Hyundai returned to Frankfurt a far bigger player than it was two years prior. The Korean company has leapt up the sales standings to become the world's fourth largest automaker, eclipsing such major players as Ford and Honda. And its product line has long since expanded from diminutive hatchbacks to include crossovers and luxury sedans. What better way, then, to mark its newfound stature than to unveil... a diminutive hatchback/crossover thing?

Of course, Hyundai also unveiled the new ix35 Tucson, but presented along side was the automaker's vision for a compact hybrid. Called the ix Metro, it may be about the same size as the Geo that once bore the same name, but packs more curves and creases into the same plot of real estate than a linen mill. Curiously, Hyundai hasn't provided any details on the electric component of the hybrid drivetrain, but the conventional side of the equation boasts direct injection, variable valve timing and a turbocharger in a tiny 1.0-liter three-cylinder engine, driving through a six-speed dual-clutch transmission.

PRESS RELEASE:

Hyundai's Eco-Technologies and Products on Display at 2009 Frankfurt Show

Frankfurt, Germany, 09/15/2009
• ix-Metro, a daring new Hybrid Electric CUV
• i10 electric zero-emissions vehicle
• European debut of ix35

At the 2009 Frankfurt Auto Show today, Hyundai Motor Co. unveiled two important eco-friendly cars in a display of its commitment to improve energy efficiency and to lower greenhouse gas emissions of its vehicles.

Making its world debut was the ix-Metro, a daring new Hybrid Electric CUV for the European sub-B segment. Emitting just 80g/km of CO2, the ix-Metro is powered by an inline three-cylinder petrol engine displacing just one-liter. Direct injection, dual CVVT, and turbocharging are combined with a six-speed dual clutch transmission to make for a highly potent compact package. It's the fifth in a series of concept cars to be created by the Global Design Team in Namyang, Korea.

The other global premiere was the i10 Electric, a production-ready zero emissions vehicle. Powered by a 49kW motor and a 16kWh battery, the i10 Electric promises a driving range of 160km and top speed of 130km/h. It features x-by-wire systems for steering, air conditioning, water pump and the brake vacuum pump. The i10 Electric will see limited series production start in Korea in 2010 for pilot fleet demonstration purposes with government ministries, utilities and related agencies.

In his address to the audience which gathered to catch the unveiling of the two concept cars, Hyundai Vice Chairman Euisun Chung said: "Blue Drive is all about bold new thinking, about listening more carefully to what consumers are saying and what they really want. Our declared goal is bold: It's to be the industry's eco-leader."

These and other new eco-friendly models were on display in the Blue Drive Zone at the Hyundai booth. The Zone also included the Elantra LPI Hybrid and the Blue Will Plug-In Hybrid Electric concept vehicle. The Elantra LPI is the world's first hybrid electric vehicle to be powered by liquid petroleum gas (or autogas). Emitting just 94g/km of CO2 (European combined mode), it's also the first production car in the world to be powered by advanced lithium ion polymer batteries. A new Blue edition of Hyundai's highly popular i30, designed in Germany and built in the Czech Republic, was another highlight of the Blue Drive Zone. Featuring fuel-saving stop-and-go emissions reduction technology, the ISG system contributes towards a reduction of 7% in fuel consumption and vehicle emissions on the official combined cycle, compared to the standard cars. Tests have revealed a drop in CO2 emissions of up to 15% in heavily congested traffic.

Visitors to the Hyundai stand at Hall Six in Frankfurt Messe were the first to get a closer look at the ix35, the European version of the all-new Tucson which made its debut in the Korean market last month. Designed in Europe and to be built in Europe, the ix35 is the first production vehicle expressing Hyundai's new "fluidic sculpture" design language. It's fitted with the all-new R 2.0 diesel and six-speed automatic transmission.

Also on display was the updated Santa Fe which will provide fresh momentum to the CUV sector. It is fitted with a 2.2 version of the all-new R diesel and comes with the option of the new six-speed automatic.

Established in 1967, Hyundai Motor Co. has grown into the Hyundai-Kia Automotive Group which was ranked as the world's fifth-largest automaker since 2007 and includes over two dozen auto-related subsidiaries and affiliates. Employing over 75,000 people worldwide, Hyundai Motor sold approximately 2.8 million vehicles globally in 2008, posting sales of US$25.6 billion on a non-consolidated basis (using the average currency exchange of 1257.5 won per US dollar). Hyundai vehicles are sold in 193 countries through some 6,000 dealerships and showrooms. Further information about Hyundai Motor and its products are available at http://www.hyundai.com

The new Hyundai Tucson ix35 may look good with a Britney Spears soundtrack playing in the background. It may even look good out on the road. But under the bright lights here at the Frankfurt Messe, it looks pretty much like every other compact import crossover on the market. Which is to say, attractive, but rather cookie-cutter.

The new Tucson is being offered overseas with 2.0-liter, four-cylinder engines burning either gasoline or diesel (with 166 and 184 horsepower, respectively) and driving either the front wheels or all four through a six-speed automatic slushbox. Among the latest features, Hyundai included are Downhill Brake Control and Hill-Start Assist Control, which almost makes us mistake this for a real sport-utility vehicle.

When the Hyundai Genesis Sedan hit the scene, it was hard to know exactly what to think of the handsome-if-anonymous looking luxury intender. After all, Hyundai hadn't ever had a presence in our luxury car market, and attributes like rear-wheel drive and V8 engines weren't exactly a Hyundai staple. Over the past year, however, the Genesis' well-judged appointments and recession-friendly pricing Genesis Sedan won us over, and our contemporaries in the motoring press seem to feel the same way.

Hyundai says that the Genesis Sedan's considerable trophy case makes it the most awarded car of 2009 – and since we have no methodology by which to cross-checking such a high-falutin' claim (scientific or otherwise) we're going to give the Korean automaker the benefit of the doubt. The Hyundai Genesis Sedan began 2009 as the North American Car Of The Year and the well-heeled sedan has continued to build momentum with an impressive 21 awards. Among the Genesis Sedan's many honors are nods from Motor Trend (America's Top 40 New Cars), Cars.com, J.D. Power, NADAGuides, and AutoPacific.

Heck, the Genesis' 375 horsepower Tau 4.6-liter V8 also made Wards Automotive's 10 Best Engines list, and after putting down nearly 2,000 miles in just such a beast earlier this month, AB executive editor Paukert concurs, praising the eight's smooth power delivery and impressive mileage. Despite a packed cabin and trunk and plenty of mountain driving and high-speed cruising, our man averaged 26.1 MPG on a circuitous route from Michigan to North Carolina – fully 1.1 MPG better than the EPA says to expect on the freeway. He also praised the car's acheless seats and pleasing Lexicon audio system as excellent long-distance travel partners.

Hit the jump to read the press release listing the Genny's awards cache. What follows is a proud parent brag-fest, but when you get it right like Hyundai appears to have done with its Genesis Sedan, perhaps a little self-promoting is merited. Maybe now they'll see fit to finally take credit for it by putting a "Hyundai" badge somewhere on the car

[Source: Hyundai]

PRESS RELEASE:

Hyundai Genesis is class of the 2009 model year with most top-car honors

Headlined by the 2009 North American Car of the Year Award, Hyundai's New Flagship Earns More Top Recognition than Any Other 2009 Introduction

FOUNTAIN VALLEY, Calif., August 27, 2009 – Hyundai's all-new flagship, the Genesis sedan, launched to significant anticipation culminating with its coronation as the 2009 North American Car of the Year – the first time a Korean brand has ever achieved the honor. But Genesis didn't stop there, accumulating honor after prestigious honor to become the most decorated new car launch of the 2009 model year. At last count, Genesis tallied more than 20 top honors from the most prominent media outlets and automotive organizations in North America.

Genesis' trophy case includes awards and accolades from the likes of J.D. Power and Associates, Motor Trend, AutoPacific, Cars.com and leading consumer publications. Genesis is built on Hyundai's all-new, performance-driven rear-wheel-drive architecture. It offers two powertrains, the Lambda 3.8-liter V6 engine producing 290 hp, and Hyundai's all-new Tau 4.6-liter V8 engine producing 375 hp. With technology rivaling more expensive luxury sedans, convenience features like push-button start and navigation system, and five-star safety ratings from the National Highway Traffic and Safety Administration (NHTSA), it's clear that Genesis is among the best new cars of 2009. But at a starting MSRP of just $32,250 and max price of just $42,000 for a fully loaded Genesis, it's no surprise the competition was left in Hyundai's rear-view mirror.

"Genesis was developed to rival the world's best luxury sedans so we knew it would be a great car, but we didn't know how it would be received by the automotive community," said Scott Margason, director of Product & Strategic Planning for Hyundai. "As the awards accumulated, we realized not only how well designed the Genesis was, but how far the Hyundai brand had come. Consumers and automotive industry influencers really embraced the idea of Hyundai producing a luxury product."
Genesis Sedan Awards

1. 2009 North America Car of the Year
2. Motor Trend – America's Top 40 New Cars
3. J.D. Power and Associates – Automotive, Performance, Execution and Layout (APEAL) - Most appealing midsize premium car
4. J.D. Power and Associates – Vehicle Launch Index (VLI) - Highest ranked 2009 all-new or redesigned vehicle
5. The Car Book 2009 – Best Bet (intermediate category)
6. About.com – Best New Car
7. Kiplinger's Personal Finance – Best New Model (sedans $30,000-$45,000)
8. NADAguides.com – Car of the Month (April)
9. NADAguides.com – Top 5 Luxury Cars
10. NADAguides.com – Best Car Buy - Top luxury cars under $35,000
11. Autotropolis.com – Car of the Year
12. Cars.com – Car of the Year
13. On Wheels – Car of the Year
14. AutoPacific – Ideal Vehicle Awards - Aspirational Luxury Category
15. AutoPacific –Vehicle Satisfaction Awards - Aspirational Luxury Category
16. Consumer Reports – Top-Rated Vehicle (upscale sedan category)
17. Consumer Digest – Best Buy (luxury segment)
18. MyRide/Autobytel – Car of the Year
19. Ward's Auto World – 10 Best Engines (4.6 liter Tau V8)
20. Automobile Journalists Association of Canada – Canadian Car of the Year
21. Automobile Journalists Association of Canada – Best New Luxury Vehicle Under $50,000

HYUNDAI MOTOR AMERICA

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 780 dealerships nationwide. All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America's Best Warranty. In addition, Hyundai Assurance is now offered on all new vehicles leased or purchased from a certified Hyundai dealer. The program is available to any consumer, regardless of age, health, employment record or financed amount of the vehicle. The program is complimentary for the first 12 months.

The Hyundai Equus is doing its homework on the American market before it arrives in the fourth quarter of 2010. We took a ride in the upscale sedan during the Pebble Beach weekend in Monterey, and from our brief time aboard, we guess that, if it's priced right, it will do just as well as its only-slightly-less luxurious kin, the Genesis.

Hyundai looks to be breaking from its American past in a way that could leave future drivers incredulous when they hear about a thing called the Excel. With the Genesis and now the Equus – and what's to come after – it's like Hyundai has risen from vaudeville actor to perform Hamlet for the queen. If you told the monarch who only knew the actor as Hamlet, "You know, that guy used to wear a clown suit and get sprayed with seltzer water?," she'd laugh, thinking it was a joke.

But it isn't. When we asked Jim Trainor, Hyundai America's head of PR, what impelled the company's turnaround, he said it was the 100,000-mile warranty. "If we didn't want to lose a fortune on repairs, we had to start making quality cars."



In the Equus is contained everything Hyundai knows about quality. Said Joel Ewanick, Hyundai America's marketing chief, "The Equus is the culmination, the pinnacle of everything Hyundai knows about engineering and building cars," and that's from the manufacturing all the way through to the touchpoints.

"Lexus" could be the word that comes up most often when discussing the Equus, and there is more than one reason for that. However, for all of the styling details that the huge horse might have taken from the Lexus playbook, the Equus actually didn't remind us of the LS 460 in person – and while we waited for the Hyundai to arrive, we sat on a bench right in front of an LS 460 parked curbside. The Equus is brawnier, with deeper sides, a more pronounced shift in height from front to rear, and elements that stress its dimensional qualities. As soon as the Lexus left our sight, we never thought of it again in the company of the Equus.



The convenient hook for the Genesis was BMW 7-Series roominess and luxury, 5-Series sportiness, and a 3-Series price. The Equus simply goes for everything 7-Series, S-Class, and LS, save for price. Ultimate-in-luxury features include butter-smooth leather all over, a suede headliner, double-pane glass all 'round sandwiching a layer of glazing material (à la Rolls-Royce), an Auto Hold feature that keeps the car still until you press the accelerator (even on flat roads), a front-view camera that comes on at or below 5 mph, a lane-departure warning system that works with white and yellow lines and tugs on your seatbelt after an audible warning, the steering wheel is heated and the front seats have three settings for backside warming and cooling.

The only two questionable features that stood out for were that the front passenger seat doesn't have memory settings, and how certain plastic surfaces are textured. As for the seats, if it's any consolation, the rear seat passenger can move the front seat, surely a concession to the car's strong limousine aspirations in its home market. On the issue of plastic, we'd rather the surfaces were smooth, as they are on all of the competitor cars at which the Equus is aiming.



We can't really comment on the suspension because the car was fitted with the South Korean setup, which is much softer than what we'll get here, even when set on Sport. But as for interior tactile sensations, the car is really there, especially when it comes to the buttons and trim. The contrast of gloss black button surfaces, metal trim and leather is superb. Again, since we were in the Korean-market Equus, we weren't able to sample a lot of the buttons, but they look fabulous.

The laminated windows and bodyshell stuffed with sound deadening material makes the Equus exceptionally quiet. You can hear the car when driving, but only just. At idle, it's damn near silent – we turned the car off, thinking it was on, when we got in.



Other details will follow, including the car's official name. So where the word "Equus" is embossed in the seats, you can expect to find something, but perhaps not the word "Equus." The hood ornament wasn't going to make it over, but initial reaction has shown that potential customers have liked it, so Hyundai is considering whether to make it an option, like the Jag's leaper. As for that suspension, Ewanick said "It will be somewhere between the LS and the S-Class. We realize we're dancing on the head of a pin there, but that's what the engineers are going for."

What Hyundai is sure of is that they want to provide more car for less money. Depending on the price and that final suspension calibrations, as of now all signs are looking good for delivery on that.

According to an anonymous source at Hyundai, buyers in the U.S. will get their first crack at the Hyundai Equus sedan beginning next July, with a cost of entry somewhere south of $60,000.

The Genesis-based sedan, which stretches a little over seven inches longer than Hyundai's first attempt at entry-level luxury, is available in Korea with either the Genesis' 3.8-liter V6 or 4.6-liter V8. However, Stateside buyers will only be able to purchase the bent-eight model when sales begin next summer.

Hyundai's primary aim with the Equus is to compete with the similarly priced Lexus LS460 ($64,700), while offering more luxury amenities including reclining rear seats, massagers and LCD displays. According to Rick Case, the owner of six Hyundai dealerships in North America, "It won't be a volume model for us. It will be a halo car for the brand." If you want to scope out the Korean-market Equus before sales begin next year, 100 sedans are currently available for evaluation at dealerships across the country.

[Source: Autoweek]

This is the new Hyundai Equus in the steel and on U.S. roads, courtesy of Autoblog reader Alex. Depending on dealer reaction to the car, Hyundai could-maybe-possibly-might bring it to America. If so, we would then find out if Hyundai could do what Volkswagen was incapable of doing with its Phaeton: Charge top-tier money for a top-tier product wearing a lower to (now) mid-market badge.

As for the luxury sedan itself, being fans of the underdog, the Equus makes us go "Hooray, but hmmm..." We understand the need to lure unfamiliar buyers with familiar luxury themes, but we have to chide the Korean automaker for its reliance on Lexus' styling playbook. This is particularly true at the rear, where the taillight line jinks twice and runs to the wheel well, mimicking Lexus' L-Finesse language. Further, the rump wears a copy of Lexus' exhaust pipes and the car is badged the VS 460, which strikes us as a bit too close for comfort.

With Hyundai at least enjoying early signs of success with its upmarket Genesis sedan, perhaps there's room for an even more expensive offering, but early warnings point to a much higher sticker price than the automaker's reigning North American Car of the Year, and it's too soon to analyze the Genny's long-term prospects for success. What do you think... is Hyundai threatening to jump the gun, or is it headed in the right direction?

[Source: Flickr]

Getting a Hyundai Genesis Coupe to drift is relatively easy (our man Mike can attest to that). But getting its big, four-door brother to get sideways? That's a job for Hyundai's Formula D hot-shoe Rhys Millen.

The crew from KickingTires had the chance to spend some time with both the Genesis coupe and sedan, and during the course of the event they asked Millen to take Hyundai's luxo-barge around the autocross course. The results are posted after the break, and as you'd expect, getting the Genesis sedan to slide gracefully is harder than it looks.

In the 23 years since Hyundai first entered the U.S. market, the Korean automaker has come a long away. What began as a budget-oriented brand for those who couldn't afford the higher-priced products from Japan has evolved into a credible contender in virtually every segment that it competes. In the early days, the primary emphasis was on affordable motoring, sometimes at the expense of long-term durability. Today, it's a different story. From the Accent to the Genesis sedan, Hyundai still offers some of the most affordable products, but the decades-old connotations of "cheap" have been largely laid to rest.

With the introduction of the Tiburon, Hyundai finally dipped its toe into the sports-car segment, but as nice as it was, it simply didn't have the chops to play with the big boys of the performance set. Enter the Genesis Coupe. Hyundai's rear-wheel-drive two-door is the second salvo in the automaker's bid to flesh-out its premium Genesis sub-brand, while at the same time taking direct aim at a field of established competitors ranging from the Ford Mustang to the Infiniti G37. Does the Genesis have what it takes to play the game? We spent a week with a 3.8-liter Track model to find out.

When the engineers at Hyundai decided to seriously tackle the performance coupe segment, they didn't mess around. Although the Genesis coupe shares no resemblance to the similarly named sedan, many of the mechanical bits underneath carry over – and that's a good start. The Coupe sports a fully independent suspension at each end, and in proper performance car form, the directional and tractive efforts are split between two axles. The front tires handle the steering duties while drive torque is transmitted to the rears. While our first opportunity to play with the coupe occurred at Spring Mountain this passed March, shortly thereafter, Hyundai dropped off the 3.8-liter Track variant for some more real-world evaluation.



The 3.8 Track sits at the top of the Genesis Coupe line-up and comes loaded with almost every available option. At this level, the only extras are carpeted floor mats, an iPod cable and the automatic transmission. Our Interlagos Yellow tester had everything but the self-shifting gearbox, and we were perfectly fine with that. The seats were covered in a surprisingly nice black leather, with the driver's side sporting multiple power adjustments. The front seats of the coupe are perfectly suited to a performance car with substantial bolsters on the sides and adequate thigh support. The cushioning is firm and well shaped, with no odd protrusions to inflict discomfort.



As for the rear compartment, that's another story. In typical sports coupe fashion, the back seats seem to be an afterthought. When we drove the Tiburon last year, the rear confines were totally inadequate for anyone over five-feet four-inches, requiring passengers relegated to the rear to crouch down in order to avoid bouncing their heads off the rear glass. While the Genesis is a substantially larger car, it threatens to inflict the same kind of head trauma. However, instead of the rear cushion sitting nearly flat with the floor like other coupes, the mounting position is quite high. If the roof wasn't there, the rear wouldn't be a bad place to be. But it is, and it is.



Regardless, given the Genesis Coupe's reason for existence, the front seats are the place to be. The working space for the driver is well laid out and reasonably attractive. In fact, it's quite upscale. The steering wheel features a thick rim that's easy to grip and wrapped in the same leather as the seats and shift knob. In recent years Hyundai has made a habit of benchmarking cars one class up when developing new models (the Veracruz was pitted against the Lexus RX330, as an example), while still keeping the price in check. In the Genesis, it shows. Hyundai set its sights on the Infiniti G37 coupe, while aiming for a price-point competitive with the Mustang and Camaro. The downside of this low cost of entry are materials that don't match their upscale appearance. Hard plastics dominate the dash, although the fit is tight and there are no noticeable squeaks or rattles on the pre-production sample we tested.



Of course, those materials don't necessarily affect functionality. Among other things, opting for the Track version of the Genesis means the car rides on a set of attractive 19-inch alloys with Bridgestone Potenza RE050A rubber. With the available grip, it's important for a driver to be able to sense what's happening at the pavement during cornering and here, the hydraulically assisted rack and pinion steering comes through, providing good feedback and adequate feel. The only flaw we found with the steering was during a comparatively low-speed slalom run at the track. Because the 3.8-liter V6 features decent low-end torque, sometimes there's no need to down-shift. However, the steering assist is engine-speed sensitive and if it's lower than expected, a series of quick left-right-left maneuvers could result in running out of boost and a sudden increase in effort. Fortunately, this isn't generally an issue out in the real world and it never manifested itself during our week with the Coupe.



The other major changes that come with the Track package are stiffer spring and damping rates, thicker anti-roll bars, a Torsen differential and the Brembo brake package. When we become King, all cars will come equipped from the factory with Brembos and the Genesis continues our lust for the throne. The four-piston mono-block calipers don't flex under braking, so the primary source of mushiness we've experienced with other coupes is thankfully missing from the Hyundai.

Out in California or Nevada, where the roads are smooth and relatively free of frost heaves and pot-holes, the track suspension works great. In the North-East, it's an issue. On neglected stretches of tarmac, the Track model will simply be too stiff for some as a comfortable daily driver. Every little (or enormous) imperfection is transmitted straight through to your body and even a simple run to the store can become tiresome. Unless you live somewhere with properly constructed roads, or plan to spend plenty of time driving at the track, opting for the base or grand touring models might be a better choice if the Genesis is going to be your only car. It's just too bad that the Brembos aren't available as a stand-alone option.



Aside from the Track edition's ride, the Genesis is a more than credible competitor to other coupes in the $20,000 price bracket. It has aggressive styling that sets it apart from the traditional American coupes. Rear-wheel drive means pesky issues like torque steer don't even enter into the discussion. The most glaring omission compared to the Mustang, Camaro and Challenger is a V8 engine. But from a performance perspective, the Genesis doesn't really need a V8. At 3,389 pounds, the Coupe has a 400-pound advantage over the six-cylinder Camaro and a 500-pound edge on the V8 model. The V6 Mustang weighs about the same as the Genesis, but the power is only comparable to the turbo-four, so performance is similar on the small-engined models. The comparatively light weight means the Genesis has a nimble feel that you won't find in the Camaro or Challenger, and the only downside is the Coupe's lack of a throaty rumble that only a big bent-eight can provide.



Our maxed out 3.8 Track model priced out at a very reasonable $30,375, including delivery. That puts it right in the heart of its American V8 competitors and several thousand dollars less than a G37. Those who don't need the full 306 hp provided by the V6 can opt for the 210-hp turbocharged four-cylinder and even less weight, and anyone who lives somewhere with questionable pavement might want to save $2,000 and skip the Track model. Put the extra cash towards an aftermarket set of Brembos or find a friendly Hyundai dealer to order the parts and you're nearing perfection. And "nearing perfection" is where Hyundai's first true effort in the segment lands. The Genesis Coupe delivers on nearly every conceivable level, blends an attractive exterior with a thoughtful interior, and does it all for a price that's still easy on the wallet. Hyundai's come a long way, and the Genesis coupe is the start of another great chapter.

[Source: Autoblog]

The Hyundai Genesis sedan has won plenty of accolades since its introduction, and with just over 6,000 units sold so far this year (through April), Hyundai wants a bigger share of the luxury pie. So beginning this summer, the plucky Korean automaker plans to ship 100 Hyundai Equus sedans to the States for display at dealerships throughout the country in order to gauge public reaction. If it wasn't obvious after the Equus' North American introduction at the New York Auto Show, it is now: Hyundai desperately wants to bring the Equus to the U.S., but are Stateside consumers ready for it?

According to Oles Gadacz, a Seoul-based spokesman for Hyundai, the automaker believes the introduction of the Equus, "would decisively shift public opinion in our favor," even more than the Genesis sedan and its coupe counterpart.

While the Equus would go head-to-head with such luxury stalwarts as the BMW 7 series, Mercedes-Benz S-Class and Lexus LS460, it's price-point of approximately $75,000 (according to the USAToday) could still be too high for brand-obsessed buyers. However, the current economic climate could cause consumers to finally look beyond the badge and start considering alternatives that offer all the amenities available from the Germans and Japanese at a lower cost. But Gadasz admits Hyundai doesn't expect the Equus to be a huge seller in the States, saying, "We have modest expectations."

[Source: USAToday]

Hyundai has been batting a thousand of late, with new vehicles like the Genesis sedan and Genesis coupe shaking up their respective segments and leaving class leaders looking over their shoulders. The equally new Elantra Touring hasn't created as much buzz as its rear-wheel-drive brethren, but the five-door hatchback competes with a host of vehicles available in the sub-$20,000 range, all of which are screaming for attention from an increasingly picky buyer who demands something practical, affordable and efficient for his dwindling dollars.

In order to be heard above the noise, Hyundai chose to import one of its existing models from abroad rather than developing a new Elantra model from scratch. They chose the i30, designed in Germany and currently on sale in Europe, Australia and South Korea. The Elantra Touring is very much a direct port of the i30 and actually has little in common with the four-door Elantra sedan, save for its 2.0-liter four-cylinder engine and transmission choices. Rather, its closest mechanical cousin is the Euro-only Kia cee'd.

It would seem, then, that the i30 was not originally developed with U.S. customers in mind. Will the resulting Elantra Touring be a hit here, or has Hyundai finally foul tipped a ball?
One thing the Elantra Touring has over its four-door namesake is style. The two vehicles share no body panels and one wouldn't guess the Touring model is actually an Elantra based on the four-door's styling. The Touring is actually shorter than the sedan (176.2 inches vs. 177.4), but its wheelbase is two inches longer. Combined with a roof that terminates into a steeply sloping hatch, the extra space between the axles makes the Touring look longer and larger.



The Touring's sheet metal is also more attractive thanks to a strong character line running the car's length with a concave sweep up to the windows. This line emanates up front behind the large headlights (dig the blue angel eyes on the projector lamps) and combines with some pinched metal running up to the A-pillar to create distinct front fenders and a raised hood. The thin grille sports a chromed corporate 'H' with pride and small chrome eyebrow accents set off the fog-lights in each corner of the front fascia.



Hyundai has fitted the Elantra Touring with vertical tail-lamps out back, similar to the units you'll find on vehicles such as Volvo wagons and the Honda CR-V. They contribute to safer stops in traffic since their tops can still be seen above high hoods. The rest of the back is clean and the near non-existent rear bumper contributes to the posterior's slick surfacing. Some might call this car's styling mundane, but we see it as safe and sophisticated, the off-brand suit of the sub-$20k set.



Some might expect the Elantra Touring to have a spartan interior made of recycled pop bottles and leatherette seats. Remember, this is actually the i30, a vehicle originally made for Europeans who don't believe an economy car must feel like a cheap car. The Elantra Touring has things other vehicles in its class don't, like a soft-touch dash, solid metal shifter knob and an information display between its tach and speedo. Go ahead, poke the dash – it'll give. Do that in some competitors and you'll sprain your finger.



The controls are logical and fit the Elantra's no-nonsense demeanor. The stereo's on top and the HVAC controls are below (just two knobs and a few larger buttons), with the the four-speed automatic sprouting from the floor. The transmission lacks any manual shifting, but you've got only four forward gears anyway and there's a short-throw five-speed manual available for control freaks.



We particularly like the Elantra Touring's large, legible gauges that frame the aforementioned VW-like information display, as well as the best Hyundai steering wheel we've yet to grip. The meaty rim filled our hands nicely and the redundant controls for the stereo and cruise control are all flush and contained within the wheel itself. We're also fans of Hyundai's new center stack display for the radio. The big blue screen is as easy to read as a children's book and displays the time and outside temperature when the radio is off. There's also a full complement of connectivity ports in the center armrest for your iPod or MP3 player, as well as a gutter for your cables so the lid can be closed without trapping the device inside. Up front, amenities are rounded out by two accommodating cup holders between the seats and one in each door, as well as a large storage compartment atop the dash to hide personal items from public view.



Of course, the Elantra Touring's biggest selling point can be found behind the front seats. The second row offers 36.4 inches of leg room and further back you'll find a class-leading 24.3 cubic feet of storage space with the rear seats in their locked and upright position. The rear floor is flat and wide with additional storage hidden underneath, and by pushing the 60/40 split rear seats down, you're able to access a full 65.3 cubic feet of cargo-carrying capacity. The rear seats don't fold completely flat, but that shouldn't stop you from using the Elantra Touring like a tackle box.

Buyers interested in an Elantra Touring who visit Hyundai's website, however, are greeted with the question "What sort of driver are you?" Click the box that says "I love driving" and you're allowed to learn more about the vehicle. Click the box that says "For me, driving is just transportation," and you're refused entry. Before you begin excluding buyers just looking for decent transportation, you should be absolutely certain your vehicle can hang with the likes of the Mazda3 five-door, this segment's standard bearer for the fun-to-drive quotient. Despite the "Touring" in its name, this Hyundai doesn't compare with the Mazda in terms of driving enjoyment.



To begin with, the Elantra Touring's 2.0-liter, four-cylinder engine brings only 138 horsepower and 136 lb-ft of torque to the party. Not only is that far below what's required to make this a credible sport-compact, it's barely enough to get around when the Elantra is loaded with passengers and cargo. Couple that with our tester's four-speed automatic and you'll need a set of spurs and a good whip to get the Elantra Touring going. Hyundai also can't claim exceptional gas mileage in the absence of stirring performance, as the EPA rates this hatchback at 23 mpg city/30 mpg highway. The new 2010 Mazda3 five-door, equipped with its 167-hp, 2.5-liter four-cylinder engine, is right there with 22 mpg city/29 mpg highway.



A lack of power can be overcome by a rigid chassis, willing suspension and focused steering when going for entertainment honors. Again, we found the Elantra Touring lacking in these aspects, despite Hyundai telling us that the suspension and steering are tuned more sportingly for the U.S. The independently sprung MacPherson strut front suspension and multilink rear felt soft. The ride was floaty and susceptible to cross winds, while the handling feels tippy, with noticeable body roll despite the presence of stabilizer bars front and rear. Couple this with steering that's numb and disconnected regardless of speed -- fine while perusing for a parking spot but less so when trying to follow a line through a corner -- and the Elantra leaves us wanting for the Mazda3's direct connection to the road.



We've read other reviews of the Elantra Touring that fall right in line with Hyundai's marketing message and conclude the car is a surprising performer, but just wasn't our experience. Perhaps that's because most of those reviews were based on models with the manual transmission that features a B&M short-throw shifter and 17-inch alloy wheels versus the 16 inchers on our tester. We can't comment on how those differences might contribute to an impression of sportiness, but we give our tester high marks for including standard disc brakes at all four corners.

The final aspect of the Elantra Touring is its price, an area in which Hyundai traditionally trounces its competition. Not so much for this car, which starts at $17,800 with a five-speed manual transmission and $18,600 with the four-speed automatic. Add to that our tester's optional floor mats for $95 and a $695 charge for delivery, and suddenly owning an Elantra Touring will require over $19,000. Sure, you get the best warranty in the biz and the added security of the Hyundai Assurance program, but that price point won't get buyers into the showroom like the $14,120 base price of the Elantra sedan.



If we were Hyundai, we'd focus all of our marketing efforts on the Elantra Touring's practicality, the fact that it can swallow as much as a CUV while still averaging 30 mpg on the highway. It's a tool -- in the literal sense of the word -- free of flash and there to assist at the grocery, hardware store or getting to Grandma's house. In this respect, the Elantra Touring is an attractive candidate in the sub-$20k class. However, Hyundai is advertising the Elantra Touring as a driver's car, which is like asking a member of the grounds crew to bat clean up. If you appreciate the unsung skill of the guy that keeps a well-manicured diamond, you'll likely appreciate all of the basic things that the 2009 Hyundai Elantra Touring does so well. Just don't expect that guy – or this car – to send one sailing over the fence.

[Source: Autoblog]

Citing an unnamed source "close to the project," InsideLine is reporting that Hyundai plans to bring the Equus super-sedan to the States within the next two to three years. According to the insider, "... you wouldn't be too far off if you said the car was coming to the United States. Our chairman wants it."

Although the news doesn't come as a complete surprise, particularly considering Hyundai brought out an Equus to this week's New York Auto Show, the biggest hurdle to overcome is price. In its current form, the Equus starts at around $96,000, putting it squarely up against such high-dollar machinery as the Audi A8, BMW 7 series, Lexus LS and Mercedes-Benz S-Class. Hyundai knows it's not ready to swim with the whale sharks of the luxury world, so it's hoping to get the sticker closer to $50,000 when equipped with the automaker's 5.0-liter V8 and new eight-speed transmission.

[Source: InsideLine]

The first hint of what we can expect from the next generation Tucson and Santa Fe crossovers was revealed today at the New York Auto Show as the Hyundai Nuvis concept. The sweeping creases echo and expand upon Hyunadi's design direction that could be seen on the Genesis coupe and sedan and the Korean market Equus that stood on display nearby. Like so many other concepts at the show this year, this one featured doors that will almost certainly not be duplicated in production, extra-long gull-wings in this case.

The interior is designed for exactly four occupants instead of going for the maximum possible seating with three rows. Nuvis designers have dispensed with all the usual switch gear in favor of a river of information flowing throughout the concept's interior, all of which is accessible through touch-sensitive surfaces. All of the interior fabrics are also made from 100% recycled materials.

Under the skin, the Nuvis is spec'd out with the same Hyundai-developed BlueHybrid drivetrain that was shown at the LA Auto Show last November. The hybrid system uses lithium polymer batteries, which give designers more flexibility in packaging compared to more typical lithium ion batteries. The production version of this hybrid system debuts next year in the next-generation Sonata, while the design elements of this concept will likely appear on the new Tucson later this year.

If you think the Genesis sedan is nice, wait'll you get a load of Hyundai's home-market luxu-flagship, the Equus. The automaker has one prominently on display here at the New York Auto Show this week, and while it's supposed to merely be a "Look, this is how awesome we can be" thing (there's no plan for the Equus to be sold here at this time), you can bet Hyundai is taking note of people's reactions. Outside, the Equus is more ornate than the Genesis, with a bright grille, highly-polished wheels and a pedestrian-impaling hood ornament. The sheetmetal details are nice, too. We especially dig the subtle fender bulges over the rear wheels.

While that's all well and good, it's inside the cabin where the Equus shows that it's truly meant to do battle against the likes of the Mercedes S-Class, Lexus LS and BMW 7 Series. All the toys are present: push-button start, a console-mounted control interface for the in-car systems, classy wood accents, upmarket switchgear, and even Grey Poupon snack trays for the rear passengers. Oh, those rear passengers get massaging back seats, as well. It's very impressive looking and it stinks of quality. If Hyundai ever decides to gamble and attack the next price segment up from the Genesis sedan, they clearly have the ammo to do so. The Equus is the real deal.

Full throttle down the back straight, the speedometer sweeps past 100 mph. The approaching turn is a 90-degree right, but it looks like we can still put more asphalt behind us before letting off the gas. At the last possible moment, we lift and then lean hard on the brakes. Deceleration forces us against the shoulder belt as the four contact patches ferociously search the line for traction. As the orange cones begin to fill our front windshield, it's obvious that we're carrying too much speed. A turn now and we'd spin.

In a last-ditch attempt to save it, we lift off the brake, floor the accelerator, and hold our breath. As expected, the weight transfers off the front tires and balances the vehicle. Seizing the opportunity, we crank the wheel to the right, feather the throttle... and our Genesis Coupe makes it cleanly around the turn!

Last summer, Hyundai charged its heavy 16-inch guns and fired an air-burst salvo at the competition with the introduction of the 2009 Genesis Sedan. The explosive projectiles were aimed across the bow of BMW, Lexus and Mercedes-Benz, causing each to reconsider their course at the determination of their newest foe. Less than one year later, a new round of armor-piercing shells has been launched. This time, the company's sights have been aligned a bit lower, but with much more focus. The new targets are the class-leading rear-wheel coupes offered by Infiniti and BMW, not to mention some Detroit 3 muscle.



Hyundai was committed to build a performance-tuned sports car. Using the internal designation "BK," the automaker benchmarked the segment-leading Infiniti G37, Mazda RX-8 and BMW 335i. What finally debuted at the 2008 New York Auto Show was a rear-wheel drive coupe with a five-link independent rear suspension, Torsen limited-slip differential, Brembo brakes and a choice of powerplants and transmissions. With a starting price just $22,000, even the base turbocharged model would be a car enthusiast's dream.

Before jumping in, we need to clear up a common misconception: the all-new Genesis Coupe is not a two-door version of the sedan. While they both share the rear-wheel drive configurations, an engine block, some suspension components, and a transmission, they are two very different vehicles. The Genesis Sedan is a luxury-oriented conveyance with seating for five, while the Genesis Coupe is a performance-oriented 2+2.



Hyundai is initially offering six different Genesis Coupe models: 2.0T, 2.0T Premium, 2.0T Track, 3.8, 3.8 Grand Touring, and 3.8 Track (a seventh model, the lightweight 2.0T R-Spec, won't arrive until later). The 2.0T models are fitted with an all-aluminum turbocharged 2.0-liter four-cylinder rated at 210 hp with 223 lb-ft of torque, mated to either a six-speed manual or a five-speed automatic transmission (EPA 21/30 with the manual transmission). The 3.8 models receive an all-aluminum 3.8-liter V6 rated at 306 hp with 266 lb-ft of torque, with either a six-speed manual or a ZF six-speed automatic (EPA 17/26 with the manual). In a sharp departure from the rest of the industry, Hyundai quotes horsepower figures based on regular 87-octane unleaded fuel (according to Hyundai, you will receive a slight bump in power with higher octane gasoline).




Differentiating the models from the outside with a quick glance isn't easy. All share the same body panels and twin exhaust outlets. A closer look reveals that the non-track 2.0T models lack fog lamps, while the 3.8 Grand Touring features chrome lower fascia accents (all track models have fog lamps and black fascia accents). The exterior mirrors on the Grand Touring/Track V6 models also contain integrated turn signal indicators. The standard wheels on both models are ten-spoke 18-inch cast aluminum, while the track model sports gunmetal finish ten-spoke 19-inch wheels.

A cursory look at the interior reveals cloth upholstery in the 2.0T models, while the 3.8 variants receive black leather (standard/Track model) or brown leather (Grand Touring). All models are very well-equipped with air conditioning, power windows, keyless entry, and an AM/FM/CD/MPS stereo with six speakers (any of the option packages will automatically upgrade the audio to a 360-watt, ten-speaker, Infinity system for you audiophiles). Less common in this price segment is news that Hyundai is offering Bluetooth connectivity, XM Satellite radio capability, and iPod/USB/AUX input jacks standard on all Genesis Coupe models. The option packages include power/heated seats, proximity key, HID headlamps, a sunroof, and a backup warning system.



Our required choice would be the "Track" package with 19-inch alloys, Brembo brakes, track-tuned suspension, Torsen limited-slip differential, aluminum pedals, a rear spoiler and more. Pricing on a 2.0T Track model is $26,750 with the 3.8 Track model coming in at $29,500.

Knowing we'd have plenty of time in the Track models later in the day, we settled into a 3.8 Grand Touring 6AT model sprayed in "Silverstone" paint (each of the nine optional colors are named after famed racing circuits – the color of the car in many of our images is "Lime Rock Green"). Our destination was a race track about 65 miles away near the unincorporated town of Pahrump.



The Coupe's 2+2 cabin is belted for four passengers. Up front, there is plenty of room for our six-foot two-inch frame. Shoulder and head room is generous, and the seats are very comfortable (this one had lumbar support). Outward visibility is excellent, thanks in part to that drop-down styling in the rear window just aft of the B-pillar. While the front seats are commodious, our adult frames wouldn't even consider a ride to the ice cream store in the back seat. Small children will fit just fine back there... until they grow to teenage stature (at which point they'll realize that "shotgun" is the preferred passenger position anyway). We suppose if you want or need more room, there's always the Genesis sedan.



Mesmerized by the incredible landscape off State Route 160 in southern Nevada and the smooth arrow-straight asphalt roads, we inadvertently find ourselves piloting the Genesis Coupe across the barren Nevada landscape at a comfortable 80-90 mph (an attentive Nevada State Trooper wasn't as impressed with the Hyundai's high-speed cruise capabilities, although he was benevolent enough to let one of our comrades on the launch event off with just a warning). Wind noise is low, but we did find the non-Track suspension the less stable of the two at high speeds. Not surprisingly, we prefer the Genesis Coupe with a manual transmission, although many will be very pleased with the German-sourced ZF 6HP26 automatic on the 3.8 (used by BMW, Jaguar, and Maserati among others). The optional slushbox is smooth and predictable in operation when left alone, and responsive when shifted manually with the paddles.

Located alongside Route 160, just outside Pahrump, is the Spring Mountain Motorsports Ranch. Relatively new, as far as racing circuits go, the private facility features a beautiful and challenging 3.5-mile road course loaded with double-apex turns and tight corners. Hyundai had reserved the 1.5-mile west loop for our unlimited use. While it lacked a long straight (we were only able to break into low triple-digit velocities), the circuit was excellent to test the capability of the new coupe under abusive track conditions.



Throughout a long day, we tossed the Coupe 2.0T 6MT, Coupe 3.8 6MT, and Coupe 3.8 6AT around the buttery-smooth asphalt until our hips ached from the g-forces. We were bent on finding out which model was best suited for track duty. Being virgins to this particular circuit, we preferred the 3.8 6MT in the morning as its abundant low-end torque would mask our mistakes as we learned the corners. After lunch, the slightly lighter and more tossable 2.0T 6MT was selected as we refined our lines and cleaned-up our laps. However, by late afternoon the 3.8 6MT was again the weapon of choice as we could use the additional torque coming out of the corners to our advantage (the ZF automatic model with paddle shifters performed well on the track, but frankly, we enjoyed the control and challenge of the manual).

Regardless of engine or transmission, there were several stand-out impressions during the day. Most notably, the Hyundai engineers have done an excellent job with the chassis and suspension. It feels well balanced (55:45 weight distribution, regardless of engine), and the vehicle can be tossed into the corner and its attitude modulated with the throttle. Even with traction and stability control completely off (all but our first lap), the coupe is predictable and easy to control at the limit. We'd overcook the entry to a turn countless times as we tried different lines, but a blip of the throttle with a slight change in the steering angle seemed to bring the unflappable coupe back on the race line without drama.



Brembo supplies the brakes for the Track Package, and they are a worthy mention. Massive four-pot fixed monobloc aluminum calipers clamp down on huge 13-inch rotors on the front, while the rear makes due with only slightly smaller twins. With the authority of an iron vise holding a piece of soft aluminum, the red Brembos hauled the Genesis Coupe down from speed without any sense of drama. We deliberately slammed the brakes late, even mid-corner, in an attempt to bring out the demons... yet the evil deities never surfaced in fault or fade.

Like the Porsche Boxster, Lexus IS-F, and Ferrari F430, the Genesis Coupe Track variants wear staggered Bridgestone RE050A tires on all four corners (the standard models get all-season RE-88A rubber). Up front, the coupe wears 225/40-19, the rear is fitted with 245/40-19. Most street tires lose their cool -- literally -- after several hot laps and slowly begin to self-disintegrate leaving the driver second-guessing the grip. With a high-performance rubber compound molded into an asymmetric tread pattern, the RE050A tires were consistent and trustworthy during our track sessions. The Bridgestone rubber held its composure until late in the afternoon when the continuous punishment finally caused them to feel a bit greasy. No undue stress... we simply had to tighten our lines a bit to compensate for a bit more drift.



To be fair, Hyundai brought an Infiniti G37S 6AT to the track for comparison. Running the Genesis Coupe back-to-back on the race circuit against the G37S, the differences were immediately apparent. While there is no question that the Infiniti is much more comfortable than the Genesis Coupe on the highway (200+ pounds of additional luxury will do that), the Japanese coupe felt much larger and more resistant to directional changes on the track, a perception reinforced by its heavier steering feel. The Infiniti offered similar grip at the limit, but there was more body roll evident before it settled into the turn. Bleeding speed hard repeatedly after triple-digit velocities, the G37S was eventually sidelined for a time when its big brakes overheated - more competent pads would have likely solved the problem (it is also worth noting that Infiniti no longer uses Brembo-supplied brakes on the sport package G models). The luxury-oriented and more expensive Infiniti G37S is a better road car and it feels faster, but the Genesis Coupe is much more nimble and enjoyable on the track.



Try as we did to find one, the new Hyundai seems to lack an Achilles Heel that would quickly cripple it. We did notice that the manual transmission balks when rushed, making our speed-shifts seemingly futile (more engine speed – at the expense of the clutch – seemed to cure things). Second, a performance-oriented car should have a few additional engine monitoring gauges too keep enthusiasts informed of its inner workings (oil temp, oil pressure, etc...). Lastly, the blue LED readout in the center of the instrument cluster is difficult to read while wearing sunglasses. There were a few other nit-picks about the interior and trim that reminded us that the Genesis Coupe is far from perfect, but the little flaws became idiosyncrasies dismissed when we remembered that the buy-in price cleanly undercuts the competition by thousands of dollars.

So, where does this new Genesis Coupe fit into the big picture? With its current pricing ($22,000 to $29,000), Hyundai believes that its new sporty two-door sits comfortably in an unoccupied price segment ("white space") in the retail marketplace. It is positioned to pull sales from both below (those who are longing for a Honda Civic Si/Mitsubishi Eclipse GS will realize the handling advantages of RWD and step up a bit) and above (economically-sensitive Infiniti and BMW coupe owners will relish the financial savings). While the current financial crisis is destroying some automakers stuck with expensive inventory, the aggressively-priced Genesis Coupe may be perfectly positioned.



The salvo fired when the Genesis Sedan was launched last summer was a shot across the bow of the competition. This time, the projectiles have been targeted to create space in a rear-wheel drive sector where competition has enjoyed peaceful anchorage. The new Genesis Coupe, a modern-day reincarnation of the Nissan 240SX (Hyundai's own words), will deservedly wedge itself into the segment and push outwards as drivers and tuners jump on board. This platform's growth will be sustained by its solid performance and unexpected price point. Hyundai doesn't need perks like the ten-year warranty or its Assurance program to sell the Genesis Coupe; they just need to get enthusiasts behind the wheel.

[Source: Autoblog]