Veracruz 1st Hyundai to top $25,000

Hyundai has done it- moved across the $25,000 starting price level for a new vehicle.

The brand that for years was known in the United States for its low-priced vehicles and industry-leading warranty coverage now has a new model that’s priced upward of $26,900.

It’s the 2007 Veracruz crossover sport utility vehicle that joins nearly a half dozen other new crossovers in the market this year.

With standard three-row seating, comfortable ride and handling, rich styling and amenities and healthy 260-horsepower V-6, a two-wheel drive Veracruz starts at $26,995. With all-wheel drive added, the starting manufacturer’s suggested retail price, including destination charge, is $28,695.

The previous most-expensive Hyundai – the 2007 Azera sedan with luxury appointments – has a starting price of $24,895.

Indeed, the test top-of-the-line Veracruz Limited with all-wheel drive, was priced at just over $38,000.

Competitors include the 2007 Honda Pilot, which starts at $27,690 for a two-wheel drive LX with 244-horsepower V-6, and the 2007 GMC Acadia, which starts at $29,990 for a two-wheel drive SLE with 275-horsepower V-6.

The Veracruz rides on a platform that’s longer and wider than Hyundai’s Santa Fe SUV.

But the personality of the Veracruz is more refined than that of a Santa Fe.

The interior of the test vehicle was surprisingly quiet, almost like that of a Lexus, and while the Veracruz felt well-planted to the pavement, the ride was compliant and pleasant – not busy or harsh, even in the tester with uplevel, 18-inch tires.

It clung to off-camber, downhill curves with tenacity and passengers didn’t feel unsettling, abrupt body sway. Rather, the body structure seemed well-controlled and weight shifted predictably to give the driver confident handling.

And the turning circle of 36.7 feet was surprisingly tidy.

The only engine – a 3.8-liter, double overhead cam V-6 with continuously variable valve timing – was readily responsive from the get go, had plenty of passing power on highways and seems well-matched to a vehicle that can carry up to seven people.

It’s the same engine that’s in the Azera and Hyundai’s Entourage minivan and needs only regular gasoline.

Torque peaks at 257 foot-pounds at 4,500 rpm, which is more than the 240 foot-pounds at 4,500 rpm in the 244-horsepower Pilot.

At 18 miles a gallon in city driving and 25 mpg on the highway for a two-wheel drive Veracruz, this Hyundai’s government fuel economy rating is even a tad higher than that for the Pilot.

Best of all, the Veracruz comes with all safety equipment standard, including six air bags, active front head restraints to reduce whiplash injuries, antilock brakes and electronic stability control.

And it earned the top rating – five out of five stars – in the federal government’s front and side crash testing.

There was nary a vibration or nuisance sound in the Veracruz drive. I kept listening for wind noise, especially at highway speeds, but there was little of it and there was little road noise from the tires.

Hyundai uses active engine mounts under the hood that change from soft to firm to manage engine idle vibrations at idle as well as on the highway.

Standard equipment on all models includes air conditioning with controls for rear-seat passengers, steering wheel-mounted controls for the audio system and cruise control, a dual exhaust and audio system with MP3 and XM satellite radio capability that comes with free, three-month XM radio service.

By Ann M. Job THE ASSOCIATED PRESS

Hyundai Veracruz has room, with or without kids

Lexus-like crossover vehicle capitalizes on style, trend toward third row of seats

If I’m reading the U.S. census data correctly, California ranks second behind Utah in the average number of family members per household. Utah I get. I mean, I’ve seen “Big Love.” But California, land of selfish singletons, DINKs (double income, no kids) and others with, shall we say, unfruited loins? Maybe we’re not the godless child-haters we’re alleged to be.

And yet, something about the current burst of third-row crossovers and sport utility vehicles — prominent examples include the Mazda CX-9, the BMW X5, the Acura MDX, the Buick Enclave — doesn’t quite add up, sociologically. If the average family size in the United States is 3.84 — so sayeth the U.S. Census Bureau — and the average number of children younger than 18 in those families is holding steady at 1.86, well, why the sudden pressing need for more seats? If, as social scientist Robert D. Putnam suggests, Americans are more isolated than ever before — “Bowling Alone” is the wistful title of his recent book — well, who’s to fill this suddenly indispensable third row?

The rise of third-row seating, it seems to me, is a classic case of a manufactured need. Most people who spend the extra money don’t actually need a sixth and seventh seat; it’s merely that they have been possessed with the anxiety of not having them. My God, one day we might have friends, and then what will we do?

In any event, California is prime territory for the new 2007 Hyundai Veracruz, another Lexus-alike from the Korean company that has learned to squeeze the grooves off a dime. Like the Sonata and especially the Azera sedan, the Veracruz exudes the kind of feels-like-stealing quality that instantly predisposes one to overlook whatever flaws there might be. Under the river rock-smooth nose is the same 3.8-liter, 260-hp V6 as in the Azera, mounted to the chassis with electronically controlled, vibration-damping engine mounts. Instead of a five-speed automatic, the Veracruz is equipped with a six-speed automatic, though the gear ratios are exchanged with such slippery smoothness it all feels like one big gear.

The base-level vehicle, the GLS, starts at $26,995. Our test vehicle, a Limited with all-wheel drive and all the trimmings, including a $3,200 rear-seat DVD system (You imaginary kids quiet down back there and watch your “Shrek”!) retailed for $38,020. The Veracruz has five trim levels, each available with all-wheel drive.

Among midsize, seven-passenger Japanese kinda-crossovers, vehicles such as the Subaru Tribeca, the Suzuki XL7 and the Mitsubishi Endeavor, it’s a bitter dogfight. The Veracruz has the glossy, overachieving veneer, leather and faux alloy-and-wood interior trim to reward the bargain-shopping sybarite. There’s a kind of aero languidness draped uphill from nose to tail and black-clad underbody obviously inspired by the Lexus RX350, or it might just be a good idea in packaging and sightlines that Lexus got to first.

Inside, the Hyundai’s debt to the Lexus edges toward larceny, with the faux-alloy finish on the geometrically organized triple-stack controls, central rotary dial for the AC, and vertical air outlets all cribbed from the RX350. Of course, cosmetics are easy to copy. What’s harder to imitate is Lexus’ hermetically sealed quiet, the still and untroubled volumes of the cabin. The Veracruz is deeply quiet, well damped in every direction.

This is a fairly big, fairly tall vehicle, with a bit of loll and roll in its handling, but it’s sufficiently composed that you can drive it hard into an off-ramp without feeling out of control. The suspension is more velvety than rubbery. That said, you should not expect much in the way of driver rewards in the Veracruz. If steering feel, braking and cornering are high on your list of priorities, you would be better off with a used RX350.

With 257 pound-feet of torque, the V6 pulls its own weight and then some, though our test vehicle, with the heavier all-wheel-drive propulsion, felt logy at the throttle. The AWD includes a standard multidisc center differential; what’s not standard, and is welcome, is the center-lock differential, which splits the engine power evenly between front and rear axles.

The Veracruz’s raison d’etre is, naturally, the third-row seat, accessed by way of a simple lever on the second-row seats.

The second row slides forward 5 inches, thus making the third-row seats survivable. This is another strange thing about the third-row phenomenon. It is, as yet, unproven that you can make three rows of seats comfortable and accessible, if the vehicle in question is not a Chevy Tahoe.

On the whole, complaints were few. The Veracruz’s build quality is first-rate, and the warranty could cover the vehicle until the kids are in high school. Safety engineering is abundant, with multiple air bags, stability control, tire-pressure sensors and other insulators against happenstance. The price is most definitely right, considering the slew of standard features, including XM satellite radio and Bluetooth connectivity.

2007 HYUNDAI VERACRUZ LIMITED

Base price (all-wheel drive): $34,005

Price, as tested: $38,020

Power train: 3.8-liter, dual overhead-cam V6 with variable valve timing; six-speed automatic transmission; all-wheel drive

Horsepower: 260 at 6,000 rpm

Curb weight: 4,470 pounds

0-60 mph: 8 seconds

Wheelbase: 110.4 inches

Overall length: 190.6 inches

Mileage: 17 city, 24 highway

Dan Neil, Los Angeles Times
Friday, June 29, 2007

Hyundai aims high and succeeds with its new Veracruz SUV

Imitation is the sincerest form of flattery, until the copycat makes itself better than the original. Then it is just annoying competition, but it raises the standard for all.

Lexus may not fear much competition from Hyundai, but Lexus quality and refinement in its RX 350 sport utility vehicle were the bench mark for Hyundai’s new and largest SUV, the seven-passenger Veracruz.

Hyundai is using Veracruz as practice for its move into the luxury segment. Next up will be the V-8-powered Genesis sport sedan, intended to compete with Acura, BMW, Lexus, Mercedes-Benz and others.

Whether Hyundai will be embraced as a maker of luxury vehicles in my lifetime is yet to be seen, but Veracruz engineering, quality of materials and attention to detail appears to have had a generous budget.

Veracruz is sold in three trim levels in front- or all-wheel drive. All models have a 260-horsepower V-6 engine, Hyundai’s first six-speed Shiftronic automatic transmission, third row seats that fold flat for easily expanded cargo space, electronic stability control and a three-month subscription to XM Satellite Radio.

Pricing ranges from $27,685 to $34,695 for the top-line, all-wheel-drive Limited, today’s test vehicle. With options, the test vehicle was $38,070. That’s about $10,000 more than Hyundai’s top-line Santa Fe crossover, a five-seater.

Veracruz competes with other seven-seaters, such as the Subaru B9 Tribeca, Honda Pilot and Toyota Highlander.

Hyundai is so confident in Veracruz that it bought six Lexus RX 350s as comparative vehicles on the ride and drive for the national media launch in San Diego.

“And it was a cheeky thing to do,” said John Krafcik, Hyundai vice president of product planning.

Yes, but the current Lexus RX came out in 2004 and had a face-lift and new engine for 2007, so it is in the middle of its product cycle.

“But it’s still the bench mark premium crossover and sells like hotcakes,” Krafcik said.

Attention to detail is seen and felt throughout the Veracruz. The center instrument console has a Lexus RX-like arrangement of controls and vents, which is a practical and ergonomic layout. There is a woven fabric headliner and visors with extenders and covered mirrors. Latches and switch controls operate with smoothness and ease.

Doors open wide and close with a secure action. Two small storage boxes in the instrument console are spring-loaded for graceful opening, just as in a Lexus. A small, felt-lined box in the console is ideal for holding a phone and there’s a 12-volt power outlet to accommodate a charger. A conversation mirror is integrated just above the rearview mirror and rotates into position with the press of a button. Even the tick-tick of the turn signal will not annoy.

Sightlines for the driver are open, access to the third row is simple enough for the agile and there is decent legroom for those who will fit back there, with plenty of grab handles to get the job done. Seat backs fold flat with the simple pull of a lever. The second row also folds but not quite flat, as for sleeping on rainy camp-outs.

The smoothness of the engineering is also felt in the ride quality, in the fine leather on the steering wheel as it rotates through the hands and in the response of the throttle and brakes. The turning circle is particularly helpful at 36.7 feet, which makes tooling around the mall for a tight parking spot a no-stress adventure.

Safety features are also luxury class, including standard electronic stability control – also standard in 63 percent of the Hyundai lineup and side-curtain air bags for all rows.

The standard equipment list includes many luxury features, but others, such as rain-sensing wipers, adjustable pedals and power tilt and telescopic steering wheel (manual is standard), are available in packages.M

But Krafcik had to draw the line somewhere on the freebie list. Carpeted floor mats, even on the top-line Limited, are a $125 option. The Ultimate package includes brushed stainless steel doorsill plates with a lighted Veracruz cutout.

About the only feature not available, but appreciated, would be a rear backup camera; however, there are backup warning tones. Hyundai doesn’t offer a rear camera – yet – because those typically are packaged with a navigation system with a DVD screen. And Hyundai doesn’t offer a navigation system, but one is planned.

Navigation systems are readily available but quickly outdated. Hyundai is considering a simpler plug-and-play system that can be updated at a home computer.

The big benefit of not offering navigation is that the electronic controls for all in-car functions are through buttons and knobs. No joystick controllers needed to page through screens of information to change radio stations or adjust fan speed. Just reach, press and enjoy.

The function and utility of Veracruz is over-thought and over-engineered, yet much appreciated. Now, wrap all of this refinement into a striking sedan body – Genesis – and Hyundai will have a credible new luxury car.

Don’t believe me? Check out the Veracruz.

By Mark Maynard Wednesday, June 27 2007, 12:05 AM EDT

Hyundai Veracruz The New LUV

LUV? What is LUV??

And no, we are not talking about some new chat lingo or cell phone texting shorthand. LUV stands for Luxury Utility Vehicle.

As the market exploded for the traditional SUV (Sport Utility Vehicle), many consumers wanted the power and performance of these popular automobiles but also wanted the style and comfort of there preferred automobiles.

The ever changing world of car consumers demanded that car manufacturers keep up with the demands of a fast paced society and recognize that while the demands placed on multi income families required a vehicle which could be used for many utility purposes, the drivers still wanted style and class in their automotive choice.

The answer came from quite an unexpected source. Hyundai, long known for small compact economy cars, introduced an entire line of cars to meet this growing demand for the best of both worlds. The Hyundai Veracruz is the top of the line in their LUV series of vehicles.

Debuted in South Korea in 2006, this functional yet stylish auto is now available in the US starting back in 2007. When first launched, this Hyundai was mistaken for a Lexus or other more expensive cars. This, many believe, was Hyundai’s intention and it is believed by car experts that this is the launch of an entire new line of cars by Hyundai which will compete with other luxury car manufacturers such as Cadillac, Acura, Lexus, Infiniti, and Lincoln.

The other automobiles in this new LUV line of cars is the Santa Fe series as well as the Azera series. The Veracruz, however is the largest in the LUV line until the proposed Portico series which is scheduled for launching in 2009.

But for now the Hyundai Veracruz is the top of the line LUV and deserves a serious look for those car consumers who want performance and comfort in their cars as well as raw power and versatility.

But how does it really stack up against the other cars in this class? After all, if the Lexus RX 350 is indeed the target, does the Veracruz meet the mark or miss the target completely?

Most experts agree that the Hyundai Veracruz does indeed meet expectations and performance standards of any car in the LUV class. While the looks of the car, as judged by some, is generic and forgettable, on power, performance, quality and safety issues, the Veracruz is a car to consider if looking for a cheaper option to the Lexus or other luxury car in this class.

At a starting base price of around $27,000 the Hyundai Veracruz is an enticing option in this market and many will love the LUV.

Sat, 16 Jun 2007, 14:34

Hyundai is moving on up

TEST DRIVE | Takes giant leap with the mid-size crossover Veracruz, which offers an array of wonderful amenities to put its interior into the league of a Lexus

The new Veracruz mid-size crossover might cause folks to consider Hyundai able to make vehicles that match in many ways vehicles from automakers such as Toyota and Honda. It’s the type of vehicle Hyundai needs in its major push to considerably upgrade its image.

South Korea’s Hyundai says it’s aiming the Veracruz — named after a tourist-destination Mexican state on the Gulf of Mexico — squarely at the Toyota Highlander and Honda Pilot. The Mazda CX-9, Subaru Tribeca and Saturn Outlook also are rivals. So is — dare we say? — the Lexus RX 350.

The seven-seat Veracruz has a quiet Lexus-style interior like no other Hyundai interior, with soft-touch materials and excellent fit-and-finish. It’s spacious, with an especially roomy second row seat area. A third-row seat is easily reached via the sliding, split second-row seat and can accommodate two adults in reasonable comfort — at least for shorter trips. It includes its own roof-mounted vents.

The 50-50 split third seat folds into the floor without needing to yank the headrests and store them elsewhere.

The Veracruz rides on a stretched rigid unit-body Hyundai Santa Fe SUV platform. It looks slick, with impressively tight panel gaps, although thick back roof pillars partially block rear vision. It’s thus a good idea to often check the large outside mirrors when making moves in traffic. It’s also a good idea to use the turn signals when changing lanes, although even the turn-signal stalk’s clicks sound just right.

The Veracruz comes with front- or electronic all-wheel drive and costs from $26,305 to $34,005. Trim levels are entry GLS, mid-range SE and top-line Limited.

All have a sophisticated 3.8-liter, 260-horsepower V-6 also found in Hyundai’s flagship Azera sedan. The V-6 lets the Veracruz scoot from 0 to 60 mph in 7.8 seconds and provides good merging and 65-80 mph passing times.

The engine delivers an estimated 18 mpg in the city and 25 on highways, not bad for a vehicle that weighs 4,266 pounds with front-drive and 4,431 pounds with all-wheel drive. Only 87-octane fuel is needed.

The engine is mated to a crisp-shifting six-speed automatic transmission with a manual shift feature.

The dual-overhead-camshaft V-6 has continuously variable valve timing and a variable intake system for good response at all speeds. It rides on newly developed semi-active mounts that harness engine vacuum to offset engine vibrations. The result? Subdued engine noise.

Hyundai hasn’t forgotten value for the dollar in its move upscale. For instance, the Veracruz is loaded with comfort, convenience and safety equipment.

Even the GLS has such standard features as air conditioning with separate rear climate controls, cruise control, tilt/telescopic wheel, AM/FM/XM/CD/MP3 audio system with six speakers — along with power heated external mirrors and power windows, tailgate lock and doors with remote keyless entry.

The SE adds a power driver’s seat with lumbar support, 18-inch (up from 17-inch) wheels, leather-wrapped wheel and shift knob, automatic headlights and a cooled front center console storage area.

Hyundai throws just about everything in the Limited. It has leather upholstery, power front passenger seat, heated front seats, dual-zone automatic climate control, power tilt/slide sunroof, backup warning system and a power tailgate. It’s even got a windshield wiper de-icer.

Not enough? Then there’s the aptly named $2,950 Ultimate Package for the Limited. Its items include adjustable pedals, power tilt/telescopic wheel, a “family essential” rear DVD entertainment system with surround sound audio and rain-sensing wipers.

STILL not satisfied? Then get the Ultimate Package with the Premium Black/Saddle interior for $3,200.

As for safety, all trim levels get electronic stability control with traction control, anti-lock braking with electronic brake force distribution and brake assist — and front side air bags and side curtain bags for all seating rows.

Desirable options exist for versions other than the Limited. It might be hard to pass up the $1,950 Premium Package for the entry GLS. It contains the power tilt/slide sunroof, power driver seat, heated front seats and backup warning system — a good family feature to have.

Likewise, the $3,350 Premium and Leather Package for the SE looks good — if rather pricey. It features the sunroof, leather seats, heated front seats and Infinity CD/MP3 changer audio system. There’s also a $1,600 Entertainment option for the SE that requires the Premium/Leather option but contains the DVD system with a surround sound audio system.

I tested the $32,305 front-drive Limited and found the steering rather numb near the on-center position, although it’s quick enough and there’s a tighter minimum turning radius than the shorter Lexus RX 350’s.

Handling is good, although there’s a fair amount of body sway when taking curves in a spirited manner despite front/rear anti-sway bars. The all-independent suspension provides a firm but supple ride, although the suspension occasionally clunks over large bumps. The brake pedal has a nice positive feel, and stopping distances are OK.

Getting in and out calls for a little extra effort, and occupants sit high. The front bucket seats provide good support, and gauges are easily read. Climate controls are large and major controls are easily reached, especially the driver’s power window controls. However, the low, foot-activated parking brake can hit the side of a driver’s ankle.

The console storage bin is fairly deep and doors have storage pockets. Front cupholders are positioned to avoid spills and are conveniently ringed with blue light during night driving.

The cargo area is impressively large, especially with the third-row seat folded out of the way. And the second-row seatbacks also fold.

The Veracruz makes one wonder if, indeed, Hyundai will attain more Lexus-style polish — at Hyundai prices.

June 9, 2007
BY DAN JEDLICKA Sun-Times Auto Editor

2008 Hyundai Veracruz Limited AWD Road Test

At first glance, it might seem a bit strange that Hyundai is introducing yet another seven-occupant midsize crossover SUV, being that it recently upsized its Santa Fe to compete directly with the Toyota Highlanders and Honda Pilots of the world. Well, let me assure that your inquiring mind will quickly be put at ease when you see the new Veracruz in its entirety. From the outside in, Hyundai’s largest crossover is like nothing the brand has ever produced before. Its full assortment of standard and optional luxury features, fine attention to detail, high quality materials and rich, upscale styling will finally turn nonbelievers into advocates. Yes, what was previously an upstart from South Korea is now not only capable of going up against the best Japan’s entry-level brands have to offer, but might even be knocking on the doors of the Pacific island’s premium models.

When I initially saw it at the Detroit auto show I couldn’t help but think that Hyundai was vying for Lexus’ RX limelight, as its basic shape seems like it came together after stirring a large dollop of the first RX 300 in with a spoonful of the current 350. Don’t get me wrong, as Hyundai’s latest has a number of unique exterior styling cues too, such as its chrome trimmed smiling grille, and at the other end its rather attractive rear combination taillight clusters; I’d like to see the latter’s LED option, available in other markets, offered here in the U.S. Most I’ve spoken with find it a pleasing design, especially women, and everyone is impressed with how well its panels are put together, with gaps tight and evenly spaced. But really, like I inferred at the onset of this review, everyone I showed it to came to fully appreciate the Veracruz once inside.

To clarify this point, after taking part in the press event and then more recently living with the Veracruz for a week, two days of which included a weekend getaway, I took a cue from the previously mentioned Detroit introduction, at which time Hyundai showed a reality TV-style video that started off with a few families taking part in what appeared to be a market research study held in a conference room, answering questions about what they would like in a new SUV, and finally ended up with each family living with the new Veracruz (badges removed) for a day. After all of the accolades, each was asked which brand they thought created this nameless crossover, at which point all named luxury nameplates and most, not surprisingly, picked Lexus. My imagination getting the better of me, I thought of a good friend who is extremely well off (just recently sold his 12,000 square foot home with a separate theatre room and an indoor swimming pool, located in one of this city’s best neighborhoods), and could buy any vehicle he could ever dream of owning if cars mattered that much to him. They don’t, and neither does showing off his wealth (something I just can’t help but admire) and therefore he drives a previous generation Lexus RX 300 (and only moved up from a Grand Cherokee because he didn’t like the white faced gauges in the newer model). Lately, however, he’s been questioning me on other vehicles in this class, as it’s time for something new. An opportunity to hold my own case study just couldn’t be riper.

I pulled my friend aside at church and asked him to come outside to look at a new crossover. His wife caught on to what we were up to and eagerly joined us, so the three of us headed out to the parking lot to check out the Veracruz. My friend, not realizing what it was or which company produced it immediately liked the overall shape and commented on how much it reminded him of his RX 300. He got in behind the wheel and was even more impressed with how nicely everything was laid out, the quality of all the materials, especially the optional saddle leather and the soft-touch dash plastics that even extend down below the steering column, the upscale buttons, knobs and switches and attractive Lexus-like vents, and as he proceeded to slot the key into the ignition, was even more awestruck by the optional proximity sensing key fob (a regular remote comes standard), and the fact that he didn’t need a key to start it up. He backed out of the parking spot and the rear parking assist started to beep as we approached a barrier, causing positive comments from his wife. A tight turning radius, at only 36.7 feet, made negotiating surrounding cars easy.

Sitting up front in the passenger’s seat I felt like the car salesman I once was (I was once willing to do anything to get into the car business), riding along and pointing out features, making sure to comment on how smooth the transmission shifts were and how powerful the engine was. Coaxing him to apply a little throttle, a wide grin stole across his face as the continuously variable valve timing equipped 260-horsepower 3.8-liter, 24-valve, DOHC V6 with 257 lb-ft of torque catapulted the Veracruz up the hill with a great deal more energy than he was used to. Just the same, it was wonderfully quiet and impressively smooth thanks to the comfort-oriented suspension boasting gas shocks all-round and a multi-link setup in the rear. The ultra-slick-shifting six-speed automatic added to the refinement, and he was even more impressed to see a manual shift mode feature. The Veracruz’s accurate rack and pinion steering and surprisingly agile independent suspension setup, not to mention standard 18-inch alloy wheels and tires, held to the road well during his test drive, giving him, and his wife who admitted to being extremely comfortable in back, a positive experience overall.

Back at the parking lot, my friend poked and prodded the Veracruz, enjoying the optional power rear liftgate, the quality of the carpeting and trim in the rear cargo area, and how easy lifting and lowering the third row of seats was. Asking if it was difficult to climb into that third row, I asked him to try it out himself at which point he did just that. We were all impressed that he fit in comfortably (well, I already knew he would as we’re about the same height and I fit in the third row with room to spare). He commented that some of the SUVs he already tried out didn’t offer room for his feet in the rearmost seats, something I’ve experienced all too often, but not so for the Veracruz.At the end of his half-hour session with Hyundai’s latest, my friend walked away thoroughly impressed, and seriously considering foregoing the Mercedes-Benz GL he was previously interested in, for a Veracruz. It didn’t hurt that Hyundai only wants $37K for the fully loaded example I showed him, while the GL starts at $53,175 and will top the hundred thousand mark if fitted with the same features (and, in all fairness, others the Veracruz doesn’t offer). While I don’t think Hyundai will be able to pull away every premium buyer, despite offering a vehicle with premium quality features and extremely good build quality, I was impressed with my friend’s reaction and wouldn’t be surprised if he showed up driving his very own Veracruz next Sunday.

And not being the savvy salesman I once was, I didn’t do the best job going over the details. I forgot to mention its standard traction and electronic stability control, ABS-enhanced four-wheel discs with EBD, anti-whiplash head restraints and six standard airbags that include curtain-type airbags protecting all outside occupants and result in five-star frontal and five-star side-impact crash test ratings from the National Highway Traffic Safety Administration (NHTSA), or the fact that you can lock out the optional all-wheel drive system in extremely slippery conditions for extra grip, or its automatic headlights, standard power tilt and slide glass sunroof, rain-sensing wipers, intermittent rear wiper, dual zone automatic climate control … although I did show him the rear controls on the back of the center console, which just happen to incorporate rear radio controls and a slot for the optional entertainment system’s DVD player. I didn’t mention the standard XM-equipped audio system either, that also boasts a CD/MP3 player. He’d want the top-line system anyway, which gets four additional speakers made by Infinity no less, for a total of ten, plus a six-disc, in-dash changer and external amp pumping out 605 watts of power. It’s impressive to say the least, and comes standard with the Limited.

I also pointed out the optional 115-volt plug in the cargo area, ideal for camping trips, and he noticed the audio controls on the steering wheel spokes and the leather-wrapped steering wheel on his own, not to mention the quality of the optional premium saddle leather; a high-quality cloth is standard. Personally I found the eight-way power adjustable driver’s seat on my tester exceptionally comfortable, thanks to a really supportive shape and the addition of an adjustable lumbar support. My friend, used to his Lexus chairs didn’t complain, so this is a good sign too. With the Limited package, the passenger’s seat is also power adjustable.

The Limited also gets electro-chromic side mirrors, although the convenient puddle lamps and integrated LED blinkers are standard fare. The chrome door handles are top-tier options, mind you, and segue well before opening the Limited’s doors and seeing the attractive metal scuff plates with optional lighted Veracruz embossed script. When sitting inside, the Limited also pampers with a memory system for the power tilt and telescoping steering column, power mirrors and driver’s seat … something else I forgot to mention … but it’s not connected to the power operated pedals for some reason. Yeah, I’m a bit rusty from my days on the showroom floor, but my enthusiasm for the car already had him wondering whether I would get a commission on the deal if he was buying.

Also unmentioned, the top-line Veracruz gets a Homelink garage door opener, plus I also didn’t take the time to fold down the 60/40 split second row, which shows off an amazingly spacious loading area with a flat load floor. Incidentally, the Veracruz is taller and wider than the majority of vehicles it’s up against, and has the most interior room of any vehicle in its class, at 150.6 cubic feet. Still, I can’t help but mention that Hyundai’s own Santa Fe delivers about 60-percent more cargo room behind the third row. C’est la vie, as the Veracruz’ third row is more spacious, and the larger CUV serves up significantly more cargo room behind the second and first rows.

On the negative, this is a weighty vehicle at 4,431 pounds, although it hardly feels cumbersome. The extra weight also helps when towing the CUV’s 3,500 pound maximum. Also, for such a large vehicle I enjoyed slightly better fuel economy than the EPA’s estimated 17 mpg city and 24 mpg highway rating, only needing to fill up the 17.2 gallon tank once during my entire week of driving, other than during a two-day road trip over to Bellevue, Washington. And another bonus going to the Veracruz over its premium-class rivals, it only needs regular grade gas.

During my test week there were a small number of things that disappointed, although none would be deal breakers. First off, the top-line Limited model optioned with the unique saddle brown leather can only be coated in metallic black, silver, beige or bronze paint (and it kind of conflicts with the silver), and the beige standard leather is the only interior hue available for all colors in the Limited model. The light blue or khaki, also available on the GLS would better suit the saddle leather; the base Veracruz gets the option of gray or beige leather.

Also, there’s no auxiliary jack for an external audio device, like an iPod. This is inexcusable in any new car; especially considering that this model is targeting families that will no doubt include teenagers … hmmm … maybe this is a bonus after all. And while the kids are grieving you can console them, literally, by dipping into the cooled center console under the armrest to retrieve cold beverages for everyone (and you can turn the air conditioning vent inside the storage bin off if you’re not using it for this purpose). Just above that you’ll find a shallow covered tray for stowing smaller items, that’s trimmed with a very Lexus-like velveteen cloth. Oh, and that velvet lining covers pretty well every lidded storage area in the cabin … very upscale stuff that Mercedes-Benz didn’t even offer in their ML until recently, and Lincoln still doesn’t now with their new MKX crossover (and other than adaptive headlamps and a massive sunroof, the Lincoln interior feels positively dowdy compared to the Veracruz).

Some buyers looking to move down market from premium brands will be disappointed that the wood grain trim isn’t genuine, although others will be happy that Hyundai chose not to deplete any hardwood rainforests in order to satisfy luxury gluttons, and the faux stuff is pretty realistic looking just the same. The Veracruz also doesn’t feature any wood on the steering wheel, popular with the well-to-do, or a full-length panoramic sunroof, critical for spoiling the kids. On that note the rear seats aren’t powered either, and there’s no air conditioned ventilation blasting through perforations in the leather … an atrocity! And no massage function? OK, in all seriousness I can live without all of these things, and if I didn’t test cars for a living I probably wouldn’t have even thought they could be had. But it does seem odd that there aren’t any optional 19- or 20-inch rims?

Also unlike top-tier premium SUVs, the Veracruz doesn’t include front parking assist sensors, an electronic parking brake or a powered third row, plus on the safety front other items aren’t offered, like knee airbags, adaptive front headlights that rotate in order to light up corners, a lane departure warning system, a blind spot warning system, an automated distance regulating cruise control system, or a pre-collision safety system like some high-end crossover SUVs will charge you through the nose for. While most of us can do without such exclusive and expensive hardware, some will complain that Hyundai also doesn’t offer a navigation system. Yeah, hard to believe they’re giving up such a prime opportunity to profit, but as I mentioned to my friend, you can purchase an aftermarket nav system for somewhere in the vicinity of $350 that’s better than most of the in-car ones, and fits into your pocket when traveling. Just the same, Hyundai promises a navigation system in the near future(probably by the mid-cycle upgrade, or about two to three years from now). I should add that without a nav system there’s also no rearview camera, another premium grade nicety.

In the end, nothing I mentioned would stop me from buying a Veracruz if I was in the market for a seven-occupant crossover SUV. Add to its many features an extremely strong “above average” nameplate rating by J. D. Power and Associates in its 2007 Initial Quality Study, plus a superb first-place ranking in Strategic Vision’s 2007 Total Quality Index, with the most vehicle segment leaders, and Hyundai is a good bet. Still, if these third party research firms aren’t enough to convince you, try a five-year, 60,000 mile bumper to bumper warranty on for size.

Truly, Hyundai is doing everything right. The Koreans appear as fastidious about quality as the Japanese, and possibly driven by an even more competitive spirit. The Veracruz is the perfect example of this spirit in the metal, the result being a crossover that bests pretty well everything in the entry-level class, and quite a few premium offerings that cost thousands more. I can’t help but feel sorry for the competition.

June 9, 2007
by Trevor Hofmann / American Auto Press

2007 Hyundai Veracruz Limited – Short Take Road Tests

A really big bang for the bucks.

Like the Tucson and Santa Fe before it, Hyundai’s third crossover SUV—and easily its largest—is named after a sunny tourist destination. In this case, the Mexican state of Veracruz on the Gulf of Mexico, a region renowned for umbrella drinks and for depleting the wallets of bleary-eyed Americans.

If the Veracruz likewise depletes U.S. wallets, it won’t be by much. The base front-drive GLS begins at $26,995; five trim levels later, this Hyundai tops out at $34,695. All ride on a stretched Santa Fe platform; all are powered by the 260-horse, 3.8-liter V-6 found in the Azera sedan; all come with a third-row seat; and all include an Aisin six-speed automatic, Hyundai’s first.

The Veracruz is aimed squarely at the Honda Pilot and Toyota Highlander, although its wheelbase and length are longer. It will also become a thorn in the sides of the Mitsubishi Endeavor, Suzuki XL7, and Subaru B9 Tribeca.

Our front-drive Limited test sample ($33,120) arrived with an alluring load of standard-equipment creature comforts: leather, an A/C-cooled center console, a sunroof, a tilting-and-telescoping wheel, a power liftgate, backup radar, a 315-watt Infinity stereo, stability control, and more.

Inside and out, the Veracruz emits a strong whiff of Lexus RX350—not a bad SUV to copy. Even the center stack, with its zillion buttons and switches, is Lexus-like. Three rotary HVAC controls would have simplified matters, but Americans nowadays equate complexity with luxury.

All of the Veracruz’s interior surfaces equal or exceed the finish of those in the Pilot or Highlander, apart from the cheesy “brushed aluminum” plastic on the steering-wheel spokes and center console. The front seats are firm and multi-hour comfortable, although the cushions could use more bolstering.

Fire up the Veracruz and what you notice first is what you don’t notice. There’s minimal road noise or engine noise, and the exhaust is as mute as Harpo. At both idle and WOT, the Veracruz is quieter than the Pilot or Highlander. Even the turn-signal stalk’s clicks are subdued.

Similarly Lexus-ish is throttle tip-in—gentle, gradual, almost lazy. Disable the stability control and you can churn the front Michelins for four feet at step-off. In the sprint to 60 mph, the Veracruz is 0.2 second behind the Pilot but 0.3 second ahead of a V-6 Highlander. Full-throttle upshifts are supremely smooth, and the V-6 evinces no peaks or valleys as it pulls to its 6500-rpm redline. Torque steer manifests only when you combine major throttle with a 90-degree turn. The standard-equipment manumatic proved so adept at matching revs on downshifts that we batted at it regularly on our handling loop. It still feels counterintuitive, however, to pull back for downshifts and push forward for upshifts.

Body roll is more pronounced than we’d like, but the upshot is a cushy ride.

2007 Hyundai Veracruz Limited – Specs

Except for a low seat cushion, the split middle bench is a gem—roomy for three and adjustable fore-and-aft by five inches. Yank one lever and the middle seat pivots forward to afford access to the third row, where a pair of adults can ride without complaint for, well, 20 minutes. With both rows folded flat, usable floor space measures about six feet deep and 45 inches wide—in total, an excellent 87 cubic feet, sufficient to swallow a bicycle whole.

Our beefs were few. The foot-operated parking brake hangs so low it sometimes rubs your shin. Rear visibility is diminished by the fat D-pillars. Although the speed-sensitive steering tracks like a champ and is nicely weighted, it doesn’t transmit much info about road textures, and your first warning of understeer is the stability control, which is aggressive about pulling out engine spark. At least you can turn it off. The underlying platform feels satisfactorily solid until you begin bouncing along muddy two-tracks, where our confidence would have been bolstered by the optional all-wheel drive ($1700).

Off the freeway, the Veracruz isn’t quite as engaging as the Pilot or Highlander, which are a titch more visceral, more hard-wired to the driver’s inputs. But the Hyundai’s ride, extra measure of isolation, and myriad standard features will be construed by many as a bonus layer of luxury. In fact, the Veracruz represents so much bang for the buck that Hyundai would do well to ditch its old flying-H logo, which still carries the “it’s all I could afford” stigma.

VEHICLE TYPE: front-engine, front-wheel-drive, 7-passenger, 5-door wagon

PRICE AS TESTED: $33,120 (base price: $32,995)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 231 cu in, 3778cc
Power (SAE net): 260 bhp @ 6000 rpm
Torque (SAE net): 257 lb-ft @ 4500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 110.4 in
Length: 190.6 in
Width: 76.6 in
Height: 68.9 in
Curb weight: 4470 lb

C/D TEST RESULTS:
Zero to 60 mph: 7.8 sec
Zero to 100 mph: 21.1 sec
Street start, 5-60 mph: 8.2 sec
Standing ¼-mile: 16.1 sec @ 89 mph
Top speed (governor limited): 122 mph
Braking, 70-0 mph: 185 ft
Roadholding, 300-ft-dia skidpad: 0.77 g

FUEL ECONOMY:
EPA city driving: 18 mpg
C/D-observed: 17 mpg

BY JOHN PHILLIPS, PHOTOGRAPHY BY JEFFREY G. RUSSELL
Car & Driver
June 2007

Hyundai Veracruz vs Lexus RX350

Can you really compare an aggressive Korean contender to the class standard? We just did.

“Bring it,” said our contact at Hyundai. “We know we have a great price/value story in the Veracruz, but forget that. We want to take on the Lexus, straight up.” Okay, pal. You got it.

With its most recent round of product introductions, Hyundai has gone from price-driven alternative to legit player in several vehicle categories (the same can be said for corporate cousin, Kia). The designs, most of which now originate in Southern California, are clean and handsome, quality has jumped by leaps and bounds, and performance has come up to class average in most cases. The Veracruz (June 2007) is Hyundai’s newest crossover entry, slotting in above the Santa Fe with more room and features and a third-row seat.

Lexus’s RX pioneered the notion of the midsize, car-based, luxury crossover in 1999 and was Motor Trend’s first Sport/Utility of the year. That original RX 300 go a makeover, becoming the RX 330 in 2003, and the larger-engined RX 350 in spring 2006 as a 2007 model (our tester is a 2008). It remains the gold standard in the category and has spurred at least a half-dozen imitators.

From a brand standpoint, Lexus flies first class all the way. Hyundai established itself two decades ago with compact cars sold primarily on price and has been trying to upgrade from coach ever since. But the two end up meeting at the intersection of RX 350 and Veracruz Limited AWD.

The Limited is the top-drawer Veracruz combining every feature Hyundai has in its bin, plus all-wheel drive. The RX isn’t available in 2WD, and even a base-equipped RX 350 is lavish by comparison. But as equipped here, they both have all the stuff a luxury crossover buyer will want, including leather upholstery, heated seats, power everything, impressive audio systems, a comprehensive safety package, power rear liftgate, rear-seat DVD player/screen, 18-inch rolling stock, traction and stability-control systems, and four-wheel disc brakes with ABS. The Hyundai’s 3.8-liter V-6 is rated at 260 horsepower. Lexus’s 3.5-liter V-6 cranks out 10 horsepower more, but requires premium fuel to do so (the Veracruz runs on regular).

As tested here, the Lexus costs just over $10 grand more than the Hyundai, but packs a few goodies that the Veracruz can’t match. This RX has an optional nav system with backup camera, which would add $1500-$2000 to the price of the Hyundai—except for the fact that it doesn’t offer one. Hyundai says it’s coming before the end of this year. The RX also has adaptive HID headlights, real wood trim instead of the Hyundai’s plasti-wood, and a power retractable cargo-area tonneau. So some of that price gap is made up for by meaningful equipment. But the Veracruz gets a few swings in, too, with sweeteners like a 115-volt powerpoint in the cargo area, adjustable pedals, and a “coolbox” console.

You don’t have to stare too hard to figure out what Hyundai was looking at when it styled the Veracruz; think of it as an RX 350 at about 110 percent. Both are attractive, clean, and modern, devoid of unnecessary gingerbread. The Veracruz is 4.4 inches longer overall, riding on a 3.5-inch-longer wheelbase. It’s also 2.8 inches taller and four inches wider. The only layout difference is that those extra inches in all dimensions allow Hyundai to add a folding third-row seat, increasingly important to crossover/SUV buyers these days. And it’s a useful way-back seat, too; plenty of room in all dimensions for average adults. It’s split 60/40, and each panel folds with the flip of a lever. The second-row seat slides forward for easy access and is also adjustable fore and aft. With all seats folded, both carry a ton of stuff, although the Veracruz’s cargo bay looks larger than the 2.1-cubic-foot EPA volume difference between it and the Lexus indicates.

In terms of performance, the RX’s 10 more horsepower has about 400 fewer pounds to pull, so it wins all the acceleration contests. It’s ahead by a second on the 0-to-60 mark, and that differential holds most of the way through the quarter mile, where the edge is still eight-tenths of a second. Both engines are strong, relatively quiet (with the nod to the Veracruz), and have wide torque bands thanks to the variable valve timing. In the 60-to-0 braking contest, the Lexus stopped five feet shorter than the Hyundai, but since production tolerances between the vehicles often results in variances larger than that, call it a draw.

The Hyundai is the happier handler, though it’s 2.1 seconds quicker through our figure-eight test, which combines transitional handling, grip, acceleration, and braking. And it grips through the skidpad at 0.77 g versus the Lexus’s 0.68 g run. Is the Hyundai chassis that much superior? No. It’s the RX’s insistence in keeping you overly safe that electronically inhibited its performance. It sensed that our max-handling performance testing was impending accident doom and lit up the stability control at anything more than the slightest provocation. Beepers beeped, brakes braked, and the throttle was dialed out until the RX 350 knew we weren’t going to crash. This also was the case on our mountain road loop, even during moderate cornering. The Lexus computer wizards need to dial the electronannies back a notch or two.

In real-world driving, both do the job nicely and will take you and your occupants anywhere you want to go in comfort. Ride quality is about equal, although the Lexus exhibits less wind noise at higher speeds. Both have good steering and brake pedal feel. Kudos to the Hyundai’s six-speed automatic transmission. It has one more gear than does the Lexus’s, shifts smoother without being mushy, and responds quickly to downshift demands. The RX’s trans shifts more harshly under heavy load. The Veracruz turns in more confidently and steers in a more linear manner. When you bend the Lexus into a corner hard, it asks for a steering correction. If you overdo it, the RX calls into the stability controls.

The Veracruz’s center stack is a model of logic. Each portion of it is dedicated to its respective function: HVAC, audio, etc. The knobs and buttons are easy to understand and do what you want them to in a intuitive way. The RX’s are okay, too, but there are foibles, such as giving you a switch to control temperature, but insisting you go into the Climate portion of the nav screen to adjust the fan speed. Stupid. And why is the rearview-mirror adjustment switch hidden behind a door on the instrument panel? Both have high-quality, supportive seating, although we missed having separate armrests in the Hyundai.

Premium Japanese brands are known for using first-rate materials, boasting superior fit and finish. Korean brands have previously been known for none of the above. This pair demonstrates how narrow that gap has become. The Lexus is still the king here, using great surfaces everywhere and bolting them together flawlessly. The Hyundai uses components of nearly equal quality, assembled almost as well. The leather and vinyl on the seats didn’t quite color-match, the silver finish on the center stack doesn’t appear all that sturdy, and there were a few misaligned bits of trim. It’s in areas such as these where you can spot the difference in cost, although it’s not as great as the dollar spread might indicate.

If we accept that the Lexus’s brand cachet, dealer-service reputation, reliability reputation, and historically high resale value are worth the 25-percent premium, price is no longer an issue. So which should you buy?

The Lexus faithful won’t be moved by the Veracruz. They’re a loyal bunch and likely will replace their current RX with another. By doing so, they’ll get a sophisticated, high-quality piece that’s even nicer than their last one. I’ll serve them well and return the loyalty at trade-in or re-lease time. the RX 350 remains the category leader, and the Veracruz does little to impact that. But can you get most of the goodness at 20 percent off?

Yes.

Equip the Veracruz properly, and it has the mojo to compete with the higher-priced vehicle. It doesn’t yet match the Lexus’s overall levels of polish, but it’s darn close, which makes it very nice indeed, measured against most other offerings. It drives well, rides with aplomb, and feels all of a piece. The Veracruz gives you that important third-row seat and plenty of cargo space, which is why most people shop this type of vehicle. The fact that it costs less is no longer an excuse to buy a Hyundai. It’s just a smart reason. If it’ the RX you must have, and the cost delta doesn’t matter, buy one and you’ll be delighted. Feel like saving some money for something that’s functionally as good and a well-conceived machine in its own right? Consider the Veracruz Limited, and you’ll be equally delighted. Keep the change.

1ST PLACE

Hyundai Veracruz Limited AWD

Does everything well and advances the brand. A nice blend of value and luxury touches.

2ND PLACE

Lexus RX 350

Still a well-polished piece, if you want everything that goes with the badge.