Category Archives: 2007

2007 Hyundai Sonata Limited XM Road Test

Climbing into the Sonata was like coming home to an old friend, afterspending more than ten months with a long-term Limited last year, and being part of countless log entries and what resulted in a mind-numbing 20 updates (once every two weeks). As you may remember we clocked up 6,472 completely trouble-free miles on the odo (except for me killing the battery) and only really complained about the audio steering wheel controls not featuring a button for changing radio stations, the lack of satellite radio and somewhere to plug in our various iPods.

Well, with the slightly updated 2007 model there’s still nowhere to plug in an external audio device of any kind and dealers aren’t offering a quick fix (at least not officially), although the addition of XM satellite radio on all automatic transmission equipped models currently being built (more clarity on this below) certainly does a decent job of making me forget about this shortcoming when on the road. There have been other changes too, and I might as well get them out of the way right off the bat. First, other than saying that all Sonatas now boast six airbags standard, including two up front, two side-impact bags and side-curtain airbags for all outsideoccupants, plus active front head restraints, I’m only going to comment on the Limited XM model, as we’ve already covered the four and its various upgrades in a previous review. Most noticeable with the Limited XM is a revised front grille that now features a stylish strip of chrome running side to side, giving the car a more upscale appearance. This particular example looks rich in its Dark Cherry Red paint, a new color for 2007. Bright Silver has also been added to the palette, a good thing being that silver remains the number one seller across the industry, making up about 30-percent of purchases. This example also features a tan interior, which contrasts the deep red nicely and looks superb with the environmentally friendly (read: faux) wood grain and metal-like trim, but we’re pretty sure it will wear similarly to the light gray we had last year. The seats will be fine, but it’ll probably be hard to keep the carpets clean (although tan matches ground in soil much better than gray). Fortunately, Black leather can now be ordered, along with black carpets and dark charcoal plastics. After a quick drive Jennifer immediately noticed the improved steering wheel audio controls that now allow her to scroll through radio stations and more via intuitive controls on the front and side of the left-side spoke, plus all of us like the fact that, with the new side-curtain airbags it gets a five star crash safety rating, and that its V6 is greener, now meeting Ultra Low Emission Vehicle (LEV-II ULEV) standards and boasting slightly better fuel economy, with an EPA rating of 20 mpg in the city and 30 on the highway. This improvement helps it to edge out the Accord EX-L V6 in the city while matching the Japanese brand’s highway rating, but falling a bit behind the Camry XLE V6 on both counts.

Standard features (some over those of the SE XM) include leather seating surfaces, leather door trim inserts, heated front seats, an eight-way power driver’s seat, 17-inch, 5-spoke alloy rims (that I’m not particularly fond of) wrapped in 50-aspect ratio Michelin all-season tires, a sliding center armrest that’s really comfortable, a power glass sunroof with a sun shade(that strangely would slip back about an inch under hard acceleration), chrome exterior highlights with that chrome-accented grille I just mentioned, and an electronic five-speed automatic transmission with manual mode … I’ll discuss some of these items in more detail in a moment.

Our test example featured the upgraded Ultimate package ($1,750), addressing something that caused yours truly to regularly grumble when updating our long-term 2006 Limited, that didn’t include this enhancement. The package features a power glass sunroof and an AM/FM/XM/MP3/6-CD changer stereo system with Infinity speakers and subwoofer/external amplifier. Add $550 more and you can upgrade to the Platinum Edition package, which will give you everything the Ultimate has plus a rear spoiler, aluminum bodyside molding, “platinum” floor mats and “platinum” badging. Automatic climate control is nice, and well worth the extra money of the Limited XM on its own, and the real deal maker with all Sonatas alike is the standard electronic traction (TCS) and stability control (ESC), the latter inarguably the most important automotive safety feature since airbags.

While base Sonata GLS> XM’s sell for a surprisingly low $17,345, a well appointed Limited XM will set you back $23,445 or $22,995 for the Limited without XM radio. Yes, while standard now, some dealers still have 2007 cars without XM(it was a mid-year upgrade), so if music and talk radio variety isn’t important to you, save the $450 while you still can. And something else, while impressive in its own right you will probably notice that the price of the Limited XM has increased somewhat from 2006 to 2007, but before you think that Hyundai is merely cashing in on the car’s popularity, remember the many upgrades I’ve just itemized. Also, the Limited XM has always been and continues to be a serious bargain, selling for thousands less than its Japanese, German and most of its American competition. Even with a rather hefty freight and dealer prep charge of $620, a top-line Sonata won’t break $26,000. Actually a 2007 model sells for only $25,295 without XM and $25,745 with.

There’s an additional reason for the higher price, mind you, and one most will be willing to pay for: more zip under the hood. Power is always good, as long as fuel economy and emissions don’t suffer. Well, after reading the last paragraph you should already know that it’s even better from an environmental standpoint, so the 3.3-liter engine’s added output is welcome news, now up to 234 horsepower (adjusted for SAE specifications) while torque remains the same at 226 lb-ft. I can’t say I noticed any dramatic improvement off the line, because the 2006 car was always fast, even besting a first-generation Audi S4 in a streetlight sprint (he was trying to get in front of me from the right lane … heh) that brought great shame to its cowering owner.

The five-speed automatic was once state of the art equipment, but even compared to its sibling Veracruz crossover it’s one cog short of a full load. Still, it’s buttery smooth and sports a manual mode feature that works very well, again making the car feel a lot quicker than some competitors that tout much higher output figures. And on this point, I don’t think anyone will feel any great need for quicker acceleration, other than thosealready paying much more for top-line premium sport sedans. Even these will be shocked at how energetic the V6-powered Sonata is (like my friend in the S4).

Of course, quick as it is the Sonata wasn’t really designed to beat any of Audi’s cars, or Mercedes-Benz’s E350 or BMW’s 528i, although with regards to the latter it will quite handily, but rather it was created to transport its occupants wherever they may want to go in grand style and comfort, even if they’re large in stature. Oh yes it’s roomy, even enough that it’s rated as a large car, despite its midsize exterior dimensions and price. Most will find enough legroom to stretch out, especially rear passengers, and if only four are aboard its ample width makes for a great deal of hip and shoulder room. Headroom too is impressive, although at 5’8” I’m hardly the best to ask. Rather, the tilt and telescoping steering wheel column makes setting up the optimal driving environment a quick and easy process. It’s just a shame other markets get power adjustable pedals and we don’t.

The 8-way power adjustable driver’s seat is large, well cushioned andcomfortable, not in a sporty, heavily bolstered way but rather in a traditional American sedan style, and the lumbar support is especially nice on longer drives. It comes with heated cushions too, and they turn on quickly and don’t stop heating after reaching full roast like so many others do. Just the same, more than one setting would be appreciated. It’s either on or off, when so many competitors offer three, four or even six settings for mild to wild lower back therapy.

As for the drive, the Sonata is smooth … extremely smooth. It rides smoothly, shifts its velvety smooth V6 smoothly and even reacts to steering and braking input smoothly. Most are shocked by its utter refinement, so much so that they, like me, wonder why this isn’t the best selling sedan in North America. OK, the Camry is very good too, as is the Accord, but I think if more people drove the Sonata, many of these loyal to one of the two top-selling Japanese midsize benchmarks might be singing the praises of Hyundai all the way to the bank.

This in mind, I pulled into an Audi retailer to see a friend that works there, and he immediately came over to the Sonata and started looking it over … very carefully. He was impressed, I could tell. “Nice paint,” he said after rubbing his hand down the rear quarter panel. “Amazingly tight and even panel gaps,” he added. “This is a big car,” came his next point as one of his colleagues backed an A6 into the adjacent spot. “Can I see inside?” … to which I opened the door. “Hmmm … this is a lot better than any Hyundai I’ve ever seen,” he continued, and then kept on lauding it for other attributes, strictly off the record, of course.

I can’t help but admit that it’s kind of fun showing the uninitiated what I have already come to appreciate, that Hyundai has changed its colors for good. It no longer sells cars on price and warranty alone, but rather, while continuing to offer low pricing and one of the industry’s best warranties, can now tout styling, refinement and performance as reasons for entering one of its showrooms, not to mention impressive quality ratings by the industry’s top market research studies, and awards galore from various journalist associations and publications.

Yes, the Sonata is priced much lower than its Asian competitors … well, all but Kia’s Optima. It’s a very different car than the Optima, mind you, the Kia taking a cue from BMW and attempting to pull in more sport-oriented drivers with its MacPherson strut front suspension, while the Hyundai is trying to woo entry-level luxury fans with its front multi-link setup. Both are good, but the Sonata is smoother and therefore more comfortable.

This is probably as good a time as any to mention a number of changes that go along with a price increase for the 2008 Limited V6 that’s already showing up in showrooms. Now starting at $24,045, it includes somevery nice additional benefits, such as a trip computer, a rear center headrest and an engine immobilizer. But wait, there’s more. How about chrome exterior door handles and chrome surrounding the side window cutout to go along with that nice chrome grille insert, standard automatic air conditioning, automatic headlights, a six-disc CD player, something we’ve been calling for since our long-term car, plus a 240-watt external amplifier and subwoofer that are also available on the Limited four-cylinder but for some reason skip the regular Limited … go figure? An electrochromic rearview mirror with a Homelink garage door opener and compass is also standard as part of the Limited V6. Standard as usual on all Sonatas is the electronic traction and stability control, as mentioned above.

Even comparing the more expensive 2008 Sonata Limited V6 to the Accord EX-L V6 and Camry XLE V6, it really makes you shake yourhead and wonder why you should pay so much for the Japanese cars. Load up the Hyundai with everything it comes with and you’ll still save more than $3,600 over the Honda and, are you sitting down, more than $5,000 when compared to the equivalent Toyota. Of course both the Accord and Camry deliver more power and the latter gets a slick-shifting six-speed automatic and a few other items, but then again the Sonata offers some features these don’t have. What Honda and Toyota have over Hyundai is resale value, which, while the Korean brand has improved immeasurably in recent years and will continue to thanks to the desirability of its new products and their superb quality ratings, might help the Japanese cars to even out when it comes to overall, long-term value. It’s really tough to say, as we’re speculating on resale values three or four years from now, and cars like the Sonata, Azera, Santa Fe and the new Veracruz, not to mention the upcoming rear-drive, V8-powered full-size luxury sedan based on the Genesis concept or its other, very well executed entry-level models, will definitely sway overall brand residuals in the near future. What’s for certain is the immediate difference thousands of dollars off the window sticker makes to your monthly payment.

To sum up, depending on your needs, desires and availability, of course, at the time of writing you have the option of 2007 models without XM satellite radio, 2007 models with this upgrade, and 2008 models with all of the upgrades just mentioned. All I can say is move fast if you still want a 2007 Sonata.

Weather you decide on a 2007 or 2008 Sonata, you’ll be getting a car that represents one of the best values, if not the best value in the entry-level midsize sedan segment. And like me, you’ll probably have fun showing it off to neighbors and friends who, while impressed with how good it looks from front to back and inside, will be shocked that something so well built and refined dawns from this same South Korean company that once built its midsize reputation on the much maligned Stellar (dark memories indeed). Yes, Hyundai certainly has changed its colors.

July 12, 2007
by Trevor Hofmann / American Auto Press

Veracruz 1st Hyundai to Top $25,000

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Veracruz 1st Hyundai to top $25,000

Hyundai has done it- moved across the $25,000 starting price level for a new vehicle.

The brand that for years was known in the United States for its low-priced vehicles and industry-leading warranty coverage now has a new model that’s priced upward of $26,900.

It’s the 2007 Veracruz crossover sport utility vehicle that joins nearly a half dozen other new crossovers in the market this year.

With standard three-row seating, comfortable ride and handling, rich styling and amenities and healthy 260-horsepower V-6, a two-wheel drive Veracruz starts at $26,995. With all-wheel drive added, the starting manufacturer’s suggested retail price, including destination charge, is $28,695.

The previous most-expensive Hyundai – the 2007 Azera sedan with luxury appointments – has a starting price of $24,895.

Indeed, the test top-of-the-line Veracruz Limited with all-wheel drive, was priced at just over $38,000.

Competitors include the 2007 Honda Pilot, which starts at $27,690 for a two-wheel drive LX with 244-horsepower V-6, and the 2007 GMC Acadia, which starts at $29,990 for a two-wheel drive SLE with 275-horsepower V-6.

The Veracruz rides on a platform that’s longer and wider than Hyundai’s Santa Fe SUV.

But the personality of the Veracruz is more refined than that of a Santa Fe.

The interior of the test vehicle was surprisingly quiet, almost like that of a Lexus, and while the Veracruz felt well-planted to the pavement, the ride was compliant and pleasant – not busy or harsh, even in the tester with uplevel, 18-inch tires.

It clung to off-camber, downhill curves with tenacity and passengers didn’t feel unsettling, abrupt body sway. Rather, the body structure seemed well-controlled and weight shifted predictably to give the driver confident handling.

And the turning circle of 36.7 feet was surprisingly tidy.

The only engine – a 3.8-liter, double overhead cam V-6 with continuously variable valve timing – was readily responsive from the get go, had plenty of passing power on highways and seems well-matched to a vehicle that can carry up to seven people.

It’s the same engine that’s in the Azera and Hyundai’s Entourage minivan and needs only regular gasoline.

Torque peaks at 257 foot-pounds at 4,500 rpm, which is more than the 240 foot-pounds at 4,500 rpm in the 244-horsepower Pilot.

At 18 miles a gallon in city driving and 25 mpg on the highway for a two-wheel drive Veracruz, this Hyundai’s government fuel economy rating is even a tad higher than that for the Pilot.

Best of all, the Veracruz comes with all safety equipment standard, including six air bags, active front head restraints to reduce whiplash injuries, antilock brakes and electronic stability control.

And it earned the top rating – five out of five stars – in the federal government’s front and side crash testing.

There was nary a vibration or nuisance sound in the Veracruz drive. I kept listening for wind noise, especially at highway speeds, but there was little of it and there was little road noise from the tires.

Hyundai uses active engine mounts under the hood that change from soft to firm to manage engine idle vibrations at idle as well as on the highway.

Standard equipment on all models includes air conditioning with controls for rear-seat passengers, steering wheel-mounted controls for the audio system and cruise control, a dual exhaust and audio system with MP3 and XM satellite radio capability that comes with free, three-month XM radio service.

By Ann M. Job THE ASSOCIATED PRESS

Hyundai Elantra

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Hyundai Elantra

What is the sound of four cylinders panting?

A fleeting epiphany came when I was scooting through squally, windy weather over the Golden Gate Bridge in the new Hyundai Elantra (it’s been totally revamped for 2007) — I thought that you don’t really need a more expensive car, a more gizmo-laden car.

The Elantra, for all its humble station in life, nestled in that under-$20,000 group of largely anonymous transportation, has established itself, in its new incarnation, as a car that is fine as it is. It has all the things we now take for normal — power windows, ABS brakes, enough air bags to suffocate a crocodile, booming stereo, etc. — and so you begin to wonder why you should pay twice as much for a car that’s a bit bigger and has a couple of more cylinders.

But the epiphany, startling as it was for that moment, was fleeting; it didn’t crush me down for hours with its psychological ephipaniness, trying to convince me the car was really a Benz E350 in disguise. No … it is what it is, a mid- to small-size sedan that competes with such similar ilk as Nissan Sentra, Ford Focus and, note here, Honda Civic and Toyota Corolla.

I said “note here” because the Civic and Corolla are the two cars everyone thinks of when they go shopping for wheels one step below the perennial best-sellers, Honda Accord and Toyota Camry. Civic and Corollas have been around for decades — remember the CVCC (Controlled Vortex Combustion Chamber) Civic of the mid-1970s? — and they are now to small cars what Volkswagen Beetles were 40 years ago.

What we have in the Elantra (once again, where do they get these names?) is a four-door sedan that has more interior room and cargo space than its Corolla and Civic cousins made by Toyota and Honda. We had an SE sedan with the four-speed automatic transmission (all three trim levels come with the automatic or with a five-speed manual). It was the midlevel model, and it never whined under protest at being thrown vigorously about the road.

The SE comes with cloth seats, and there’s a suspicion that while they feel fine now, in 10 years they may become ratty and riddled by holes; it’s just the soft feeling of the nap and the nagging uncertainty as to whether they will stand up to 10 years of pummeling by kids. The top-line model of the Elantra comes with leather seats, and you might do well to consider that.

The Elantra also had the aforementioned booming audio system with six speakers, a jack for MP3, CD/AM/FM and the convenient steering wheel-mounted stereo and cruise control buttons. The air conditioning/heating system controls are high enough up on the central dash console, and there are plenty of little cubby holes around the cabin. The trunk lid opens to reveal handles for the 60/40 split-folding rear seat back for those times when you need to carry several pairs of skis or — bad luck on the slopes — crutches.

This, of course, brings up the point of escalating options — do you option up a smaller car to the point where its price is close to the largely unoptioned car that is next bigger in that product line. In Hyundai’s case, the least-equipped Sonata, the GLS with the four-cylinder engine, is less than $1,000 more expensive than the best-equipped Elantra Limited. And with the Sonata, you’ve graduated into a clearly larger and (all things being relative) more sumptuous car.

But that’s beside the point here.

On the road, the Elantra has that predictable small car behavior whenever you get out in a passing lane or start winding up a long hill — you keep wishing for more power. Tromp down on the gas and those 132 horses turn their heads and glare at you briefly, grab the bits in their teeth and start panting uphill. The engine has that coarse, noisy four-banger roar that lets you know it is not very happy.

On straightaways, however, the car will get to illegal cruising speeds and stay there — these days, nearly every car available in the U.S. market will break even the highest speed limits, although they won’t want to stay there all day.

Of course, if you’re seriously searching for a car in this competitive niche, the fact that may tip the Elantra in your favor is Hyundai’s warranty, which has become such a marketing point in the Hyundai saga. The car comes with a five-year/60,000-mile stem-to-stern guarantee and extends it to 10 years/100,000 miles for the power train.

Then all you have to do is keep the car.

2007 HYUNDAI ELANTRA

Type: Front engine, front-wheel-drive four-door sedan

Price as tested: $17,380

Base price: $16,695

Power train: 2-liter in-line four-cylinder 132-horsepower engine. Four-speed automatic transmission (five-speed manual transmission available)

Curb weight: 2,747 to 2,895 pounds, depending on optional equipment added to the car

Seating capacity: Five

Mileage: 28 city, 36 highway

Fuel tank capacity: 14 gallons

Dimensions: Length 177.4 inches; width 69.9 inches; height 58.3 inches; wheelbase 104.3 inches

Warranty: bumper to bumper, five years/60,000 miles; power train, 10 years, 100,000 miles

Source: Hyundai Motor America (www.hyundaiusa.com); U.S. Environmental Protection Agency (www.fueleconomy.gov)

Michael Taylor, Chronicle Auto Editor
Friday, June 29, 2007

Hyundai Closes First Half of 2007 With an All-Time Record

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Hyundai Closes First Half Of 2007 With An All-Time Record

FOUNTAIN VALLEY, Calif., 07/03/2007 Hyundai Motor America announced sales of 49,368 vehicles for the month, which was Hyundai’s all-time, anytime, record sales month. Hyundai sales are up 12 percent month-over-month and 11 percent over last June on the strength of the growing Hyundai model line up.

Hyundai’s all-new 2007 Santa Fe continued it strong pace with an increase over June 2006 of 37 percent, followed closely by Sonata which experienced a 28 percent sales increase. Our 2007 fuel-efficient Elantra kept the momentum going in its segment increasing sales 8 percent over June 2006, along with the Entourage that more than doubled its sales over the same period last year.

“The first half of 2007 was the most successful in Hyundai history,” said Dave Zuchowski, vice president, National Sales, Hyundai Motor America. “Our second quarter sales rebounded strongly and resulted in first half sales which were up 1 percent over record 2006 levels. We are encouraged by this strong momentum and are well positioned for continued growth in the second half.”

All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America’s Best Warranty™. Hyundai buyers are protected by a 10-year/100,000-mile powertrain warranty, a 5-year/60,000-mile bumper-to-bumper warranty, a 7-year/unlimited-mile anti-perforation warranty and 5-year/unlimited-mile roadside assistance protection.

Following is the sales breakdown for June 2007:

CARLINE	JUNE/2007	JUNE/2006	CY2007	CY2006
ACCENT	4,067	5,848	18,296	17,446
SONATA	15,080	11,739	67,658	87,361
ELANTRA	9,617	8,868	49,932	52,661
TIBURON	1,670	2,135	7,395	9,154
SANTA FE	8,460	6,156	44,372	24,289
AZERA	1,807	2,778	12,539	13,918
TUCSON	3,639	5,474	20,350	26,620
ENTOURAGE	3,479	1,510	11,946	2,704
VERACRUZ	1,549	n/a	3,477	n/a
TOTAL	49,468	44,580	236,595	234,035

Hyundai Veracruz Has Room, With or Without Kids

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Hyundai Veracruz has room, with or without kids

Lexus-like crossover vehicle capitalizes on style, trend toward third row of seats

If I’m reading the U.S. census data correctly, California ranks second behind Utah in the average number of family members per household. Utah I get. I mean, I’ve seen “Big Love.” But California, land of selfish singletons, DINKs (double income, no kids) and others with, shall we say, unfruited loins? Maybe we’re not the godless child-haters we’re alleged to be.

And yet, something about the current burst of third-row crossovers and sport utility vehicles — prominent examples include the Mazda CX-9, the BMW X5, the Acura MDX, the Buick Enclave — doesn’t quite add up, sociologically. If the average family size in the United States is 3.84 — so sayeth the U.S. Census Bureau — and the average number of children younger than 18 in those families is holding steady at 1.86, well, why the sudden pressing need for more seats? If, as social scientist Robert D. Putnam suggests, Americans are more isolated than ever before — “Bowling Alone” is the wistful title of his recent book — well, who’s to fill this suddenly indispensable third row?

The rise of third-row seating, it seems to me, is a classic case of a manufactured need. Most people who spend the extra money don’t actually need a sixth and seventh seat; it’s merely that they have been possessed with the anxiety of not having them. My God, one day we might have friends, and then what will we do?

In any event, California is prime territory for the new 2007 Hyundai Veracruz, another Lexus-alike from the Korean company that has learned to squeeze the grooves off a dime. Like the Sonata and especially the Azera sedan, the Veracruz exudes the kind of feels-like-stealing quality that instantly predisposes one to overlook whatever flaws there might be. Under the river rock-smooth nose is the same 3.8-liter, 260-hp V6 as in the Azera, mounted to the chassis with electronically controlled, vibration-damping engine mounts. Instead of a five-speed automatic, the Veracruz is equipped with a six-speed automatic, though the gear ratios are exchanged with such slippery smoothness it all feels like one big gear.

The base-level vehicle, the GLS, starts at $26,995. Our test vehicle, a Limited with all-wheel drive and all the trimmings, including a $3,200 rear-seat DVD system (You imaginary kids quiet down back there and watch your “Shrek”!) retailed for $38,020. The Veracruz has five trim levels, each available with all-wheel drive.

Among midsize, seven-passenger Japanese kinda-crossovers, vehicles such as the Subaru Tribeca, the Suzuki XL7 and the Mitsubishi Endeavor, it’s a bitter dogfight. The Veracruz has the glossy, overachieving veneer, leather and faux alloy-and-wood interior trim to reward the bargain-shopping sybarite. There’s a kind of aero languidness draped uphill from nose to tail and black-clad underbody obviously inspired by the Lexus RX350, or it might just be a good idea in packaging and sightlines that Lexus got to first.

Inside, the Hyundai’s debt to the Lexus edges toward larceny, with the faux-alloy finish on the geometrically organized triple-stack controls, central rotary dial for the AC, and vertical air outlets all cribbed from the RX350. Of course, cosmetics are easy to copy. What’s harder to imitate is Lexus’ hermetically sealed quiet, the still and untroubled volumes of the cabin. The Veracruz is deeply quiet, well damped in every direction.

This is a fairly big, fairly tall vehicle, with a bit of loll and roll in its handling, but it’s sufficiently composed that you can drive it hard into an off-ramp without feeling out of control. The suspension is more velvety than rubbery. That said, you should not expect much in the way of driver rewards in the Veracruz. If steering feel, braking and cornering are high on your list of priorities, you would be better off with a used RX350.

With 257 pound-feet of torque, the V6 pulls its own weight and then some, though our test vehicle, with the heavier all-wheel-drive propulsion, felt logy at the throttle. The AWD includes a standard multidisc center differential; what’s not standard, and is welcome, is the center-lock differential, which splits the engine power evenly between front and rear axles.

The Veracruz’s raison d’etre is, naturally, the third-row seat, accessed by way of a simple lever on the second-row seats.

The second row slides forward 5 inches, thus making the third-row seats survivable. This is another strange thing about the third-row phenomenon. It is, as yet, unproven that you can make three rows of seats comfortable and accessible, if the vehicle in question is not a Chevy Tahoe.

On the whole, complaints were few. The Veracruz’s build quality is first-rate, and the warranty could cover the vehicle until the kids are in high school. Safety engineering is abundant, with multiple air bags, stability control, tire-pressure sensors and other insulators against happenstance. The price is most definitely right, considering the slew of standard features, including XM satellite radio and Bluetooth connectivity.

2007 HYUNDAI VERACRUZ LIMITED

Base price (all-wheel drive): $34,005

Price, as tested: $38,020

Power train: 3.8-liter, dual overhead-cam V6 with variable valve timing; six-speed automatic transmission; all-wheel drive

Horsepower: 260 at 6,000 rpm

Curb weight: 4,470 pounds

0-60 mph: 8 seconds

Wheelbase: 110.4 inches

Overall length: 190.6 inches

Mileage: 17 city, 24 highway

Dan Neil, Los Angeles Times
Friday, June 29, 2007

Hyundai Earns Another J.D. Power and Associates APEAL Award

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Hyundai Earns Another J.D. Power And Associates APEAL Award

Azera Sedan Tops Its Segment For Second Year In A Row

FOUNTAIN VALLEY, CALIF., 06/28/2007 – J.D. Power and Associates announced today that Hyundai Azera once again topped the large car segment in the annual 2007 Automotive Performance, Execution and Layout StudySM (APEAL), which measures owner delight with the design, content, layout and performance of their new vehicles. The award represents the second consecutive year that Azera has topped the large car segment in the study. Outperforming several popular sedans, Azera received high marks for its interior, audio systems, seats, heating and air conditioning (HVAC), visibility and driving safety.

“Azera owners are impressed with the elegance and luxury of their car,” said Dave Zuchowski, Hyundai’s vice-president of National Sales. “This award further reinforces our brand philosophy about how smart consumers think about premium sedans. Clearly, the Azera raises the bar by combining safety, luxury and value like no other vehicle in its segment.”

In addition, the all-new Hyundai Entourage placed third in the van segment and the re-designed Hyundai Santa Fe mid-sized SUV increased its APEAL ranking well above the segment average, with a 56-point improvement over last year.

The Azera trophy case continues to grow with a number of honors and awards. It recently captured “Best in Class” for the sedans in the $25,000 to $30,000 category in Kiplinger’s Personal Finance “Best of 2007 Cars” awards and achieved the top slot in the large car segment in the Strategic Vision, Total Quality Index™ (TQI) study, which measures the total vehicle satisfaction among new car owners. In addition, the Azera was named Edmunds.com “Editor’s Most Wanted Sedan Under $30,000,” and was named a Consumer’s Digest “Best Buy.” The 2006 Azera earned the Insurance Institute for Highway Safety’s (IIHS) top crash test ratings for frontal offset impacts, aided by unsurpassed standard safety equipment like Electronic Stability Control (ESC), Anti-lock Brakes (ABS) and eight airbags.

About J.D. Power and Associates

Headquartered in Westlake Village, Calif., J.D. Power and Associates is an ISO 9001-registered global marketing information services firm operating in key business sectors including market research, forecasting, consulting, training and customer satisfaction. The firm’s quality and satisfaction measurements are based on responses from millions of consumers annually. Find more detailed findings on new-vehicle quality performance as well as model photos and specs by watching a video, reading an article and reviewing quality ratings at JDPower.com. J.D. Power and Associates is a business unit of The McGraw-Hill Companies.

About Hyundai Motor America

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Company of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced by more than 750 Hyundai dealerships nationwide.

Hyundai aims high and succeeds with its new Veracruz SUV

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Hyundai aims high and succeeds with its new Veracruz SUV

Imitation is the sincerest form of flattery, until the copycat makes itself better than the original. Then it is just annoying competition, but it raises the standard for all.

Lexus may not fear much competition from Hyundai, but Lexus quality and refinement in its RX 350 sport utility vehicle were the bench mark for Hyundai’s new and largest SUV, the seven-passenger Veracruz.

Hyundai is using Veracruz as practice for its move into the luxury segment. Next up will be the V-8-powered Genesis sport sedan, intended to compete with Acura, BMW, Lexus, Mercedes-Benz and others.

Whether Hyundai will be embraced as a maker of luxury vehicles in my lifetime is yet to be seen, but Veracruz engineering, quality of materials and attention to detail appears to have had a generous budget.

Veracruz is sold in three trim levels in front- or all-wheel drive. All models have a 260-horsepower V-6 engine, Hyundai’s first six-speed Shiftronic automatic transmission, third row seats that fold flat for easily expanded cargo space, electronic stability control and a three-month subscription to XM Satellite Radio.

Pricing ranges from $27,685 to $34,695 for the top-line, all-wheel-drive Limited, today’s test vehicle. With options, the test vehicle was $38,070. That’s about $10,000 more than Hyundai’s top-line Santa Fe crossover, a five-seater.

Veracruz competes with other seven-seaters, such as the Subaru B9 Tribeca, Honda Pilot and Toyota Highlander.

Hyundai is so confident in Veracruz that it bought six Lexus RX 350s as comparative vehicles on the ride and drive for the national media launch in San Diego.

“And it was a cheeky thing to do,” said John Krafcik, Hyundai vice president of product planning.

Yes, but the current Lexus RX came out in 2004 and had a face-lift and new engine for 2007, so it is in the middle of its product cycle.

“But it’s still the bench mark premium crossover and sells like hotcakes,” Krafcik said.

Attention to detail is seen and felt throughout the Veracruz. The center instrument console has a Lexus RX-like arrangement of controls and vents, which is a practical and ergonomic layout. There is a woven fabric headliner and visors with extenders and covered mirrors. Latches and switch controls operate with smoothness and ease.

Doors open wide and close with a secure action. Two small storage boxes in the instrument console are spring-loaded for graceful opening, just as in a Lexus. A small, felt-lined box in the console is ideal for holding a phone and there’s a 12-volt power outlet to accommodate a charger. A conversation mirror is integrated just above the rearview mirror and rotates into position with the press of a button. Even the tick-tick of the turn signal will not annoy.

Sightlines for the driver are open, access to the third row is simple enough for the agile and there is decent legroom for those who will fit back there, with plenty of grab handles to get the job done. Seat backs fold flat with the simple pull of a lever. The second row also folds but not quite flat, as for sleeping on rainy camp-outs.

The smoothness of the engineering is also felt in the ride quality, in the fine leather on the steering wheel as it rotates through the hands and in the response of the throttle and brakes. The turning circle is particularly helpful at 36.7 feet, which makes tooling around the mall for a tight parking spot a no-stress adventure.

Safety features are also luxury class, including standard electronic stability control – also standard in 63 percent of the Hyundai lineup and side-curtain air bags for all rows.

The standard equipment list includes many luxury features, but others, such as rain-sensing wipers, adjustable pedals and power tilt and telescopic steering wheel (manual is standard), are available in packages.M

But Krafcik had to draw the line somewhere on the freebie list. Carpeted floor mats, even on the top-line Limited, are a $125 option. The Ultimate package includes brushed stainless steel doorsill plates with a lighted Veracruz cutout.

About the only feature not available, but appreciated, would be a rear backup camera; however, there are backup warning tones. Hyundai doesn’t offer a rear camera – yet – because those typically are packaged with a navigation system with a DVD screen. And Hyundai doesn’t offer a navigation system, but one is planned.

Navigation systems are readily available but quickly outdated. Hyundai is considering a simpler plug-and-play system that can be updated at a home computer.

The big benefit of not offering navigation is that the electronic controls for all in-car functions are through buttons and knobs. No joystick controllers needed to page through screens of information to change radio stations or adjust fan speed. Just reach, press and enjoy.

The function and utility of Veracruz is over-thought and over-engineered, yet much appreciated. Now, wrap all of this refinement into a striking sedan body – Genesis – and Hyundai will have a credible new luxury car.

Don’t believe me? Check out the Veracruz.

By Mark Maynard Wednesday, June 27 2007, 12:05 AM EDT

Hyundai’s Efficient Elantra

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Hyundai’s Efficient Elantra

No other car in its class offers the same price for performance as the sporty and eco-friendly Elantra

Up Front

If you’re looking for a budget-price car for commuting, or for the high school or college grad in the family, the Hyundai Elantra is one of the best choices on the market. It’s inexpensive, sporty, relatively safe, and has a roomy rear seat and trunk. Plus, some versions of the 2007 Elantra have pollution ratings in the same range as hybrid vehicles.

The Elantra’s price is right, especially if you go with a plain version of the car with a stick shift (more later on why it’s worth considering a stick shift for a young owner). Hyundai is offering a $1,000 rebate on the Elantra through July 2, a big discount as a percentage of the car’s low price.

The base price of just $13,995 for the most basic Elantra GLS includes power windows and locks, but air-conditioning and a decent sound system cost extra. A better bet is probably the midrange Elantra SE, which starts at just over $16,000 and comes standard with 16-inch alloy wheels, air-conditioning, a six-speaker CD system with an auxiliary jack, cruise control, and a leather-wrapped steering wheel. The fanciest version of the car, the Limited, which has leather upholstery and heated front seats, starts at $18,495.

Quality is also good. Hyundai’s overall rating dropped precipitously in the latest version of J.D. Power’s annual Initial Quality survey, which came out on June 6. The company fell from third place to No. 12, largely because of glitches that have shown up in the red-hot Santa Fe as the model’s sales have soared.

The Elantra, however, continues to be highly rated, tying with the Toyota (TM) Corolla as the runner-up in the compact-car segment. The Honda (HMC) Civic was top rated (no surprise there), but Honda and Toyota are impressive company for the Hyundai to be in.

The Elantra, now in its fourth generation, was redesigned for the ’07 model year, and is now slightly longer, wider, and taller. In fact, the ’07 Elantra is big enough to qualify as a midsize sedan, according to the government classification system, while the Civic and Corolla are still classified as compacts.

The Elantra’s standard engine is a peppy 2.0-liter, inline four-cylinder that puts out 136 horsepower—unless you buy one in California, Maine, New York, Vermont, or Massachusetts. In those states, the car has a SULEV certification (for Super Ultra Low Emission Vehicle/Partial Zero Emission Vehicle), which means it runs 90% cleaner than the average new model.

In California, the car also has a PZEV certification (for Partial Zero Emission Vehicle), for which few vehicles qualify. Both ratings are government jargon meaning that the car emits virtually no pollution. But the trade-off of the ultra-clean version of the engine is that its horsepower drops to 132.

Not surprisingly, the Elantra is fuel-efficient, too. It’s rated to get 28 miles per gallon in the city and 36 on the highway. In 204 miles of mixed, mainly highway driving, I got 29.8 mpg. That’s impressive, though both the Civic and Corolla have higher mileage ratings. I got 32.9 mpg in the Corolla and 33.1 mpg in the Civic.

Elantra sales haven’t been great, though that’s partly because this is a year of transition from the old to the new model. Sales were up 5% to 9,317 in May, but for the first five months of the year, they fell 7.9%, to 40,315 cars.

The Sonata, Tiburon, and Tucson all had declining sales during the same period. Hyundai’s hottest model so far this year is the Santa Fe SUV, which saw its sales nearly double, to 35,912 through the end of May. The Accent compact is up 28.1%, to 14,859, and the new Entourage minivan is selling reasonably well.

The $1,000 rebate, which started on June 1, makes the Elantra look a lot more attractive vs. the Honda Civic and Mazda 3, neither of which is being pumped up with rebates. However, the Elantra still faces stiff competition. Through July 2, Ford (F) is offering a $2,500 rebate on the Focus (plus another $500 for recent college grads), and Toyota is offering $750 off on the aging Corolla. And through July 9, General Motors (GM) is offering $1,000 to $1,500 off on the Chevy Cobalt.

Behind the Wheel

The Elantra is a fun little car to drive. The steering is tight, and the car handles better than most econo-boxes on curvy roads and during hard cornering. It isn’t really fast: My best times in accelerating from zero to 60 were around 8.6 seconds. But that’s quick for an economy car, and the Elantra’s small size makes it feel quicker than it actually is.

Obviously, this is no Porsche. The stick shift is sloppy. You sometimes have to search to get it into gear, and at one point I didn’t get it entirely into reverse and it popped out of gear when I started backing up.

The car doesn’t feel as solid as a Civic or a Corolla on bumpy roads. Once when the right front tire plunged into a deep pothole, there was a sickening thud that felt like it would damage the steering mechanism if it happened often. I never had that feeling driving over the same backroads in the Civic or Corolla.

The Elantra is smooth and quiet on the highway. I, of course, would never exceed the speed limit deliberately. But, absolutely inadvertently, I was cruising along a four-lane highway not far from my house one evening, and one of my favorite DJs on my local community radio station was spinning Van Morrison’s version of Gloria and I got into it—and found myself bopping along at 95 mph. I kept cruising along at that speed for two or three minutes, and the car didn’t seem to strain at all. The cabin was far from silent, but highway noise wasn’t loud enough to interfere with my radio-listening. And the ride remained relatively smooth.

The Elantra’s interior is solidly made and well designed, with lots of attractive molded storage spaces, cup holders, and elements to make it look distinctive while also being practical. The driver’s seat is comfortable, and the rear seats are surprisingly roomy. With the driver’s seat set for my height (5 feet 10 inches), I had more than ample knee space in the driver’s-side rear seat. Headroom is good, too, and there’s plenty of space to slide your feet under the front seats.

The rear seats fold down in a 60/40 pattern to create a hauling space with a sizable pass-through to the trunk. As in the Chevy Cobalt and a few other cars, the seatback release is in the trunk, where it’s less likely to be released by accident by children during a long drive. There are nets on the backs of the front seats for holding magazines, but no map and magazine holders built into the sides of the rear doors.

Buy It Or Bag It?

There are better cars in the class than the Elantra. The Honda Civic comes to mind, but the Civic costs a lot more. If money is tight, the Elantra offers excellent value, especially if you buy before July 2 and your Hyundai dealer gives you a deal. Also, keep in mind that Hyundai offers one of the best warranties of any carmaker.

The Elantra’s average recent selling price is $15,406, according to the Power Information Network, after an average cash rebate of $1,169. That’s about the same as the Toyota Corolla ($15,706), but the Corolla is bland and is being redesigned for the ’08 model year.

The hot-selling Honda Civic is the best car in the segment, in my opinion, but isn’t being discounted by most dealers and costs an average of $18,806, $3,400 more than the Hyundai. The Mazda 3, another sporty, well-built Japanese model, costs an average of $18,878 and carries an average discount of only $664, according to the Power Information Network (PIN, like BusinessWeek, is a unit of The McGraw-Hill Companies (MHP)).

Competing domestic models are cheaper largely because they carry bigger average discounts. For instance, the Ford Focus is going for an average of just $14,538 after an average discount of $2,370, while the Chevy Cobalt sells for an average of $13,992 after a $1,733 discount, according to PIN. However, the Focus is an aging model that Ford has allowed to languish, and the Cobalt, while redesigned for the ’05 model year and solidly built, isn’t as much fun to drive as the Elantra.

The domestic compact I like best is DaimlerChrysler’s (DCX) new Caliber, which costs about two grand more than the Elantra. The Caliber sells for an average of $17,445 with an average discount of just $509. It isn’t great fun to drive, but it’s new, has a practical station-wagon-style design, and is available with all-wheel drive.

If you’re buying an Elantra for a student, consider saving money by going with the stick shift. True, as some readers have pointed out, manual transmissions are disappearing from the U.S. But not overseas, where they remain popular, and in some places dominant. I’ve seen American tourists at rental car desks angrily demanding a car with an automatic transmission when none was available. Being able to use a stick shift is an important part of a student’s international education, like learning a foreign language. Also, of course, any economy car is more fun to drive with a stick shift.

Editor’s Rating: 4/5

The Good: Low price, fuel-efficient, fun to drive, great warranty

The Bad: Doesn’t feel as solidly made as a Honda Civic or Toyota Corolla

The Bottom Line: Dollar for dollar, one of the best compacts on the market

by Thane Peterson BusinessWeek

2007 Hyundai Tiburon V6 Quick Drive

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2007 Hyundai Tiburon V6 quick drive

Tiburon is the Spanish word for “shark” and when the original Tiburon was introduced in the mid 90s, it represented a daring take on how to style a sports coupe.

It had thrown conservative design out the sunroof and sliced the envelope in half with its shark-fin spoiler.

When looks matter, inside or our, this machine delivers.

Sharks never stop moving even while they sleep, and that’s fitting because the styling of the latest Tiburon makes it look like its speeding along even at rest. This isn’t a coupe version of some sedate sedan, and as such its designers were free to play.

Scandalous lines electrify its presence, and it demands attention with a low ride, big wheels and dual-outlet exhaust at the rear.

Metallic trim throughout the tastefully restrained cockpit lends itself to the cars overall sporting spirit, and the loaded tester also came with power windows, locks and mirrors, air conditioning, heated leather seats, automatic climate control, keyless entry, and an air quality system.

Build quality is very good, and aside from a few dated switches and controls, interior construction feels the part of a higher priced machine.

Under the hood is a familiar 2.7 litre V6 engine that generates 172 horsepower.

That’s four-cylinder output for many competitors, but the little six is eager to rev, delivers decent mileage and sounds pleasing.

It’s not lightning quick nor particularly smooth, though power is adequate once the revs start to climb.

The test car spun the front tires through a tight six-speed manual gearbox. An automatic transmission is available.

The chassis is composed, solid and eager to play, clearly tuned for performance first, and comfort second. These goals are well met, as the Tiburon goes exactly where you point it without a fuss.

At the end of the day, it is a coupe- meaning limited room for more than one friend and their things. Your author measures 5″9′ and 220 lbs- and if you’re much bigger than me, you’ll feel cramped.

But as a complete package, this Tiburon will be hard to beat, with the combination of Hyundai’s warranty coverage, sporting attitude, quality, styling and features. It’s a highly energetic vehicle that’s a real treat to drive.

This shark’s been around, but its teeth are still sharp.

Hyundai Veracruz The New LUV

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Hyundai Veracruz The New LUV

LUV? What is LUV??

And no, we are not talking about some new chat lingo or cell phone texting shorthand. LUV stands for Luxury Utility Vehicle.

As the market exploded for the traditional SUV (Sport Utility Vehicle), many consumers wanted the power and performance of these popular automobiles but also wanted the style and comfort of there preferred automobiles.

The ever changing world of car consumers demanded that car manufacturers keep up with the demands of a fast paced society and recognize that while the demands placed on multi income families required a vehicle which could be used for many utility purposes, the drivers still wanted style and class in their automotive choice.

The answer came from quite an unexpected source. Hyundai, long known for small compact economy cars, introduced an entire line of cars to meet this growing demand for the best of both worlds. The Hyundai Veracruz is the top of the line in their LUV series of vehicles.

Debuted in South Korea in 2006, this functional yet stylish auto is now available in the US starting back in 2007. When first launched, this Hyundai was mistaken for a Lexus or other more expensive cars. This, many believe, was Hyundai’s intention and it is believed by car experts that this is the launch of an entire new line of cars by Hyundai which will compete with other luxury car manufacturers such as Cadillac, Acura, Lexus, Infiniti, and Lincoln.

The other automobiles in this new LUV line of cars is the Santa Fe series as well as the Azera series. The Veracruz, however is the largest in the LUV line until the proposed Portico series which is scheduled for launching in 2009.

But for now the Hyundai Veracruz is the top of the line LUV and deserves a serious look for those car consumers who want performance and comfort in their cars as well as raw power and versatility.

But how does it really stack up against the other cars in this class? After all, if the Lexus RX 350 is indeed the target, does the Veracruz meet the mark or miss the target completely?

Most experts agree that the Hyundai Veracruz does indeed meet expectations and performance standards of any car in the LUV class. While the looks of the car, as judged by some, is generic and forgettable, on power, performance, quality and safety issues, the Veracruz is a car to consider if looking for a cheaper option to the Lexus or other luxury car in this class.

At a starting base price of around $27,000 the Hyundai Veracruz is an enticing option in this market and many will love the LUV.

Sat, 16 Jun 2007, 14:34