Category Archives: Review

Sonata’s Sunrise

Sonata’s sunrise

When I got behind the wheel of the 2008 Hyundai Sonata, I was pleasantly surprised. Granted, it was a decked out Limited model with leather seats and XM Radio. But still. During the test week, it was hard for me to reconcile the fact that the beautiful, peppy, well-appointed car I was driving was actually a Hyundai.

I could have sworn I was driving a Honda Accord. Except that the Accord has a base price of $20,360, and the Sonata starts at $17,670. The Limited model bases at $22,470 with the four-cylinder engine, but heated leather seats and an automatic transmission come standard at this price point. To get an Accord with those items, you’ll have to shell out more than $26K.

While the exterior of the Sonata is a dead ringer for the previous generation Accord, squinty taillights and all, the interior is something special. The level of detail was surprising, and I particularly liked the reverse stitching on the comfortable black leather seats.

The placement of the gauges and dials is ideal, and I could easily adjust my side mirrors and the HVAC without having to stretch in either direction. The one suggestion I have is that the controls on the door should light up at night. There were a couple times that I wanted to lock or unlock the doors, and I couldn’t find the switch in the dark. I also wasn’t a fan of the glowing green gauges. It seemed a bit bright and a bit of a throwback to Hyundai of yore. I wanted something a bit more elegant to match the overall elegance of the vehicle.

I’m currently in the process of moving, so the one thing I noticed and really, really appreciated was the 16.3 cubic-feet of cargo volume. I could fit four to five boxes (the size of a paper box) in the trunk and still have space for hanging clothes. Perfect, because that’s about all I can haul up and down three flights of stairs in one trip.

Another nice thing about the Sonata is the way it handles in snow. And heaven knows I’ve certainly been able to test that this winter. My alley is never plowed, and from the inches and inches of snow to the current bevy of ice, the Sonata kept its footing and didn’t get stuck. Considering this is a front-wheel drive vehicle, I think there’s room to be impressed.

On the road, the 2.4-liter, 162-horsepower four-cylinder engine under the hood isn’t going to win any races, but it’s perfectly peppy and has a nice bit of acceleration. The one area where I could tell this was a Hyundai is with the road and engine noise. A touch of some sound quieting material would go a long way here because I only got hit with the excess noise on hard acceleration and when stumbling over the Chicago potholes.

Fuel estimates for the Sonata with the four-speed automatic ring in at 21 mpg in the city and 30 mpg on the highway. This is good, but if you’re going to stick with the Sonata/Accord comparison, it should be noted that the Accord gets 21 mpg in the city and 31 mpg on the highway with a five-speed manual transmission.

There were times that the engine in the Sonata was a little loud or I could feel a little feedback from the road, but overall, this midsize offering from Hyundai was very solid. And it’s only going to get better for 2009.

First, the interior gets a massive upgrade – just enough elegance to let you know Hyundai has arrived. Then, the horsepower in the four-cylinder engine increases by 13, yet the fuel economy increases as well. The new estimates state that the 2009 Sonata will get 22 mpg in the city and 32 mpg on the highway. The best part is, you don’t have to wait forever to get it. At the Chicago Auto Show, Hyundai announced that the new Sonata will be on sale later this month.

I really liked the 2008 model, and I’m guessing you can probably get a really good deal on a new car right now since they’re trying to make room for the new model. But, some of the things that I didn’t love about the 2008 model look like they’ll be fixed for 2009. So, if you can hold out for a couple more weeks, it might be worthwhile to compare the deal you can get with the upgrades that are coming. Either way, you’ll have a winner.

February 20, 2008
BY JILL CIMINILLO Chicago Sun Times – Autos Editor

Long-Term Test: 2007 Hyundai Azera

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Long-Term Test: 2007 Hyundai Azera

Inside Line spent 12 months and 18,000 miles with the 2007 Hyundai Azera Limited. This is the most luxurious car from Korea yet, a front-wheel-drive sedan equipped with the kind of luxury amenities that used to be the exclusive signature of Lexus. The Azera looks the part, thanks to voluptuous sheet metal that makes you forget all about Hyundai’s cheap-and-cheerful image. And yet the story of the Azera is all about value, just like every other Hyundai. Our long-term test taught us that there are both good and bad things about value.

Why We Bought It
Hyundai first introduced the 2006 Hyundai Azera as a replacement for the XG, the Korean company’s previous luxury sedan. Based on the platform of the Hyundai Sonata, the Azera represented a kind of breakthrough in prestige for Hyundai. And when the 2007 Hyundai Azera arrived with a number of minor updates, we took the opportunity to add an example to our long-term fleet.

Our full test of the Azera made it clear that this sedan is the best bang for the buck in its segment. Of course, we’ve become accustomed to Hyundai’s ability to deliver more for less in almost every vehicle category. The important question here for us would be to evaluate whether this strategy could be effective in a luxury vehicle. Could the Azera provide everything we expected of a luxury car, from features to ride quality? Reliability and durability are also part of the luxury-car equation, as the success of Lexus has demonstrated.

Would the 2007 Hyundai Azera lose its edge over the competition after its affordable-luxury recipe had been tested daily for 12 months? We would find out.

Durability
We wasted little time putting our new Hyundai to the test. High altitudes, desert heat and cold-weather testing were added to the driving agenda alongside daily commuting.

Senior Consumer Advice Editor Phil Reed was first in line. He set off across the desert and mountains from Los Angeles to Denver in the Hyundai over the middle of December. Snow fell heavily as he ascended to an elevation of 11,000 feet in Dillon, Colorado. Reed reported on the long-term blog pages, “We were creeping along at 5 or 10 mph when a tractor-trailer in front of us lost traction and drifted across our lane. I had to goose the 3.8-liter V6 and get into loose snow on the roadside to dodge it. It was pretty scary.”

Reed made further notes in the logbook when he reached his destination. He wrote, “We spent a lot of time in the snow. The Michelin Energy MXV4 tires offered surprisingly good traction over the white stuff and felt unexpectedly poised on the ice. The Azera’s stability control was working overtime, but didn’t seem too intrusive. Ice built up in the wheelwells and made the tires rub noisily, but that’s my only complaint. The Hyundai proved to be a more adequate snow car than I ever imagined.”

Now that our Hyundai held its own in the cold and at high elevation, we sent it into the desert. Senior Editor Ed Hellwig was at the helm for this trip. He noted, “After an impressive first leg from Los Angeles to Phoenix, the Azera completed the return trip as smoothly. I didn’t go light on it, yet when I made it home there was still nearly a quarter tank of gas left after the 408-mile trip. According to the computer, the Azera could have gone another 80 miles. That’s some serious range.”

Chief Road Test Editor Chris Walton is one of our drivers who specializes in instrumented testing, so he spends much of his time pushing the limits of vehicles. He is also a well-documented enthusiast of sport sedans and believes in car design that makes performance a priority. Yet after a long-distance drive in the Azera, Walton noted: “After a night in the Azera, I couldn’t help but notice how my shoulders relaxed, my grip loosened (on the steering wheel) and my attitude changed within about five minutes. Maybe we’ve taken this sport sedan thing too far. Maybe I’m getting old. Maybe I should be quiet now.”

Luxury details are strewn about the cabin of our Azera. From the faux-wood accents to top-stitched leather upholstery, the Hyundai Azera clearly is out to make an impression. At the same time, none of the practical aspects of luxury travel are forgotten, so there’s a gigantic trunk and even a sunshade for the rear window.

There were hiccups in the presentation of the interior cabin, but the problems came as the result of our own lapse in judgment. Our decision to choose a beige interior was a mistake for a car that must endure daily abuse from a wide range of drivers, especially since the circumstances rarely encourage respectful treatment.

Significant wear on the floor mats and carpet was noticeable soon after the Azera arrived, and persisted throughout our term with the car. The interior was just too difficult to keep clean, and this went for the leather-upholstered seat as well. What began as a mysterious black smudge across the back of the driver seat (believed to be from someone’s belt) resisted three attempts at cleansing with leather care products.

The stained interior also drew our attention to some other cosmetic issues we had with the Azera.Beyond the questionable choice of leather, we noticed some flaws in the dashboard, and door panel misalignments were also apparent. Stereo buffs among us were further disappointed by the performance of our Infinity sound system. For all its luxury, the Azera apparently remains a value-driven vehicle. The selection of lesser, slightly more affordable interior materials no doubt is cost-effective, but our test showed that these choices compromised our expectations of quality. The 2007 Hyundai Azera was far from the Toyota Avalon-style car the Hyundai XG had been, yet it didn’t seem capable of being the Lexus from Korea that we had hoped for.

Yet however much we critiqued the quality of its presentation, the Azera never faltered mechanically. Prescribed maintenance called for service every 7,500 miles. We averaged a mere $65 per visit to our preferred dealer, Cormier Hyundai in Carson, California. Our only unscheduled visit followed the passenger side mirror falling off. To this day we don’t know the cause, though we spent more than $600 to replace it.

Total Body Repair Costs: $642.93
Total Routine Maintenance Costs (over 12 months): $130.27
Additional Maintenance Costs: None
Warranty Repairs: Door molding replaced under warranty
Non-Warranty Repairs: Broken passenger side mirror assembly replaced
Scheduled Dealer Visits: 2
Unscheduled Dealer Visits: 1
Days Out of Service: 1
Breakdowns Stranding Driver: None

Performance and Fuel Economy
The Hyundai Azera performed with consistency, recording nearly identical results from its first test at 1,000 miles and its final test with the odometer showing more than 18,000 miles. We recorded a stopping distance of 123 feet from 60 mph during its final test. This marked a 9-foot improvement from a year earlier and the only significant change across the gamut of performance evaluations.

All things considered, the Azera’s acceleration from a standing start was especially strong. We reached 60 mph in 6.8 seconds and the quarter-mile in 15.3 seconds at 93.8 mph. Chief Road Test Editor Chris Walton mentioned following the test, “It’s not difficult to spin the front tires on an aggressive launch. Upshifts are quick and even feel as if the throttle is momentarily closed between gears to smooth out the surge of power.”

As usual, dynamic tests consist of laps around the skid pad and a run through the slalom. On the skid pad, the Azera developed 0.78g of lateral force with significant understeer at its limit. This is a good number for the segment. Senior Road Test Editor Josh Jacquot tested the sedan during its final visit to the track. Upon recording 61 mph through the slalom, he proclaimed, “61 mph is slow. But man, the Azera isn’t about being fast. No, it’s about being smooth, like a fat man who can dance. I like this Korean Buick.”

We entered the test expecting 19 mpg around town and 28 mpg on the highway. After 18,000 miles our 20-mpg average was on the low end of that range. On multiple occasions we reached 32 mpg, which exceeded any claims on the window sticker and showed it was possible to drive the Azera efficiently. We just didn’t drive that way very often.

Best Fuel Economy: 32.4 mpg
Worst Fuel Economy: 12.4 mpg
Average Fuel Economy: 20.2 mpg

Retained Value
Edmunds’ TMV® calculator values the Azera at $21,838 after 18,530 miles. This equates to 27 percent depreciation from its original MSRP and ranks it just behind its competitors in resale worth.

Our Toyota Camry depreciated by a similar 26 percent margin at the conclusion of its long-term test, although it had an additional 3,000 miles on the odometer.

True Market Value at service end: $21,838
Depreciation: $7,932 or 27 percent of original MSRP
Final Odometer Reading: 18,530

Summing Up
A year with the Azera reminded us that there are two sides to value. The bright side offers features unexpected from a car in this class, like rain-sensing wipers, automatic headlights and a rear window shade. On the dark side we find misaligned panels, material choices of questionable quality and poor stereo performance.

Nevertheless, the Azera’s noteworthy performance and high feature content ultimately outweighed the evidence we found of the car’s relatively inexpensive nature. It offers an affordable touch of luxury to the average four-door family sedan, not to mention a strong engine and comfortable ride. Twelve months of flawless mechanical performance also influenced our willingness to forgive its cosmetic flaws.

The 2007 Hyundai Azera made a positive impression on us, yet we’re still not willing to think of it as a premium car. It’s attractive and certainly as reliable as a Hyundai Sonata, but it doesn’t yet have a character to call its own.

The manufacturer provided Edmunds this vehicle for the purposes of evaluation.

Hyundai Sonata a Midsize Sedan for the Mass Market

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Hyundai Sonata a midsize sedan for the mass market

“What are you driving this week?” a friend asked me the other day, not an odd question since I get a new vehicle each week for testing.

“It’s the Hyundai Sonata sedan,” I replied.

“Is that the one that looks like a Jaguar?” he asked.

“Well, it used to,” I said.

The exchange was a surprise to me because until then, I thought maybe I was the only one who had noticed similarities in the styling of the previous generation of the Sonata and the baby Jaguar, the X-type sedan that arrived in 2002.

That Sonata was replaced for 2006 by a new generation with all-new styling, and the similarities to the exterior of the Jag disappeared.

But even without looking much like the X-type, the 2008 Sonata is a much better value — and probably even a better car — than the X-type sedan, which costs up to $17,000 more.

Maybe that’s why Jaguar is being forced to drop the X-type for poor sales, while Hyundai is preparing to introduce yet another generation of the popular Sonata, whose top model, the Limited, has leather seats and other amenities that usually are reserved for luxury models such as Jaguars. (The redesigned Sonata will arrive this fall for 2009.)

Yes, there still seems to be some stigma attached to driving a Hyundai, but it’s not really fair. I hear it all the time from people I recommend Hyundai products to — “Yeah, maybe it’s a good car, but I just can’t be seen driving around in a Hyundai.”

Well, OK. If having a certain name on your car outweighs the value and practicality of your purchase, then go buy a Honda, Toyota or even a Jaguar.

But if you want one of the finest mass-market midsize sedans on the market, swallow your foolish pride and consider the Sonata.

Our test vehicle was the new four-cylinder Limited model, whose base price is $22,995, including freight. It was added to the lineup for 2008 to appease those who want all the luxury trappings of the Limited, but don’t particularly want the V-6 engine, which uses more fuel.

The V-6 Limited costs $1,825 more; the main difference, besides the six-cylinder engine, is that it comes with a five-speed automatic transmission. The four-cylinder Limited has a four-speed automatic.

The other difference, of course, is fuel economy. The four-cylinder Limited is EPA rated at 21 miles per gallon in the city and 30 on the highway, while the V-6 is 19 city/28 highway.

Since fuel prices began their climb to $3, several manufacturers have tweaked their midsize-sedan lineups to offer four-cylinder engines in models that have all the available upscale amenities, including leather interior, automatic climate control, upgraded audio systems with multidisc CD changers and so forth. It used to be that these models also came with the uplevel engine.

Our test car’s 2.4-cylinder engine, with 162 horsepower and 164 foot-pounds of torque, had more than enough power for everyday driving, even on some hilly roads. I never felt that anything was missing. In fact, I thought my test vehicle had the V-6 engine the first day I drove it, as I didn’t even look at the provided copy of the window sticker until that evening.

The leather seats — front and back — were a dark slate gray and quite elegant. They just as easily could have been in a Jaguar X-type or Lexus ES 350.

The front bucket seats were quite comfortable, unlike those of some entry-level midsize sedans I’ve tested recently.

My only complaint is that Hyundai should have ditched the four-speed automatic and used the five-speed for both the four-cylinder and V-6 models. The four-cylinder engine would have even better highway fuel economy with a five-speed automatic, as the fifth gear is a second overdrive.

This is an elegant-looking vehicle inside or out, making the package seem a lot more expensive than it is.

One place the Sonata beats the X-type is in rear-seat legroom. I sat in the back of my Sonata, with the front seats all the way back on their tracks, and had about 3 inches between my knees and the back of the front seat. Three average-size adults can fit in the back seat fairly comfortably, which is something I can’t say for the X-type.

Electronic stability control is standard on all models of the Sonata, an important safety feature that some competitors still offer only as an option.

Designed to help the driver keep the car from leaving the highway and rolling over in a panic situation, the stability control system operates “like the invisible hand of God,” Hyundai says.

As for including it as standard equipment — along with front seat-mounted side air bags and side-curtain air bags front and back — Hyundai’s policy is that “Safety is not optional.”

Standard convenience items on all Sonatas include air conditioning, power windows and door locks, and cruise control. The Limited adds even more, including the automatic climate control, an Infinity audio system with CD changer and XM satellite radio, heated front seats, fog lights, 17-inch alloy wheels, auto-dimming rearview mirror with compass, tilt and telescopic steering column and universal garage/gate opener.

Extras on our car included a power sunroof ($900), carpeted floor mats ($85) and a cargo mat in the roomy trunk ($90).

Total sticker was $24,070, including freight and options. To get even a Camry or Accord with all of these amenities would cost several thousand dollars more.

With the redesign for 2006, the Sonata grew to an interior volume of 121.7 cubic feet. That’s actually so big that it’s classified a “large car” by EPA standards.

Cargo space is near the head of the class, at 16.3 cubic feet.

The Sonata is the main product from Hyundai’s new manufacturing plant in Montgomery, Ala. The company has invested $1.1 billion to build the plant.

Sonata prices begin at just more than $18,000 (with freight) for the base GL model with a four-cylinder engine and five-speed manual gearbox — the only model in which manual is offered. A four-speed automatic is available in the four-cylinder models for an extra $1,200.

The uplevel engine is a 3.3-liter V-6 rated at 234 horsepower and 226 foot-pounds of torque. It’s linked only to the five-speed automatic transmission.

Top speed of the V-6 model is 136.8 mph. The car accelerates from zero to 60 mph in 7.5 seconds and has a 0.32 coefficient of drag, making it one of the sleekest exterior designs on the market.

Four-wheel disc brakes with computerized antilock system and traction control are standard on all models.

2008 HYUNDAI SONATA

The package: Midsize, four-door, front-drive, four-cylinder or V-6 powered, five-passenger sedan.

Highlights: Hyundai’s popular family sedan offers great value in the midsize segment with lots of standard amenities, styling that makes it look like a luxury car and decent fuel economy, especially with the four-cylinder engine.

Negatives: The four-speed automatic that comes with four-cylinder models is behind the times, as most competitors have five- or six-speeds to achieve better fuel economy; resale values still lag those of the Japanese competitors.

Engine: 2.4-liter inline four-cylinder; 3.3-liter V-6.

Transmission: Five-speed manual; four- or five-speed automatic.

Power/torque: 162 HP/164 foot-pounds (I-4); 234 HP/226 foot-pounds (V-6).

Length: 188.9 inches.

Curb weight: 3,253-3,458 pounds.

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

Cargo volume: 16.3 cubic feet.

Fuel capacity/type: 17.7 gallons/unleaded regular.

EPA fuel economy: 21 city/31 highway (I-4, manual); 21 city/30 highway (I-4, automatic); 19 city/28 highway (V-6).

Base price range: $17,670-$24,170 plus freight.

Price as tested: $24,070, including freight and options (Limited model, four-cylinder automatic).

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

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

G. Chambers Williams
San Antonio Express-News

Long-term Weekend: 2008 Hyundai Veracruz

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Long-term Weekend: 2008 Hyundai Veracruz

For the past week, Southern California has been rainy and wet. That’s why I took our long-term 2008 Hyundai Veracruz home for the weekend.

Unlike most of the people who travel to L.A. every day for work, I happen to live at the 4000-foot elevation mark, which means I’m more at risk of getting snowed in and left stuck at home when rainy days turn into freezing rainy nights.

Rewind to last Thursday: It was ten o’clock at night; I was driving up home in my MINI Cooper. It was raining and the clouds were low. The famous 15 highway was covered in fog as I started to climb the dangerous part of the highway known as the Cajon pass. The temperature dropped, and the roads became super slushy. I couldn’t see the lines, and my speed dropped to 35 mph. Big trucks were passing me on both sides, and I felt uneasy because I couldn’t see the road in my little car. I eventually got home only to learn that this rain was going to stick around over the coming weekend.

So the next day at work I decided I needed a vehicle to get me through the next few days since I have a chance of getting snow where I live. I’ve been snowed in before, but that’s only because I had a lowered vehicle with a body kit and there was no way to move that in eight inches of snow. I didn’t want to have that feeling of being stuck. That’s why I took our newest long-term vehicle, the AWD 2008 Hyundai Veracruz with just a little over 3000 miles on it.

Luckily, my drive home wasn’t super wet. I left the office just before a huge rainfall had come in. The roads were wet but the sky was oddly clear as I started my climb up the Cajon pass. The Veracruz made its way up the steep highway, and I noticed a drop in power from its 3.8-liter V-6 as the altitude changed. I had to give it a little more gas to maintain the steady speed I required. The power was still great as it kept climbing, but it’s that dropping power I hate feeling when my foot stays in one location on the gas. That’s when I shifted into manual mode. The vehicle just took off as it kept climbing the pass, and I had no more loss of power as my foot rested on the gas pedal.

The Veracruz proved to be quite useful throughout the rest of the weekend. As the Los Angeles and Orange County valleys were battling the heavy downpours, our desert valley was just high enough to get the sun for most the day. In the distance, we could see the clouds were coming, and it gave us enough time to run around town to get some errands done. We loaded up the Veracruz with two of our dogs for a trip to the vet. I made the mistake of handling the keys to my mom on the way home. I couldn’t pry the keys out of her hand as we went from store to store for the rest of the day. (I think she liked it.)The storm rolled in and we stayed home for the night. Sunday morning was another sunny day for us in the high desert, but we could see the clouds were on their way. We escaped the house once again to do some grocery shopping before the rain reached us. As soon as we walked out of the store, the rain started to fall and we rushed to pack the Veracruz with our bags. We had two carts full of water, soda, and food, and we didn’t manage to fill the rear cargo of the Veracruz. It’s that deep and can hold a lot.

My biggest fear was this last night of rains. All week long, the news reported there would be a chance of snow as low as where I live. The night came and rain fell. I was expecting to see a white blanket over our neighborhood when I woke up Monday morning (since this was the largest of the cells according to the weather folks). Instead, we had a sunny morning again and the snow never fell. But in the distance I could see those clouds again, and I knew I’d have to make my way through them to get into the office.

What I think:

Starting Mileage: 3771
Ending Mileage: 4057
Price tested (our vehicle): $38,320
Avg Fuel Consumption: 18.7 mpg

I like the Hyundai Veracruz. Its not a huge looking SUV, but it can hold a lot. The interior is not cheep looking and it’s nicely laid out. The wood trim mimics that of the Mazda CX-9 and isn’t overly done — clean and simple. The dash is laid out nicely too, although the climate and audio layout reminds me of the silhouette of a transformer’s head. Climate control buttons are very easy to navigate around, and I love fact that the rear seating has its own climate-control options. There are a lot of little hidden cubby holes in the center console also. Above the rearview mirror is a second concave mirror that you could use to watch children or pets without moving your rearview for safety. This worked great when we took the dogs to the vet.

The Veracruz is easy to drive, and power is great for highway and surface street driving. I did experience some loss of power when going up the steep mountain in auto, but when I switched to manual the power from the V-6 really shined through. It was almost a different beast, and the manual mode gave it a sporty feeling.

The Hyundai has almost the same shape as the Mazda CX-9 and my favorite crossover, the Subaru Tribeca, with the long sloping front window and rounded rear hatch. It doesn’t stand out from the crossover pack in terms of styling, but plays it safe with its less than copycat features. The Autodim exterior side mirrors have to be my new favorite must-have feature for any vehicle. They defiantly produced less glare from headlights during night driving.

The Hyundai Veracruz I tested has a lot of standard creature comforts and still manages to be under $39K. In my opinion, it’s worth every cent.

January 28 2008
Source: TruckTrend

2008 Hyundai Sonata Limited V6 Road Test

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2008 Hyundai Sonata Limited V6 Road Test

What’s the best midsize family sedan? I get that question from time to time, and I find it an increasingly difficult one to answer because of cars like this Sonata. After all, the process used to be relatively easy. If they were sport-oriented drivers I’d point them toward a Honda Accord and if biased towards comfort, a Toyota Camry. And while the Accord and Camry are still very good cars, a number of rivals, like Saturn’s new Aura and this Sonata are narrowing the gap to a point where it’s difficult to see any difference in quality or features.

From outside, the Sonata certainly won’t give away its rather hefty price advantage (and it’ll save you thousands over the aforementioned cars) with any quality gaffs. Its seams are tight and panel gaps as narrow as anything else in the class, and perfectly aligned. The paint work is top-tier as well, and there’s a lot of chrome to brighten things up, giving the car an upscale appearance. Overall the design is attractive to most that see it, with a long, lean shape, distinctive nose and extremely good looking tail end. Two big, fat, chrome-covered ovoid pipes fill the lower rear valance, giving the Sonata Limited V6 a powerful stance few in the segment can rival.

That powerful look translates into strong performance beneath the skin too, thanks to the same 234-horsepower 3.3-liter V6 that the car’s been using since its 2006 makeover. It’s a velvety smooth engine, and mated to the equally slick five-speed automatic gearbox with manual mode, it’s a pairing designed for quick acceleration and no concerns when passing larger vehicles on the highway.

The Sonata comes standard with four-wheel discs and ABS for quick, secure stopping power, although these aren’t designed for out and out performance driving, meaning they’ll pull down to standstill a few times in a row without problem, but if you’re out on a winding canyon highway pushing the car for all its worth, getting hard on the brakes before each corner and using all the power coming out on the other side, well, they’re going to fade away on you, leaving less grab after a few minutes of hard braking than when you started. This isn’t unusual in the midsize class, mind you. Personally, I’d add an aftermarket performance brake kit and put the problem to rest. It wouldn’t cost that much, and after testing two Sonatas last month with performance upgrades I experienced first hand that this car has a great deal more excitement in it than what comes stock.

So what comes standard for 2008? Hyundai made some updates to the 2007 model that continue forward for this new model year, including the addition of a button for changing stations within the steering wheel mounted audio controls, and XM satellite radio is now available. Additionally, every Sonata now includes six airbags, with two up front, two thorax bags at the side for front occupants, and side-curtain airbags for all outside occupants, plus active front head restraints. The Limited also gets a revised grille with a slick strip of chrome running horizontally, and black leather can now be had along with black carpets and dark charcoal plastics.

Its curtain airbags allow for a five star crash test rating and its V6 is now more environmentally friendly with the ability to meet Ultra Low Emission Vehicle (LEV-II ULEV) standards while achieving slightly better fuel economy, with an EPA rating of 19 mpg in the city and 28 on the highway.

Additional 2008 updates include a new black fabric for entry-level models, plus a powered driver’s seat, rear center head restraint, and trip computer for all Sonata models but the base GLS five-speed. Moving on to the SE and above, chrome trimmed door handles now come standard, as does the auto headlight control feature, while a new 6-disc CD player with subwoofer and external amp makes for a better auditory experience. Strangely, while the more challenging integration of satellite radio is part of the 2008 package, as mentioned, no auxiliary plug-in has been included, which is ridiculous. All they would have had to do is solder some wires to an audio input behind the dash and run them through the center console, drill a hole in the storage bin under the armrest and clip in a 20-cent connector plug, and they’d have had full connectivity for our beloved external mp3 players and iPods. Hyundai is so behind in this regard it’s laughable, and I think they’re fooling themselves if they think customers won’t walk out of a showroom if they can’t plug their music into their new car. Heck, Chrysler and Volkswagen don’t only have aux plugs, but they’re integrating USB ports as well. Of course, Hyundai’s making money while Chrysler, at least, is laying off workers by the tens of thousands. Maybe the Korean brand’s conservative approach to business will pay off in the long run.

Similarly to aux plugs, Hyundai has yet to come to the market with a navigation system. This is not only slow to the market, but other than Kia, which is owned by Hyundai, every other brand sold in North America (even Suzuki) offers one. Reliable sources within Hyundai have promised that nav is on the way shortly, so I’m betting on 2009 for the Sonata, when the car will receive an interior upgrade as part of its mid-cycle makeover.

One thing that comes standard in all Sonatas that pleases me to no end is electronic traction and stability control. This engine definitely needs traction control unless you want to have passersby sneering at you as if you’re a wayward teen out in daddy’s car, and stability control is probably the greatest safety asset since the airbag, and maybe more so because it can keep from having an accident in the first place.

Standard with the Sonata is a well-made interior with plenty of soft touch surfaces and brightwork trim. You have the option of a decent woodgrain replication or, my personal choice, faux carbon fiber trim, while the seats can be covered in the aforementioned black leather with contrasting light gray stitching, beige or gray. The comfortable chairs aren’t supportive enough laterally for sport-oriented driving, but there’s no need to go back and rehash this car’s boons and banes, is there?

No, Hyundai’s Sonata wasn’t designed to be a sport sedan despite offering exhilarating straight-line performance and reasonable agility when called upon, but rather it’s one of the smoothest, most comfortable midsize sedans on the market, with acres of interior space and a trunk, accessible via a 60/40 split in the rear seatbacks as well as through a large opening with a low lift-over height at back, large enough for those impromptu stops at Costco. This is a car you can live with day in and day out, ideal for commuting or toting the kids around on weekdays or long weekends. I know this for a fact, because a 2006 model was our family hauler for the better part of a year, and this car is even better than that one was.

On that note, expect stellar reliability from this four-door, as Hyundai, and the Sonata in particular, is rated highly amongst independent third party surveyors such as J.D. Power and Associates and Consumer Reports.

Lastly, the Sonata is priced thousands lower than the majority of its competitors feature for feature, without giving up refinement or throwing quality standards out the door. Hyundai’s midsize sedan is truly a great value, and a very good car.

November 5, 2007
by Trevor Hofmann

Hyundai Reaches New Level

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Hyundai reaches new level

In Veracruz, the Korean automaker has an upscale crossover worthy of notice

They came ashore in 1986, in danger of being swamped in the wakes of bigger, established imports that had been streaming across the Pacific for years.

But look at Hyundai today: it boasts annual sales around half a million, and its initial product – a dinghy called the Excel – has given way to a fleet of nine cars, including today’s test car, the 2007 Veracruz Limited AWD, which is perhaps Hyundai’s biggest upscale leap to date. $34,000 for a Hyundai, you ask? Shop it against competitors from Ford, Toyota, Honda, and General Motors before you decide that’s too much.

Hyundai, and its Korean cohort, Kia, have been among the leaders in making safety features standard, especially multiple airbags. Even the sub-$15,000 Accent has airbags front, side, and overhead. The Veracruz comes with six bags, including front-to-rear head protection back to the third row in this seven-seater. It also comes with standard ABS, electronic stability control, electronic brake force distribution, and active front seat head restraints that push forward and up to cradle the head in a crash.

In three trim levels, with base prices from around $26,000 to $34,000, the Veracruz also can be had with front- or all-wheel-drive.

The car’s interior, with faux-aluminum trim, wood accents, standard leather seating, and a complex center stack control system for audio and climate, feels richer and more elegant than its Asian competitors, Pilot and Highlander. Its roots stretch back to two other Hyundai models, the Santa Fe and the Azera sedan, Hyundai’s other recent leap into the higher-end market (though its top price is around $30,000).

The Veracruz gets its smooth, remarkably quiet, 260-horsepower V-6 engine from the Azera. It is linked to a six-speed automatic that allows manual shifting, a first for Hyundai. In either mode, its climb up and down the gears is free of lurches or back-tossing downshifts. Even at highway speeds, the automatic transmission hardly lets you know it is there, and with manual shifts, you know you’ve shifted but hear, rather than feel, the difference.

Straight down the road, it features a pliant ride that absorbs bumps and bridge expansion joints without clunking or bouncing. It pulls out to pass with little effort, running up to well over 6,000 rpms and nearing redline without whine or complaint.

Off the highway, that same power virtually eats up long climbs. A price is paid, however, for the pliant ride described earlier.

The fully independent suspension, obviously tuned to produce a soft and gentle ride, permits a bit more body roll in cornering and lane changes than I’ve seen in competitors.

Interior space is plentiful, though the third row is not for long trips for larger folks, even though it’s easily accessible through wide rear doors.

From the outside, the Veracruz tries to set a different course for crossover design, a tough task considering this is a tall-riding, low-slung, four-door box with a rear lift gate. But it’s nicely rounded where other cars might get sharp, and its headlamps and tail lamps wrap around the fender. I particularly like the rear spoiler integrated atop the standard power lift gate.

The lift gate is one item on a long list of standard gear (in addition to safety features). The list also includes a backup warning system, a power tilt-and-lift sunroof, steering wheel audio controls, an Infinity CD changer/audio system, multi-adjust front seats, a trip computer, front fog lights, roof rack side rails, and, of course, Hyundai’s vaunted and successful 10-year, 100,000-mile powertrain warranty.

The price of the test car rose to almost $38,000 with the addition of a $3,200 “ultimate package” that included an upgraded black leather interior, adjustable pedals, power tilt and telescoping steering wheel, rear seat DVD with an eight-inch LCD screen and surround sound, rain sensing wipers, and lighted rocker panel surface protectors.

Hyundai’s on a roll, although its long-range goal of selling a million cars a year still seems a bit distant. Its cars should be shopped against any competitor’s vehicle in the same class.

By Royal Ford
Globe Staff / November 10, 2007
© Copyright 2007 Globe Newspaper Company.

Hyundai Santa Fe Upgraded, But Still a Great Value

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Hyundai Santa Fe upgraded, but still a great value

The newest Hyundai Santa Fe is a mid-size crossover SUV that is equal to any vehicle in its class in refinement, comfort, space, and performance. This shouldn’t be surprising, as it was designed with a close look at the most popular entry-luxury crossovers, not merely its price-level competition.

If the name is familiar, the vehicle itself was completely new for the 2007 model year. While it’s still a unibody-construction front- or all-wheel drive crossover with fully-independent suspension, the second-generation Santa Fe is built on a unique platform designed for specific crossover SUV use, not originally as a sedan. Interior space was a design priority, and more than merely adequate room for an optional third-row seat was part of the design spec. It’s larger in every dimension than the original, enough to now be considered mid-size rather than compact.

ower is from one of two V6 engines, of 2.7 and 3.3 liters displacement. The 2.7 has been upgraded over its similarly-sized predecessor, and offers more power – now 185 horsepower – and improved fuel economy. The 3.3 is lighter, cleaner, and more efficient than the old 3.5, and produces 242 horsepower, 42 more than the 3.5. Both are ULEV-rated.

Styling is also new, derived from the HCD9 Talus concept vehicle. The Santa Fe was designed at Hyundai’s Irvine, CA facility especially for the U.S. market, and it’s built at Hyundai Motor Manufacturing Alabama, in Montgomery, Alabama.

Trim levels are GLS, SE, and Limited. The GLS is in no way a decontented “entry-level” model, as it has the 2.7-liter V6, four-wheel antilock disc brakes with electronic stability control, alloy wheels, power windows, mirrors, and door locks with remote entry, a full complement of airbags, a six-speaker AM/FM/CD/MP3 audio system, a roof rack, and a tire pressure monitoring system among its standard features. The SE adds the 3.3-liter engine and five-speed automatic, 18-inch alloy wheels, and upgraded interior and exterior trim and more available options, while the premium Limited model adds leather, dual-zone climate control, fancier exterior trim, and upgraded option packages. All may be had in five- or seven-passenger configuration.

Unusually for a press-fleet vehicle, where fully-optioned premium models are the norm, the 2007 Santa Fe I recently drove was a front-drive GLS automatic with only carpeted floor mats on its option list. But it was far from bare-bones basic. Manageably-sized on the outside, it had plenty of space inside, with all of the multiple-configuration versatility and access expected in a crossover. It was quiet and comfortable on the road, with good power for its intended uses and all of the safety and conveniences anyone really needs as standard equipment. At an MSRP of just over $22,000, it could be bought strictly on price, but the Santa Fe has far more than a low price in its favor. It compares favorably with any mid-size, middle-class crossover made today.

2008 update: tis that time of year again, when the new models are just around the corner. Because the Santa Fe was all-new for 2007, don’t expect major changes for ’08.

Appearance: With the Santa Fe, Hyundai’s Southern California stylists have created a contemporary design that is distinctive and stylish. The grille and headlight shapes found in other Hyundai cars are further refined, for a cohesive company look. The gently-sculpted body shape is well-defined by means of angular edges to the fenders and hood and a free-flowing character line on each side. Moderately-flared wheel arches blend into lower side bodywork that hints at SUV cladding, but is really just sheetmetal. A roof rack is standard issue on all models. The fender line rises toward the rear, for a sporty stance, and this is further developed in the side window shape. The rear styling is crossover conservative, highlighted by taillights that mimic the shape of the headlights.

Comfort: The second-generation Santa Fe seems to have been designed from the inside out. My GLS test example was roomy, quiet, and comfortable for both front and second-row passengers. It didn’t have the third row, but the Santa Fe is large enough inside that the third row should be useful for children or small adults. Seat comfort is good, and in the GLS interior materials are honest synthetics – but soft-touch materials, multiple textures, close panel tolerances, and attention to detail make the Santa Fe’s interior a pleasant place. The instrument panel is styled in the contemporary upscale manner, with a dark anti-glare top separated from the lighter interior color by silvery plastic and faux wood trim. The center stack, with controls for the audio and climate control systems, is placed a little closer to the front passengers for ease of use. Interior storage is good, with a locking glovebox and useful center console and door storage. The rear seat holds two comfortably, with room for a third person in the center for short periods of time. The rear seat folds 60/40 for cargo, and liftover to the load floor is not too high.

Safety: All Santa Fe models have six standard airbags – dual front, front side, and full-length side curtains that extend far enough back for third-row protection. Brakes are four-wheel disc, with four-channel antilock and electronic brake-force distribution. Both traction control and electronic stability control are standard in all Santa Fe models, as is a tire-pressure monitoring system.

Ride and handling: Increased rigidity of the new Santa Fe unibody means a quieter interior and improved ride and handling characteristics. The suspension – fully-independent by means of MacPherson struts in front and a multilink system in the rear – was tuned for American roads and tastes, meaning that it’s fairly soft but well-damped and deals with poor road surfaces well. Steering effort is not too light, and as expected, the Santa Fe feels like a car, not a truck. It’s not really meant for serious off-road use, but 8.1 inches of clearance and reasonable approach and departure angles mean painless driving over road debris, steep driveways, and other hazards of city life.

Performance: Even with the 2.7-liter V6, the Santa Fe has more than merely adequate power for its intended use. In front-wheel drive trim, the GLS weighs around 3800 pounds, and the engine’s 185 horsepower (at 6000 rpm) and 183 lb-ft of torque (at 4000 rpm) are up to the task, although manual use of the “Shiftronic” four-speed automatic transmission will get better performance, especially at high highway speeds. In that respect, the Santa Fe GLS is little different from its competition, and in normal driving “D” works just fine, thank you. Variable cam phasing and a variable intake system help broaden the torque band and lower emissions, as well as improve both power and fuel economy. And for those who can shift for themselves, a five-speed manual transmission is standard in the GLS, for less cost than the automatic.

Published 10/06/07, Copyright © 2007 Maryland Gazette,
Glen Burnie, Md.

Hyundai Goes Upscale in Midsize Crossover

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Hyundai goes upscale in midsize crossover

The 2007 Hyundai Veracruz crossover. It’s not a Lexus, it’s a Hyundai.

You’ve got to give Hyundai a bit of credit for coming so far in such a short amount of time. Just a few years ago, the Korean manufacturer’s stateside offerings were the butt of jokes, econoboxes with shaky reputations and second-world manufacturing standards. American drivers, first exposed to the budget-minded Excel, are particularly lucky that they were spared the automotive terror that was the Hyundai Pony, an auto which was imported to my native Canada for many years. Friends from Edmonton showed up in their second-hand Pony when I first moved to Colorado a decade ago and my American acquaintances didn’t know whether to laugh or cry.

Flash forward not so many years and you have a totally new world of Hyundai. The once-nascent automaker has improved so much and inspired enough vehicular confidence in the American market where it can begin to directly poke fun at more expensive automobiles, taunting them, as it were.

Case in point is the new Hyundai Veracruz – I guess they could have called it Mazatlan or Cotopaxi, but they stuck with Veracruz – a well-designed and reasonably attractive seven-passenger mid-size crossover SUV whose sole mission, one might believe, was to thumb its nose at the more haughty Lexus RX350.

The argument goes something like this: Buy a Veracruz Limited (in my tester’s case, front wheel drive only), and for just over $33,000, you’ll get a laundry list of options that you’d pay thousands and thousands more for in a Lexus, or in the frankly more comparable Honda Pilot, Toyota Highlander, Subaru Tribeca or Nissan Murano.

And there’s plenty of truth in that. Without requesting extras, your standard Veracruz comes with a 3.8 liter V-6 producing 260 horsepower, a six-speed automatic transmission with a manual Shiftronic mode, plus attractive 18-inch alloy wheels and Michelin rubber, power adjustable and heated leather seating, a fancy Infinity stereo with XM Satellite radio and even a power liftgate.

There’s third-row seating, sliding second row seats, a sunroof, dual exhaust and a backup warning system. The Veracruz looks like a blend of the 2005 model Acura MDX, bits and pieces of the BMW X5 and … well, yes, a lot like a Lexus RX350.

While the “get almost the same vehicle for much less” argument will certainly get Hyundai some traction in the crossover market, the basic problem is that attacking the Lexus crowd is a lot like saying a $35 RCA stereo, purchased at Wal-Mart, will do the same basic functions as a very, very expensive Bang & Olufsen stereo system – i.e. play CDs and allow you to listen to Biff America or “Eggs Over Irie.” That is technically true but … uh … well, stick with me for a minute.

Sadly, those who want a Lexus will probably still buy a Lexus and will get a somewhat more expensive vehicle that is still just an SUV but, is a Lexus and is not a Hyundai.

This is not a fight I chose to start – that was Hyundai’s decision – but if you’re talking smack about the epitome of slightly staid but tremendously well-designed Japanese automobiles, you have to accomplish a few simple goals.

The first would be a ride that is as smooth and solid as a Lexus. My week in the Veracruz suggested that this goal is being rapidly pursued, but hadn’t quite been achieved. The Veracruz, weighing in at 4,266 pounds, feels just a bit unwieldy when cruising the byways, as most mid-size SUV crossovers do. Steering is marginally vague and the suspension, while not quite as pogo stick-like as the Kia Sorrento, is just a little too happy to communicate every thump and bump in the road. Power is fine and plentiful (and earned me about 21 miles per gallon), but the basic ride and handling lack a certain sophistication.

The overall design, especially the interior details, come much closer to that goal, with a modern look epitomized by a ridged hood, bubbled headlamps, mirrors with signal repeaters and wraparound brake lamps, plus a rear spoiler and adaptable roof rails.

The Veracruz’s insides are very nice indeed, with loads of leather surfaces, comfortable and infinitely adjustable seating (even the third row has moderately comfortable space, provided those in the second row slide forward a bit) and a decoration scheme that includes woodgrain-styled trim, aluminum-styled plastic and glowing blue mood lighting. The heating and cooling system is great and even the center console box is cooled; rear passengers get their own air controls and a series of ceiling-mounted vents.

It’s a wonderful package and for those seeking mid-size perks with small-size pricing, the Veracruz is one to investigate. Just don’t expect a Lexus; you’ll get a very nice Hyundai.

BY Andy Stonehouse
special to the daily
September 14, 2007

Hyundai sport-ute rides with the big boys

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Hyundai sport-ute rides with the big boys

Hyundai is at it again.

This time, it attacks the upper-end sport-utility market with its luxurious-feeling Veracruz Limited. That’s the South Korean automaker’s top-level sport-ute, and it’s on par with some of the top models on the market.

The test vehicle was a sparkling black Veracruz Limited loaded with what Hyundai calls its “ultimate” package: a $2,950 option that includes adjustable pedals, memory power seats, a power tilt/telescope steering wheel, a rear-seat DVD entertainment system with surround sound and a 115-volt outlet, rain-sensing wipers, lighted door sills and a remote key fob.

That, along with $125 for carpeted floor mats, takes a fancy sport ute that starts at $32,305, including destination charges, to $35,380. Sounds like a lot, but is smack dab in the middle of the luxury sport-ute market that includes Acura’s MDX, Buick’s new Enclave and the Lexus RX350.

On performance numbers, it competes well with all of them.

Veracruz, in all its models, features a 3.8-liter V-6 that generates 260 horsepower. The Acura, for example, has a 3.7-liter V-6 that creates 300 horses, while the Lexus 3.5-liter V-6 creates 270 horses and Buick’s 3.6-liter V-6 delivers 275.

Size is similar, too. The Veracruz checks in at 190.6 inches long, while the Acura is 190.7. The Buick is longer at 201.8 and the Lexus slightly shorter at 186.2 inches.

Note, too, that the Veracruz can be had for less than the Limited’s mid-$30,000 price tag. The base GLS model starts at $26,305 with the all-wheel-drive model starting at $28,005. Moving up to the mid-level SE puts the starting price to $28,005 and $29,705 for the AWD version.

So how does it drive?

Pretty well, starting with the handling, which features fairly firm steering with a heavy wheel feel. Most folks will associate that with quality because it’s similar to that of the Japanese luxury makes. More importantly, the Veracruz corners well. You can put it into a corner at speed and it will track well with little lean and without the rear-end wanting to come around.

Hyundai assures solid control with both stability and traction control systems to help keep the wheels from spinning in the wet, or the ute from wanting to swap ends. All that is controlled through the braking system, an anti-lock system with discs front and rear. These do a great job of stopping the heavy feeling ute, too.

The engine also provides plenty of power, but the gearing in the smooth six-speed automatic gearbox isn’t quite what I’d expect here to boost speed. This one is a little slow away from stoplights but picks up the pace after about 35 mph. You can tromp the gas pedal to get it up to speed more quickly, but normal acceleration is a little lackluster.

Ride is good in most conditions, and its long wheelbase helps. But a bit more dampening could take the edge off the ride on really bumpy roads.

Inside, you’d be hard pressed to separate the Hyundai from the other luxury models in this price range. This one had a tan and brown leather interior with a dark brown dash top and steering wheel, plus a wood-look trim between the dark textured top and lighter lower portion of the dash. Buttons and dials feature a pewter-look finish.

Seating is mildly contoured but very comfortable, front and rear. Veracruz also comes with a fold-down third-row seat that when stowed gives you oodles of storage space in back. Both rear seats are easy to maneuver and have plenty of cup holders, plus overhead lighting and air vents.

Other goodies include a sunroof and shade, steering wheel audio controls, HomeLink, keyless entry, a power rear hatch, trip computer, 18-inch five-spoke alloy wheels and Michelin tires, fog lights, a rear spoiler and roof rack. Add to that tire pressure monitoring and side airbag curtain, a couple safety features that often add cost to the vehicle.

The Hyundai’s radio sounds great, too. The controls for it, as well as for the automatic dual climate control system, are easy to get at and use.

Gas mileage is good for a ute. I got 22.5 mpg in about an even mix of city and highway driving. The EPA says to expect 18 mpg city and 25 highway. All-wheel-drive models get a little less.

Complaints? Other than the somewhat slow pickup when pulling away from a stoplight, I’d like to see sun visors that slide to block out side sun. Other than that, Veracruz is a worthy competitor in its market.

Sept. 14, 2007
Savage on Wheels
Mark Savage

Test Drive: Veracruz Seems More Luxury Than Mainstream

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Test Drive: Veracruz seems more luxury than mainstream

Hyundai’s 2008 Veracruz is mechanically identical to the ’07. The only changes are a few more available options and the way some features and options are packaged.

Being either bold or absurd, South Korean car company Hyundai compares its newest SUV, Veracruz, to the Lexus RX 350.

The vehicle’s $27,000 starting price, for instance, is “$11,000 below Lexus RX 350,” Hyundai bragged when it launched the vehicle earlier this year.

The popular Lexus crossover SUV was the benchmark that Hyundai used developing the Veracruz, says John Krafcik, vice president in charge of product design for Hyundai Motor America. The automaker needed a so-called stretch goal because it knew that the Veracruz would hit the market amid redesigned Toyota Highlander and, next year, Honda Pilot, as well as the new Mazda CX-9 and General Motors’ Saturn Outlook/GMC Acadia twins.

Hyundai hoped a premium treatment of a mainstream model could give it an advantage. Trend-meisters call that the “democratization of luxury” — deluxe features and luxury execution in mid-price products.Drive time in a 2008 Veracruz shows that Hyundai came close enough.

Hyundai launched Veracruz in the spring as a 2007 model but has replaced it after a few months with the mechanically identical 2008. Only changes are a few more available options and the way some features and options are packaged.

Test model was an ’08, close to loaded and priced about $39,000, which is enough to make you think at least twice before choosing it instead of a more proven model.

“When you buy a Toyota, you don’t have to explain. When you buy a Hyundai, especially a $35,000 Hyundai, you have to explain,” acknowledges Krafcik. “We hope you can just sit your neighbor in the vehicle and that will explain.”

Salients during the drive, which was a mix of suburban runaround and highway jaunts.

•Driving feel: Good; well-balanced, almost sporty, at least by nose-heavy SUV standards.

Steering did as told and didn’t require multiple mini-corrections as some models (even premium brands) still do. Brakes felt firm enough to be reassuring. Suspension kept body movements in check sufficiently to encourage snappy cornering, yet provided a very smooth ride.

•Engine, transmission performance: Engine sound and feel were better than average in this category of vehicle, inviting a heavy foot. The six-speed automatic transmission shifted crisply up or down and was free of untoward, unpleasant, unwanted delays, stutters and stumbles that mar many reputable rivals’ gearboxes.

The snaky path for the gear lever was slightly balky and unnatural, though.

•Comfort: Seats in all rows were comfortable. First and second rows were actually roomy. The third row could accommodate adults briefly. The way-back has more legroom than Highlander, but at the expense of cargo room behind the third row, which is a minuscule 6.5 cubic feet.

The third row is split so you can fold half to stretch cargo space while using the other half for a seat. Toyota doesn’t give you that benefit on the redesigned Highlander, arguing that while it’s a nice feature to demonstrate in showrooms, nobody really uses the third row half-and-half, so why spend to make it so, and why complicate the raising and lowering mechanism?

Handiness is part of overall comfort, and it was more-or-less good in the tester.

Controls were big and obvious. Gauges likewise, but in the tester, the dashboard illumination couldn’t be dimmed sufficiently to avoid intruding on night vision. At night, you want as little light inside as possible. The darker the interior, the wider your eyes can open to see the dark road.

Ceiling notches where you grab the sun visors are on the outboard ends. Your hand naturally reaches for the inboard edge. New notches next year, Hyundai says.

Hookup for an iPod or other MP3 player was a throwback. It’s an FM modulator instead of a direct-to-the-stereo link. You plug in your MP3 as usual, but then have to tune the car’s radio to 88.3 on the FM band to receive the player’s signal and route it through the vehicle’s stereo. The ’09 Veracruz will have the conventional hard-wired link plus a USB port, Hyundai says.

The optional navigation system — first time Hyundai has offered a built-in navi — had the desirable bird’s-eye view that seems easier to read than the flat map view of most navigators. It lacked sufficient street names, however. And its color and size coding strangely showed some pretty puny paths as major byways, further confusing you in unfamiliar areas.

•Ambiance: The well-equipped tester seemed like a luxury vehicle rather than a loaded mainstreamer. Smooth, quiet, rich-looking and -feeling inside. More than equal to the challenge of Highlander and could be for CX-9 if you don’t need the best cargo space and can settle for slightly watered-down sportiness instead of the Mazda’s real thing.

No noises, mismatched parts or askew trim were noted; nothing to signal that Veracruz had cut corners in materials or manufacturing.

Hyundai, as a brand, gives mixed messages on quality and reliability. The brand scored exactly average in problems the first 90 days of ownership in this year’s widely watched Initial Quality Study by J.D. Power and Associates. That’s behind last year’s third-place finish, just behind Lexus.

Hyundai’s Accent was among the top three subcompact cars; Elantra was among the top three compacts; Tucson was among the top trio of compact SUVs.

Veracruz is essentially an enlarged Santa Fe, but it’s hard to predict whether the enlarging will help, hurt or not affect Veracruz when it’s included in next year’s IQS.

Hyundai, as a brand, has scored below average in Power’s dependability studies, which measure reliability of three-year-old vehicles. Accent was a top finisher among subcompacts, however. And each new Hyundai seems to improve.

The long Hyundai warranty, better than some luxury brands offer, provides some peace of mind.

The real question isn’t how well the Veracruz compares to the Lexus RX, but whether its $2,000 price advantage, roughly, is enough to draw buyers away from the likes of Highlander and CX-9.

2008 Hyundai Veracruz

•What is it? Midsize, seven-passenger crossover SUV new to Hyundai’s line; loosely speaking, a big Santa Fe. Available with front- or all-wheel drive. Manufactured in South Korea.

•How soon? 2007 model went on sale in March. Mechanically identical ’08 went on sale in August.

•How much? GLS front-wheel drive (FWD) starts at $27,595 including $695 destination charge. GLS all-wheel drive (AWD) is $29,295. SE FWD is $29,295. SE AWD is $30,995. Limited FWD is $34,745. Limited AWD is $36,445.

•How many? 20,000 to 25,000 a year.

•What’s the drivetrain? 3.8-liter V-6 rated 260 horsepower at 6,000 rpm, 257 pounds-feet of torque at 4,500 rpm; six-speed automatic transmission with manual-shift mode; traction control.

Optional AWD normally operates as front-drive, shifts power to rears under hard acceleration and when fronts slip. Unusual among crossover SUVs, driver can lock AWD into 50/50 split for unusually challenging conditions.

•What’s the safety gear? Frontal, side-impact air bags in front, head-curtain air bags for all rows; anti-lock brakes; stability control.

•What’s the rest? Standard on all models: climate control with rear controls; AM/FM/XM/CD/MP3 stereo with FM modulator hookup for MP3 devices; power steering, brakes, locks, mirrors, windows; cruise control; remote-control locks.

•How big? Longer, heavier than Toyota Highlander; shorter, lighter than Mazda CX-9; wider than either. Veracruz is 190.6 inches long, 76.6 inches wide, 71.1 inches tall with roof rack (68.9 inches without), on a 110.4-inch wheelbase.

Weight is listed as 4,266 pounds for FWD, 4,431 pounds for AWD. Cargo space in cubic feet is listed as 6.5 behind third row, 40 when third row’s folded, 86.8 when second, third row are folded.

Rated to tow 3,500 pounds. Rated to carry 1,477 (AWD) or 1,466 (FWD) pounds of people, cargo.

•How thirsty? FWD is rated 16 miles per gallon in town, 23 on the highway, 18 in combined driving. AWD is 15/22/18.

Test vehicle’s trip computer showed 14.3 mpg in 215 miles of mixed suburban and highway driving.

Regular (87-octane) gasoline is specified. Tank holds 20.6 gallons.

• Overall: Worthy of a shopper’s — even a luxury shopper’s — short list.