Hyundai’s new crossover in Lexus mold

CHICAGO – The rush is on to create new entries in the crossover segment.

Crossovers are alternatives to sport-utility vehicles and minivans with far better ride, handling and mileage.

They also offer all-wheel-drive so those leaving SUVs don’t have to give up the feature that attracted them to a brute – rough ride and all – in the first place.

Hyundai of South Korea has gotten with the program. It sells the compact Tucson and slightly larger, slightly more upscale Santa Fe and adds the even larger and more upscale midsize Veracruz.

Hyundai says the Honda Pilot, Toyota Highlander and Nissan Murano are its targets but, when trying to be recognized as a key player in the crossovers, you might as well aim for the leader, the midsize Lexus RX350.

And Hyundai has with Veracruz. We can’t help but feel it’s not just coincidence that it even looks like the Lexus.

The theme, as with any Hyundai, is being just as good and offering just as many amenities as the sales leader in the segment, only for a lot less money.

The base price is $32,000 plus change for Veracruz versus $38,000 plus change for an RX350, but the spread is more than $7,700 in Veracruz’s favor when the two are similarly equipped.

Putting $7,700 in your pocket rather than the dealer’s is like winning the lottery.

Santa Fe was derived from a stretch of the Sonata sedan platform. Veracruz is a stretch of that stretch with a more refined suspension. Hyundai says no even larger crossover is planned.

Veracruz is offered in GLS, SE and top-of-the-line Limited versions in front- or all-wheel-drive. We drove the FWD Limited.

Only engine is a 3.8-liter, 260-horsepower, 24-valve V-6 teamed with a new 6-speed automatic with manual shifting. The engine has the spunk, but not the whisper quiet, you’d expect of a V-6. The mileage rating is 18 mpg city/25 mpg highway, appropriate for the power, but more generous than reality, considering the frequent stops for a shot of $3 a gallon energy.No quarrels with the suspension, which kept road harshness from filtering through the seat as well as the steering wheel. You keep planted in your seat without getting jolted around the cabin. And there’s no top-heaviness.

The wide-profile 18-inch radials did a good job of minimizing lean in corners and turns, though ease off the throttle if the corner is very sharp or the turn very tight. The suspension may be user-friendly, but it isn’t race-tuned.

Windshield, side and rear glass are expansive for an excellent view all around. Exceptional visibility doesn’t always get the credit it deserves for the safety it provides.

Though the $7,700 savings versus a Lexus is a strong point, Veracruz doesn’t compromise on safety. Side-curtain air bags for all three rows, anti-lock brakes and electronic stability control with traction control are standard.

Upfront the leather seats are well cushioned and supportive for long-distance travel and aren’t the slip-and-slide type that make each turn an adventure.

Nice touches include eye-soothing blue backlighting for gauges, switches and buttons as well as cupholders and door sills; lined glove box and console storage bin rather than exposed plastic; cupholders built into the rear sidewalls and a small covered container over the wheel well in the third row; a 115-volt power outlet in the cargo hold; and keyless start so you only have to twist the lever in the dash to get going, as long as the magical key fob is in the vehicle. You do away with a key, but not the fob so what’s gained?

Also, there’s a pop down conversation mirror in the ceiling below the eyeglasses holder so you can see the folks in the second and third rows while you chat or watch the kids back there; a pair of center console storage pockets; a pair of cupholders in front of the console; a power outlet and cell-phone holder in the dash; a power liftgate operated by a key-fob button; and storage under the cargo floor.

The test vehicle also came with an optional DVD entertainment system. The screen slips down from the ceiling, and the player is in the back of the console between the front seats. A pull-down armrest between the second-row seats holds the earphones as well as a couple of cupholders.

Though a Lexus wannabe in looks, it falls short in comfort once you move into the second and third seats. To provide enough knee room for those in the second seat, large indents were carved out of the backs of the front seats.And while the second-row seats slide forward to create an aisle to the third row, the aisle is narrow and there isn’t much footing needed to slip in back. Once there, head and knee room are tight.

With the third-row seats up, you have spots for a couple kids, but not so much cargo room. With the seat backs flipped flat onto the floor, the cargo space is generous. With second- and third-row seat backs folded flat, cargo capacity is abundant. If hauling a ladder, the passenger seat back reclines to provide the room.

The Veracruz Limited starts at $32,305 (add $1,700 for AWD, a wise choice for the Snow Belt) and includes air conditioning; power tilt and sliding sunroof; AM/FM/XM/CD/MP3 audio system with steering wheel audio/cruise controls; heated power side mirrors with puddle lights and redundant turn signals; remote keyless entry; power windows, door locks and seats; tire-pressure monitor; trip computer; and fog lamps.The optional Ultimate package at $2,950 adds adjustable pedals, power tilt and telescoping steering wheel, the DVD system, 115-volt outlet, rain-sensing wipers and keyless ignition.

Consumers always benefit from competition as the rivals try to outdo each other. That’s why Veracruz is welcome and so will be the other crossovers coming soon.

By Jim Mateja
Chicago Tribune
Tuesday, May 22, 2007 8:52 PM CDT

First Drive: 2007 Hyundai Veracruz

The new Veracruz is an impressive, upscale SUV—but will consumers buy a $40,000 Hyundai?

Up Front
Does the U.S. market really need yet another midsize sport-utility vehicle? And, if it does, is anyone going to pay upwards of $40,000 for a Hyundai?

Those questions were running through my mind as I recently spent a morning test-driving the new ’07 Hyundai Veracruz at a press event in upstate New York. The Korean carmaker scored a big hit with its redesigned Santa Fe SUV last year. The Santa Fe is now by far Hyundai’s hottest product: U.S. sales doubled, to 27,982 units, during the first four months of this year, and the company expects to sell 90,000 units by yearend.

My guess is that the all-new, bigger, and more expensive Veracruz is going to have a tougher time of it than the Santa Fe did. It’s a well-designed midsize sport-utility vehicle with three rows of seats and a seven-passenger capacity, making it ideal for carpooling. And, like the Santa Fe, it has a quiet ride, high-quality interior, and loads of standard features.

But the Veracruz also is coming out just as gasoline prices are soaring and are projected to rise a lot more this summer. And the Veracruz doesn’t have any great fuel-efficiency advantage over its main rivals: With front-wheel drive, it gets 18 miles per gallon in the city and 25 on the highway, dropping to 17/24 mpg with all-wheel drive—about the same as the Honda (HMC) Pilot and Toyota (TM) Highlander. My guess is that this summer American consumers will again be turning away from SUVs, and the Hyundai’s price advantage won’t make up for the fact that it’s a new, untested model coming out in a tough market.

The Veracruz is available in three trim levels: the GLS, SE, and Limited, all of them powered by a 3.8 liter, 260-horsepower V8 coupled with a six-speed automatic transmission. The base model GLS is fairly pricey. It starts at $27,000 with front-wheel drive and $28,695 with all-wheel drive. But it also comes loaded with standard equipment, including electronic stability control; traction control; anti-lock brakes with brake assist and electronic brake force distribution; tire pressure monitors; a trip computer; a CD player with steering wheel-mounted audio controls; auto-dimming inside and outside mirrors; a tilting and telescoping steering wheel; active head restraints; front, side, and side curtain airbags; and power windows, doors, and locks. The Veracruz also has excellent crash-test ratings.

The loaded-up Limited version of the Veracruz with all-wheel drive, a power sunroof, rear-seat entertainment system, leather upholstery, and just about every other bell and whistle you can think of, tops out at about $38,000. For the moment, the Veracruz isn’t offered with a navigation system, but when that option is added, probably on the ’08 model, the price will top out at just under $40,000.

That makes the Veracruz a big move upscale for Hyundai. Indeed, the company figures 40% of sales will be of the expensive, high-end trim level. However, as with other Hyundai models, the Veracruz’s main selling point is its relatively low price. Hyundai figures it has a $3,300 price advantage over the 2007 Highlander and a $3,700 edge over the Pilot, once you factor in differences in standard equipment.

Behind the Wheel
For me, the big appeal of the Veracruz is the quality and practicality of its interior. When you hop into a higher-end version of this vehicle, you can’t believe it’s a Hyundai. The saddle-leather upholstery is soft and well-made, the dash and center stack are tastefully designed, and all the instruments are intuitive to use.

The seats—front and back—are comfortable and supportive. And there’s adequate head and leg room in both the front and second-row seats. I test-drove the vehicle with a rangy fellow who was six feet, four inches tall. Up front, he was comfortable (though a little cramped) with the driver’s seat all the way back. But even with the driver’s seat as far back as possible, he had plenty of knee space in the second-row seat. The only problem I had in the second row was that foot space was a bit tight.

Leg space in the third-row seats, as always, is tight, barely 30 inches. But it’s far easier to get into the Veracruz’s third row than it is in most SUVs. The second-row seats slide and fold forward, creating room for you to actually get a foothold as you crawl in. Even my lanky co-pilot was able to get in and out with relative ease.

Another thoughtful design touch that comes in handy if you have kids: Like the Toyota Sienna, the Veracruz has a second, convex rearview mirror under the conventional one that allows the driver to survey activity in the entire cabin, including the relatively distant third-row seats, at a glance.

Hyundai has packed the Veracruz’s cabin with noise-deadening materials and anti-vibration gear, making it remarkably quiet at every speed. The company says the Veracruz is quieter at idle than the Pilot, Highlander, and even the Lexus RX350. At highway speed (62 mph), Hyundai figures cabin noise is about the same as in the Honda Pilot and slightly less than in the Lexus.

The Veracruz has a lot of hauling capacity, too. The third-row seats fold down flat, and the second-row seats go nearly flat. Maxmium towing capacity is 3,500 lbs., plenty for pulling small boats and trailers. The main downside of the design is that, as with the Santa Fe, there’s only minimal luggage space behind the third-row seats. If you were taking a family trip with several kids, you would probably have to buy a roof rack for your luggage.

The vehicle’s main disadvantage is that it isn’t much fun to drive. The Veracruz has a slightly more powerful engine than the Santa Fe, and its automatic transmission has a manual shifting mode that’s supposed to make it seem sporty. But the Veracruz also is several hundred pounds heavier than the Santa Fe, so acceleration is sluggish. The steering feels squishy, and I sensed a fair amount of body roll going around curves. The ride is smooth, and seemed less boat-like than I remember the Santa Fe being, but road feel is minimal.

The bottom line is that this isn’t a driver’s SUV like, say, the Acura MDX. Like the Santa Fe, the Veracruz has been heavily focus-grouped. And it has the soft, comfortable ride and easy-steer handling that appeals to suburbanites.

Buy It or Bag It?

The Veracruz offers excellent value for your money. But Hyundai is moving upscale a little too fast for my taste. The Veracruz would be more attractive if some of its standard equipment were available as stand-alone options, so shoppers on a budget could get the price down. It’s also annoying that on the GLS and SE versions, you can only get a sunroof as part of option packages that cost $2,000 or more.

In this category, you have tons of other models to choose from. In addition to the Pilot and Highlander, the possibilities include the Saturn Outlook, the Mazda CX-9, and the Chrysler Pacifica. Some of the rival models are already being discounted: For instance, General Motors (GM) has slapped a $1,000 rebate on the Outlook, and DaimlerChrysler (DCX) is offering $2,500 or more off on the Pacifica. If gas prices continue to rise this summer, as projected, discount of SUV prices will probably be rife across the board.

If you’re on a budget, I would consider buying a Santa Fe instead. The Santa Fe isn’t all that much smaller than the Veracruz (only 6.5 inches shorter), and its entry price—around $22,000—is five grand lower than the cheapest version of the Veracruz. Plus, Hyundai is offering $1,000 rebates on the Santa Fe through May 31. If you want a sporty SUV at a budget price, another alternative is the Kia Sorento.

However, if you want a loaded-up, smooth-riding midsize family SUV, it’s hard to find one at a better price than the Veracruz. Hyundai’s quality ratings have soared in recent years. And if anything goes wrong, you always have the company’s wonderful warranty, which includes 10-year/100,000 mile powertrain and a five-year/60,000 mile bumper-to-bumper general protection, plus five years of free roadside assistance, to fall back on. But if the available package at your Hyundai dealer isn’t exactly what you want, shop around. It’s going to be a buyer’s market for SUVs all summer long.

by Thane Peterson

Thane Peterson reviews cars for BusinessWeek.com.

Autoblog First Drive: 2007 Hyundai Veracruz

Back in January at the Detroit Auto Show, Hyundai finally peeled the camo off its newest product, the Veracruz. The Veracruz is aimed right at the heart of the increasingly popular mid-sized crossover segment that includes such perennial best sellers as the Honda Pilot and Toyota Highlander and new entries like the Saturn Outlook and Ford Edge. Hyundai identifies the Honda and Toyota entries as their main competitors, but interestingly neither was their primary benchmark. That honor falls to the Lexus RX350. More on that in a bit.

Hyundai invited a group of automotive media to a park in northern Oakland County north of Chrysler’s headquarters for a first drive of the new Veracruz. We set out on a cool rainy morning in a fleet of new vehicles in various trim levels and front- and all-wheel drive configurations. We only had about an hour and a half to drive, so this was strictly a first impression.

Before we got to hit the road in the biggest Korean CUV to date, Hyundai’s Miles Johnson and Product Planning Manager Mike Mino gave us some background on the company’s recent history and design goals for the Veracruz. The biggest problem with using existing vehicles as benchmarks to design a car is that anything on the market was designed at least 4-5 years before and the carmakers are already well on their way to the next generation. Hyundai tackled this problem by using a vehicle one level up as the benchmark for the market they wanted to compete in. So while they wanted to compete with the Pilot and Highlander, they claim to have used the RX350 as their benchmark.

The result is a vehicle that is generally better equipped and yet still priced lower than it’s direct competitors, a typical Hyundai move. The test vehicle we drove was a high-end Limited model with most of the goodies like a sunroof, dual-zone climate controls and a leather interior. The look and finish of the interior was top notch with soft touch surfaces and well located controls. Like the latest Chrysler small and mid-sized cars, chilled air from the A/C system is ducted through the center console compartment to keep drinks cool.

The front seats were comfortable and felt reasonably supportive over the relatively short drive. The second- and third-row seats, on the other hand, are pretty flat. The second-row bench can slide fore and aft providing plenty of leg room for three passengers, though. The rear door openings are large and access to the third row is fairly easy. Even with the middle row pushed all the way back, my knees didn’t touch the seat backs from the back row, which is a minor miracle.

On the road, the 3.8L V-6 moves the 4,300 lb. wagon without seeming to run short of breath. The six-speed automatic shifts imperceptibly and kicks down quickly and smoothly when you put your foot in it. The ride was well controlled with no wallowing over a number of different surfaces and body roll never got out of hand, although it was never really pushed too hard. The steering was nicely weighted with no center slop. The only major flaw that cropped up on our rainy day ride occurred during a full throttle lunch launch at an intersection. On the uneven road surface with intermittent puddles, the traction control seemed to loose its way and started to oscillate applying the brakes back and forth across the front axle generating some very nasty wheel hop. Several later launch attempts on wet pavement, gravel and a split didn’t reproduce the shuddering, however.

A decade ago driving a mid-size to large SUV was usually a very unpleasant experience for a typical car lover. They were always based on trucks with terrible handling and ride, sloppy steering that was all over the road and mushy, weak brakes. Sport utilities and crossovers have come a long way in the intervening period and overall the Veracruz was a pleasant ride and very livable. Hopefully in the very near future, we’ll be able to give you a better picture of what it’s like to live with a Veracruz on a day-to-day basis. In the meantime, if you can’t wait, the Veracruz is available now starting at $27,000 and ranging into the upper thirties for the loaded Limited models.

Posted Apr 27th 2007 1:47PM by Sam Abuelsamid

2007 Hyundai Veracruz Moving up in the world.

Let me start out with a moment of complete candor. There was a time, not all that long ago, when I’d avoid any assignment involving products bearing the Hyundai badge. And among automotive journalists, I wasn’t alone. The best you could say, if you were searching for compliments, was that the brand’s products were “cheap and cheerful.” When friends asked, I’d often recommend they look at a certified used car, instead.

That began to change when the first-generation Hyundai Santa Fe showed up in my driveway. Reluctantly, I took it for a drive, and after a couple hours behind the wheel, I walked away with a big smile on my face. Later in the day, when a colleague asked what I thought, I replied, “Pretty good product.” What I notably didn’t need was the modifier, “for a Hyundai.”

Recently, a second generation of that game-changing crossover came to market, and it shows the continuing, rapid evolution of the Hyundai brand – a transformation underscored by the steady move to larger, more lavish and expensive products, including the Korean carmaker’s newest crossover, the Veracruz. This time, offered a chance to take a spin, I hesitated not a moment.

Picking up on the Southwest naming strategy Hyundai has adopted for its truck-like offerings, the Veracruz is the latest entry in a rapidly growing market niche: affordable, three-row crossovers. Of course, the concept of what’s affordable is a matter of individual perception, and those who still remember the original Hyundai Pony, or even current, entry-level offerings, like the Accent or Elantra, might be in for a bit of sticker shock.

The most stripped-down version of the Veracruz comes in near $27,000 – around $1,000 more than a base, two-row Ford Edge – while a fully-loaded Limited model will nudge $38,000. That’s lofty territory, even for a more established brand with a reputation less dependent on price.

So that raises two critical questions: is the Veracruz worth the money, and can Hyundai win over the sort of buyers who’d cough up that cash, folks who traditionally opt for from more established alternatives, such as the Mazda CX-9, Toyota Highlander and Honda Pilot?

Shapely and sporty

After spending time with the new crossover, we’re convinced that while the Veracruz stretches the perceptive definition of the Hyundai brand, it seems worth the money. Not only will it challenge Mazda’s and Saturn’s new offerings, but it may draw some interest from folks looking even higher up the automotive price spectrum, at products like the Nissan Murano and Lexus RX350.

Indeed, at first glance, you might mistake the Hyundai for Lexus’ curvaceous offering, especially from the side. The styling is subtle yet elegant and also brings to mind the new and toned-down remake of Subaru’s Tribeca. The wraparound head and taillights are a particularly nice upscale touch and we appreciate the fact that Hyundai stylists didn’t feel the need to turn those lamps into overly complicated, sci-fi-like exercises in design excess.

Hyundai tosses in side mirrors with puddle lighting and built-in turn signals. Roof rails are standard, by the way. So are dual exhaust outlets and a rear spoiler.

All in all, the goal was to give the Veracruz a sporty look, and designers succeeded reasonably well. But let’s face it-like its competitors, what Hyundai is really selling is a thinly-disguised minivan.

Okay, there are no sliding doors, but with the Veracruz, three-row seating is standard. The good news is that unlike so many other entries into this segment, the back row is more than just a line on a spec sheet. Would I want to ride back there on a cross-country journey? Probably not, but I’d have no problem hopping in for a trip to the store or a morning commute with the car pool. This is no penalty box. Access is easy with the fold-away second-row seats and there’s actually a reasonable amount of knee room for third-row passengers.

Front, middle or back, seating is comfortable and supportive. For the driver, you get a commanding view of the road with great visibility all around. Most of the seats tilt, slide or fold away, as well, and with everything but the driver’s seat laid flat, there’s a positively cavernous, 86.8 cubic-foot cargo compartment.

First-rate interior

If you want to get a sense of how far Hyundai has come, just take a look inside the new Veracruz. Fit-and-finish is first rate, with a surprisingly refined use of materials and colors. Plastics are largely soft-touch and Hyundai has dealt directly with one of our pet peeves, the acres of dull black plastic many manufacturers layer onto the instrument panel. The center stack is trimmed in silver and gray, with large, easy to read, easy to operate displays and controls. Nissan should pay particular attention for its next-generation Murano.

When Hyundai first burst onto the American scene, nearly 20 years ago, the automaker emphasized pricing. But rock-bottom prices don’t make a good deal if quality lags at the back of the pack.. The Korean carmaker’s turnaround was triggered by a best-in-the-industry, 10-year warranty, and a surge in the quality charts.

Now Hyundai is pushing design and value, maintaining segment-best pricing and tossing in a surprising array of features. With the Veracruz, there are plenty, even on the base-level version.

Start with safety, where the crossover has earned NHTSA five-star ratings in both front and side crash tests. It also garnered four stars for rollover, equal to the best in the SUV category. There are six airbags, including side-curtain protection for all three rows. Anti-lock brakes, traction control and stability control are standard, as well, along with Brake Assist and Electronic Brake Force Distribution systems and active front headrests, which help reduce the risk of whiplash.

The Veracruz comes with an AM/FM/CD sound system, and tosses in XM satellite radio, with a trial subscription to the pay service. Oddly, while there’s an available plug for your MP3 player, it’s a pay-for option. There’s a second-row climate control, and you can heat or cool the center console. Second-row reading lamps are standard, along with a “conversation mirror” best used to keep an eye on the kids.

When you move up to the SE and topline Limited models, you get additional features, especially if you opt for the Ultimate Package, with power tilt/telescoping steering wheel, rain-sensing windshield wipers, keyless entry and remote engine start.

What that means is that you can load up a Veracruz for a lot less than a stripped-down competitor. By Hyundai’s count, there’s a $3,300 advantage over a comparably-equipped Highlander, for example.

Soaking up the Veracruz

Of course, all this looks good on paper. The question is how does the new crossover drive? To get a feel for the Veracruz, we took a well-equipped GLS out for a run through the rain-soaked Detroit exurbs.

Fire up the standard, 260-horsepower, 3.8-liter V-6 and you’re greeted with a well-balanced exhaust note. The engine is mated to a six-speed automatic that also offers manual-shift mode. The powertrain combination is reasonably quick, though not the segment’s 0-60 benchmark. The transmission is worthy of praise. It’s smooth-shifting without any sense of hunt-and-seek. Hyundai claims a towing capacity of 3,500 pounds.

Hyundai is offering the Veracruz in both front- and all-wheel-drive configurations, and expects the former to account for about 60 percent of its volume. There’s a moderate amount of ground clearance, but this crossover is built for nothing more than gravel or snow-covered highways, rather than anything close to real off-roading. FWD gets you 18 mpg city/25 highway, while the numbers slip to 17/24 mpg in AWD. Either way, that’s pretty much in the middle of the pack.

Hyundai engineers spent a lot of time tuning the Veracruz for comfortable driving. With its triple door seals and four layers of under-carpet padding, this is one uncannily quiet SUV – arguably to Lexus levels.

Meanwhile, the four-wheel independent suspension with its front and rear stabilizer bars, has been set up for cruising. On highway and smooth, flat roads, it’s absolutely stable. Throw the Veracruz into a hard turn and there’s a fair amount of body roll, however, reflecting the crossover’s heft. (All that high-strength steel, used to enhance crash protection, adds up, after all.)

As that suggests, the Veracruz is not intended to be what you might call a “driver’s vehicle.” The steering is a tad numb and there could be a bit more on-center feel. The brakes will stop you fast, but they’re just a little squishy.

The Veracruz is a solid and credible offering at a surprisingly affordable price. Is it cheap? No, but it’s got a real leg up on the competition when it comes to sticker price. And there’s a lot more to like about this new Hyundai.

Like the Santa Fe before it, the new Veracruz is likely to take by surprise those who haven’t taken a serious look at Hyundai in awhile – if at all. The reality is that barely one in four American motorists even consider the Korean brand. A decade ago, there was good reason. These days, that’s a mistake.

2007 Hyundai Veracruz
Base price: $26,995 (base, front-drive GLS) to $38,000 (fully-loaded, all-wheel-drive Limited)
Engine: 3.8-liter V-6, 260 hp/257 lb-ft
Transmission: Six-speed automatic, front- or all-wheel drive
Length x width x height: 190.6 x 76.6 x 68.9 in
Wheelbase: 110.4 in
Curb weight: 4,266 lb
Fuel economy (EPA city/hwy): 18/25 mpg (FWD); 17/24 mpg (AWD)
Major standard features: Air conditioning; power windows/locks/mirrors; AM/FM/CD/XM; manual tilt/telescope (power on up-line models); puddle lamps; second-row reading lights; climate control
Safety features: Six airbags; anti-lock brakes, traction and stability control; active front headrests; tire pressure monitors
Warranty: Five years /60,000 miles

by Paul A. Eisenstein (2007-05-03)

AUTOMOBILE MAGAZINE: 2007 Hyundai Veracruz

What do you think of when you hear the name Hyundai? Value for money? Great warranty? Lots of equipment? Lexus-rivaling interior?

Lest you snort cappuccino out your nose in reaction to that last one, let us assure you, it’s no joke. From the soft-touch materials to the superb fit and finish, the new Veracruz seven-seat crossover has an interior that feels expensive and luxurious like no other Hyundai cabin ever has. And as for the exterior styling, it may be anonymous, but it’s also inoffensive, and that seems to be the benchmark for this unadventurous segment.

he Veracruz is easily a match for the Honda Pilot and the Subaru Tribeca in interior quality and packaging–the third-row seats are particularly easy to get into–and it’s competitively priced. But it also deploys that other Hyundai tactic: throw so much content at the thing that upmarket players such as the Lexus RX350 and the Acura MDX begin to look like viable targets. To that end, the Veracruz Limited’s standard equipment list includes leather, dual-zone climate control, rear parking sensors, heated seats, and a power tailgate. And the list goes on (and on).

Mechanically, the Veracruz is equally impressive. The 260-hp V-6 is mated to a smooth-shifting six-speed automatic that allows manual shifting. It’s a responsive powertrain, although that V-6 is a little too vocal at high revs. There’s also too much torque steer under hard throttle, especially through sharp corners in the front-wheel-drive model (all-wheel drive is optional).

Dynamically, the Veracruz is pretty forgettable, with little in the way of steering feedback and the kind of body control that discourages aggressive direction changes. Ride quality is decent enough, but the suspension clunks loudly over bumps and potholes. Those deficiencies arguably matter less in this class (although Subaru managed to make the Tribeca engaging). The Veracruz hasn’t reset the benchmark, but you’d be foolish not to check it out if you’re looking at crossovers in this price range–the GLS starts at $26,995.

It’s also further evidence–along with the recent unveiling of the V-8-powered Genesis concept, which will be Korea’s first luxury sport sedan–that Hyundai is taking big strides toward the upper reaches now occupied by the likes of Lexus. But convincing American buyers that “Hyundai” is synonymous with “Lexus”? Well, sir, that’s going to take a lot longer.

By Gavin Conway

Newcomers: 2007 Hyundai Veracruz

When Hyundai announced pricing of its all-new seven-passenger Veracruz-starting at just $26,995-Toyota no doubt breathed an irritated sigh of discomfort, especially considering its seven-seat V-6 Highlander, which offers less horsepower and standard equipment, costs nearly $500 more. And Honda? Probably feeling a bit squirmy, too-its Pilot, equipped with fewer horses and goodies, runs almost $700 extra.

More for less is a persuasive formula that’s proved of great value, so to speak, for Hyundai. Yet it hasn’t garnered the brand-copious comparison-test victories in this magazine. Hyundais often come close, but while high on value and warranty, they’ve tended to register a notch lower in such categories as handling and refinement. That said, with each new model the gap shrinks.

While we’re not ready to declare the Veracruz as the Hyundai that bridges the gap-we’ll wait until we can conduct an extensive comparison evaluation-it certainly offers the credentials and dynamics seemingly to be that vehicle. Hyundai sure thinks so. At the press launch near San Diego, the Korean challenger brought along a Lexus RX 350 for comparison. Target: Toyota? Make that Lexus.

The Veracruz crafts a compelling argument as an easy-on-the-pocket RX 350. For roughly $11,000 less, the Hyundai offers more torque (257 pound-feet versus 251) and nearly as much horsepower (260 versus 270) from its 3.8-liter Lambda V-6, while providing two additional seats and an extra cog in its tranny, thanks to a new Aisin six-speed manumatic. Styling? As fresh and clean as the bod of any Lexus sport/ute, with a front fascia that suggests the RX and a rakish D-pillar like a Honda CR-V’s.

The Hyundai Veracruz’s interior is as Lexus as, well, a Lexus, based on the luxuries in our Limited test vehicle. Senior photographer John Kiewicz notes, “Were you to remove the Hyundai logo from the steering wheel, then look around at the Veracruz’s interior, would it make you think you were in a new Lexus? Absolutely.”

Dimensionally, the Veracruz, at 190.6 inches long, 76.6 wide, and 68.9 tall, closely copies the Honda Pilot and the upcoming 2008 Highlander and is a smidge longer than both. Third-row room is paramount in these minivan alternatives-at least the idea of it-and the Veracruz delivers ample space for kids and enough freedom for six-footers on a jaunt. Moreover, access to the third row is trouble-free, as the second-row cushions and seatbacks move forward for easier ingress and egress. And with the second and third rows folded flat, cargo room, at 86.8 cubic feet, dwarfs that (83.3) of a Mercedes-Benz GL450.

Besides wanting a dozen or so additional pound-feet of torque, more responsive on-center steering, and an integrated nav system (Hyundai says this option will be available later in the year), we came away impressed with the Veracruz. Three model trims-base $26,995 GLS, midlevel $28,695 SE, and flagship $32,995 Limited-allow a wide breadth of budgets and tastes, with each level available in front or all-wheel drive, the latter at a $1700 premium that includes an Intelligent Torque Controlled Coupling and a lock mode for a 50:50 torque ratio. The GLS is packed with six airbags, stability control, active front head restraints, rear-seat HVAC controls, heated sideview mirrors, 17-inch alloys, and a six-speaker MP3/XM audio system. Move up to the SE for some sporty flavor, and Hyundai tacks on 18-inch wheels, foglamps, a power driver’s seat, a leather-wrapped steering wheel and shift knob, and a cooled front center console. Got more greenbacks in the wallet? Then opt for the Limited, which adds leather upholstery, heated front seats, dual-zone automatic climate control, a sunroof, an ultrasonic backup warning system, and an Infinity audio system with a subwoofer. Options include an Entertainment Package (rear-seat DVD system with eight-inch LCD) and an Ultimate Package (power-adjustable steering wheel and power tailgate).

The Veracruz is a formidable player in the seven-passenger crossover segment and will no doubt be a strong contender in next year’s Sport/Utility of the Year competition. Every automaker, not just Toyota and Honda, should be nervous.

By Ron Kiino

Hyundai’s Veracruz offers ‘extras’ as standards

Hyundai’s new Veracruz is a stylish and luxurious vehicle that offers better performance and value than many competing models, says a spokesman for Gaddis Hyundai of Muncie.

Veracruz models began arriving at the local dealership a few weeks ago.

“Value is the big story with Hyundai,” said Jim Raines, a sales representative at Gaddis Hyundai. “At a base price of $26,305, the Veracruz offers a lot for the buyer’s dollar.”

Many standard features on the base Veracruz GLS cost extra on most other vehicles, Raines said, citing the base model’s XM satellite radio and three-zone automatic climate control as examples.

He added that the Veracruz offers more than features — it also has the “feel” and performance of a luxury vehicle.

When Hyundai introduced the vehicle this past January at Detroit’s North American International Auto Show, the company issued a statement saying, “Veracruz takes on the Honda Pilot and Toyota Highlander and beats them in terms of powertrain performance and standard safety features while adding sophisticated design, high-quality craftsmanship and seating for seven adults.”

One of a growing number of “crossovers,” the Veracruz has the appearance, space and driving position of a sport-utility vehicle, but it is built on a car chassis.

Raines said the crossover design appeals to buyers because it offers better handling and fuel economy than a truck-based SUV.

“SUV buyers as well as luxury car buyers would find that the Veracruz could meet their needs,” Raines said. “Many potential buyers and car reviewers are comparing the Veracruz to the Lexus RX350.”

The Veracruz has a standard “hideaway” third-row seat that folds flat into the floor, allowing the vehicle to carry seven passengers with the third seat up, or 40 cubic feet of cargo with the third seat down.

With the second-row seat folded down as well, the vehicle’s cargo capacity increases to nearly 87 cubic feet. Raines said Hyundai’s warranty program inspires confidence in buyers.

The Veracruz is covered by a 10-year or 100,000-mile powertrain warranty and a five-year or 60,000-mile bumper-to-bumper warranty. Owners also receive free roadside assistance for five years and an unlimited number of miles.

“Compare Hyundai’s warranty to any other warranty — no one else can even come close,” Raines said.

All Veracruz models have a 260-horsepower, 3.8-liter V6 engine and a “Shiftronic” six-speed automatic transmission. The Shiftronic feature allows the driver to shift gears manually if desired.

Gas mileage estimates are 18 city and 25 highway for front-drive versions of the Veracruz; all-wheel drive models are rated at 17 city and 24 highway.

Three Veracruz trim levels — GLS, SE and Limited — give the vehicle a base price range of $26,305 to $32,305.

Standard features on the $26,305 Veracruz GLS include three-zone automatic climate control, XM satellite radio, a six-speaker audio system with steering-wheel mounted controls, 17-inch alloy wheels and heated mirrors.

At $28,005, the SE model also has an eight-way power driver’s seat, HomeLink garage door transmitter, fog lights, automatic headlamps and an automatically- dimming rearview mirror with an integral compass. In addition, the SE has larger 18-inch alloy wheels.

The $32,305 Veracruz Limited offers a leather interior, four-way power passenger seat, power sunroof, backup warning system, 314-watt Infinity sound system, power tailgate and heated seats.

Safety features on all models include front airbags, side-impact airbags, side-curtain airbags for all three rows of seats, stability control and front active head restraints that move forward in a rear-end accident to help prevent head and neck injuries.

By KEN WICKLIFFE
For The Star Press

Hyundai’s Veracruz crossover is stylish

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 upwards 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.

What’s going on at South Korean automaker Hyundai?Like officials at other car companies, Hyundai product planners see potential in the growing crossover SUV segment, where buyers are expected to be willing to pay for the latest trendy vehicle.

A crossover combines a car-like ride with a higher-than-a-car ride height and eminently flexible interior.

Crossovers, especially those with three rows of seats inside, are becoming popular family vehicles.

The back two rows of seats in the Veracruz, for example, can be folded down and out of the way to provide 86.8 cubic feet of cargo space.

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.

est 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.

Another expensive component in the Veracruz is a new six-speed automatic transmission — a first for a Hyundai. It shifted with impressive smoothness in the tester, even when I manually shifted via the Shiftronic, no-clutch-pedal mechanism. This shift-it-yourself ability isn’t offered in some other crossovers, such as the Acadia.

ll this, plus the nicely appointed interior on the test Limited model, conveyed a sense of luxury. I sat on seats covered in leather that was so soft and pliable, it would never be mistaken for vinyl. The front seats were heated, too. The upgraded Infinity audio system filled the cabin with strong, clear tunes, the audio controls looked like those in a Lexus, and wipers turned on by themselves as raindrops hit the windshield.

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.

There also are new features never associated with a Hyundai before. These include optional key-free vehicle access, power adjustable pedals and a 115-volt power outlet.

But a navigation system still isn’t offered in the early Veracruz models.

Then there’s the Hyundai warranty. Bumper-to-bumper, limited coverage lasts for five years/60,000 miles, whichever comes first, while limited powertrain coverages goes for 10 years/100,000 miles.

Maximum towing capacity is 3,500 pounds.

By Ann M. Job

2007 Hyundai Veracruz Expert Review

The number of three-row crossover SUVs has grown dramatically over the past few months, with new models like the Mazda CX-9 and Saturn Outlook offering alternatives to the traditional SUV. Hyundai’s new seven-seat Veracruz is the latest to join the category, and on the whole it matches up well against the competition with its smooth ride, quiet cabin and interior quality, making it a must-drive for consumers in this market.

Ride & Handling
The Veracruz has a four-wheel independent suspension with front and rear stabilizer bars. The setup is tuned for cruising, sensible for a vehicle like this. The crossover feels stable on the highway, and it’s rather quiet, which means Hyundai’s sound-deadening efforts, including four layers of padding under the carpet, have paid off.

On the negative side, there’s some play in the steering wheel at the center position, and the rack-and-pinion system doesn’t offer a lot of feedback for the driver. Front- and all-wheel-drive versions of the Veracruz both weigh more than two tons, and while the crossover’s weight isn’t usually noticeable, it does make itself known the moment you encounter a twisty road. That encounter produces pronounced body roll, and the Veracruz doesn’t feel as comfortable in this setting as the CX-9 does.

Going & Stopping
All trim levels are powered by a 260-horsepower, 3.8-liter V-6, and its standard transmission is a smooth-shifting six-speed automatic with a clutchless-manual mode. Front-wheel-drive models get an EPA-estimated 18/25 mpg (city/highway), while all-wheel-drive estimates dip to 17/24 mpg. These figures are nearly identical to the Outlook’s gas mileage estimates and slightly better than the CX-9’s.

On the road, the Veracruz feels swifter than the heavier Outlook, but not as quick as the CX-9, even though it’s slightly lighter than the Mazda. The V-6 is quiet, builds revs smoothly and provides adequate acceleration; like the Outlook, though, you can tell it’s a bit burdened by the vehicle’s weight.

The Veracruz’s all-disc antilock brakes have no trouble bringing this crossover to a stop, but the brake pedal’s mushy feel is a little disappointing.

Cabin & Features
The Veracruz’s cabin has a few issues, but overall it’s nicely executed and features a number of upscale details, like a padded dashboard, matte-finished plastic trim and tight panel gaps. Even the silver-colored center panel with the air conditioning and audio controls looks good. (Most of the time I think this color scheme cheapens an interior.)

Perhaps the best aspect of the Veracruz’s cabin is its lack of the heavy chemical smell that’s plagued a number of Hyundais I’ve tested in the past. The rich leather odor permeating the leather-trimmed versions I drove is a huge improvement and wouldn’t be out of place in a luxury car.

On the downside, the Veracruz’s standard tilt/telescoping steering wheel is a bit clunky to adjust. At first it appears to be infinitely adjustable for angle and reach, as many are, but if you try to set it you’ll discover notches for the tilt adjustment. The troubling part is that you may feel like you’ve locked the steering wheel in place, but if it’s not set at one of the notches, it can move up or down until it hits one — definitely something you don’t want to have happen while driving. The brown faux-wood trim isn’t very realistic, either, but better-looking gray wood-patterned inserts are available.

Cloth seats are standard and leather is optional. The leather front bucket seats are surprisingly plush, but not so soft they compromise on support. The tall driving position makes for great forward visibility and decent rear views despite the small rear-quarter windows; I always felt confident changing lanes on the highway and wasn’t worried about missing any small cars in the lane next to me.

The Veracruz’s 60/40-split second-row seats are roomy and comfortable. The seats slide backward and forward, and the seatbacks recline via a lever on the outer side of either seat cushion — much easier to reach than the handles some manufacturers put at the top of the seatbacks. Access to the third row is possible from either the driver or passenger side; both second-row seat sections slide forward and out of the way. The standard 50/50-split third-row seat offers passable comfort for adults, which bodes well for the most likely users: children.

Other standard features include air conditioning with rear-seat controls, cruise control, heated power side mirrors, a trip computer, a CD stereo and audio buttons on the steering wheel. While Hyundai thinks drivers will increasingly choose aftermarket navigation systems that can be moved from one car to another instead of in-dash units, it’s offering an optional built-in navigation system for the 2008 model year.

A number of upscale options, like a power tilt/telescoping steering wheel, rain-sensing windshield wipers, keyless entry and engine start and metal plates with blue illumination located at the bottom of the door frames, are bundled together in the top-level Veracruz Limited’s optional Ultimate Package. However, some features a buyer might like to add individually — like a sunroof or leather seats — are only available in pricey option packages.

Safety
Standard safety features include side-impact airbags for the front seats, side curtain airbags for all three rows of seats, an electronic stability system and front-seat active head restraints. Power-adjustable pedals and rear parking sensors are optional, but a rearview camera isn’t an option.

The National Highway Traffic Safety Administration awarded the Veracruz its best, five-star rating in its frontal crash test. As of publication, the Veracruz hadn’t been tested by the Insurance Institute for Highway Safety.

Cargo & Towing
With the second- and third-row seats folded flat, the Veracruz has 86.8 cubic feet of cargo room. Cargo room drops to 40 cubic feet when the second-row seats are raised, and only 6.5 cubic feet when the third row is up. While the CX-9 and Outlook offer more cargo room whether the seats are up or down, both are also about 10 inches longer than the Veracruz. The Veracruz also has less cargo room than the similarly sized Honda Pilot, especially behind the third row — the Pilot has more than double the space, at 15.9 cubic feet. The Hyundai’s maximum towing capacity is a respectable 3,500 pounds.

Veracruz in the Market
Hyundai got most things right in the Veracruz. It’s a solid start for an all-new model, and that’s what’s required for an automaker to be successful in today’s car market.

To be sure, there are other good crossovers available, including the ones mentioned here. However, when you look at the Veracruz’s combination of comfort, versatility and a class-leading warranty — all at the right price, the appeal is clear.

By Mike Hanley
Cars.com
April 25, 2007