Hyundai Drives Nearly New Sonata Into Sedan Headwind

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Hyundai’s revamped Sonata

This is probably not the best time to launch a mid-sized sedan. The market is not only crowded, but it is crowded with a billet of new and newly redesigned — and well-reviewed vehicles like Malibu, Camry, Accord, Fusion and Altima. It is every automaker’s high-volume segment, and it is where automakers reputations are made or broken. And it is not necessarily consumers’ first choices when it comes to fuel efficiency, since smaller cars do get better mileage. Into this headwind Hyundai has recently launched its new, or almost new, Sonata.

The company did a refresh of the car, adding new features and redoing the interior as a stop-gap before the car gets a total redo in two years. The changes to the vehicle design, realized for the U.S. market in the company’s Ann Arbor, Mich., tech and design lab, comprise some thousand alterations — per Michael Deitz, manager of product planning — including new grill, headlamps, tail lamps, moldings, and a new instrument console between driver and passenger that has iPod and USB auxiliary inputs.

The car began rolling into dealerships in March, and ads began two weeks ago launching on “Where in the World is Matt Lauer?” Deitz says the car will bring in buyers from both domestic and import brands; and that the current gas prices should benefit sales. “We are looking to have this as a destination for people defecting from SUVs,” he says, adding that owners of domestics will see the car as a move-up vehicle, a far cry from Hyundai’s mid-1990s rep.

“And we have found from focus groups that domestic buyers really look as at Hyundai as a step-up brand,” he adds. The company this summer launches its first luxury sedan, Genesis, a limited-volume car emblematic of the company’s efforts to shift its portfolio — and image — up market.

“Genesis is about showing consumers what we can do with a lower-volume, built-to-demand vehicle; it will show consumers what we can do with technology and performance capabilities,” he says, adding that the car will have 375 horses under the hood.

Deitz says Sonata and Genesis are part of the Korean automaker’s second 24/7 program (7 products in 24 months).

As far as gasoline prices go, Deitz says the company is benefiting from being weighted in with small cars like Accent and Elantra, the former a subcompact. “Right now, people with that mentality are coming to the brand, and resale values are also improving.” Currently, Hyundai, with a CAFE of 28.6 mpg, is third in the U.S. market for fuel economy after Toyota and Honda. The industry average is 25.3 mpg, per the EPA.

In sales, Hyundai has been No. 4 since 2002 behind Nissan, per Deitz, who says that for every customer Hyundai loses, it is gaining 2.2 new ones, putting the brand in the No. 2 spot after Toyota in terms of new-customer conquest.

Sonata has been a pillar of Hyundai’s sales growth over the past few years. Sales of the car have grown, on average, by 30% between 1998 and 2007. The company last introduced a new model of the car in 2006. Hyundai reports that its overall sales have increased 20% during that period, and that its U.S. market share has gone from about 0.6% to about 2.8%.

Deitz says marketing messages are focused on the car’s interior volume and mileage, partly to capture emigrants from the world of SUVs. “The message is interior volume, fuel economy and versatility, with features like the 40/60 split-fold rear seat. We are doing sales training to get to consumers coming out of larger vehicles and seeking better fuel economy.”

by Karl Greenberg
MediaPost

2008 Hyundai Veracruz: Small Price to Pay for Happiness

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I recently took a trip to Carmel, California in our long-term 2008 Hyundai Veracruz AWD. There are so many little reasons to like this car. In fact, it’s the first time I’ve ever considered buying a Korean vehicle as my personal car.

Sure, I had a couple of gripes, which you can read on the Straightline blog: The “Cool Box” in the console doesn’t cool that well, it’s got too much wind and road noise for my taste, it could handle the bumps with more grace, and the horn wouldn’t work. But overall, this is a car I really enjoyed and would recommend. Here’s why:

First: It’s good-looking. I like the styling and didn’t feel like I was driving a boxy-looking SUV or egg-shaped minivan. I know it’s a matter of personal taste, but I really like its lines, particularly the sporty-looking back end.

Second: It’s spacious. We lowered the third row and filled the cargo area with the following: a large cooler, a large plastic container filled with non-perishable food, a large rolling duffel bag, an carry-on rolling bag (airline size), four backpacks, a guitar, a mandolin (don’t ask!), a men’s suit bag, a couple of shopping bags, a bunch of heavy jackets and sweater. Yeah, we overpack, don’t we?!

We were still able to see out the rear view. In fact, the rear view on this car is one of its very best features. The only thing that really hinders it, though, is the DVD screen. Not much you can do about that.

Next: It’s comfortable. I drove almost the entire way from L.A. to Carmel, which is about 5 1/2 hours if you do it without stopping. I never felt stiff or like my back ached (we had optional lumbar support). You know how after some road trips you have to get out and do the “back stretch”? Not so here. My kids were also comfortable the whole time. How do I know? They didn’t complain. The third row seat is also quite comfortable and not too difficult to access.

It’s functional: The controls on the dash are just plain easy to figure out. In my experience, more expensive cars often require a weekend of study to figure out all the electronics. Even things that should be easy, like air conditioning and the radio, require more time than they should. The Veracruz reminded me of Toyota in its design: not gorgeous, but simple.

And my six-year-old was able to open and close the rear doors, and climb in and out without any problem. I also liked the “conversation mirror” which lets you see the kids in back (below the sunglass holder), the rear-seat reading lights, and the substantial hooks for hanging dry cleaning, and the fuel door release conveniently located on the driver door. All small touches that make a difference in everyday use.

Handling and maneuverability were also good. Not performance-great, but perfectly adequate. And the Veracruz has all the latest safety features, including stability control, which is a must-have for me.

Finally, the cost of this all-new crossover SUV is a selling point. Starting at $26,900 MSRP and topping out at $35,750, it’s a lot more reasonable than many of its competitors and it has Hyundai’s terrific 10 yr /10,000 mile drivetrain warranty.

So if you’re looking for a vehicle that can seat up to 7 in comfort and style, drives well, is safe, and has a great warranty, then put the Veracruz on the list.

Source: The Driving Woman

Motor Mouth: Hyundai Accent saves money stylishly

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In the small, rough parking lot at the bottom of the Edmands Path in New Hampshire’s Presidential Range, the first impulse of a hiker spilling out of the woods was to ask about my black Hyundai Accent.

I find the hatchback eye-catching myself. The small car is very nicely tailored, with a trim, rounded front and a neatly raked windshield. Accent’s roof line arches subtly to finish at a sloping back window that caps the car’s expansive rear hatch. Accent is handsomely monochromatic. The model I test-drove last week wore SE trim, with bold, five-spoke alloy wheels and a cowl-like spoiler shading the back glass. Its total sticker price was $15,280, although you can buy a starting-level Accent for around $11,000.

But much more than Accent’s appearance grabbed the hiker last week. Taken by its compact size, he asked about fuel economy. It’s the topic on everybody’s mind right now.

Yes, as you’d expect, Hyundai Accent earns very attractive EPA fuel-economy numbers. When equipped with a five-speed manual transmission, the car rates 27 miles per gallon in city driving, 32 mpg on the highway. If you pay the additional $1,000 to purchase Accent’s optional, four-speed automatic, city fuel economy drops noticeably to 24 mpg, while highway mileage gains a bit, to 33 mpg. Hyundai also sells a four-door sedan version of Accent, with a conventional trunk. Equipped with the same transmissions and the same, 1.6-liter four-cylinder engine, it earns the same fuel-economy ratings.

Small cars today are riding a popularity crest as fuel prices surge closer to $4 per gallon. Across America, sales of little runners grew by 7 percent in the first four months of the year, while the rest of the auto market sank, according to the research company Autodata. The Accent did even better, much better. Through April, Hyundai Motor America, the U.S. arm of the Korean auto company, sold 14,329 Accents, an increase of 28 percent over the same period last year.

But don’t get the idea that small cars are taking over. Their popularity is growing, but people still purchase far more midsize models. The popularity of medium-sized automobiles remained stable through April, with Autodata reporting total four-month sales of 1,145,000. That’s 44 percent higher than the small-car tally of 795,000.

In fact, even accursed SUVs continue to sell in much higher numbers than small cars. When you lump together traditional, truck-based SUVs and newer, automobile-based crossover SUVs, the four-month sales tally across the United States was 1,376,000 SUVs. That exceeds the small-car total by 73 percent.

Of course, a higher percentage of those sport utilities are smaller models that don’t gulp nearly as much fuel as once-popular whales like the Ford Expedition, GMC Yukon Denali or Nissan Armada. We Americans still insist on accommodations in vehicles, like spaciousness and cargo capacity, but we’ll accept scaled-down accommodations when economics insists.

At Salem Ford Hyundai in Salem, N.H., that balance between size and thrift shows up as a buyer preference for Hyundai Elantra, reported Nancy Rodriguez, sales manager. The four-door sedan is a step up from Accent in both size and price, starting at $14,145 and running to $17,845. Elantra provides 98 cubic feet of passenger space, while Accent gives you 92 cubic feet. But with an automatic transmission, Elantra earns slightly better fuel-economy ratings than the smaller Hyundai Accent. The EPA puts its fuel consumption at 25 mpg city, 33 mpg highway.

With the added help of some attractive buyer incentives from Hyundai, Elantra is outselling thrifty Accent in Salem, said Rodriguez.

Nationally, Elantra sales are more than double Accent sales. Its popularity is also growing, though slower than Accent’s ascent. Overall, Elantra sales have increased about 9 percent so far this year, Hyundai reports.

“We can’t keep Elantras in stock,” Rodriguez said. “For the price you get more car.”

Maybe so. But you pay more. Even though the two cars earn comparable fuel-use ratings, Accent is still the thriftier choice. An article I wrote recently for ForbesAutos.com, an online publication of Forbes magazine, ranks Accent as the fifth most economical vehicle you can buy. That’s when you add up all the costs of car ownership over a five-year span, from insurance and finance charges to maintenance and, especially, depreciation. Elantra doesn’t make the top-10 list.

So a majority of people pay more not just to purchase Elantra over Accent, but also to keep it as the years roll past.

My run up the Edmands Path last week illustrates why so many people willingly pay more for larger vehicles.

Three of us, plus one canine, made the two-plus-hour drive into the White Mountains in the Hyundai Accent. Sonya, a medium-build mongrel, filled the cargo floor beneath the rear hatch. That left the passenger compartment for day packs and boots and such. Under those conditions, a fourth adventurer would never have fit. Accent was filled to its limit.

We did not feel crowded. I even managed to curl up for a half-hour snooze on the back seat. What’s more, we wouldn’t have done any better in Elantra, even though it’s a size larger. The sedan’s trunk would have handled our gear, but frisky young Sonya would have demanded half of the rear seat. At least in the Accent, a hatchback, the dog was isolated from the rear-seat rider. Such versatility makes hatchbacks a much better choice than sedans, especially in small cars.

But unavoidable limits like the one I experienced last week make drivers think twice about purchasing a small car of any type. When you consider the trade-offs, the decision to go with a larger vehicle is quite reasonable. You exchange some greater expense for the more expansive lifestyle you acquire by eliminating some limits on mobility.

2008 Hyundai Accent

Vehicle type: 5-passenger, front-wheel-drive, compact 2-door hatchback and 4-door sedan

Price range: $11,395 to $15,995 (plus options)

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

Engine: 1.6-liter 4 cylinder

Power: 110 horsepower at 6,000 rpm; 106 lb.-ft. torque at 4,500 rpm

Base transmission: 5-speed manual

Fuel economy: 27 mpg city; 32 mpg highway

Wheelbase: 98 inches

Length: 159 inches

Width: 67 inches

Height: 58 inches

Weight: 2,365 pounds

Fuel capacity: 11.9 gallons

Turning circle: 33.1 feet

By Jeffrey Zygmont
Motor Mouth
The Eagle-Tribune

Hyundai Elantra SE Gets Top Marks in Consumer Reports’ Small-Sedan Face-off

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YONKERS, New York — The Hyundai Elantra SE outscored the Toyota Corolla in a new test of small sedans by Consumer Reports, providing a major boost to the Korean automaker at a time when consumers have made a seismic shift back to fuel-efficient cars.

Even though the Corolla achieved a whopping 32 mpg overall in what Consumer Reports calls its “real-world fuel economy tests,” the Elantra SE still took home the top prize. The consumer watchdog said the Elantra SE delivered a “respectable” fuel economy rating of 27 mpg overall in its testing.

The Corolla was knocked because its “interior fit and finish isn’t quite as good,” said Consumer Reports in a statement. “The Elantra SE is a well-rounded package with a quiet, roomy cabin, a comfortable ride and nice fit,” said Consumer Reports. “It provides excellent braking and very secure emergency handling, aided by the SE’s standard electronic stability control.” The Corolla LE in the test had optional electronic stability control and was $424 more expensive than the Hyundai.

Consumer Reports used the release of the small-car face-off results to give its glowing big-picture impressions of the progress of the Korean automaker versus Toyota. “The Elantra’s top rating in the small sedan class shows how far Hyundai has come in the last decade,” it said. “Its cars used to be unreliable and unrefined, with low scores in CR’s tests. Now, some compete with the best in their classes.”

In a further blow to Toyota, Consumer Reports said it is only recommending the Elantra, the Subaru Impreza and the Ford Focus — not the Corolla — among the group of six small sedans it tested. “CR doesn’t have reliability data yet on the redesigned Corolla,” it noted.

Consumer Reports leveled criticism at the Chevrolet Cobalt and Aveo in this latest round of testing. “Both ranked near the bottom of the pack,” it noted. The Cobalt was castigated for being “a lackluster car that falls short in several areas, including powertrain refinement, fit and finish, seat comfort and driving position,” said Consumer Reports. It added: “Recent tweaks have improved fuel economy and reduced engine noise a bit, but those changes also compromised acceleration, braking and cornering grip.”

The Chevrolet Aveo also came under fire from Consumer Reports for its “stiff ride, uncomfortable seats, a noisy cabin, clumsy handling and slow acceleration.” “Recent upgrades to the Aveo haven’t made it competitive in its class of subcompacts, which include Honda’s Fit and the Toyota Yaris,” it said.

It’s clear that Consumer Reports thinks the Focus is overdue for an overhaul. “Ford’s freshening of the Focus doesn’t hide the fact that the underpinnings for this car’s design are nine years old,” it said. “The Focus was once CR’s top-rated small car, but now it rates only midpack. It retains some of its strengths — agile handling, a composed ride and a roomy interior. But interior fit and finish and noise remain weak points.”

What this means to you: Here’s some useful information from Consumer Reports if you plan to shop for a small sedan this summer. — Anita Lienert, Correspondent

Source: Edmunds.com

Hyundai Azera Named A Consumers’ Top Rated Sedan by Edmunds.com

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FOUNTAIN VALLEY, CALIF., 05/29/2008 The 2008 Hyundai Azera was awarded the “Consumers’ Top Rated Vehicle Award” in the $15,000 – $25,000 sedan category by Edmunds.com’s visitors. The 2008 Azera received the average highest rating from the site’s audience as of April 30, 2008.

“This recognition further reinforces our brand philosophy on how smart consumers think about premium sedans,” said Scott Margason, national manager, Product Development at Hyundai Motor America. “Clearly, the Azera raises the bar by combining safety, luxury and value like no other vehicle in its segment. Consumers who want full-size sedan features, a smooth and powerful engine and a comfortable ride will be pleased with the Azera.”

Edmunds.com tabulated the results for 21 award categories by evaluating the feedback of thousands of site visitors. Awards were given for coupes, convertibles, sedans, wagons, SUVs, trucks, minivan/vans and hybrids. Edmunds.com’s editors agree that Azera is a great choice for consumers looking for a family sedan with luxurious touches at an affordable price.

More and more customers are discovering the Hyundai Azera’s advantages. Enhanced design and convenience features, together with a comprehensive standard active and passive safety technology package, render the 2008 Azera a solid alternative to vehicles like the Lexus ES350, Toyota Avalon and Nissan Maxima. Spacious and luxurious, the Azera features more interior volume than more expensive luxury sedans, such as the Mercedes Benz E-Class and BMW 7-Series. Couple this with its continued accolades from independent automotive studies across the board and there’s no question that Azera is one of the smartest premium large sedan choices available in the American marketplace today.

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Company of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced by more than 790 Hyundai dealerships nationwide.

First Drive: 2009 Hyundai Genesis

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Luxury by Numbers: On paper, the Genesis is all the luxury car you need

Numbers. It’s all about the numbers. Longer and wider, with a longer wheelbase and shorter turning radius than BMW 5 Series, Mercedes E-Class, and Lexus ES. Lower coefficient of drag, 0.27, and better fuel economy than most. A stiffer body than those of the Bimmer, Benz, and the Lexus LS 430 (Hyundai sees much of the Lexus range as its competition). Its optional Tau V-8 is “best-in-class,” making more horses (375) than V-8s in the 550i, E550, GS 460, or Infiniti M45 and does 0-to-60 mph in well under six seconds. It’s built in the world’s largest auto factory, Hyundai’s 1.62-million unit-per-year Ulsan plant.

7 Series size, 5 Series performance, 3 Series price, Hyundai says.

Hyundai’s first indigenous rear-drive sedan and in-house-developed V-8 comes 41 years after the company began assembling knock-down Ford Cortinas, 34 years after it built its own first car, 17 years after it began building its own engine design. And at least four years before Ford can return to the rear-drive sedan business in North America. Impressive, by those numbers.

Words paint a different picture, however. When Hyundai confirmed it was working on a rear-drive sedan a couple years ago, the motoring press leapt to the words “sport sedan.” Hyundai subsequently toned down the hyperbole, saying the Genesis (developed under codename “BH”) would offer Infiniti/Lexus-like luxury and performance at a typically cut-rate Hyundai price.

The Genesis is no sport sedan. It is luxurious, yes, and the V-8 is strong. Heck, the base 290-horsepower, 3.8-liter V-6 is really good in this car, and it’s coupled, as is the Tau V-8, to a ZF six-speed automatic transmission that ticks off smooth up- and downshifts. It also provides better balance, 52/48 front/rear versus 54/46 for the V-8, an engine that makes good, if overly muffled, sounds under full throttle.

A limited first drive at the Namyang Research & Development Center revealed Hyundai hasn’t strayed from its cushy car roots. You may have read about the Korean journalists who criticized the car as too soft when it launched in its home market last January. Hyundai’s American engineering team, led by ex-GM guy Wendell Collins Jr., reworked the sedan’s multilink front and rear suspension for our market, with stiffer springs, shocks, and damping. It’s worked, to the extent that extracting cushiness out of a suspension inherently designed for comfort can work. It’s no 1960s American floatmobile, having been stiffened up about as much as possible without sending the ride/handling equation off-kilter. Damping is especially good, reminiscent of a Honda Accord’s.

On Namyang’s tight handling course, the Genesis’s suspension handles transitions reasonably well. Push it hard, though, and the front tires scrub into the pavement. It’s not the kind of treatment you expect a large luxury sedan to take, but you do expect to try it on a sport sedan. The car is biased considerably toward understeer, and there’s no steering with the throttle, electronic stability control on or off. As with most any Lexus or Mercedes, you can’t turn ESP off completely.

The speed-sensitive rack-and-pinion steering is a bit numb and on the light side, offering less feedback than an Infiniti M35 provided for comparison, and requiring small corrections on the banks of Namyang’s high-speed oval. The Genesis V-6 tops out at a tire-limited 130 mph on the oval, and the V-8 will do an autobahn-friendly 155. Germany’s autobahn will not be the Genesis’s natural habitat, however. While smaller Hyundais and Kias have successfully attacked European rivals on their turf, Hyundai says it won’t export the Genesis to Western Europe as long as Lexus flounders there. The Genesis will be available in North America and much of Asia, Africa, and Russia.

It’ll be a hit with drivers who value maximum comfort and a modicum of prestige over handling dynamics. The Genesis is nicely trimmed, with the right amount of chrome and a two-tone interior featuring a leather-wrapped dash (which serves to minimize the unconvincing fake wood appliques), door panels, console lid, and seats. Its long list of features includes high-fidelity Lexicon Logic 7 audio (only the second car with that brand, after the Rolls-Royce Phantom) and a navigation system with backup camera. You control the HD radio, navigation, climate, and iPod with the Driver Information System, which looks like BMW’s iDrive button. Fortunately, it works much better, with controls duplicated elsewhere on the dash.

Fit and finish is generally good, with consistent stitching for the leather dash along the panel breaks. Hyundai didn’t sweat the details, though, because elsewhere they’re less impressive. The hood gap is a bit too wide. The Genesis has plastic-finished gooseneck hinges (not bad, but they’re not gas-filled shocks) and parcel shelf speaker and subwoofer bottoms of that high-end Lexicon system are left exposed. A $21k Chevy Malibu’s trunk is finished better.

Hyundai has big plans for its rear-drive platform, including the upcoming BK sport coupe. And it has big plans for its somewhat ill-timed V-8. Dong-Jin Kim, Hyundai’s vice chairman and CEO, says 4.6 liters is the small end; the engine can be bored and stroked up to 5.5 liters, which will serve nicely in the not-for-U.S. long-wheelbase Genesis, eight inches longer than the standard sedan and two inches longer than the front-drive Equus V-8 it replaces. The 4.6 will get gas direct-injection in a couple of years, pushing horsepower past 400, Kim says. Hyundai would have to raise the BK coupe’s hood to fit the Tau, “and why would we?” he asks. The BK V-6 “leaves a lot of room for the tuning guys.”

Finally, Hyundai has added the Chrysler 300C and Pontiac G8 GT to the Genesis V-8’s competitive set. This makes infinitely more sense than comparing the car with Mercedes and Lexus-the American cars are scratching and clawing for respect in their own country, where German icons and Japanese perfectionists rule the big luxury-car segment. The Hyundai Genesis will do well in a new, little sub-segment heretofore to be called “value-priced luxury cars.” Next to the Yank tanks, though, its bigger numbers don’t feel big enough to propel the car past your expectations of the Hyundai brand.

2009 HYUNDAI GENESIS
BASE PRICE RANGE $26,000-$30,000 (MT est)
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 3.8L/290-hp/264-lb-ft DOHC 24-valve V-6;
4.6L/375-hp/333-lb-ft DOHC 32-valve V-8
TRANSMISSION 6-speed automatic
CURB WEIGHT 3750-4000 lb (mfr)
WHEELBASE 115.6 in
LENGTH x WIDTH x HEIGHT 195.9 x 73.4 x 58.3 in
0-60 MPH 5.6-6.8 sec (MT est)
EPA CITY/HWY FUEL ECON 17-19/25-27 mpg
CO2 EMISSIONS 0.88-0.98 lb/mile
ON SALE IN U.S. Summer 2008

By Todd Lassa
Motor Trend

Hyundai Announces All-New Flagship Genesis Sedan Pricing

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FOUNTAIN VALLEY, CALIF., 05/28/2008 Hyundai Motor America has announced prices for its new flagship, the all-new Genesis sports sedan, starting at $33,000 for a well-equipped 290-horsepower V6 and $38,000 for the 375-horsepower V8 model.

“When we first showed the production Genesis earlier this year, we committed to deliver the interior package of flagship European luxury sedans, world-class driving dynamics, and pricing comparable to entry-level premium brand vehicles,” said John Krafcik, vice president, product development and strategic planning, Hyundai Motor America “Today, we’re delivering on a key part of that commitment, with a very well-equipped Genesis sedan priced below the most basic Infiniti G35 or BMW 3-Series.”

While Genesis will compete for customers with cars like Lexus ES, Chrysler 300 and Cadillac CTS, Genesis’ performance capabilities and luxury features are comparable to sedans costing tens of thousands of dollars more. With base prices of $33,000 for a well-equipped 3.8-liter V6, and $38,000 for a 4.6-liter V8, Genesis makes a premium driving experience accessible to a wide range of customers. Genesis goes on sale at Hyundai dealerships in July, delivering the kind of value equation American car buyers have come to expect from Hyundai.

2009 Genesis Manufacturers Suggested Retail Pricing:

Model Engine Package Transmission MSRP
Genesis 3.8 3.8L V6 Standard Equipment Aisin Six-Speed A/T $33,000
Genesis 4.6 4.6L V8 Standard Equipment ZF Six-Speed A/T $38,000

$750 freight charge included

Genesis is built on Hyundai’s all-new, performance-driven rear-wheel-drive architecture, with an advanced five-link suspension at all four corners. It offers two powertrains, the 290-horsepower Lambda 3.8-liter V6 engine mated to an Aisin six-speed automatic transmission, and Hyundai’s all-new Tau 4.6-liter V8 engine mated to a ZF six-speed automatic transmission. Both deliver outstanding fuel economy. The Tau produces 375 horsepower using premium fuel and 368 horsepower using regular unleaded, leading all competitors in specific output (horsepower per liter), while also outperforming all V8 performance sedans with a projected fuel economy estimate of 17 city/25 highway. Genesis 3.8 achieves EPA fuel economy estimates of 18 city/27 highway, which outperforms the V6 engines in many smaller, mid-size cars (e.g., Nissan Altima, Ford Fusion) on the highway. With technology rivaling more expensive luxury sedans, Genesis showcases features such as XM NavTraffic, Adaptive Front Lighting System (AFLS), Lexicon® audio systems and electronic active head restraints.

Genesis 3.8 – Standard Equipment

All Genesis 3.8 models come very well-equipped, including a 3.8-liter DOHC V6 engine, Aisin six-speed automatic transmission with Shiftronic™, Electronic Stability Control (ESC) with traction control, Anti-lock Braking System (ABS) and 17-inch alloy wheels with P225/55R17 tires. Additional standard equipment includes advanced front airbags, front and rear seat-mounted side airbags, roof-mounted side curtain airbags, electronic front head restraints, fog lamps, automatic headlights, dual power heated side mirrors with turn signal indicators, leather seating surfaces with heated front seats, power seats, cruise control, Hyundai’s signature white and blue interior lighting with electroluminescent cluster, proximity entry with electric push button start, leather-wrapped tilt steering wheel with audio controls, dual front fully automatic HVAC, electrochromic auto-dimming interior rearview mirror with Homelink and compass, AM/FM/CD/MP3/XM (3-month subscription) with iPod/USB and auxiliary input jacks, Bluetooth and floor mats.

Genesis 4.6 – Standard Equipment

The Genesis 4.6 builds on the standard equipment found on the Genesis 3.8, adding a 4.6-liter DOHC V8, ZF six-speed automatic transmission, unique 18-inch hyper-silver alloy wheels with P235/50R18-inch tires, chrome lower bodyside moldings, ultra-premium leather seating surfaces, leather-wrapped dash and door trim inserts, power glass sunroof with tilt and slide, power tilt and telescopic steering column, integrated memory system, Lexicon 15-speaker surround sound audio system, six-disc CD changer, illuminated scuff plates, wood-trimmed leather steering wheel, electrochromic auto-dimming interior rearview mirror with Homelink and compass, power rear sunshade and rain-sensing wipers with auto defogger windshield.

Hyundai Motor America, headquartered in Fountain Valley, Calif. is a subsidiary of Hyundai Motor Company of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced by more than 790 Hyundai dealerships nationwide.

This Is Just the Beginning

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Genesis. Sounds like a great new beginning, and it is. The 2009 Hyundai Genesis sedan is the first V8-powered rear-wheel-drive luxury sedan from the Korean carmaker for our market, and it’s a game-changer in many ways. As with the Sonata and Azera that preceded the Genesis, Hyundai is taking the fight to the establishment.

This time, however, it has taken aim at the Germans. In its own words, Hyundai says of the 2009 Hyundai Genesis V8, “It’s the size of the BMW 7 Series with the performance of the 5 Series and at the price of the 3 Series.”

It’s an imposing goal, yet we have to admit that the Korean company has missed the target only slightly. Instead we’d say what Hyundai has actually produced is a car that’s the size of the first-generation Infiniti Q45 with the performance of an M45 and at the price of a G35.

That’s still pretty darn good in our book. And that isn’t even accounting for the budget-friendly 2009 Hyundai Genesis V6 that will also be available this summer.

Free the Korean Eight
At its core, the top-line Genesis is powered by an all-new, ultra-clean-running, DOHC 4.6-liter V8 that produces 375 horsepower at 6,500 rpm while running on premium fuel (or 368 hp with regular fuel). It produces 333 pound-feet of torque (324 lb-ft on regular fuel) at 4,500 rpm.

Power is routed through a ZF-built 6HP26 six-speed transmission to the rear wheels. While shift-paddle control for the six-speed is being developed for this transmission as we write, the car now features a shift lever mounted on the console.

This car looks substantial in person, measuring 195.9 inches long, 73.4 inches wide and 58.3 inches tall. The wheelbase is commensurately long at 115.6 inches, while the front track is 62.0 inches and the rear track is 62.2 inches. It weighs in at 4,006 pounds. Just as you’d expect from a sport sedan, a multilink suspension with coil springs is featured at every corner, as is a P235/50R18 Dunlop SP sport 5000M tire.

Proving Grounds

We were given the opportunity to put our test instruments on a KDM (Korean domestic market) version of the Genesis V8 (which has already gone on sale there), right on Hyundai’s elaborate proving grounds not far from Seoul. It’s an impressively modern facility, meant to be a real showcase of the company’s capabilities just like the rest of Hyundai HQ.

Even while running on regular fuel and thus producing just 368 hp rather than the full 375 hp, the Genesis V8 stopped the computerized clock of our VBox test equipment at 5.9 seconds to 60 mph (5.6 seconds with 1 foot of rollout as on a drag strip), confirming Hyundai’s claim of breaking the 6-second barrier to 60 mph. The quarter-mile marker flew by at 103 mph in exactly 14.0 seconds. These fleet figures put the Hyundai Genesis V8 in the company of any V8-powered Audi, Benz or BMW sedan, a significant accomplishment.

While a stopping distance of 124 feet from 60 mph isn’t what we’d call world-class, that’s still pretty good for a 4,000-pound sedan wearing all-season tires. And while we didn’t pack all of our test gear required to time the car through the slalom, we did set up a standard course for a slalom evaluation and made a number of runs. The car surprised us with its neutral handling balance. It felt a little soft and slow as it made the transition from one slalom gate to the next, but it always was obedient.

We’ll have to wait a couple more months to get a U.S.-specification car here in the States for an official track day, but these numbers and early impressions should only improve.

High Roller
Inside the cabin, the Genesis V8 is outfitted like a true luxury sedan. Spacious, richly appointed and fully decked out with a comprehensive list of convenience features, this Hyundai looks and feels very much like a top-line Lexus. The seats are as comfortable as they appear, although they lack the kind of firm, highly bolstered Germanic treatment a sport sedan enthusiast might enjoy. The instrument panel’s white-on-black electroluminescent gauges look like they came straight out of a Lexus.

The soft curves of the sweeping dashboard architecture are complemented by an elegantly adorned center stack with numerous HVAC/audio buttons, many of which are thankfully made redundant with more ergonomically friendly controls on the steering wheel or by the multimedia controller on the center console just aft of the shift lever.

Nearly all the electronic conveniences are connected by a fiber-optic network, the latest thing to improve the speed and reliability of an automobile’s electronic nervous system. Hyundai has dedicated more than $160 million to bringing such advanced electronics to its automobiles, and has entered into a long-term agreement with Microsoft to co-develop a next-generation infotainment system for both Hyundai and Kia.

Other than the Rolls-Royce Phantom, the Genesis is the only car that presently offers a Lexicon-brand 7.1 discrete audio system with HD radio, 17 speakers and more than 500 watts of power. If the 40-gigabyte hard-drive-based navigation system is ordered, the dashboard of the Genesis is enhanced with an 8-inch color display and XM NavTraffic, plus digital music storage and a back-up camera. Like all 2009-model Hyundai cars, the Genesis comes standard with XM Satellite Radio and USB/iPod connectivity.

Firm and Quiet

The Genesis is built from a rigid unibody that’s received as much CAD work as the Boeing 787 Dreamliner. Double-laminated glass, anti-vibration pads and acoustic sandwiches in its design and construction only begin to tell the whole story. We’d be negligent if we didn’t say that Hyundai Genesis is one of the quietest cars we’ve ever driven.

World-class crashworthiness is also expected from this car due to special attention to its construction, as well as a full complement of active and passive safety features such as fully integrated electronic stability/traction/braking systems and airbags a-plenty.

As you’d expect, the Genesis rides softly on an aluminum-intensive suspension to enhance ride quality by minimizing unsprung weight. The electrohydraulic steering assist leaves the rack-and-pinion steering feeling more isolated from the tires than we’d prefer, but the steering itself is still precise and appropriate given the scale and mission of the car. Nobody will ever mistake the Genesis for a BMW when it comes to steering, but Infiniti or Lexus owners will find it familiar.

There’s Room To Grow
During our visit to Hyundai HQ, company brass forthrightly addressed several pertinent issues about the new car for us. The new V8 doesn’t feature direct-injection technology to attain its lofty horsepower figures. Is D.I. a future possibility? Absolutely, but this is only the first iteration of the all-new 4.6-liter Tau engine family and it’s meant to be relatively affordable to build, and it already features an elevated 6,500-rpm redline, fully variable valve timing, a variable-volume intake plenum, cast stainless-steel exhaust manifolds and ULEV-II level emissions. There’s more to come.

We noted that the KDM Genesis on sale in Korea has an adjustable air suspension. Could future U.S. Genesis sedans be so equipped? Again, as a cost-cutting measure, Hyundai chose to introduce the car to the U.S. without it to be more competitive on price. It may become an option next year.

All-wheel drive? Diesel or hybrid powertrains? Hyundai says it has no current plans for the Genesis to evolve in these directions.

Finally, the elephant in the room was recognized by the Hyundai executives. Why didn’t Hyundai kick off a premium channel in its model lineup with a truly premium car rather than a luxurious sport sedan, something more in keeping with Lexus rather than Audi? The Hyundai execs gave this possibility serious attention, but concluded it would not only cost the company too much (about $2.5 billion), but it would also put undue stress on the current dealership network. Hyundai estimates that the gains it has taken 13 years for Lexus to enjoy would take something like 20 years for Hyundai to recoup. But it still might happen someday, they admit.

Instead, Hyundai has dedicated a special area within its nearly 800 dealerships in the U.S. to the sale of the Genesis sedan in its V8 and V6 iterations, and it has specially trained those who will be charged with selling the Genesis sedan.

It’s a Bottom Line Business
If we take Hyundai at its word that the price of the Genesis V6 will mirror those of either the BMW 3 Series or Mercedes-Benz C-Class, it would mean a bottom line between $33,000 and $39,000 depending on equipment. Hyundai predicts 70 percent of Genesis sedans will fall into this category.

Our estimate for the base price of a 2009 Hyundai Genesis V8 is $40,000-$45,000, or $7,000 less than a Lexus GS 460 and a whopping $15,000 less than a base Mercedes-Benz E550.

While we don’t for a minute believe anybody shopping for an E-Class or 5 Series would even consider a Japanese luxury sedan, much less the Korean-built Hyundai Genesis, those looking at Lexus or Infiniti would do well to visit a special little corner of a Hyundai dealership. One test-drive might begin to tip the scale. The clincher would be the sticker price and amazing warranty terms.

The 2009 Hyundai Genesis might not be here yet but, like those first few raindrops that precede a slow-moving thunderstorm on the horizon, there’s going to be a thorough soaking before it runs its course. This is just the beginning.

By Chris Walton, Chief Road Test Editor
Edmunds.com

First Drive: 2009 Hyundai Sonata

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Hyundai’s popular midsize Sonata sedan receives some significant updates for the 2009 model year. The changes are focused on where the car needed them most: the inside. I had a chance to drive the new model recently in the outskirts of Chicago and found that the changes are just what this model needed.

The 2009 Sonata gets an all-new dashboard design that can now go toe-to-toe with the best in the segment, like the Honda Accord, in terms of material quality and fit and finish. It’s a vast improvement over the previous design, which was my primary complaint with the 2008 model.

The restyled dash can now accommodate a newly optional navigation system that features a crisp display screen. It’s only available on the top-of-the-line Limited trim, though, and goes for $1,250.

Another change to the sedan’s interior is that the front bucket seats have been enlarged. I thought the previous seats offered good comfort, and found the leather seats in the 2009 Sonatas I tested — a four-cylinder Limited and a V-6 Limited — were also comfortable for the few hours I spent behind the wheel. These seats have very soft cushioning, which surprised me a bit when I first sat in the car. You sink into them, but once you’re settled they offer good support.

In terms of the driving experience, the Sonata’s suspension skews to the firm side of the spectrum for midsize sedans — closer to a Honda Accord than a Toyota Camry — and nicely resists body roll when cornering. This tuning decision lets you feel bumps in the road when the pavement turns rough, but it’s tolerable. While the Sonata’s steering is fairly responsive and precise, the wheel lacks any kind of road feel.

As mentioned, I drove both a four-cylinder and a V-6 Sonata, and while I like the low-end power and overall refinement of the V-6, the four-cylinder is by no means inadequate; it doesn’t have trouble accelerating the Sonata up to highway speeds, though it is noticeably noisier than the V-6. Additionally, the four-cylinder costs less and gets higher gas mileage: 22/32 mpg.

Hyundai got most things right with its new midsize sedan. The Sonata may not be the most exciting model out there, but it doesn’t have to be to do well in this class. The Sonata has been a good value for some time, and the improvements for 2009 make it even more of one.

Hyundai’s value-packed SUV is impressive

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Santa Fe delivers more power, fresh exterior

Whenever I drive a Hyundai product, like my recent testing of the 2008 Santa Fe, I’m reminded of how impressive this Korean automaker’s transformation has been since they first started selling automobiles in the U.S.

Today, Hyundai offers well-built, nicely styled vehicles that include a long list of standard features and one of the best warranties in the business.

Like its siblings, the 2008 Hyundai Santa Fe is packed with value. It’s been a few years since I last drove a Santa Fe and it’s encouraging to realize how dramatically improved the current product is. And that’s considering how likable the previous generation was.

The Santa Fe received a major revision last year giving it more interior room, a better ride, and more power under the hood.

Looking at Santa Fe’s exterior, the design is modern, aerodynamic and unmistakably Hyundai thanks to its tall front fascia and aggressive grille.

The roof line is sleek and appears lower than past model years, yet plenty of headroom remains for all passengers.

For 2008, the top-of-the-line Santa Fe Limited model gets even better, adding a 605-watt Infinity Logic 7 audio system and power sunroof to the long list of standard equipment and an all-new navigation system to the list of optional equipment.

Combine this with a roomy, well-crafted interior, optional third-row seat and it’s easy to see that the Santa Fe continues to raise the bar in the crossover segment.

The 2008 Hyundai Santa Fe midsize crossover sport-utility is available in three trim levels: base GLS, SE and Limited. The GLS (pricing begins around $21K) includes a V-6 engine, 16-inch alloy wheels, full power accessories, keyless entry, cruise control, four-wheel disc brakes with anti-lock, Electronic Stability Control (ESC), side and curtain airbags and a CD/MP3 player.

Stepping up to the SE (pricing begins around $24K) adds a larger V-6 engine, 18-inch alloy wheels, auto headlamps, front fog lamps, leather-wrapped steering wheel with audio controls, trip computer, and compass.

The top-of-the-line Limited (pricing begins around $28K) adds a LED-style center high-mounted stop lamp, leather upholstery, heated front seats, eight-way power driver seat, dual-zone automatic climate control, premium Infinity audio system with 6-CD changer and sunroof.

Some of the Limited’s goodies are available as options in the GLS and SE. A third-row seat is optional in SE and Limited models. Also, Limited buyers can opt for a navigation system and/or rear entertainment system.

Powering GLS models is a 2.7-liter V-6 that produces 185 horsepower. You can get the GLS with a five-speed manual or four-speed automatic transmission powering either the front wheels (FWD) or all four wheels (AWD).

SE and Limited models feature a 3.3-liter V-6 engine good for 242 horsepower mated to a five-speed automatic transmission. Both models are also offered in FWD and AWD. When properly equipped, the 2008 Hyundai Santa Fe is capable of towing up to 3,500 pounds.

Santa Fe’s available electronically controlled all-wheel-drive system automatically routes power to the wheels with the best traction. A driver-selectable AWD lock provides a fixed 50/50 torque split between front and rear wheels, which can improve performance in slippery conditions.

My Santa Fe Limited AWD tester delivered a nice, well-mannered ride. Acceleration from the larger V-6 is very good at all speeds and the five-speed automatic transmission shifts smoothly.

At night, I especially liked the blue backlighting for the instruments. And the luxurious tone of my Limited tester’s interior was further augmented with stylish and comfortable perforated leather seats.

Overall, the Santa Fe is very likable. But I did note one dislike. Hyundai doesn’t offer a rear cargo shade, not even in the Limited model I drove. Still, I wouldn’t let that stop me from enjoying the many rewards.

2008 Hyundai Santa Fe Limited AWD
Engine: 3.3-liter (242 hp) V-6
Transmission: 5-speed automatic
Drive type: AWD
Fuel economy: 17 city/24 highway
Base price: $29,600
As tested: $31,470 (includes $0 for destination)
Web site: www.hyundaiusa.com

May 17, 2008
BY IRA SIEGEL SouthtownStar Auto Writer