,000 and include a 2.7L V-6 under the hood. The SE and Limited models add a larger displacement 3.3L V-6, standard five-speed automatic transmission, and larger wheels/tires. SE models list at just over $24,000 and include a leather-wrapped steering wheel and premium cloth seats. The range-topping Limited trim level starts at about $28,000; Limited models add heated leather seats, a sunroof, and dual-zone climate controls. All three models offer either FWD or AWD drivetrains. All-wheel-drive adds about $1,500 to the price. To get seven-passenger seating, the Santa Fe SE and Limited models must be equipped with an optional Touring package.

Our test vehicle was a 2008 Hyundai Santa Fe Limited AWD. The MSRP for this model was $29,600. An optional navigation system was included for $1,750, as were carpeted floor mats for $120. Price, as tested, was a reasonable $31,470. With the healthy list of features, the Santa Fe is comprehensively equipped for its price.

The first pleasant surprise is the interior. The headliner, seats, center console and lower half of the instrument panel were finished in light beige. The top of the dash, upper door panels, cargo area, carpeting, and scuff-prone areas are all finished in a contrasting charcoal color to hide stains. A band of plastic “wood” trim with aluminum highlights separates the transition between the light and dark-colored interior moldings. Although most plastic surfaces are hard to the touch, they are pleasantly grained and will not mar or scratch easily. More importantly, there very few visible panel gaps which lends to an overall impression of a very high-level of fit and finish. The Santa Fe’s upscale interior is more befitting of vehicles with much higher price tags, and is a cut above the Toyota RAV4 and other smaller SUVs.

The instrumentation is clear and useful with few gimmicks. A medium sized speedometer is front and center, with a tachometer to the left, and fuel and temperature gauges to the right. A small display inset in the tachometer shows the tire pressure monitoring system status. The speedometer includes a small trip computer that shows fuel economy, range, and trip mileage. The steering wheel has controls for the cruise control on the right, and the audio system on the left. The buttons are simple and easy to find without looking down. One complaint with many steering wheel-mounted controls is that they are sometimes too easy to hit accidentally while steering around corners. In the Santa Fe, we kept inadvertently hitting the audio system mode button.

The center stack starts at the top with an LCD clock and the passenger airbag indicator. Below that, our test model had the optional navigation system, which supersedes the audio system head unit. The dual-zone automatic climate control system is below; it consists of an LCD display with large temperature adjustment knobs on each side. Buttons for the defrosters and hazard lights are near the bottom. A small ashtray-sized container resides at the bottom edge of the instrument panel.

The center console contains a large tray for holding cell phones, mp3 players, etc. In a recessed area on the console are the heated seat controls, and a 12V power point. We wish all vehicles had a simple storage bin like this at the front of the center console. It is handy, yet out of the way of the cup holders and shifter. The armrest and center console cover a shallow bin above a deeper storage compartment. The rearview mirror is auto-dimming with an integrated compass. Above the mirror are the pushbutton controls for the sunroof, map lights and a sunglass holder.

The Santa Fe’s passenger accommodations are above average. The sculpted leather seats are properly shaped for comfort, while the perforated middle cushions help to manage perspiration. Front headrests adjust both up/down and fore/aft. The driver’s seat contains basic power-operated controls, but the front passenger makes do with manual adjustments. Rear seat occupants benefit from the reclining 60/40 split rear seatback. The outer seating positions are somewhat contoured and should be comfortable for most, but the middle passenger sits on a flat cushion and seatback acceptable for only short trips. All seating positions contain sufficient headroom and ample legroom.

Open the rear hatch via the unique side-mounted grab handle and the Santa Fe becomes surprisingly versatile for hauling duties. There is over 34 cubic feet of storage behind the second row seat. With the second row folded flat, stowage increases to over 78 cubic feet. In addition, there are two large storage compartments beneath the load floor. The rearmost compartment holds the tire changing kit, and has a spot for first aid supplies. The forward dividable compartment features a large deep well that is sufficient to hold a decent load of groceries. Seven-passenger models give up this cargo area for the third row seats. The spare tire mounts under the vehicle for maximum interior room.

Our test model was equipped with an optional navigation system, which is the first time Hyundai has offered a factory-installed navigation system. The system, made by LG Electronics, features a touch-screen with a small number of physical buttons for commonly accessed functions. The screen is ordinarily bright and legible, but like many other factory systems, automatically dims to an unacceptably low brightness level when headlamps are required during daylight hours. Relatively speaking the Hyundai navigation system is feature-rich and useful for $1,750, but falls short of the usefulness and value of an aftermarket unit like those from Garmin.

Hyundai offers the Santa Fe with two different V-6 engines. A 3.3L V-6 producing 242-bhp and 226 lb-ft of torque resides under the hood of the Santa Fe Limited. With almost two tons of mass to move, this is the preferred engine. The fuel economy penalty is negligible compared to the 2.7L V-6, because the 3.3L V6 is equipped with a five-speed transmission. Our only real complaint with the Santa Fe is the transmission. The shift logic seems biased towards fuel economy, and often leaves the vehicle in the wrong end of its torque band for swift acceleration. Switching the transmission to the manual input mode provides a significantly more rewarding driving experience. Working the V-6 harder significantly diminishes fuel economy. We averaged about 17 MPG in mixed duty, and significantly less with frequent starting/stopping.

In the ride and handling department, the Santa Fe never shows its weight. While the larger Veracruz, feels disconnected and quiet, the Santa Fe is lively and fun to drive. The body structure is tight, and the test vehicle showed no signs of flex or rattles. The rack-and-pinion steering is direct, with an appropriate level of feedback. The fully independent suspension provides a ride that is comfortable, yet sporty enough to appeal to SUV buyers. There is noticeable body roll, and at times a little pitching over very rough surfaces, but nothing out of the norm for a tall vehicle with 18-inch wheels. Our Santa Fe came shod with Bridgestone Dueler H/T all-season tires. The tires provided reasonable traction in dry, wet, snowy and icy conditions. The standard four-wheel disc brakes stop the vehicle with confidence.

In summary, the Hyundai Santa Fe is a vehicle that belongs on many shopping lists. It offers most of the size, equipment, utility and refinement of larger SUVs at a far more agreeable price. Buyers will make few sacrifices and will end up with a pleasing vehicle that is attractively styled and fun to drive.

Greg A. Godsell 02/26/2008
Velocity Automotive Journal

Check out the Hyundai Tucson

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Check out the Hyundai Tucson

Hyundai’s reputation for undercutting the competition looks increasingly attractive in a weakening economy.

In the competitive crossover segment, for example, Hyundai can offer a top-of-the-line Tucson Limited with 4-wheel drive for a base price of $24,585. That window sticker might be hard to believe once you’ve seen and driven this attractive, well-mannered sport utility imitator.

Standard equipment on the Limited is extensive, including leather upholstery, seven-speaker AM/FM stereo with six-disc CD changer and MP3 functions, power accessories, six air bags, fog lights, tire-pressure monitoring system and a number of other attractive features.

Sharing the Elantra platform with the Kia Sportage, the Tucson is a sport utility body atop a car chassis. It can go off-road but is chiefly designed for less demanding duty.

Crossovers represent a middle ground between gas-guzzling full-size SUVs and cars that lack the utilitarian functions of a ute. They also attract buyers who shun the domesticated aura of a minivan.

They tend to attract the safety-conscious, as well. Tucson boasts the National Highway Transportation Safety Administration’s highest five star safety rating. The compact also received top honors in J.D. Power and Associates’ Initial Quality Study in 2005.

Sold in three trim levels in a price range of $17,235 to $24,585, the Tucson is offered in front-drive or 4-wheel-drive formats.

The entry-level GLS comes with a 2 -liter inline four cylinder engine, five-speed manual transmission and front-wheel drive. Electronic Stability Control, traction control and ABS are standard, as are 16-inch alloy wheels, advanced front airbags, front seat-mounted side-impact airbags and side-curtain airbags covering both rows of seating.

Other standard features include power windows, door locks and exterior mirrors and an 80-watt AM/FM/CD audio system. Active front head restraints are standard across all trim levels for 2008. Automatic transmission, air conditioning and cruise control are optional.

At $21,035, the SE trim in front-drive brings along a 2.7-liter, double overhead cam, V6 engine and four-speed Shiftronic automatic transmission, 16-inch double-spoke alloy wheels, fog lights, a leather-wrapped steering wheel and upgraded cloth seating surfaces. Air conditioning, cruise control and trip computer are standard.

Options on the Limited include electronically controlled four-wheel drive and a power tilt-and-slide sunroof. A front-drive Limited retails for $22,885, compared to $24,585 for the 4-wheel-drive version.

While the Tucson’s ride is generally comfortable, handling is not as crisp as that of the new Nissan Rogue’s. The V6’s 173 horses are typical for the class, but don’t expect the performance to be too spirited.

The independent suspension handles bumps without sloshing your coffee. The setup includes struts up front and multiple links in the rear, along with stabilizer bars front and rear.

The brakes on the Limited are discs with anti-lock features and electronic brake force distribution to keep the driver in control.

The Tucson’s power rack-and-pinion steering system provides a tight, 35.4-foot turning circle.

Hyundai took extra measures to dampen outside noise in the 2008 model. The interior is nice and quiet.

I appreciated the back-lit power window and door lock switches that made them easy to find in the dark. The 10-way adjustable driver’s seat and tilt-adjustable steering column are unusual in this price range. The Tucson’s trip computer, standard in SE and Limited trims, includes two trip modes, each with information relating to mpg, distance to empty, drive time and average speed.

The standard 60/40-split fold-down rear seatback allows you to expand the cargo capacity of the Tucson. The seats fold down with the release of a single lever, and you don’t have to remove or adjust the headrests. The front passenger seatback can fold flat either forward or backward, adding more cargo capability.

I appreciated the fact that the lift gate has two modes. You can open just the glass or the whole gate, and the release for each is clearly labeled.

Three bag hooks help secure your groceries, and you can take additional security measures with six flush-mount metal tie-down anchor points and six cargo net mounting points.

Beneath the load floor is a sectionalized storage area with the spare tire below. Other storage bins can be found throughout the vehicle. A two-tier front storage console comes with a two-position padded armrest with two cupholders and two more in each door pocket. The rear armrest also has a cupholder that can hold juice boxes.

While Hyundai has put a lot of years between its early quality problems and its current reputation, the South Korean maker continues to offer one of the best warranties in the business.

The Tucson comes with five-year/60,000-mile bumper-to-bumper protection, 10-year/100,000-mile limited power train warranty and seven-year/unlimited mileage anti-perforation coverage. Buyers also get free 24-hour roadside assistance for five years.

WHAT’S NEW: Active head restraints; new leather interior; XM Satellite Radio free for three months.

PLUSES: Value, standard equipment, safety.

MINUSES: Somewhat vague handling; modest power.

BOTTOM LINE: Very attractive value.

(Richard Williamson writes about automobiles for Scripps Howard News Service.)

Hyundai Cooks Up Quite a Tasty Midsize Morsel

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Hyundai cooks up quite a tasty midsize morsel

Question of the day is: Who makes Azera?

If you guessed Bobby Flay on the Food Network, you would be wrong.

Azera is one of the nicer midsize sedans on the market in room, comfort and quiet.

Sadly, it’s also one of the best kept secrets in that segment and beyond.

Azera was created by Hyundai of South Korea as the 2006 model year successor to the XG. Remember, the Mercedes-Benz lookalike?

While Toyota and Honda have gone to great lengths to ensure Camry and Accord set the benchmark for bland, Hyundai has taken pains to make Azera fashionable, from the jewel lamps upfront to eye-catching multi-spoked wheels along the sides to curvy deck lid and upscale interior with soft-touch finishes and tight fits that say quality and luxury.

Azera, in fact, is a step up from Camry and Accord, and competes with the Toyota Avalon and Nissan Maxima, as well.

But Hyundai has to get the word out.

We tested the top-of-the-line Azera Limited, with a host of amenities printed in the standard equipment column, from leather, heated, power seats to air conditioning to power mirrors/locks/windows — with a button in the center console that operates the rear window sunshade.

There’s also automatic headlamps, cruise control, split and folding rear seat backs, an AM/FM stereo radio with in-dash CD player/MP3 player, XM satellite radio and power tilt/slide sunroof set far enough back to keep glare out of the cabin.

For the electronically gifted, a $2,750 navigation system package includes power tilt and telescoping steering column, power adjustable pedals, rain-sensing wipers, woodgrain steering wheel and door-sill scuff plates.

Why, however, does Azera offer a tilt and telescoping steering column so you can sit farther from the dash and power adjustable pedals to reach across that distance, and then limit the travel of the power driver’s seat so you can’t get very far back from the dash? Don’t know how those 6-feet-2-inch drivers handle it.

What makes it odder still is that while leg, head, arm, and hip room are very spacious upfront, it’s even better in back where you could probably do leg lifts and not strike the front seat. So there’s ample room in back to allow the front seat to travel a few more inches without jamming the knees of those in steerage against their sternums.

The other gripe is the seat itself. Soft and cozy with good lateral support but an abbreviated bottom cushion. A few more inches would make for better thigh support. Can’t help but feel the engineer in charge of Azera seats was nicknamed “Shorty.”

The base GLS Azera is powered by a 3.3-liter, 234-horsepower V-6; the Limited we drove by a 3.8-liter, 263-h.p. V-6 teamed with a 5-speed automatic with manual mode shifting.

Azera’s original V-6 needed smoother acceleration without hesitation. The 3.8 has good spirit moving from the light or down the merger lane, but it lets out a little growl if you kick the pedal hard. That is out of character with Azera’s luxury image. The mileage rating is 17 m.p.g. city/26 m.p.g. highway, a couple miles per gallon short of ideal, no matter what the gas price is.

When Azera bowed, we felt it needed a few suspension tweaks to soften the ride. With the 2008 version you’ll feel a bump or two more than in an Avalon or Maxima, but it’s noticeably less harsh than it was.

Handling is decent with minimal lean in corners or wandering the open road. Stability control with traction control is standard, which accounts for the improved road manners. Both also kept footing steady footing when traveling on snow-packed roads. Four-wheel anti-lock brakes also are standard.

The cabin seats four adults in comfort and quiet. Very large front and side glass makes not only for great visibility, it also makes the cabin feel airy and larger than it is. The seats and cabin trim were a light beige, which adds to the feeling of spaciousness, though the light color also shows dirt more easily than dark does.

Cabin amenities include an ashtray, though to be politically correct you can call it a gum holder. There’s also a small stowage hold in the lower dash for cell phone/iPod, a pair of compartments under the center armrest along with a power plug, and fuel-filler and trunk release buttons in the driver’s door.

The trunk is massive and will hold luggage or golf clubs for a foursome. It looks as if, tipped sideways, it may hold one of those Smarts from Mercedes as well.

Base price of the Limited is $28,550. If you take a pass on the navi package with power pedals and door scuff plates, you can drive away for less than $30,000 — and less than most of its better known midsize sedan rivals as well.

February 24, 2008

Read Jim Mateja Sunday in Transportation. chicagotribune.com