Thursday, December 27, 2012
Thursday, December 20, 2012
Test Drive: Hyundai Santa Fe nifty and thirsty
Hyundai's redesigned (and that's a mild description) Santa Fe Sport midsize SUV is a sweet machine that gets disappointing fuel economy.
Too bad, because the low real-world mpg might overshadow the significant attributes of the 2013 Santa Fe, on sale since August.
Hyundai, you might recall, was thumped by the government recently for overstated fuel economy on some models. It and corporate affiliate Kia had to restate the mpg ratings on several vehicles. Santa Fe was one.
The companies say they erred in some calculations that are part of the federal procedures for mileage estimates. Hyundai and Kia are giving owners small refunds to cover the difference between the old ratings and the new, lower ones.
The Santa Fe tested was a Sport 2.0T with all-wheel drive and the 2-liter turbo four-cylinder. The revised rating for it is 19 mpg in the city, 24 highway, 21 combined. Test Drive managed only about 16 mpg in zippy suburban use and approached the highway mpg only in ideal conditions.
Hyundai is horrified, saying its folks get into the 30s in their personal Santa Fes, and cites other published reports with results in the 20s.
But 16 mpg, plus-or-minus, though disappointing, might not be all that bad on a relative scale. A Honda CR-V tested late last year managed only about 16 mpg in the same suburban driving, and it's smaller, lighter and has a less-powerful engine.
Source: USAToday
Tuesday, December 18, 2012
Monday, December 17, 2012
Thursday, December 13, 2012
Tuesday, December 11, 2012
Thursday, December 6, 2012
Wednesday, December 5, 2012
What a deal!
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What a deal!
Right now, bring in both vehicles on the same day and get one FREE! Click here to print your coupon: http://on.fb.me/PXbm2s
Tuesday, December 4, 2012
2013 Hyundai Santa Fe now features five, six and seven passenger trims
Hyundai revealed the production version of its new three-row, six/seven-passenger 2013 Santa Fe at the 2012 LA Auto Show on Nov. 28 in Los Angeles.
This new Santa Fe joins its brother, the two-row, five-passenger 2013 Santa Fe Sport which has been on sale since August.
Pricing for the new 2013 Santa Fe will not be announced until closer to its available date early in 2013. It will be available in both front wheel drive (FWD) and all wheel drive (AWD) as is the Santa Fe Sport.
Currently, the base MSRP for the 2013 Santa Fe is $24,450 for the FWD with the 2.4L DOHC with the 190 horsepower and 181 lb.-ft. of torque power plant and $27,700 for the 2.0L Turbo DOHC engine with 264 horsepower and 252 lb.-ft. of torque. Adding all-wheel drive (AWD) to each is $1,750.
We drove both of the 2013 Santa Fe Sport power plant versions, the 2.4L in FWD and the 2.0L in AWD in October at the 2012 Texas Auto Writers Association (TAWA) annual Truck Rodeo near San Antonio, Texas. Both power train combinations were very impressive and particularly agile and capable on the off-road course at the Truck Rodeo. The interior appointments and technology were exceptional as well making the Santa Fe Sport a favorite of many of the writers.
2013 Hyundai Santa Fe Sport
Photo credit:
Hyundai
As a result, the Texas Auto Writers Association voted the 2013 Santa Fe Sport the Compact Crossover of Texas.
The all-new Santa Fe three-row is equipped with the more robust Hyundai Lambda 3.3L V6 engine with 290 horsepower and 252 lb.-ft. of torque.
Particular highlights of the new 2013 three-row Santa Fe include: being the only midsize CUV with a standard direct injection V6 engine, optional 19-inch aluminum alloy wheels, a tow rating of 5,000 pounds, Active Cornering Control, AWD system, Driver Selectable Steering Mode (DSSM), Hyundai designed and engineered six-speed automatic transmission, panoramic sunroof, heated rear seats and heated steering wheel, power driver and front passenger seats, seven passenger seating with 40:20:40 split folding second row bench seat or six passenger seating with second row captain’s chairs, sliding and reclining second row seating with cargo area release and 50:50 flat folding third row seats.
Standard Blue Link® – safety, service and infotainment telematics system, third generation navigation and audio multimedia systems with an available eight-inch display and a power liftgate are also available.
The Hyundai designers crafted Santa Fe Sport and three-row Santa Fe together, the signature differentiating element being the side view daylight opening (side window shape). The Santa Fe is 3.9 inches longer in the wheelbase and 8.5 inches overall. The Santa Fe features a shape that highlights the increased passenger and cargo room behind the third-row seat with has 38.6 more cubic feet of passenger space and 16.7 more cubic feet overall.
The 2013 Santa Fe also has its own bodyside character lines from the B-pillar back, grille design, standard 18-inch Euroflange alloy wheels, chrome-tipped dual exhaust and a flush-mounted tow hitch design.
Special care and attention went into the interior details, such as an optional panoramic sunroof, which allows more natural light into the cabin and rear side window sunshades. Available on Santa Fe models, is a push-button starter with proximity key, Electroluminescent Gauge Cluster with color LCD trip computer and a heated steering wheel.
The Santa Fe is powered by the highly acclaimed Lambda 3.3-liter V6 engine, which is also found in the Hyundai Azera and is mated to Hyundai’s six-speed automatic transmission with SHIFTRONIC® manual control. This transmission offers smooth shifts and a wide ratio spread that suits the engine’s characteristics.
Santa Fe customers will feel the benefits of the optional Active Cornering Control All-Wheel-Drive (AWD) system, which cooperatively controls torque and braking in conjunction with the Vehicle Stability Management System. This system can anticipate traction requirements and deliver additional stability through braking via continuous monitoring of driving conditions compared with other AWD systems, which can only react to conditions after they occur.
The Dynamax AWD system supplied by Magna Powertrain access an intelligent control unit that continuously analyzes data from the vehicle controller and distributes torque to any single wheel at a time through a multi-clutch plate. The coupling system is fully controllable via an electro-hydraulic actuation system. Braking force can also be sent to any single wheel at a time via the software. These processes are known as torque vectoring and torque braking. All this analysis is completely transparent to the driver.
In addition, greater efficiency is achieved through the intelligent control electronics that provide the torque needed for enhanced traction in a variety of driving situations. As a result, lower fuel consumption and reduced emissions are achieved. The electronic components are also optimally sized for minimal energy usage. This intelligent system allows for even more driver control.
All 2013 Santa Fe trims feature Hyundai’s Hillstart Assist Control (HAC) and Downhill Brake Control (DBC) to maximize control on steep hills. HAC minimizes rolling backwards on steep ascents, while DBC helps the driver maintain vehicle control and speed on steep downhill descents. By selecting the DBC switch, the Hydro-Electronic Control unit manages the wheel speed sensors, steering angle sensor and acceleration sensor to maintain control and speed on steep declines without having to use the brake.
Behind the wheel, drivers benefit from Hyundai’s all-new Driver Selectable Steering Mode, with three operating modes – Comfort, Normal and Sport. This innovative system allows drivers to adapt the Santa Fe’s steering characteristics to varying driving preferences and road conditions.
Comfort mode is ideal for city and parking environments, offering the greatest ease of steering with a 10 percent decrease in steering effort from Normal mode. Normal mode is ideal for a mix of driving conditions. Meanwhile, Sport Mode is optimized for higher-speed freeways or winding roads.
All models have a standard Vehicle Stability Management (VSM) system, which optimally manages Electronic Stability Control (ESC) and the Motor-Driven electric Power Steering (MDPS). VSM works to control two effects. Active Cornering AWD drive models integrate torque and brake vectoring.
All models are available with four audio systems with HD Radio technology integrated into all Santa Fe displays. Standard is an AM/FM/Satellite Radio/CD/MP3 audio system with six-speakers and iPod®/USB/auxiliary input jacks.
The upgrade audio system boasts a 4.3-inch full color LCD screen with HD Radio and rear view camera. The third system consists of the Gen 3.0 Navigation unit with Dimension audio with 10 speakers. Finally, the premium navigation system includes an Infinity® 550-watt, Logic 7® surround sound audio system with 12 speakers, including an eight-inch subwoofer and external amplifier is available.
A SiriusXM Satellite Radio interface is integrated into each head unit and features channel logos and Data services, such as NavWeather®, Stock Ticker and Sports Ticker. A Bluetooth hands-free phone system with voice recognition, address book download and audio streaming is also standard.
Both navigation systems integrate rear-view camera output. Blue Link™ turn-by-turn navigation is standard on all Santa Fe models.
Hyundai Blue Link®, standard on all Santa Fe models, combines safety, service and infotainment features to simplify owners’ lives and reduce distracted driving. Blue Link brings seamless connectivity directly into the car with technology like voice text messaging, POI web search download, turn-by-turn navigation, and monthly vehicle reporting.
Blue Link is offered in three packages: Assurance, Essentials and Guidance. More details on these package options can be found at www.hyundaibluelink.com.
Based on our test drives of the 2013 Santa Fe Sport FWD and AWD in October, this new three-row 2013 Santa Fe should be a winner also.
Thursday, November 29, 2012
Wednesday, November 28, 2012
Tuesday, November 27, 2012
2013 Hyundai Elantra GT named Best Value Car for Popular Mechanics' Auto Excellence Awards
Popular Mechanics 2013 Automotive Excellence Awards have been announced and 2013 Hyundai Elantra GT has found itself at the helm. Being named as the Best Value Car by this prestigious magazine is due to Hyundai Elantra GT possessing class leading technologies, optimum use of interior space and most competitive pricing. The latest in technology is the one thing that dictates what people look for when it comes to their cars, homes, computers, sports, etc.
Elantra GT is packed with high technological features and space is at a premium specially when seats are folded forward which then offers cargo space of 51 cubic feet. Elantra GT also shares some of its parts such as chassis tuning and suspension with the Hyundai Veloster coupe which adds to its performance.
Elantra GT is a five door hatchback, fully functional and compact and yet roomy and comfortable showcasing Hyundai's commitment towards offering the best in automotive design with high level of efficiency and functionality. It is seen with class leading technological features such as Driver Selectable Steering Mode and Bluetooth connectivity while it is offered at a starting price of $18,395.
Courtesy of: http://bit.ly/UacCQA
Monday, November 26, 2012
Enjoy awesome service specials at St. Cloud Hyundai
Tuesday, November 20, 2012
Thursday, November 8, 2012
Tuesday, November 6, 2012
Thursday, November 1, 2012
Hyundai adds new Elantra hatchback
The new-for-2013 Hyundai Elantra GT hatchback is a stylish, fuel-sipping, nimble car with surprisingly quiet interior and luxury touches that include a huge panoramic sunroof and a sliding center armrest.
Despite the name, though, this new Hyundai is not that much of a GT, or Grand Tourer, in performance.
In fact, the Elantra GT has the same 148-horsepower, naturally aspirated, four-cylinder engine that's in the 2013 Elantra sedan.
This powerplant helps account for the Elantra GT's notable federal government fuel economy rating of 28 miles per gallon in city driving and 39 mpg on the highway for an automatic transmission model. These numbers are near the top mileage ratings among gasoline-only-powered, five-door hatchbacks.
Best of all, the new Elantra GT, like all Hyundais, comes with a 10-year/100,000-mile powertrain warranty and a limited, bumper-to-bumper warranty for 5 years/60,000 miles.
Hatchbacks typically are priced higher than their sedan siblings, and the Elantra GT five-door is no exception.
Starting manufacturer's suggested retail price, including destination charge, for a 2013 Elantra GT is $19,170 with six-speed manual transmission and $20,170 with six-speed automatic.
This compares with $17,590 for a base, 2013 Elantra sedan with manual transmission and the $18,590 starting retail price for a base, 2013 Elantra sedan with automatic.
Still, the Elantra GT has starting retail prices that are lower than major hatchback competitors'.
For example, the 2013 Ford Focus starts at $19,995 with five-speed manual transmission and $21,090 with six-speed automatic, while the 2013 Volkswagen Golf starts at $20,590 for a five-door model with six-speed automatic transmission.
Arguably, all hatchbacks have a flowing side profile. But the Elantra GT's sweeping lines emanate from the same Hyundai Fluidic Sculpture design that made the Hyundai Sonata a U.S. sales winner.
Also, the Elantra GT was designed for Europe, so some people see it as a European-looking car.
Driving the Elantra GT test car was pleasant, with the car unusually quiet at startup and while resting at stop lights, even though the engine stayed on the whole time.
The driver didn't even feel vibration coming through the gear shift lever at idle, and noise from surrounding cars was muted.
Power delivery was steady and acceptable, as the automatic transmission moved from gear to gear with a smoothness expected in higher-priced cars.
But pedal-to-the-metal acceleration in the Elantra GT carrying four adults brought some strenuous, buzzy sounds from the 1.8-liter, double overhead cam four cylinder.
Torque peaks at 131 foot-pounds at a high 4,700 rpm, so there's not real strong "oomph" of power in many situations.
Both the Focus — with 160-horsepower four cylinder delivering 146 foot-pounds of torque at 4,450 rpm — and the Golf — with 170-horsepower five cylinder generating 177 foot-pounds of torque at 4,250 rpm — provide more power.
Yet, the higher-powered Focus has nearly the same fuel economy rating with automatic transmission — 27/38 mpg — as the Elantra GT.
Combined city/highway mileage in the test car was 32 mpg, and with regular unleaded all that's needed, it cost just over $50 to fill the 14-gallon tank, which is 1.6 gallons larger than that in the Focus.
Underneath the rigid body, the Elantra GT uses the same front-wheel drive platform of the Elantra sedan, but the steering and rear suspension are different.
Elantra GT's Driver Selectable Steering mode put onto the power-assisted, rack-and-pinion steering came with three choices — comfort, normal and sport.
But feedback still was far off and the overall effect seemed more a gimmick than a steering enhancement.
Meantime, the torsion axle rear uses Sachs shock absorbers for better body control.
In the test car, body motions were minimized, the car made lane changes without fuss and handled an emergency maneuver with poise and confidence.
Even better, the Elantra GT's compact size — it's 14 feet from bumper to bumper, which is 9 inches shorter than the Elantra sedan — makes it easy to park and nudge into congested streets.
Note that while the Elantra GT is compact, it doesn't feel lightweight.
There's a nice, mostly flat rear floor with 34.6 inches of legroom, which is better than the 33.2 inches in the back seat of the Focus. The Golf has 35.5 inches of rear-seat legroom.
With rear seats folded down, cargo space in the Elantra GT expands to a generous 51 cubic feet.
Texture and appearance of the soft-touch plastic inside the car looked upscale, and optional leather upholstery was supple enough it wouldn't be confused with vinyl.
The two-part, optional panoramic sunroof is a first in the segment, Hyundai officials said, and it really lightens the interior.
Not optional is a soft-touch cover over the center storage area that doubles as an armrest. It slides forward and back to accommodate both short-stature and tall drivers.
The extra large display screen in the middle of the dashboard afforded better-than-usual views from the rearview camera.
The outside lens of this camera, by the way, is kept clean from water, snow and dirt because it only comes out from beneath the Hyundai badge on the rear liftgate when the car is shifted into reverse.
In the tester, there was a brief closing/snapping sound at the back of the car as the lens retreated inside and the badge came back down.
The Elantra GT earned five out of five stars, overall, in federal government crash testing.
All safety equipment is standard, including seven air bags. One is for the driver's right knee and helps keep the driver in proper position behind the steering wheel during a frontal crash.
Elantra sedans are built in an Alabama plant. Elantra GTs come from South Korea.
Source:Associated Press
Tuesday, October 30, 2012
Thursday, October 25, 2012
Wednesday, October 24, 2012
Hurry into St. Cloud Hyundai and get your Oil Change for only $18.95!
Tuesday, October 23, 2012
Hyundai introduces 600-hp Elantra GT for SEMA
The Bisimoto is one of the highest-output concepts ever created by Hyundai, dwarfing even the V8 Genesis RMR500 Coupe from 2011. It does this through an entire overhaul of the 1.8-liter, four-cylinder engine.
Bisimoto installed steel rods, a turbo kit, new camshafts and forged pistons. AEM provided smart ignition coils while MSD contributed coil wires. Bisimoto and Turbonetics joined to install the turbocharger, blow-off and wastegate. A full list of power modifications is below.
Underneath, the Elantra GT gets Progress coilovers and springs, 18-inch Challenge wheels and a Bisimoto-spec clutch. The roll cage is provided by JNF.
Graphics and body kits are attached, as well as a Burns stainless steel muffler. Inside, Bisimoto takes care of the racing seats and harness, Odyssey does the dry cell battery and Rueda takes care of the interior paint.
The Bisimoto Elantra GT will join the Hyundai Velocity, Cosworth Veloster and Ark Veloster on the company’s stand in Las Vegas.
Powertrain Modifications:
-- Bisimoto-built 1.8L “NU” family Hyundai engine
-- Bisimoto steel rods, turbo kit, intake gasket, injectors, and web level 2.4 camshafts
-- Arias forged pistons
-- AEM Series 2 EMS, and smart IGBT coils
-- MSD coil wires
-- NGK Iridium spark plugs
-- PurOl Oils
-- Bisimoto/Turbonetics BTX6462 turbocharger, blow-off, wastegate
-- Spearco intercooler
-- Golden Eagle sleeved block, intake manifold
-- Griffin radiator
-- Supertech valvetrain
-- Vibrant Vanjen clamps and stainless hardware
-- AEM water-methanol kit
-- AEM 320lph fuel pump
-- ARP head, main and wheel studs
-- Portflow custom headwork
-- VP Streetblaze 100 fuel
-- Kinsler fuel filters
Monday, October 22, 2012
How to Share the Road with Truckers
Personally, we've seen rude truckers hog the road, and we've seen dimwitted drivers set themselves up for what could be a very painful, if not deadly, lesson. Furthermore, not all trucks traveling the nation's highways are properly maintained, due to a lack of finances or pure laziness. But for most truck drivers, who are paid by the mile and are held responsible for damaged goods, their lives and livelihoods depend on driving a well-maintained truck carefully, and getting freight to its destination on time.
Tractor trailer trucks are responsible for carrying nearly 30 percent of all the cargo shipped in the United States. Technology and improved roadways have allowed the use of trucks for shipping to increase steadily since the 1920s, resulting in larger vehicles and heavier loads. Yet, traffic fatalities involving trucks have steadily declined during the past 50 years, except for a small spike upward in the early 1980s right after the trucking industry was deregulated. Fatalities due to accidents involving semi trucks total 5,000 annually on average, with the vast majority of those fatalities suffered by occupants of passenger vehicles that collided with a truck. As motorists who must share the road with semi trucks, we can do our part to help reduce this number even further if we simply take the time to follow a few simple driving rules and try to understand how difficult it is to maneuver a tractor-trailer in traffic.
We asked Michael Taylor, transportation special programs developer for the Tractor Trailer Training Program at Triton College in River Grove, Ill., what the top five pet peeves truckers had with fellow motorists were. Here is his list:
1) Riding in a trucker's blind spots. Trucks have large blind spots to the right and rear of the vehicle. Smaller blind spots exist on the right front corner and mid-left side of the truck. The worst thing a driver can do is chug along in the trucker's blind spot, where he cannot be seen. If you're going to pass a truck, do it and get it over with. Don't sit alongside with the cruise control set 1 mph faster than the truck is traveling.
2) Cut-offs. Don't try to sneak into a small gap in traffic ahead of a truck. Don't get in front of a truck and then brake to make a turn. Trucks take as much as three times the distance to stop as the average passenger car, and you're only risking your own life by cutting a truck off and then slowing down in front of it.
3) Impatience while reversing. Motorists need to understand that it takes time and concentration to back a 48-foot trailer up without hitting anything. Sometimes a truck driver needs to make several attempts to reverse into tight quarters. Keep your cool and let the trucker do her job.
4) Don't play policeman. Don't try to make a truck driver conform to a bureaucrat's idea of what is right and wrong on the highway. As an example, Taylor cited the way truck drivers handle hilly terrain on the highway. A fully loaded truck slows way down going up a hill. On the way down the other side of the hill, a fully loaded truck gathers speed quickly. Truckers like to use that speed to help the truck up the next hill. Do not sit in the passing lane going the speed limit. Let the truck driver pass, and let the Highway Patrol worry about citing the trucker for breaking the law.
5) No assistance in lane changes or merges. It's not easy to get a 22-foot tractor and 48-foot trailer into traffic easily. If a trucker has his turn signal blinking, leave room for the truck to merge or change lanes. Indicate your willingness to allow the truck in by flashing your lights.
According to "Sharing the Road," a booklet distributed by John Deere Transportation Insurance, the three most common types of accidents involving heavy trucks involve the following:
1) Crashes caused by the truck's inability to stop in time.2) Crashes caused by a motorist trying to pass a truck on the right while the truck is making a right-hand turn. Also known as the right turn squeeze.3) Crashes caused by a motorist riding in the trucker's blind spots. Use the following rule of thumb: If you cannot see the truck driver in his mirrors, he probably cannot see you.
By taking simple common-sense steps to protect yourself and your family when driving near large trucks, traffic fatalities will continue to drop. Over the years, the trucking industry has improved the quality of truck drivers by making it more difficult to qualify for and keep a Commercial Driver's License (CDL). Mandatory drug testing has also been instituted. In fact, the National Highway Traffic Safety Administration (NHTSA) published the following data in 2008. The intoxication rate for drivers involved in fatal accidents was:
27% for motorcycle riders 23% for light truck drivers (pickups and SUVs, that is) 23% for passenger car drivers 1% for truck drivers
Still, more work must be done to combat tightly scheduled deliveries, overbearing stacks of paperwork and driver fatigue caused by federal regulations that work against the human body's natural circadian rhythm.
After meeting with truck driving instructors at Triton College, with representatives from the Illinois Transportation Association and learning what it takes to pilot a tractor-trailer by taking the wheel myself, we joined Taylor for a ride in a brand-new empty tanker truck.
We covered suburban roads during a half-hour loop just to the southeastern side of O'Hare airport. During our 30-minute ride, two motorists turned left across traffic directly in front of the truck. One young woman in a Toyota Celica crossed no more than 50 feet in front of us as she zoomed onto a side street. An older couple in a Dodge Grand Caravan turned in front of our International tractor, and incredibly, slowed so they wouldn't scrape the van on a steep driveway apron to a convenience store. A dude in a Camaro RS blasted by on the left, cut in front of the truck and stopped at a red light we were approaching. When the light turned green, he turned right.
These are the kinds of driving habits that we must break for truck-related accident rates to drop even lower. After a day at truck driving school, we left Chicago for Denver in a Subaru Outback. During that evening and the next day traveling I-80 and I-76, we were keenly aware of the needs of the truckers with whom we shared the road. We behaved more courteously toward truck drivers and fellow motorists than usual, and exercised more patience. We doubt very much that by driving more defensively and less aggressively we arrived in Denver any sooner than we would have had we not let that Kenworth into our lane back in Iowa or had we tried to beat that Freightliner to the construction zone near Lincoln, Neb. We do feel, however, that our trip was a safer one, that we had done our part to make highway travel better. Now it's time to do yours.
Source: Edmunds
Thursday, October 18, 2012
Wednesday, October 17, 2012
Tuesday, October 16, 2012
Hyundai Elantra Coupe, 2013: Strong new contender in crowded segment
As North American Car of the Year in 2012, the Hyundai Elantra one year later remains largely the same vehicle. It’s value priced and while not outstanding in any single category, its very good status is so many categories vaults it to the top of the sedan segment.
The Elantra Coupe joined its much older relative (the Elantra is now in its fifth generation) for 2013. It’s largely the same as the Elantra sedan with two exceptions. It has two doors and it has some minor exterior trim tweaks.
The Weekly Driver Test Drive
The Elantra Coupe is comfortable, which can’t be said for many coupes that showcase performance and treat other areas as after thoughts. My two-door test Elantra featured a 1.8-liter, 145-horsepower, four-cylinder engine with a six-speed automatic transmission (It’s also available with a six-speed manual.)
The drive was smooth, but sometimes sluggish in mountain driving conditions, particularly on steep inclines or when quick acceleration was needed on freeway ramps.Hyundai in recent years has gained considerable attention as a value carmaker, and in some instances offering surprising luxury for the surprising price. The Elantra Coupe, like the sedan, offers a lot of the former, and some of the latter — but only if the buyer purchases options.
As a value vehicle, there’s a lot of standard equipment. Even the base model comes with foglights, alloy wheels, heated front seats, Bluetooth and an iPod interface.
The suggested retail price of the Elantra Coupe SE (PZEV) is just under $21,000, but my test vehicle included a Technology Package ($2,350.00). I recommend it for buyers who want the niceties of a vehicle in a price range higher than the Elantra but offered as a fair price.
The Technology Package featured: a navigation system (7-inch) screen, rearview camera, a 360 watt, premium audio system, automatic headland, proximity key entry and with electronic push button start and a dual automatic temperature control.
The navigation system and rearview camera worked particularly well. Setting the directions on navigation system was intuitive and the clarity of the rearview camera was clear.
Additionally, via other standard assessments, the Elantra Coupe held its own. The steering was precise, braking solid and overall quality impressive for the price.
Likes:
Exterior styling . . . European sports car look.
Spacious and well-built interior.
Exterior color: Atlantic Blue. It’s arguably to most distinctive metallic blue in the auto industry.
Very large trunk space for a coupe.
Dislikes:
Middle-of-the-pack performance. The Coupe’s sporty appearance doesn’t transfer to sporty acceleration.
Facts & Figures: 2013 Hyundai Elantra Coupe
Acceleration: 0-60 mph (not available).
Airbags (6).
Fuel economy: 32 mpg (city), 39 mpg (highway), 32 (combined) with automatic transmission.
Government Safety Ratings: NTHSA, Not rated.
Horsepower: 145.
Manufacturer’s Suggested Retail Price: $20,745.00.
Manufacturer’s Web site: www.hyundaiusa.com.
Price as tested: $23,965.00.
Warranty: Bumper to bumper, 5 years/60,000 miles; Power train, 10 years/100,000; Corrosion: 7 years/unlimited miles; Roadside Assistance, 5 years/unlimited miles.
What Others Say:
“Hyundai’s Elantra sedan follows the lead of the larger Sonata with attractive styling and good fuel economy. While it might not stand out in any one area, this compact car does most everything well. That makes for a compelling package in this highly competitive class.” — Consumer Guide.
“Thanks to head-turning styling, a fuel-efficient engine, a long list of standard safety features and upscale options, the 2013 Hyundai Elantra stands as a top pick for a compact sedan.” — Edmunds.
“You won’t mistake the Elantra for a Volkswagen GTI or a BMW 3-series from behind the wheel, but as a practical commuter, there’s not much to complain about. And that’s what this type of car is about – comfortable, economical, and practical.” — Automobile Magazine.
The Weekly Driver’s Final Words:
“Like its sibling, the Elantra hatchback, the Elantra Coupe could use a little more power. But with its stylish exterior, well-appointed interior, driving comfort, good overall visibility, superior gas mileage and indusrtry-best warranty, it would be difficult to find a better value in a coupe.”
Thursday, October 11, 2012
Wednesday, October 10, 2012
Tuesday, October 9, 2012
Relying on Glam Style in a Crowd of Athletes
“It looks a lot faster than it probably is,” he concluded.
Indeed, the Hyundai Veloster, which began sales in 2011, suggests a predacious Looney Toons castoff. But in the 130-mile drive from my block in Brooklyn to the Berkshires, taking in choppy outer-borough highways and wending two-lane state roads, the hatchback evoked not a bombastic cartoon, but the Tiburon. That coupe, produced by Hyundai in the 1990s and 2000s, had the lines of a kit-car Ferrari and the dynamism of an ox cart.
It is likely that Hyundai knew this about the Veloster. Introducing it at the 2011 , John Krafcik, chief executive of Hyundai Motor America, said the car could be driven “at nine-tenths without losing your license.” Downshifting to maintain 45 miles per hour up a rise in western Massachusetts, as traffic tightened behind me, I merely lost my patience.
What Mr. Krafcik withheld was that those nine-tenths would be difficult to wring from the car’s 138-horsepower 1.6-liter 4-cylinder engine. So when Hyundai unveiled the 201-horsepower Veloster Turbo at the 2012 Detroit auto show, a reconciliation between the car’s extroverted exterior and rather gutless on-road demeanor seemed plausible.
The packaging of the Turbo suggested as much. Aside from raising the engine’s output by 46 percent, Hyundai treated the Veloster to cosmetic upgrades that, pleasingly, rendered the vehicle more carlike than cartoonish.
The Turbo I drove wore side skirts, LEDs beneath its headlights, deepened sculpturing around the fog lamps, 18-inch alloy wheels with polished chrome accents and chrome-tipped twin exhaust pipes recessed above a matte-finish diffuser. There was also a matte-gray paint job, a $1,000 option over the car’s $22,725 base price.
Not long ago, such finery was the primary province of supercars. Three cheers for economies of scale.
The nonturbo car is offered with a 6-speed dual-clutch semiautomatic transmission, a $1,250 option over its suggested starting price of $18,225, but that gearbox is not available in the Turbo. It gets a conventional 6-speed automatic, a $1,000 option, which is calibrated for more aggressive driving than the dual-clutch unit.The transmission fitted to both of my test models was the standard 6-speed manual. Derek Joyce, a Hyundai spokesman, said roughly 30 percent of Veloster buyers were opting for the stick shift, outstripping the industry average in the United States of about 7 percent, according to Edmunds.
The sixth gear of the manual unit acts essentially as an overdrive, reducing engine speed to preserve fuel economy on the highway. Beyond horsepower figures or paint jobs, that sixth gear also illuminates a fundamental difference between the two Velosters.
The nonturbo car labors to build speed for overtaking, which might dissuade a driver from probing the car’s limits — all the better to preserve its billboard-worthy highway fuel economy rating of 40 miles per gallon. On the 87 octane gasoline that carried us from Brooklyn to Great Barrington and on to southern Maine, the Veloster returned 37 m.p.g., remarkable considering the mix of roads and our abuse of the air-conditioner.
Under no circumstances, however, should a Turbo equipped with the stick shift be expected to replicate its highway fuel economy rating of 38 m.p.g. (though the around-town estimate of 26 m.p.g. is reasonable enough). For one, a driver regularly drops down a gear or two to muster passing power, causing the engine to spin more furiously and burn more fuel. For another, the Turbo in such moments feels most like a vehicle worth driving.
Peak torque of 195 pound-feet is produced in the Turbo from 1,750 r.p.m. to 4,500 r.p.m., but in the manner of competitors like the 201-horsepower and the 180-horsepower , the car is most alive at the rowdy end of the tachometer. The base car builds speed adequately enough; Motor Trend observed a run from zero to 60 m.p.h. in 8.8 seconds. Though the Turbo accomplished the feat in a respectable if not blistering 6.9 seconds, it goads the driver to keep pushing, with much of its power band left to be exploited above 60 m.p.h.
The license loss to which Mr. Krafcik alluded in Detroit is infinitely more plausible in the Turbo.
Were the thrills more readily accessible, the Turbo would make a raucous alternative to the Civic Si, which is benchmarked by automakers and beloved by aftermarket tuners for its exploitable power band, poise and relative stealth. The Veloster buyer cares not for stealth, but it is fair to expect a like the Turbo, which can cost $26,000 when fully optioned, to nail the fundamentals that cheaper cars like the tC and manage without much fuss.
For example, fitted with all-season tires, both the Turbo and nonturbo did not carve New England curves so much as skitter around them, and the cars’ noses tended to dive into corners.
•
Where the Veloster outpaces its competitors, offering glimpses of the Korean automaker that so spectacularly improved its products worldwide over the last five years, is in the cabin. Standard on both cars are a seven-inch multimedia screen, Bluetooth, audio controls on the tilt-telescoping steering wheel and nicely contrasting dash materials.
Stubbornly, however, Hyundai does not allow the $2,000 Tech package, consisting of automatically adjusting headlights, backup warning sensors and special wheels, to be ordered independently of the $2,000 Style package, with its panoramic glass roof and various interior and exterior enhancements. The Turbo includes many of those options, but you have to buy the $2,500 Ultimate package to get the panoramic roof, navigation, rear camera and automatic headlights.
Had the Veloster reached showrooms two years ago, it might have been welcomed as a belligerent Ziggy Stardust sent to kick glitter in the eyes of the tC, Forte and, in the Turbo’s case, the Civic Si and . A 24-year-old might have regarded it as a PlayStation avatar rendered real. In 2012 came a bumper crop of excellent new sport compacts. Glam design cannot compensate for middling performance or value.
At the Turbo’s end of the market, a 252-horsepower 2013 ST, priced from $24,495, may be the most entertaining new front-drive car in America. The “front” qualifier is important, because within $1,000 are respectably equipped versions of the rear-drive 2013 Scion FR-S and its stepsibling, the Subaru BRZ, and Hyundai’s own Genesis 2.0T. These are carving tools that require higher-octane gas, have lower fuel-economy ratings and negligible rear seats, but could humble a Turbo with their chassis balance alone.
Irrespective of age or psychographics, consumers value a product that meets or exceeds their perception of it. By that standard, the Veloster is simply not as fast, frugal or fun as it looks.
•
Thursday, October 4, 2012
Wednesday, October 3, 2012
Tuesday, October 2, 2012
Hyundai CEO Tells Where He'll Take His Hot Brand Next
[[posterous-content:pid___0]]John Krafcik, CEO of Hyundai Motor America since 2008, has overseen fantastic growth, and now he has a different challenge: Keep the pot boiling at a time when he can't count on the spotlight and dealer enthusiasm that come with monthly sales records.
That's because Hyundai's rocket ride up the U.S. sales chart is over -- because it can't make cars any faster.
Hyundai is hitting full production capacity in South Korea, where most models sold in the U.S are made, and is adding a third shift this month at its Montgomery, Ala., plant that builds its two highest-volume U.S. models, Sonata and Elantra.
Much of the momentum Krafcik inherited was his own doing. Before he became CEO, Krafcik was vice president of product development and strategic planning. When he took that job in 2004, Hyundai's share of U.S. new vehicle sales was 2.5%, according to Autodata.
Now, it's 5% and Hyundai is the seventh-biggest car company in the U.S., ranked by sales, behind the Detroit Three and Japan's top trio, Toyota, Honda and Nissan.
Krafcik is sure the production limits will give his rivals advantages, especially in the midsize sedan segment, where seemingly every brand has a new model or soon will.
"Competitors will take some demand away" from the Hyundai Sonata, but he professes himself "comfortable" with the sales he expects to get. And like all successful sales folk, he sees an opportunity in a limited supply: "I'd rather be a little bit short on production and long on quality," he says.
Rushing to crank out ever more vehicles can cause quality shortcuts, Toyota Motor CEO Akio Toyoda explained in 2010 to a U.S. congressional committee probing the company's sudden acceleration complaints, "I fear the pace at which we have grown may have been too quick," he testified, and it may have "confused" the company about its priorities.
In a session with USA TODAY reporters and editors, Krafcik offered a peek at Hyundai's future beyond the explosive sales gains. He has some contrary notions that'll keep Hyundai a very interesting company to watch.
What's in Krafcik's crystal ball, on big issues and some not so big:
Gasoline engines. Hyundai will field some alternative-power models -- already it is selling a gasoline-electric hybrid version of the Sonata, and a hydrogen-fueled car is due in 2015, he says -- but the future belongs to the venerable gasoline engine. It "will still be the majority (powerplant) in 30 years," he says.
Refined, evolved, downsized, engineered to a fare-thee-well, for sure, but still the recognizable internal combustion engine traceable to the first practical car, built by Karl Benz in 1886.
Even Hyundai's hydrogen car won't be exclusively an alternative fuel model. "It would be a platform where we could also put in internal-combustion" engines.
Nowadays the politically correct view is that non-petroleum power is the future. Nonetheless, others agree with Krafcik.
One school of thought says that bio-fuels made from waste -- cornstalks or wood chips, for instance, instead of feed corn as is done now -- eventually could be produced in such quantities that they could be sold at the pump cheaper than gasoline.
"Suddenly you have the same old engines but new environmentally acceptable fuels, and it's a whole new game," says David Cole, chairman emeritus of the Center for Auto Research and longtime observer of the auto industry.
A report this month from the non-partisan Congressional Budget Office says lifetime costs associated with electric cars are "generally higher than those of a conventional vehicle or traditional hybrid of similar size and performance." On average, CBO says, costs run $16,000 to $19,000 more than a comparable gas-engine vehicle.
Toyota just announced it is slashing the number of electric Scions it plans, from thousands to as few as 100. Toyota Vice Chairman Takeshi Uchiyamada said in Japan, according to Reuters: "The current capabilities of electric vehicles do not meet society's needs, whether it may be the distance the cars can run, or the costs, or how it takes a long time to charge."
And Chrysler Group announced it is suspending work on plug-in hybrids because the batteries are overheating.
Four-cylinder engines. Hyundai was a pioneer of four-cylinder power when it introduced the redesigned 2011 Sonata midsize sedan only with four-cylinder engines, dropping the V-6 option. They are more sophisticated fours that use high-tech direct fuel injection for both better mileage and more power -- even though the technology is costlier and noisier. Direct injection is making its way into the mainstream, but when Sonata was launched it was mainly a premium-brand feature.
"Four-cylinders are absolutely the future," Krafcik says. Sonata's main rivals, Honda Accord, Toyota Camry and Nissan Altima, all still have optional V-6s, though Ford and General Motors are following the lead with only fours in the 2013 redos of their Ford Fusion and Chevrolet Malibu.
"The Japanese have their V-6s because they don't have the turbo fours ready. They fell behind" in engine development, says Aaron Bragman, senior analyst at consultant IHS Automotive.
Hyundai still has V-6s in the long-wheelbase version of its Santa Fe SUV, as well as V-6s and V-8s in its upscale Genesis and Equus models. Don't expect that to change soon. In fact, the Genesis coupe got a more-powerful V-6 as part of its 2013 update.
Unique cars for unique markets. "We don't believe in one-car-for-the-world, as some of our competitors do," says Krafcik. "We view the American market as different from the European market. Rear-seat packaging (for example) is more important in the U.S."
That puts him head-on against his old employer, Ford Motor, which has pushed hard for uniform global designs in its One Ford strategy. That makes it possible to build any car at any of its factories around the world and requires only relatively small changes to suit various markets. Thus, it is cheaper and quicker to get models to market.
Cars as mobile 
Internet connections. This is one area where Krafcik agrees with the prevailing notions in the industry.
"Moving nodes," he calls cars of the future, and it's happening fast.
Continual weight loss. Mazda claims that as part of its Skyactiv suite of technologies, it will cut vehicle weight 7% each time it renews a model. Hyundai cut about that much from the Santa Fe SUV in the redesign for 2013, from 3,725 down to 3,459 pounds.
Lighter cars take less energy to move, so use less fuel. They also let automakers use smaller, lighter components, such as brakes and suspension parts. If the government's new fuel-economy standards remain set for 54.5 mpg in 2025, lightening will be increasingly important.
Ford is believed to be planning an aluminum-bodied F-150 pickup for launch in 2014, which would cut about 700 pounds, or 15%.
Names for vehicles, not letters or numbers. "We're not believers in alphanumerics," he says.
The industry has moved toward such designations as a mark of prestige. Lincoln MKZ, Cadillac XTS and Acura RDX, for example. Mainstream brands are sticking with names, such as Sonata, Malibu, Fusion and Altima and Optima.
Shifting Hyundai from a low-price nameplate. Hyundai is "making the transition from a value brand to a valuable brand," he says.
So the Elantra compact offers a heated steering wheel, heated front and rear seats, back-up camera and other features generally reserved for bigger, higher-priced cars. Of course, an Elantra compact so-equipped has a midsize price: $25,000.
That's bad news for bargain-hunting car shoppers, but probably inevitable -- features or not -- as a result of Hyundai's maxed-out production. Anything in short supply gets more expensive.
Monday, October 1, 2012
Check out our weekly ad for this week!
Wednesday, September 26, 2012
Tuesday, September 25, 2012
Hyundai first to tease SEMA 2012 with the ARK Performance Genesis Coupe
Helping putting all of that power to the ground in the ARK Performance super-tuner track edition of the 2013 Hyundai Genesis Coupe is a carbon plate clutch kit and a dual mass flywheel from ARK , a Cusco type RS 1.5/2-way limited-slip differential and lightweight Yokohama ADVAN RS2 wheels wrapped in Nitto NT05 tires. Working to insure that the ARK Performance Genesis Coupe handles as well as it accelerates, ARK has added a six piston big brake kit in the front and rear with ARK carbon brake pads and ARK stainless steel brake lines along with an ARK Performance DTP coil over system featuring Cusco suspension bars, arms and control rods.
“The Genesis Coupe R-Spec is an ideal platform from which to build our SEMA track edition” said Ted Lee, owner of ARK performance, Inc. “The ARK Genesis Coupe R-Spec truly demonstrates the full track-tuning potential of the affordable Genesis Coupe R-Spec model. ARK continues to represent the ultimate in aftermarket performance tuning for Hyundai.”
Since a car cannot stand out at the 2012 SEMA Show with go-fast mods alone, ARK Performance had added a substantial body kit to give this Gen Coupe a unique look. The exterior features an ARK-ADRO carbon fiber hood, an ARK-ADRO rear diffuser, ARK performance SFX rear fender flares, an ARK performance CFX carbon deck lid and an APR GT300 carbon wing – along with an eye catching paint scheme that is sure to draw spectators into the Hyundai display among the crowded SEMA Show floor.
Finishing the ARK Performance Genesis 3.8 Coupe R-Spec is a unique interior layout with help from JPM Coachworks custom interior with red Sparco Pro ADV racing seats, a Sparco L575 steering wheel and a Cusco 8-point chromoly roll cage.
Hyundai has become one of the most active automakers at the SEMA Show and with a combination of the momentum of the Korean automaker in the performance world combined with what is the first of what will likely be an impressive collection of show vehicles at the SEMA Show – we should only expect to hear about more hot Hyundai models headed to the SEMA 2012. As always, TorqueNews will be in attendance to cover the show so you can expect to see more teasers leading up to the October 30th launch of the event.
Thursday, September 20, 2012
Tuesday, September 18, 2012
Thursday, September 13, 2012
Wednesday, September 12, 2012
Hyundai increases production to meet demand in the U.S.
Workers are expected to go with the flow of the company's new production schedule at the Alabama plant which has just added a third shift. The revised labor contract situation should now allow consumers to get their hands on more Elantras and Sonatas until the end of the year; a move that will result in an extra 20,000 units produced at the factory.
The Korean automaker blames the shortage of vehicles on the recent strikes at its headquarter plants. Although the labor disputes came to an end last week, the holdup cost the company a U.S.-bound shortage of about 5,000 to 10,000 vehicles of their number one sellers the Elantra and Sonata. But now the new agreement cuts the two 10-hour work shifts to an eight-hour day and nine-hour night shift, this results in a 15 percent reduction in production hours beginning in March. According to union heads, they expect productivity to only get better and foresee no loss of output.
Hyundai's largest South Korean plant currently cranks out 300 cars an hour, totaling 1.5 million cars a year.
"Hyundai has been running flat out," said Chris Richter, an auto analyst at CLSA Asia-Pacific in Tokyo told Automotive News. "They don't have spare capacity lying around. It's going to put pressure on them to start adding capacity somewhere. Their investors and dealers are going to be screaming for more product."
Source: Examiner
Thursday, September 6, 2012
Wednesday, September 5, 2012
Come on down and take a look at this charming 2011 Hyundai Accent.
great on gas! Don't believe us? Stop in & we'll show you!
Tuesday, September 4, 2012
Thursday, August 30, 2012
Tuesday, August 28, 2012
Hyundai Counts on New Santa Fe SUV to Boost its Family Sales in the US
With more than a million vehicles (1,072,679 to be exact) delivered in the first quarter of 2012, which account for a 16.7 percent increase compared to the same period last year, Hyundai’s global sales are booming. 
Yet John Krafcik, CEO of Hyundai Motor America, believes that despite its ever-increasing range, there is a segment in which the carmaker is weak: car buyers with families. He is counting on the 2013 Santa Fe to change that.
"We do really well in the pre-family life stage with our lineup, and we do well in the post-family stage", Krafcik told Automotive News. "The interesting thing is that the people with families who have kids in the house right now, they want to buy Hyundais more than any other group, and we just haven't had very many cars to offer them. And now we do", he added.
Kraficks expects to eventually shift more than 100,000 units annually. Given that its six-year old predecessor is Hyundai’s third best-selling model in the US, his optimism is well based.
That’s because the 2013 Santa Fe is based on an all-new platform, sports the company’s modern “fluidic sculpture” design and comes with front- or all-wheel drive in five-and seven-seats configurations. The former is labeled the Sport and is on sale now while the seven-seater, which will hit US showrooms in late December or early January, is 9.0 inches longer and has a wheelbase stretched by 3.9 inches.
Hyundai made a big effort in keeping overall weight down, with 38 percent of the body-in-white constructed of high-strength steel compared to less than eight percent in the previous Santa Fe. Thus, the Sport is 266 pounds lighter that the outgoing model and the seven-seat version weighs 397 pounds less than the Veracruz it replaces.
Monday, August 27, 2012
Thursday, August 23, 2012
Hyundai now offers a seven passenger CUV
Hyundai continues to expand its lineup. The automakers latest offering was announced on August 17. The all-new 2013 Santa Fe crossover utility vehicle (CUV) comes in two flavors: the Santa Fe Sport and its new big brother, the longer wheelbase, three-row, seven-passenger 2013 Santa Fe. Both are designed for today’s family, with flexible seating and cargo areas; in addition, both sport Hyundai’s visually impressive “Fluidic Sculpture” exterior design. Both offer excellent performance due to efficient power plants and weight reduction. The 2013 model weighs 266 pounds less than the 2012 model. The all-new 2013 five-passenger Santa Fe Sport will appear at LA dealerships this month. Those interested in the larger model will have to wait until January 2013.
The Santa Fe Sport is powered by a four cylinder Theta II 2.4-liter Gasoline Direct Injection (GDI) engine, which puts out 190 horsepower with improved fuel economy and acceleration. It is rated at 22 MPG city and 33 MPG highway. A turbo version of the Theta II 2.4 liter is also available. It churns out 264 HP with only a slight mileage hit (21 MPG city and 31 MPG highway). The brawnier Santa Fe has a Lambda II 3.3literGDI V6 under the hood. EPA mileage is 19 MPG city and 26 MPG highway—not bad for a large vehicle that pushes a lot of air. All the engines are mated to Hyundai’s six-speed automatic transmission with SHIFTRONIC® manual control. According to Hyundai, this transmission offers smooth shifts and a wide ratio spread that suits the engine’s characteristics. An automatic transmission warmer is included to keep the transmission oil at its optimal temperature, which improves real-world fuel economy.
In essence, one has the choice of a sportier vehicle with better fuel economy or a larger capacity vehicle with a thirstier engine. Hyundai notes that the three-row Santa Fe increases second-row legroom by 1.9 inches and cargo capacity 5.6 cubic feet; in addition, it houses second-row HVAC controls and vents to increase family comfort, while also offering a standard 50:50 split folding third-row bench seat with 31.5 inches of legroom.
An available option for both Santa Fes is Active Cornering Control All-Wheel-Drive (ACC AWD) system that cooperatively controls engine torque and braking in conjunction with the Vehicle Stability Management System. Hyundai notes that this system can anticipate traction requirements and deliver additional stability through braking via continuous monitoring of driving conditions compared with other AWD systems, which can only react to conditions after they occur. All AWD Santa Fes access an intelligent control unit that continuously analyzes data from the vehicle controller, and through a multi-clutch plate distributes torque to any single wheel at a time. The coupling system is fully controllable via an electro-hydraulic actuation system. Braking force can also be sent to any single wheel at a time via the software. These processes are known as torque vectoring and torque braking. All this analysis is completely transparent to the driver.
Wednesday, August 22, 2012
Now is the perfect time to get the vehicle of your dreams!
Tuesday, August 21, 2012
Monday, August 20, 2012
Thursday, August 16, 2012
Hyundai ponders BMW 3 Series fighter
A source inside Hyundai told Automotive News that the Korean company is preparing a shortened version of the rear-wheel drive platform from the Genesis to underpin a 3 Series fighter. However the car, codenamed RK, will not go on sale until 2014 at the earliest.
By putting the 3 Series in its sights, Hyundai is setting a near-impossible goal for itself. Established competitors like Audi and Mercedes have repeatedly failed to beat the magic Bimmer in sales or critical acclaim, so can an upstart like Hyundai do better?
The 3 Series’ greatest attribute is probably its sporty handling, something Hyundai has not had much success with in its sedans. The Genesis sedan was meant to compete with full-size luxury cars like the BMW 7 Series and Mercedes-Benz S-Class, so it’s a bit of a land yacht. Still, its platform also supports the sporty Genesis Coupe, so there is hope yet.
If Hyundai’s recent efforts are any indication, the RK will look good. The flowing lines of the Sonata and Elantra help distinguish them from the American and Japanese competition. The 3 Series is a handsome car, but it looks very conservative compared to the cheaper front-drive Hyundais. If Hyundai uses the same styling theme on the RK, it could at least win the beauty competition.
Like other Hyundais, a competitive price will probably make the RK more enticing. The Genesis is such a compelling car because it offers 7 Series and S-Class accommodations for the price of its competitors’ midsize models. The 3 Series starts at $39,595, so the RK will have to undercut that. Hyundai’s impressive 10-year/100,000-mile warranty could also sweeten the deal.
Most luxury car buyers are not 100 percent rational, though. It’s hard to imagine people trading the snob appeal of a BMW badge for a Hyundai. Luxury buyers also have higher standards than the average Accent owner. When Hyundai launched the Genesis, it had to upgrade its dealers to provide a suitably upscale experience.
If Hyundai’s 3 Series fighter proves successful, a Kia version isn’t out of the question. Hyundai owns Kia; most of Kia’s models are based on Hyundai platforms. A Kia 3 Series competitor could be based on the company’s K9 luxury sedan.
Either a Hyundai or Kia 3 series competitor is a big gamble; it’s unclear whether luxury buyers want a bargain sedan without a prestige badge. However, a cheap rear-wheel drive sport sedan, is a good thing, regardless of which badge it wears.
Wednesday, August 15, 2012
Stop into St Cloud Hyundai!
And see why the 2012 Genesis is considered one of the best sedans out there on the market today!
Hyundai's 2012 Veloster might just steal the show
Cute to a fault, you get your money’s worth with the Veloster and then some. It’s an all-new Hyundai model and the competition sits with the other hatchbacks of its ilk, the Honda hybrid CR-Z, the Scion tC and the Mazda 3. Only this one is modern and sleek and offers a three-door design that I found more than a little appealing (aka a coupe-door on the driver’s side and two sedanish doors on the passenger side).
A four-passenger ride, the 2012 Hyundai Veloster is offered in only one trim. That’s okay though because this trim includes just about everything on your wish list anyway.
Standard on this hatchback are 17-inch alloy wheels, LED accent lights, heated side mirrors, a rear spoiler, tilt-and-telescoping steering wheel, cruise control, full power accessories, height-adjustable driver’s seat, split-folding rear seats, and audio goodies like Bluetooth and an auxiliary audio jack and USB/iPod connectivity. You also get a seven-inch touchscreen and Hyundai's BlueLink telematics system.
There are some option packages; the Style package with 18-inch wheels, chrome grille with black highlights, fog lights, panoramic sunroof, and leatherette upholstery, and a leather-wrapped steering wheel or the Tech package, in addition to the Style package with automatic headlights, rear parking sensors, a navigation system, rearview camera, keyless ignition/entry, and a 115-volt outlet in the center armrest bin.
Under the hood the Veloster has a 1.6-liter inline four-cylinder engine offering 138 horsepower and 123 pound-feet of torque. With that a six-speed manual transmission is standard, but an automated dual-clutch manual transmission is available too.
Safety offering are the standard antilock disc brakes, traction and stability control, front-seat side and full-length side curtain airbags, and there is Hyundai's BlueLink with SOS assistance and crash notification.
Inside you will find plenty of room in the front seat albeit the back seat is a bit cramped. The bells and whistles are easy to use and navigate and the interior is a modern and fresh design with good texture and styling.
Even with the backseat being a bit cramped for headroom, there is a fair amount of legroom. The seats also fold down for added cargo space when needed, but even more kudos is the trunk size coming in at 15.5-cubic-feet.
A fun car to drive even if economical and while you won’t be able to win a race against a Ferrari, you will still find a strong and easy ride and that will make you feel in control.
Should You Need to Know: Take note of Hyundai's BlueLink telematics system that offers a number of safety standards and outbound text messaging and turn-by-turn navigation, to name a few.
Miles Per Gallon: The 2012 Hyundai Veloster that I drove came in at 28 miles per gallon in the city and 40 miles per gallon on the highway.
Cost: The price tag for the 2012 Hyundai Veloster M/T is a mere $18,120. Sign me up for two.
Monday, August 13, 2012
How To Jump Start a Car
You have no clue how to jump start a car.
Every man should know how to jump start a dead car battery. You never know when you’ll need this knowledge to aid a stranded damsel in distress or help yourself. While jumping a dead battery is super simple, you’d be surprised by the number of men who have no idea how to do it. Even if a man has learned how to jump start a car before, it can be easy to forget what cables go where. Positive on negative? Ground the positive cable on the car with the good battery? Red cable is negative?
To help you avoid looking like a putz when asked to jump start a car and to help prevent you from shocking the hell out of yourself when you do it, here’s the rundown on how to jump start a dead car battery.
How to Tell if Your Battery Is Dead
Before you try jump starting a car, you need to determine that the battery is the reason the car isn’t starting up. If you turn the ignition and hear the engine cranking, a dead battery isn’t your problem and jump starting it won’t do a darn thing. However, if you turn the key and the car does absolutely nothing, then there’s a good chance you have a dead battery on your hands and jumping it may be your ticket to getting back on the road.
How to Jump Start a Car with Cables
Note: You should always carry jumper cables in your car with you. You never know when you’re going to need them.
Don’t be this guy
1. Make sure both cars are turned off.
2. Connect one end of the red (positive) jumper cable to the positive terminal on the stalled battery.
3. Then connect the other red (positive) cable clamp to the positive terminal of the good battery.
4. Connect one end of the black (negative) jumper cable to the negative terminal of the good battery.
5. Then connect the other black (negative) cable to a clean, unpainted metal surface under the disabled car’s hood. Somewhere on the engine block is a good place. Unless you want to see flying sparks and a possible explosion, do not connect the negative cable to the negative terminal of the dead battery, .
6. Start the car that’s doing the jumping, and allow it to run for about 2 to 3 minutes before starting the dead car.
7. Remove cables in reverse order.
8. Keep the jumped car running for at least 30 minutes to give the battery sufficient time to recharge itself.
And you’re done. Give yourself a pat on the back for a manly job well done.
Unfortunately, jumper cables will not bring inanimate objects to life. Including hot model women you build in your lab.
Remember:
The hardest part of the job is simply remembering where to put each cable. Many a man has broken out in a sweat wondering if he is about to make a wrong move and toast himself to a crisp. Here’s the good news: It’s probably impossible to electrocute yourself from jump starting a car. The battery might give you a big shock, but the voltage is too low to penetrate your skin and put you down for the count.
But no one wants to be on the receiving end of a zap, no matter how mild. So come up with a mnemonic device to help you remember which color goes where. I personally think: red=blood=life=positive/black=death=negative.
How to Jump Start a Car Without Cables
If you have a standard transmission car, you can jump start that bad boy without using cables. Here’s how you do it:
1. Find a stretch of clear downhill road.
2. Fully depress the clutch and put the car in first gear.
3. Turn the ignition to on.
4. Take your foot off the brake and start rolling down the hill, leaving the clutch fully depressed.
5. Coast down the hill until you reach 5 or 7 miles per hour.
6. Release the clutch quickly. You should feel the engine turn and start. If it doesn’t start the first time, depress the clutch and release it again.
7. If you don’t have a hill, get some of your buddies to give you a push and follow the steps above.
Thursday, August 9, 2012
Hyundai Sonata Hybrid
There's a lot to like about the Hyundai Sonata. Introduced early in 2010 for the 2011 model year, this latest version of the Sonata is stylish and economical. It rides and handles nicely, has a roomy interior and is well priced.
This Sonata is also a trail blazer, as it was among the first of the redesigned midsize family sedans to forsake the V-6 engine option.
Doing so simplified the development process, created more passenger space and enhanced fuel economy. The first Sonatas arrived with a single 2.4 liter, 198-horsepower, four-cylinder engine. Hyundai now offers a turbo, for the performance oriented buyer, and a gasoline-electric hybrid, for fuel efficiency mavens. For this review, Hyundai loaned us the hybrid version, which comes with a heftier starting price of $25,850.
The midsize hybrid family sedan arena has become crowded in recent years. In addition to the Toyota Prius, which is the undisputed sales leader, there's the hybrid Toyota Camry, Ford Fusion, Chevrolet Malibu, Honda Civic, Kia Optima (a not-so-distant relative of the Sonata) and the Chevrolet Volt, though it differs markedly from the others.
Acceleration is adequate, with the Hybrid reaching 60 miles per hour in 8.9 seconds. That's more than a second slower than in the standard Sonata, despite the fact that the combined horsepower of the Hybrid's gasoline engine and electric motor is slightly higher than the power of the base model's (206-hp vs. 198-hp). Working against the Hybrid's performance is the added weight of the more complex drivetrain and the modified gasoline engine that gives up low-end torque for greater efficiency.
The Sonata Hybrid can use only the electric motor at low speeds to get started, assuming the driver is content to set a leisurely pace. Heavier applications of the throttle prompt both the electric motor and gasoline engine to spring into action. The engine management system also shuts down the gasoline engine at highway speeds when little power is needed. A light in the instrument cluster lets the driver know this is happening.
The Sonata's hybrid drivetrain has garnered some criticism for having rough transitions between electric and gasoline operation, but our review car didn't display any of this. Generally speaking, the transition to the gasoline engine was impressively smooth and only occasionally noticeable. The six-speed automatic transmission also shifted smoothly, delivering only one harsh first gear engagement, while slowing, in a week of driving.
The ride in the Sonata Hybrid is steady and comfortable. Suspension noise over rough pavement is dampened to luxury car standards. The interior is very nicely done, giving the car an upscale feeling.
The handling is pleasant, with turns highlighting the good steering feedback, little lean, and a nice feeling of balance. Braking showed some nonlinearity in the pedal, not unusual in a hybrid that uses regenerative braking to help recharge the hybrid battery.
The battery is a 1.4kWh lithium-polymer battery pack rather than the more common nickel-metal hydride or lithium-ion formulation. This was done to save weight and space.
The Hyundai Sonata is one of the best midsize sedans you can buy. The Sonata Hybrid does nothing to detract from this model's elevated position.
Paula Says "The Sonata Hybrid is quick enough for any driver."
Unless you're into reading the fine print, you wouldn't know the 2012 Hyundai Sonata we had for review was the Hybrid model. It looks like every other Sonata, except for the small "hybrid" labels on the body.
It also drives like any other Sonata, except you can start moving before the gasoline engine starts. Electric power alone allows you to back out of the garage and parking spaces.
That, of course, raises a problem. Electric power means almost totally silent movement. Check carefully for pedestrians.
It can take a little extra on the gas pedal to get the car moving, but once this minor issue is overcome, the Sonata Hybrid is quick enough for any driver. It's also a smooth operator, delivering much of the feel associated with more costly entry-level luxury cars.
The upside of any hybrid is supposed to be fuel economy; Sonata was nearly 30 percent more economical than the last pure gasoline-powered Sonata we reviewed. That car's 27.1 mpg average rose to 35.1 mpg in the hybrid, not bad for a sedan that is as big and solid as this one.
Folks who choose the hybrid will give up more than a few extra dollars, however. The battery and other electronics gobble up some trunk space, dropping the capacity from 16.4 to 10.7 cubic feet. Hybrid buyers will also give up the folding rear seat, though a small pass through in the area of the center armrest remains.
The rear seat is roomy but low. Shorter adults complained that they could not see much when riding in back ? the view ahead was particularly limited ? though they lavished praise on the space and comfort.
This Sonata Hybrid is roomy, responsive and economical. The warranty, up to 10 years or 100,000 miles, would appeal to me if I were a buyer.
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