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How to Clean Headlights

Use regular white toothpaste for your headlights. Whitening toothpastes or those with mint have extra compounds that could actually damage your headlights.

2. Apply toothpaste with a dry soft cloth. Rub in circular motions through small areas until the grime comes off.
   
   
3. 3
   Rinse with water and wipe with a wet cloth
   
   
4. 4
   Apply some polish for an even shinier look.
   
   

Aluminum Polishing Compound Method

1. 1
   Recognize that the problem is caused because the outside cover is oxidized. This means the outside surface needs to be polished in order to be clear again.
   
   
2. 2
   Wash the outside of the lights with soap and water as you would when washing the rest of your car. Dry. This step will remove the grime and dirt before you start polishing.
   
   
3. 3
   Apply an aluminum polishing compound with a dry soft cloth. Put a little compound on it and work it on in small circular motions. Let it dry to a haze. Buff the haze off by wiping with a clean towel or cloth.
   
   
4. 4
   Repeat the polish and buff steps until clear again. It may need 3 coats or more.
   
   

Test drive: 2013 Hyundai Santa Fe not just a budget buy anymore

Not long ago, the argument to purchase a Hyundai Santa Fe – or any Hyundai, for that matter – centered entirely on its value proposition. In exchange for excusing shortcomings in quality, power, and prestige, buyers were presented brand-new, no-nonsense transportation at a cut rate. Ask any salesman on Northern Boulevard, and he’d agree: it was all about the bottom line.

For 2013, hoping to galvanize customer perception and raise the bar on its sport-utility vehicles, as it has across an entire model lineup of passenger cars, Hyundai presents two Santa Fe models: the two-row Santa Fe Sport, and the three-row Santa Fe. The three-row model, tested here, seats up to seven, and effectively replaces the discontinued Veracruz SUV.

When the Santa Fe was launched over a decade ago, it was Hyundai’s first and only sport-utility vehicle. Now in its third styling iteration, the Santa Fe is comfortable in its chiseled skin, which blends design cues from Hyundai’s sedans with a shape not unlike that of the Dodge Durango. Strong character lines and an imposing visual presence, due in large part to a massive grille and oversized features, help differentiate the third-generation Santa Fe from its frumpy predecessor.

 

The transformation is equally impressive in the Santa Fe’s interior, which is indistinguishable from the previous model’s, and smartly takes design cues from more expensive brands. Soft, rich-feeling materials supplant cheap plastic at almost all of the major touch points in the interior, save for a flimsily fashioned center console. Front and center on the Limited tester is an infotainment system – part of the Technology Package ($2900) that bundles navigation, a 550-watt Infinity audio system and heated seats and steering wheel with a full-length panoramic sunroof – that looks to be straight out of an Infiniti. The interior feature content is astounding, and not only because of the previous model’s dearth of amenities. A rear-view camera, power liftgate, rear climate control, push-button start and a proximity key round out a very competitive package.

Critical for families cross-shopping minivans is the interior’s impressive size and use of space. The Santa Fe tested was equipped with second-row captain’s chairs, which slide to offer more legroom to third-row passengers and fold forward for contorted rear-seat access. Second-row passenger room is limousine-like, with leg room and knee room for six-footers to sink into comfortable repose. As for the third row, no longer need passengers feel Shanghaied into their positions; even with the second row in its rearmost sliding position, there is more than sufficient space for adults. The Santa Fe does not offer an electronically folding third row, but its mechanical operation requires only a lever and a strong wrist. With all seats up, cargo space remains for grocery runs, but not for schlepping holiday baggage.

Source: New York Daily News

6 common tire myths debunked

1. The tire-pressure monitoring system (TPMS) in my new car makes sure my tires are adequately inflated. 
The truth: TPMS isn't required to issue a warning until pressure is 25 percent below the vehicle manufacturer's recommendation. That's "well below the pressure required for safe driving," according to AAA and "barely adequate to carry the vehicle's maximum load," says the Rubber Manufacturers' Association. TPMS is intended as a last-minute warning before imminent tire failure, not as a monitor to make sure your tires are properly inflated.

Buy a quality tire gauge and set your tire pressure to at least the vehicle manufacturer's recommendation, which is found on the driver's door jamb. I'd rather you set your tires 3 or even 5 psi high rather than 1 low. Tire-pressure gauges can be inaccurate, and tires leak as much as 1 psi per month. Higher pressure improves hydroplaning resistance and, if you're like many folks, you may not bother to check your tires again for six months.

2. When replacing only two tires, the new ones go on the front.

The truth: Rear tires provide stability, and without stability, steering or braking on a wet or even damp surface might cause a spin. If you have new tires up front, they will easily disperse water while the half-worn rears will go surfing: The water will literally lift the worn rear tires off the road. If you're in a slight corner or on a crowned road, the car will spin out so fast you won't be able to say, "Oh, fudge!"

There is no "even if" to this one. Whether you own a front-, rear- or all-wheel-drive car, truck, or SUV, the tires with the most tread go on the rear. Don't believe it? Watch this.

3. A tire is in danger of bursting if pressure exceeds the "max press" number on the sidewall.

The truth: The "max press" number has nothing to do with a tire's burst pressure. The "max press" and "max load" numbers indicate the pressure at which the tire will carry the maximum amount of weight. A new, quality tire will not pop at an even multiple of the "max press." I'm sworn to secrecy about the exact burst pressure, but I wouldn't hesitate to double the "max press" of any new passenger-vehicle tire on a new wheel. But hitting a big pothole at super-high pressures may cause a failure.

4. The "max press" is where the tire offers its maximum cornering grip.

The truth: If you didn't read the previous point, do so now. Many law enforcement officers cling rigidly to the misconception that the "max press" is secret code for maximum at-the-limit traction. It's a coincidence that many low-bidder tires offer increased grip at 40 or more psi. But that's all it is: a coincidence. If I were going to race a stock ex-cop Ford Crown Victoria on street tires on a road-racing circuit, 45 psi front, 35 psi rear wouldn't be a bad place to start. (The tail would be, in Nascar lingo, too loose for safe street driving.)

5. Low-profile tires fitted on large-diameter wheels improve handling.

The truth: The short sidewalls of low-profile tires enhance the tires' response when the driver first turns the steering wheel. That gives the driver the (often false) feeling the tire has tons of grip. But after that initial movement, it's the tread compound—the stickiness of the rubber—that determines how well the tire grips the road. Also, the combination of a large-diameter wheel and low-profile tire is usually heavier than the original equipment. This means the suspension may not be able to keep the tire in touch with the pavement.

6. All tires with the same designation are exactly the same size.

The truth: Think all 225/35R19s (or whatever tire size) are exactly 225 millimeters wide and their sidewalls are exactly 35 percent as tall as the tire is wide? Not exactly. And unlike what's commonly believe, these designations are not about production tolerances.

All the tires of a specific part number or stock keeping unit (SKU) can be can be slightly wider or narrower than the nominal width and their profile can be slightly taller or shorter than the stated percentage. Why? A wider, taller tire puts more rubber on the ground, which is good for a performance tire. A shorter, narrower tire uses less material, thus reducing costs in a business where profit margins almost never break into double digits. So tiremakers might scrimp a bit here and there. It's a bit like how a 2 x 4 is not, in fact, 2 by 4.

It's Throwback Thursday! Check out this classic Hyundai commercial, featuring former Vikings QB, Brett Favre!

2013 Hyundai Elantra GT

f ever there were an award for the most bastardized label in the automotive world, the Gran Turismo/Grand Touring/GT moniker would be an easy frontrunner. Once reserved solely for sporty coupes, the GT letters have taken a big hit over the years, but things got downright embarrassing with the BMW 5 Series Gran Turismo. For 2013, Hyundai is helping to muddy the waters even further by slapping a GT badge onto the hatchback version of its top-selling model, the Elantra.

In the case of the 2013 Hyundai Elantra GT, though, this name is just recycling the Elantra GT name from the early 2000s, albeit on a more stylish, modern and all-around better five-door. Hyundai has created quite a competitive lineup since its Fluidic Sculpture design language hit the market, but one area that it has paled in comparison to rival automakers is in the hatchback department. With a plethora of budget-minded compact cars currently on sale, Hyundai now finds itself in the unique position of being the only automaker to offer a compact sedan, coupe and hatchback with the 2013 Elantra. Still, with the compact segment more crowded than a public school classroom, we spent a week with the new Elantra GT to see how it stacks up against the hatchback competition.

Its dimensions make it arguably the most attractive and proportionate among the three Elantra bodystyles.

Compact car design has come a long way in recent years, and Hyundai has arguably been leading the way with the fifth-generation Elantra that is now a couple of years old. With their bulging wheel arches, strong character lines and oversized grilles, each version of the Elantra – coupe, sedan and hatchback – shares many traits with the others, yet all have their own identity. As is often the case with sedan and hatchback models, the GT is much shorter than the sedan, with its overall length reduced by nine inches and even a wheelbase that has been cut by two inches, but it is also two inches taller and marginally wider. The GT's dimensions make it arguably the most attractive and well-proportioned among the three Elantra bodystyles while providing the added passenger and cargo volume expected from a hatchback.

Even better, the 2013 Elantra GT has a more conventional hatchback design as opposed to the previous Elantra Touring that was a boxier station wagon. Both models are actually based on the European Hyundai i30, which is more like a close cousin to the Elantra rather than an identical twin, giving the Elantra sedan and GT similar but noticeably unique appearances. Aside from the obvious two-box design, the Elantra GT's face is more upright with a larger grille, and it also offers unique wheel options, including these 17-inch alloy wheels with chrome pockets.

This Elantra GT rolled into our driveway with a $25,365 asking price.

The subtle differences between the Elantra and the i30-based GT hatchback continue inside the car where the sedan's Coke-bottle-shaped center stack gets a flatter, more conservative look. Overall, Hyundai is pretty consistent with the interiors of its current lineup, so you'll still get plenty of dark colors, swoopy lines and blue backlighting. Hyundai's interior design work has definitely helped step up the game of a segment that not too long ago saw power windows and door locks as standout features. The features list on this tester includes standard equipment like Blutetooth, heated front seats and Hyundai's Blue Link telematics system, as well as options like perforated leather seats, a panoramic sunroof and navigation system. Even with all of these features, the Elantra GT should still be fairly priced for potential buyers to cross-shop other hatchbacks since it comes standard in a single, well-equipped trim level with a limited number of option packages.

The base Elantra GT comes in at just under $20,000, but our tester came with both the Style and Tech packages that make the inside of the car feel like anything but an economy hatchback. As tested, this Elantra GT rolled into our driveway with a $25,365 asking price, which is priced competitively against a similarly optioned Ford Focus 5-Door while carrying a feature list that is enough to make some Japanese competitors – namely the Mazda3 and Toyota Matrix – blush.

Buyers can get the manual transmission even on a fully loaded model.

In a day when high beltlines and thick door pillars are making cars feel like claustrophobic tanks, the cabin, especially with the panoramic roof, feels airy and offers excellent visibility. And although the size of the Elantra GT has shrunk in comparison to the sedan, there is no lack of space inside this car with rear seat passengers getting plenty of head and legroom and a maximum cargo capacity of 51 cubic feet of cargo, which is enough to put the Elantra GT among the top of its class. Lowering the seatbacks is a two-step process that requires the seat bottoms to be folded up out of the way, and while this does take an extra step over and above some easier flip-and-tumble mechanisms, it results in a perfectly flat load surface. There's actually little to be disappointed with about the styling of the interior, but if we had to offer a gripe about the car's cabin, it would be the fact that most of the major buttons are so big that they look like they were intended for use on a Jitterbug cell phone.

Like its single-trim lineup, Hyundai continues to keep things easy under the hood of the entire Elantra lineup with a 1.8-liter four-cylinder producing 148 horsepower and 131 pound-feet of torque as the sole engine. The only powertrain option you get with the Elantra GT is your choice of transmission: either a six-speed automatic or manual. Our car came with the automatic, which turned out to be one of its biggest downfalls, as it offered sluggish shifts that never felt comfortably quick enough while driving around town. It's possible that the transmission has just been programmed to maximize fuel efficiency, which, even after the well-publicized reduction in fuel economy last year, still returns a decent 27 miles per gallon in the city and 37 mpg on the highway. Fortunately, since the Elantra GT only comes in a single trim level with available options, buyers can get the manual transmission even on a fully loaded model.

We credit most of this hatchback's driving enjoyment to its relatively low curb weight.

In spite of the automatic transmission, the Elantra GT can be fun to drive for what it is thanks to its surprisingly good power-to-weight ratio. Hyundai says that the optional Style Package adds a sport-tuned suspension, but we credit most of this hatchback's driving enjoyment to its relatively low curb weight. Hyundai says that the Elantra GT with the automatic transmission ranges from 2,784 pounds up to 2,959 pounds without being specific, but our tester's panoramic sunroof, bigger wheels and fully loaded interior technology would likely peg it at the top end of the scale. Looking at the spec sheet, the GT only packs about an extra 100 pounds over the sedan, yet it's still about 200 pounds lighter than the Mazda3, which is probably the sportiest budget hatch on the market.

Now, the Elantra GT isn't going to make you the king of the autocross, but it doesn't feel like an unenthusiastic, top-heavy economy car either, at least with Active Eco not selected. The Active Eco driving mode considerably numbs the throttle to optimize efficiency, but it obviously does so at the expense of responsiveness. A word of advice here: If you're about to pass a car, be sure this button is in the "OFF" position unless you like playing chicken with oncoming traffic, as downshifts come in much later than expected. During our First Drive of this car, we noted that the engine felt "gutless" going up hills at low engine speeds, but our time with the GT for this review was on the flat roads of Northeast Florida and the engine managed just fine in these conditions.

The ride quality is one of the Elantra GT's bright spots.

Although the powertrain is fair at best, the ride quality is one of the Elantra GT's bright spots. This hatchback proves that a compact car doesn't have to suffer from a cost-cutting suspension with Jell-O-like qualities nor must it have an artificially stiff, molar-loosening sport suspension; instead, Hyundai delivers a surprisingly smooth ride with an impressively quiet cabin. In fact, the most noticeable disruption that makes its way into the cabin is an odd whirring noise that comes from the rear of the car whenever the transmission is shifted into Reverse. As it turns out, this annoying noise came from the rearview camera that pops out from behind the motorized Hyundai badge on the liftgate when backing up. It's a great way to keep the car's lines clean, but the execution just misses the mark since the noise sounds out of place.

Another technology that plagues the Elantra GT is the Driver Selectable Steering Mode, which we've harped on in reviews of other Hyundais before. This feature, which is quickly spreading through the Hyundai and Kia ranks, uses a button on the steering wheel that allows drivers to instantly change the weight of the steering system using Sport, Normal and Comfort modes. During our week with the car, we found that the Sport mode actually made the car easier to drive in highway driving, while Normal was better suited for driving around the city; we never figured out a time where you would purposefully want the overly assisted and sluggish response of Comfort mode. Looking for a little adventure? Keep the Elantra GT in Active Eco mode and toss the steering into Comfort and you'll feel like you just mixed the wrong drugs.



At the end of our time with the 2013 Elantra GT, it was obvious just how far compact hatchbacks have come in recent years. The Elantra, once a car you bought on a budget, now makes for a great purchase decision on its own merits for reasons other than price. The leather-clad interior of our tester, for instance, is probably better than what you find in a mid-level luxury car from just a few years ago, and the same goes for the styling, too. Looking back at some of the recent hatchbacks sold in the US, it's easy to see why these five-doors have gotten such a bad rap, but hopefully this new breed of cargo-friendly compacts can help erase most of the bad memories from our minds. Rather than repurposing the played-out GT tag, maybe one day this Elantra will proudly wear an HB badge.

Hyundai Motorsports | Rhys Millen Racing | Sculpting a Winning Shape

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2013 Hyundai Santa Fe marks big upgrade over Veracruz

The driving distance from Veracruz, Mexico, to Santa Fe, N.M. is about 1,700 miles. But Hyundai's recently retired Veracruz wagon and the 2013 Santa Fe are much closer, at least in spirit.
Until its demise following the 2012 model year, the Veracruz represented Hyundai's mainstay transport for people requiring accommodations for up to seven-passengers and their belongings. Its drawbacks, including a hefty 4,300-pound base weight, eventually placed it out of the running.
The Veracruz's capacity, if not its name, has been replaced by the Santa Fe, or at least one version of the Santa Fe. For the 2013 model year Hyundai has seen fit to create both a five-place model, called the Santa Fe Sport, plus an extended-length model with four inches added between the front and rear wheels that can seat six or seven, depending on the configuration. The Santa Fe now closely matches the boxier Veracruz's total cargo capacity, but is lighter by about 320 pounds.

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The Santa Fe's trimmer, sleeker design also places it higher on the attractiveness scale. Abandoned is the soap-dish shape that was in evidence with first- and second-generation wagons. Along the sides and rear deck, the sheetmetal is now as taut and crisp as a starched shirt, while the grille copies a familiar style that's common to most of Hyundai's fleet. The Santa Fe's interior reveals that Hyundai is really getting the hang of what constitutes great interior design. From the sculpted dashboard and door panels to the inwardly angled primary gauges, the look is strictly premium, even without the available leather seat coverings or eight-inch touch-screen display.
A second-row bench seat that's included with the base GLS is split 40:20:40 and can be had with optional slide and recline to maximize either passenger comfort or stowage room. Second-row twin-folding high-back bucket seats are standard in the six-passenger Santa Fe Limited.
Both trim levels come with a 3.3-liter V6 that puts out 290 horsepower and 252 pound-feet of torque. The engine is exclusive to the three-row Santa Fe (the five-passenger Sport comes with four-cylinder power). The V6 is hooked to a six-speed automatic transmission with manual shift controls.
Fuel consumption is rated at 18 mpg in the city and 25 highway, or 18/24 if all-wheel-drive is selected.
AWD increases the Santa Fe's $29,200 base price by $1,750, but is well worth it for the added control and peace of mind in slippery, muddy conditions. The system has been engineered to shift torque to a single wheel, if necessary, depending on weather and driving conditions.
Additionally the AWD's active cornering control applies light braking to the outside wheels while turning to help stabilize the vehicle's intended trajectory.
Towing capacity for all is rated at 5,000 pounds.
Another Santa Fe feature is the Driver Selectable Steering Mode, which has Comfort, Normal and Sport settings. Selecting Comfort reduces steering effort by 10 percent and aids parking maneuverability. Inversely, the Sport position firms up the steering by the same amount and increases "on-center feel" for better highway control.
The base GLS is fitted with a solid array of content but stops short of going overboard. For that you'll need to move up to the Limited that comes with dual-zone climate control, eight-way power driver's seat, heated second-row seat, power tailgate, rearview camera, push-button start and a 19-inch alloy wheels (18-inchers are standard).
Heading an extensive list of options is a panoramic sunroof, eight-inch touch-screen navigation system, 550-watt 12-speaker premium audio package, heated steering wheel and rear-side-window sunshades.
With its enlarged dimensions, the attractively packaged Santa Fe provides more of everything to more people. Factor in a thrifty V6 and numerous technological improvements and it's a virtual certainty that most Hyundai shoppers will barely miss the Veracruz.
What you should know: 2013 Hyundai Santa Fe
Type: Four-door, front- /all-wheel-drive wagon
Engine (hp): 3.3-liter DOHC V6 (290)
Transmission: Six-speed automatic
Market position: Tall wagons with all-wheel-drive capabilities are key in most automaker's lineups. Six- and seven-passenger models such as the Santa Fe occupy an increasingly important niche within that bracket.
Points: Extended-length Santa Fe complements regular-length five-passenger version; Standard V6 is unique to that model; AWD option a cut above most competitors in sophistication; Fuel economy about average for its class with more gears for automatic transmission likely on the way; Good looks and practical packaging make Santa Fe a solid choice.
Safety: Front airbags; side-impact airbags; side-curtain airbags; front-knee airbag; anti-lock brakes; traction control; stability control.
MPG (city/hwy): 18/25 (FWD)
Base price (incl. destination): $29,200

Hyundai Assurance | Connected Care | "Signs" :60

8 Maintenance Tips For a Trouble Free Summer Road Trip

1. Add Coolant
You like to do what you can to stay cool in the summer; the same goes for your car. Over time, coolant begins to break down and no longer provides efficient cooling leading to expensive repairs. To maintain efficiency, get a radiator flush at least once a year. This helps your engine work easier, which increases your fuel efficiency.
2. Change Air Filters
All the air filters in your vehicle should be replaced at least twice a year. This means the one under the hood and any cabin air filters you may have. Replacing the air filters makes sure that not only your engine is getting the proper amount of clean air, but also you and your passengers are breathing clean air. There tends to be many more particles and allergens in the air during summer time, and filtering them out not only keeps your engine running better, but allows you to enjoy cleaner healthier air inside your vehicle.
3. Check the Tires
Summer means storms, and if the tread on your tires are not what they should be, it can lead to unsafe driving situations on wet roads. Checking your tires includes having the correct amount of air pressure. Making sure you have the correct tire pressure is important because you will get the most out of your tank of gas for those summer trips.
4. Replace Wiper Blades
Replacing your windshield wipers can make the difference between being able to see you’re way clearly and being blinded by a sudden summer rain. Winter weather with all the ice and salt quickly deteriorate the rubber blades on your windshield wipers. Replacing them at the start of the summer is the best way to know that if you are caught in a summer rain shower, you will see your way safely.
5. Check Brakes
You want to make sure that your brake system is working the way it should. You should check the system at least twice a year, especially before winter and before summer. Salt and other chemicals used on the roads in the winter can cause excess wear on your brake pads, leaving you with less stopping power. You also want to check your brake fluid. Brake fluid does evaporate through use. The brake system is a closed system and any large drop in fluid level can mean you may have a leak that requires repairs. If there is a significant drop in the amount of fluid you’ll want to take it to your mechanic and have it looked at.
6. Clean the Battery
Salt water splashing up under your car in the winter can cause corrosion on your battery. A buildup of corrosion can lead to a battery that will not keep a charge, leaving you stranded. It is also good for your vehicle’s electrical system to have a battery that is working at full capacity. If your battery looks corroded, a wire brush on the terminals will remove it. You also want to make sure that your cables are connected snugly and that they have no signs of damage. This takes five minutes, and can save you hours of waiting on the side of the road for a tow truck in the hot sun.
7. Check the Lights
You want to make sure that your headlights, as well as the rest of your exterior lights, are working properly. Making sure that all your turn signals and brake lights are working let other drivers know what you are doing, decreasing the chance of an accident. Replacing bulbs if needed is quick and easy, and can keep you from paying tickets, or worse, getting in an accident.
8. Clean the Car – Inside and Out
Keep the outside of your car clean. A clean windshield, inside and outside, means clear visibility. Keeping your lights clear of dirt makes them visible to other drivers. Keep the inside of your car clean of debris. Using your car as a trash can is not only unsanitary but also unsafe. Trash and debris on the floor can blow around and cause a distraction. Worse yet, if any of the debris ends up under your gas or brake pedal it could cause an accident. Summer heat is also not trash friendly; it breeds bacteria. Do yourself and your passengers a favor keep your vehicle clean.
Being safe is the most important key to summer driving. Nothing can ruin a summer road trip than being stuck on the side of the road waiting for a tow truck in the hot summer sun.  It is always better to think ahead and prevent problems rather than trying to fix them once they occur. So, maintain your car and enjoy your summer road trip.

Source: CarInsuranceQuotesOnline.com

Special Coupon Offers for May!

 Save money on new tires with this month's special offer fans! Print out a copy and bring it in to take advantage of this deal before it expires!

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Redesigned 2015 Hyundai Genesis Bound for 2014 Detroit Auto Show

The redesigned 2015 Hyundai Genesis sedan will be unveiled at the 2014 Detroit Auto Show, Hyundai confirmed for Edmunds.
"You will see the Genesis at the Detroit auto show," Hyundai Motor America's Brandon Ramirez told Edmunds during a drive program here.
Ramirez is senior group manager of product planning.
While Ramirez did not provide details about the new Genesis, other sources say the car will receive new exterior styling based on an evolution of Hyundai's fluidic sculpture design language. Additionally, the new Genesis sedan will have a richer-looking interior, sportier ride, and for the first time, an all-wheel-drive option. The strategy is an overall effort to woo buyers from German brands.
The Korean automaker aimed the current generation Genesis sedan at BMW 3 Series and Mercedes-Benz C-Class buyers, but few of those buyers came on board. The redesigned Genesis sedan is expected to address shortcomings in terms of handling and ride performance. The all-wheel-drive option will be aimed at buyers residing in cold climates who shunned the current car because of the rear-drive configuration.
All-wheel drive has caught on with BMW owners, especially those dealing with snow and ice. Earlier this month, BMW of North America CEO Ludwig Willisch told Edmunds that about 50 percent of the BMWs sold in the United States are equipped with all-wheel drive and that the number is expected to grow.
In terms of styling, Hyundai spokesman Derek Joyce told Edmunds that despite the name, the HCD-14 Genesis concept unveiled at the 2013 Detroit Auto Show "is not the next Genesis. (But) you will see hints of that design in future products." He did not elaborate.
The HCD-14 Genesis is a large concept, in fact, slightly larger than Hyundai's biggest and most expensive sedan, the Equus. A comparison of dimensions between the Equus and HCD-14 Genesis shows that the concept is 1.6 inches longer than the Equus and 3.3 inches wider.
The HCD-14's styling suggests that Hyundai will tone down the exterior styling of its future vehicles, such as the 2015 Genesis sedan, adopting a conservative stance compared to the 2011 Sonata. That Sonata debuted the automaker's dramatic fluidic sculpture design language that has been adopted for the Elantra, Accent, Santa Fe and other Hyundai models. According to Hyundai, that design language mixes the interplay of natural, fluid elements with more rigid surfaces and structures to create the illusion of constant motion.
Hyundai is not abandoning its fluidic sculpture design language, Joyce said.
"Design is constantly evolving, all design is," he said. "The desire is to always look to enhance and provide freshness to design, but it is not a change from our general overall theme of fluidic sculpture."
Edmunds

2013 Hyundai Sonata | "Dependability"

Hyundai | Let's Go! Spring Sales Event

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2013 Hyundai Santa Fe: Playing with the big boys

Parents aren't supposed to pick favorites, but it's clear Hyundai has a soft spot for its Santa Fe.

To hear the Korean automaker tell it, the crossover played a key role in Hyundai's transformation from maker of meek little econoboxes with shoddy reliability to a brand that rivals the best from Honda and Toyota.

The third generation of the Santa Fe, rolling into dealerships now, demonstrates how far the company has come. This handsomely redesigned crossover is packed with utility and comes in two sizes: a five-passenger version and a seven-passenger model.

The larger Santa Fe offers a V-6 engine and a longer wheelbase and starts at $30,945. The smaller model, now called the Santa Fe Sport, starts at $25,295 and comes with either a four-cylinder engine or an optional (and regrettable) turbocharged four-cylinder.

The revisions to the Santa Fe lineup cap off a decade-long overhaul of Hyundai's entire lineup. Though it took several generations for each vehicle, the effort has proved a stunning success.

Hyundai's annual U.S. sales more than doubled to 703,007 from 2001 to 2012, according to Edmunds.com. During the same period, sales for the entire industry dropped 15%.

The climb to legitimacy started in 2001 with the introduction of the first Santa Fe. The automaker sold nearly a quarter million of the five-passenger crossovers in just the first three years it was offered, almost double what it expected.

This success resulted from several converging factors.

"If you think back to that point in time, there were not nearly as many players in that segment," said Mike Wall, an auto analyst at IHS Automotive. "When Hyundai came out with [the Santa Fe], it had a compelling design; it was well packaged; it was affordable."

But the early Santa Fe had a bit of help in finding buyers. Three years earlier, Hyundai took the remarkable step of offering a 10 year/100,000 mile warranty.

"Hyundai had to fight some quality battles early on," Wall said. "The warranty started changing that conversation as the brand started to get its footing."

Company President and CEO John Krafcik acknowledged as much when he introduced the Santa Fe to the media in March. "The Santa Fe is very, very important in our history," Krafcik said. The warranty and the Sante Fe "were probably the things that set the pace for future growth and helped us get to where we are today."

Like Hyundai itself, the Santa Fe has come a long way since its humble — and homely — debut.

The 2013 Santa Fe and Santa Fe Sport models look identical, save for differing lengths and slightly different passenger doors. Their upscale, bold design is a big improvement over the awkward, bug-eyed look of the original Santa Fe in 2001.

The interiors are also nearly identical, save for a third row of seats on the larger Santa Fe. This bigger Hyundai replaces the Veracruz and rides on a wheelbase about four inches longer than the Sport, and its overall length is 8.5 inches longer. The Santa Fe GLS holds seven people; the Santa Fe Limited has two captain's chairs in the middle row for a total capacity of six people. The rear seats fold flat when not in use.

Both the smaller Sport model and the seven-passenger version include some clever use of space.

The rear seats on the Sport and middle seats on the GLS are split into three sections, and each folds separately. The retractable cargo cover on all models stores under the floor of the cargo area when not in use — helpful for anyone who's lost theirs to a messy garage.

And on models with the Leather and Premium package, the middle row of seats slide fore and aft. A growing trend in minivans, this feature enables parents to move forward a cranky child for easy pacifier or juice box application.

The Santa Fe's cabin is nicely bolted together, the dashboard thoughtfully laid out. Faux-wood trim adds a bit of character that's lacking in other Hyundai interiors.

Source: Orlando Sentinel

2013 Hyundai Santa Fe has SUVs ranging from the Ford Escape to the Honda Pilot in its crosshairs

What happens when the world's fifth largest car maker gets its most popular crossover line to hit the sales sweet spot? The consumer gets better choices. The Hyundai Santa Fe has been a key model in the company's sales surge in America. Introduced in 2001, the Santa Fe has outlived such contemporaries such as the Pontiac Aztek and the Mazda Tribute. In fact, the nameplate has been so good for the brand that the Hyundai Veracruz three row crossover was discontinued and replaced as the latest expression of the Santa Fe.

In Spanish, Santa Fe means "holy faith." Though New Mexico's capital is only the state's fourth largest city, it is the most culturally significant one, a blend of Spanish Colonial architecture overlaid upon an ancient base of Pueblo Indian history in the surrounding area. For those in the know, "Santa Fe" is about as exotic as the continental United States gets.

Hyundai

Hyundai's vehicles rival its Japanese competition in offering more high-end features, like touch-screen navigation systems, at a lower cost.

Thanks to the inscrutable ties that bind family founded South Korean "chaebol," or conglomerates together, Hyundai also gets a second bite at the crossover market with the virtually identical Kia Sorento. Though Hyundai and Kia "compete," their two row CUVs in America are both built in West Point, Georgia and the three row variants are run alternately at the same factory in South Korea. The two companies even share a design center in Irvine, California.

The "holy faith" plan of Hyundai is building quality vehicles that rival the best of the Japanese manufacturers while delivering more lavishly equipped vehicles at lower cost. To meet this objective, the two row Santa Fe is now designated the "Sport," while the long wheel based three row version soldiers on without an added word. Now the Santa Fe covers a large swath of the mid-sized crossover market, opening at around $24,500 for a base five seater up to nearly $40,000 for a fully equipped six/seven seat model. With this price versatility, Hyundai has squarely put everything from the Ford Escape, to the Toyota Highlander, up to the Honda Pilot in its crosshairs.

Hyundai

Versatile seating, as well as an optional third row, make the Santa Fe roomy enough to transport bulky items or seat up to seven passengers.

The Santa Fe now known as the Sport received a freshening for the 2012 model year. The seven seat Santa Fe is all new. The Santa Fe Sport features a base 2.4L I-4 engine that makes 190 BHP and 181 ft.lbs. of torque. An optional 2.0L I-4 turbo, borrowed from the Sonata, makes 264/265 respectively. A 3.3L V-6 is only available on the LWB Santa Fe. That engine is borrowed from the Azera and makes 290 BHP and 252 ft.lbs. of torque, and also enables it to tow 5,000 pounds.

All Santa Fe models come standard with six speed automatic transmissions mated to a front wheel final drive. All models can be optionally equipped with all wheel drive that has a user selectable electronic lock system, while costing one mpg both city and highway.

Hyundai Brand Goes High End

If the name Hyundai evokes an image of low-cost econoboxes, you may want to check out the Korean carmaker’s nearest showroom. Prepare to be surprised.
At next week’s New York Auto Show, Hyundai will spotlight the 2014 Equus, the mid-cycle update of its premium-luxury sedan. The sedan will compete with high-end makes, such as the Mercedes-Benz S-Class and BMW 7-Series.

Although you can buy a basic Hyundai Accent for $15,000, a fully-equipped Equus will nudge you over the $70,000 mark.
Don’t expect much of a discount at the dealer. The average Hyundai went out the door with givebacks around $1,420, according to data gathered by TrueCar.com, a lower figure than any other major manufacturer but Honda.

The good news for Hyundai is that it broke its all-time sales record last year, and did it again in January and February. The bad news is that it is losing market share because it can’t keep up with the pace of the U.S. automotive recovery.
“We just can’t build anymore,” Hyundai Motor America CEO John Krafcik said in San Diego, where he was presiding over the first media drive of the new 3-row 2014 Hyundai Santa Fe crossover-utility vehicle. “We’re just out of production capacity.”

In recent months, Hyundai dealers have had to get by with about half the 60- to 65-days of inventory considered normal in the automotive business.
(“A tough problem to have,” smirks analyst Joe Phillippi of AutoTrends Consulting.)
This has allowed Hyundai to trim its incentives and allowed dealers to prey on a “scarcity value” to fend off the bargain shoppers of Hyundai’s past. The average transaction price – the actual figure the typical customer paid after working in discounts and options – jumped by 5 percent, year-over-year, to $22,549 in February, according to TrueCar.

Hyundai handout

The "butterfly doors" distinguish the HND-9 sports coupe from other recent Hyundai concepts.

Phillippi and other analysts say they’re surprised by Hyundai’s success. It’s been just four months since the maker – and its Korean sibling Kia -- acknowledged the two brands fudged test results and would have to restate the fuel economy numbers on 13 different models, some by six miles per gallon.

Since then, the Korean makers have settled a lawsuit and agreed to provide substantial reimbursement to the 900,000 owners affected.

Hyundai’s transition from a fire sale brand has required a shift in focus that began by targeting once-endemic quality problems and backing that up with an industry-leading, 10-year warranty program. The maker has steadily gained ground in a variety of third-party measures, notably the quality and customer service surveys by J.D. Power and Associates. The current version of the Equus outscored Lexus, the overall top brand in Power’s latest Customer Service Index.

That has Hyundai management confident they can continue to expand their presence in the luxury market. The maker will show off what it describes as a “luxury sports coupe concept,” the HND-9, at the Seoul Motor Show next week. While the unusual “butterfly doors” are likely a show gimmick, industry observers expect the HND-9 is a clear hint of new products to come.

That gets back to the question of where to build the cars. Hyundai has added a third shift at its Alabama factory Alabama and it has crossovers rolling out of the Kia plant in Georgia.
While Krafcik says there are “no plans, yet,” for adding more capacity in the U.S., analysts like Phillippi stress that could change quickly. The Koreans appear to be using the moment as an opportunity to decide whether to expand, and few would be surprised if an announcement didn’t come sometime this year.

But Hyundai has learned from watching competitors’ mistakes, especially when it comes to overstocking. The goal, Krafcik says, is to follow the strategy of the most successful luxury brands, and “always be one car short of demand.”

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The Santa Fe: Hyundai's love letter to America

The growing preference among American motorists for crossover utility vehicles -- so-called CUVs -- is reflected by the stream of new variants to reach showrooms. The latest? Hyundai's seven-passenger Santa Fe.
Hyundai has risked confusion by calling its new model the Santa Fe -- not to be confused with its five-passenger Santa Fe Sport, a similarly styled CUV introduced last year. Hyundai decided to drop the Veracruz tag used on its outgoing seven-passenger CUV, a name that surely would have resonated better in Mexico.
The new Santa Fe is the latest salvo from the South Korean automaker, whose presence in the U.S. continues to strengthen by dint of new vehicle models that, by all accounts, are being received warmly by American consumers. Hyundai has helped its cause by maintaining production discipline and avoiding the cycle of inventory gluts and deep price discounts that have hurt other manufacturers.
"Our chairman has been very clear that we're going to concentrate on quality, not on opening new factories as fast as possible," said John Krafcik, chief executive of Hyundai's U.S. arm. Chung Mong-koo is chairman and chief executive of Hyundai Motors Co. and its affiliate, Kia Motors Corp. Speaking about Santa Fe and other Hyundai models, Krafcik said the company's U.S. sales have been constrained only by the ability of factories to meet demand. According to Edmunds.com, Hyundai dealers had 42 days supply of vehicles in inventory, compared with 64 days supply on average for the industry at large.

Santa Fe is positioned to compete primarily against Honda's Pilot, Toyota's  Highlander and Nissan's Pathfinder, and secondarily against the Ford Explorer and Mazda CX-9. All the models are roughly the same size and have three rows of seats, which make them attractive for families.
The Santa Fe Sport, the variant introduced last year, seats five in two rows, plus rear cargo space. It competes against the Ford Edge, Chevrolet Equinox, Nissan Murano and others. Crossovers have grown to about 21% of the U.S. vehicle market by of the end of 2012, from 13% in 2007. Traditional SUVs, by contrast, have fallen over the same period to about 4% from 10%.
Crossovers -- what were called "station wagons" in antiquity -- are inherently more fuel efficient due to unibody construction, which is similar to that of a passenger car. SUVs, by contrast, are heavy, powerful, and relatively fuel inefficient because most were built on truck frames.

Alec Guitierrez, a senior analyst at Kelly Blue Book, said Hyundai's decision to drop the Veracruz name most likely stemmed from slow sales of that model. With only 12,700 units sold in 2007 (and 8,232 all last year), the Veracruz hardly put a dent in the sales of other models with three rows, such as the Buick Enclave and GMC Acadia, both built by GM (GM). The Santa Fe, by contrast, contended well against the Murano, Mazda CX-7 and Toyota Venza. "Santa Fe has considerable brand equity, and consumers have grown to trust the nameplate," Guitierrez said.
The new model will round out Hyundai's three-pronged approach to CUVs: the Tucson for "pre-families" -- a.k.a. singles and couples -- Santa Fe for families, and Santa Fe Sport for "post families," those whose children have flown the nest.
For now Chairman Chung's preference for quality over quantity is paying off for Hyundai and its dealers in higher transaction prices on its vehicles. The temptation will be strong in the not-too-distant future to expand its U.S. production network, perhaps by building another assembly plant.

Thank you for the great review!

I am surprised to see such terrible reviews as this does not reflect the experience my wife and I had at all. When we first called inquiring about a vehicle Josh Moon was the sales associate that we talked to. He was very knowledgeable and inviting without being pushy or over bearing. For this reason we chose to go take a look at what he had to offer. In the end we purchased a car to replace my wife's car. This was probably the most enjoyable car transaction I have ever had (if buying a car can be enjoyable). It should be noted my wife and I both hate car shopping and had put it off for as long as we could. Because our experience with Josh went so well we contacted him again when we needed to replace my car. Again it was a no pressure, no hassle type of experience and again we purchased another care from Josh. I can't speak for the entire dealership but what experience we have had with them including the maintenance department has always been good. I can't recommend Josh enough if you want a good deal with a friendly, knowledgeable no pressure sales experience he is who you want to talk to. We will be back when it is time to replace car.-Dave

2013 Hyundai Elantra | "Type"

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2013 Hyundai Santa Fe Sport: Redesigned Crossover has sleeker styling

The mid-size 2013 Santa Fe Sport crossover has rakish new styling similar to that of Hyundai Sonata and Elantra sedans. It also has carlike road manners and plenty of room.
The Santa Fe Sport should do well, even though it’s up against rivals such as the Honda Pilot, Chevrolet Equinox, Ford Edge, Nissan Murano and Toyota Highlander.
The five-passenger, two-row Santa Fe Sport should not be confused with the costlier, longer-wheelbase seven-passenger, three-row Santa Fe, which has replaced Hyundai’s underachieving 7-passenger Veracruz. That Santa Fe lacks the word “Sport” in its name, but comes with a 3.3-liter, 290-horsepower V-6.
The solidly built Santa Fe Sport lists from $24,450 to $29,450 and comes with either front- or all-wheel drive (AWD). It weighs 3,459 to 3,706 pounds, depending on the drive system.
You can’t get the Sport with the longer Santa Fe’s V-6. Rather, power comes from a 2.4-liter, 190-horsepower four-cylinder or a turbocharged, direct injection 2-liter four-cylinder with 264 horsepower.
Both engines work with a responsive six-speed automatic transmission.

2013 Hyundai Santa Fe Sport

I recommend the turbo engine. It reminded me of the Volkswagen/Audi turbo 2-liter in that it operated smoothly, provided fast acceleration and acted like a larger engine.
Estimated fuel economy of the 190-horsepower engine with front-drive is 21 mpg in the city and 29 on highways, or 20 and 26 with all-wheel drive. Figures for the turbo engine with front-drive are 20 city and 27 highway—and 19 and 24 with with all-wheel drive.
I tested Hyundai’s $27,700 higher-line Sport 2.0T model with the turbo engine and front-wheel drive and found it to be carlike and—typical of Hyundais—packed with a good amount of standard equipment.
Standard items for the 2.0T include heated front seats, power driver’s seat, proximity key entry with pushbutton start, automatic headlight control, AM/FM/MP3 sound system, steering-wheel-mounted cruise, audio and phone controls, electroluminescent gauge cluster and split-folding rear seatbacks. There also are a sporty chrome twin-tip exhaust and front fog lights, besides 19-inch silver alloy wheels.
There also are stability and traction controls, a vehicle stability management feature, anti-lock brakes with brake-force assist and distribution, downhill and hillstart assist controls—with the usual airbags, including a driver’s knee bag.
Rear visibility through the back window is poor. Large outside mirrors help. But if you’ve got the bucks, I’d recommend the optional rearview camera, which comes in a $2,450 option package that also contains leather seating surfaces, power front passenger seat, heated rear seats, dual-automatic temperature control and an easily read 4.3-inch color audio display.
A $2,900 “technology package” has a panoramic sunroof with tilt-and-slide features, navigation system with an 8-inch touchscreen, upscale audio system and a heated steering wheel, a blessing during cold Chicago winter days.
Too bad for your bank account the optional packages must be ordered to get the rearview camera, sunroof, power front passenger seat, upscale audio and navigaton systems and the heated wheel. But Hyundai isn’t the only automaker to put desirable items in fairly expensive “option packages.” Some just put them in higher-scale models.
My test Sport’s automatic transmission had an easily used manual shift feature. The quick steering felt somewhat numb, but the Sport tracked well at highway speeds, which will help make it a good long-distance interstate cruiser.
The ride was rather firm, but supple, and handling was pretty good for a 66.1-inch-high vehicle in which occupants sit high. The brake pedal had a nice progressive action.
The driver’s seat in the quiet interior has decent side support during spirited driving and is comfortable, as are the Sport’s other seats. However, the center of the backseat is too stiff for comfort.
Climate controls are large, and sound system controls are easy to use, as are the optional front-seat heat controls. The console has nicely placed dual front cupholders and a deep covered storage bin. Large front door pockets contribute to interior storage. There’s a good amount of interior plastic, but it doesn’t look cheap.
The opening for the large cargo area is low and wide, and rear seatbacks easily flip forward for more cargo room, with a large pass-through area from the regular cargo area to the rear-seat area. The hatch opens smoothly on hydraulic struts and has a handy, hefty interior pull-down bar.
The hood has an interior lining for sound control and smoothly swings up via twin struts to reveal a surgically neat engine compartment.
The Sport has Hyundai’s 10-year/100,000-mile powertrain warranty, which helped save its reputation years ago, and a 5-year/60,000-mile new vehicle warranty.
“Good styling sells,” as the saying goes. So the Santa Fe Sport’s new styling and features should help attract a larger number of buyers and further increase Hyundai’s already impressive U.S. sales.
Pros: Sleeker styling. Roomy. Fast with turbo engine. Agile. Decent fuel economy. Available all-wheel drive.
Cons: Numb steering. Poor rear vision. Desirable items in option packages.
Bottom Line: The Santa Fe Sport crossover provides strong performance and good utility.

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Updated 2013 Hyundai Sonata hybrid has better MPG, a bigger battery, and cheaper price tag

Technology never sleeps. It keeps pushing forward, sometimes with big breakthroughs and sometimes with incremental improvements that are less noticeable, but do add up over the years. The 2013 Hyundai Sonata hybrid has gotten a dose of the latter, with an improved drivetrain that provides better overall fuel economy and better electric-only performance.

As you can see in the table below (Hyundai's formatting is a bit confusing, I know), the 2013 Sonata hybrid has an improved Hybrid Starter Generator (HSG), going from 8.5 kW to 10.5 kW. An improved electric motor, going from 30 kW to 35 kW, a substantially more powerful 47 kW Lithium Polymer battery pack, replacing the 34 kW pack in the 2012 model, and thanks to all this fuel economy is improved across the board: 36 MPG in the city vs. 34 MPG before, 40 MPG on the highway vs. 39 MPG, and a combined rating of 38 MPG vs. 36 for the 2012 Sonata hybrid. Basically, everything's better, and the base price has been lowered by $200, and it still has a "lifetime" warranty on the battery. Not bad!

Hyundai/Screen capture

When in pure electric drive mode, the 2013 Sonata Hybrid can drive up to 75 MPH.

The gasoline engine delivers 159 hp (119 kW) @ 6,000 rpm, and torque of 154 lb-ft (209 N·m) @ 4,500 rpm. Combined with the electric motor, it adds up to 206 hp (154 kW).

The Sonata hybrid still has a different styling from the regular gasoline Sonata, which gives it better aerodynamics. It achieves an impressive 0.24 Cd.

Hyundai has also announced pricing for the 2013 Sonata hybrid: $25,650 for the regular hybrid, which is $200 less than the outgoing 2012 Sonata Hybrid, and $30,550 for the new fancy Sonata Hybrid Limited.

Via Hyundai