Hatfield Hyundai

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(CBS)   On President's Day, Atlantic Hyundai in West Islip, Long Island was crawling with car buyers.
 
"We've heard good things, we've come to see for ourselves," she said.

The new 2011 Sonata was selling so well, Dawn Webster had to put herself on a waiting list for one.

"Ahh, baby, it's a beauty," she said.

And then there's the price. Hyundai's strategy . . . sell more car for less . . . than the competition.

First-time buyer Daniel Baez chose a slightly used 2007 model.

"You can't explain what that feeling is, to have your first car and say 'This belongs to me,' you know?"

"And how does it look to you?" asked Teichner.

"Oh, it's gorgeous. I love it."

To say that Hyundai is on a roll and in a hurry is an understatement. While the rest of the auto industry was in freefall, off more than 20% last year, Hyundai's U.S. sales were up 8 percent. Hyundai blew past Ford and became the world's number 4 car maker.

"I would say, right now, Hyundai has the hot hand," said Michael Brown, vice president of Atlantic Hyundai's parent company, a dealership network that includes most of the major brands.

"Hyundai really, really raised their game," he said. "They decided that they were going to be in this marketplace and they did not just want to compete; they wanted to try and dominate."

John Krafcik is president and CEO of Hyundai Motor America.

"Around the year 2000, our chairman challenged the company to go ahead and achieve the top level of quality in the industry and to do it in five years," he told Teichner as he took her for a spin.

Hyundai has made a quantum leap in quality. Its new models are well-equipped, fuel efficient and, now, stylish.


Oh, how times have changed since the $5000 car Hyundai launched here in 1986, the Excel . . . except that it didn't.

"Well, it was a piece of junk in a competitive market like the U.S.," said James Bell.

Bell analyzes the auto industry for the car buyer's directory, Kelley Blue Book. He watched Hyundai recover from all the bad jokes.

"They basically retrenched, and then came back stronger, addressed their reliability and durability concerns with their ten-year, 100,000-mile warranty, which was a good, bold move," he said.

That got the public's attention. Hyundai set out to do it again in 2009. It saw opportunity in the recession. In commercials voiced by actor Jeff Bridges, Hyundai told its customers they could return their cars if their lost their job.

Not even 100 cars have been returned, but the offer raised Hyundai's profile. A blitz of ads (count 'em, nine) during this year's Super Bowl Sunday programming showed the transformed Hyundai to more than 100 million Americans . . . just when Toyota's woes were reaching critical mass.

Good for Hyundai, according to Dave Zuchowski, vice president of national sales for Hyundai Motor America. But he sees a cautionary tale here, too. On Wednesday Hyundai announced a voluntary recall of 1300 new Sonatas in the U.S. because of a possible door latch problem.

"Toyota grew very quickly and expanded very quickly, and Hyundai is busy doing exactly the same thing with the Toyota production model as its benchmark," Teichner said. "Do you ever worry that this could ever happen to Hyundai?"

"Absolutely," said Zuchowski. "We are all about speed. We are a very, very ambitious company, and we have huge growth plans and have for the last several years. So it has been a wakeup call for us, and I think for the rest of the industry."

But for Hyundai, no reason to dial back . . .
 
Krafcik gave Teichner a sneak peek at the Equus. "This is our new flagship," he said.

The super-luxurious Equus, due out sometime this fall, is intended to be the next chapter in Hyundai's success story.

"This will go against BMW, Lexus, cars that typically cost $60,000-100,000."

"Yours will not cost that much?

"We stand for something different," Krafcik said.

Should all those prestige names be worried, based on the Korean company's track record? Yes. But here's the irony . . .

"We worry about vehicles from India, vehicles from Vietnam, vehicles from China that will be coming into this market," said Zuchowski.

Another generation of upstarts . . . something Hyundai knows about.

No doubt you've heard a lot over the past several months about how Ford is bucking the global economic downturn and finding ways to succeed. It may surprise you then to learn that Hyundai (including its Kia brand) has succeeded in selling more cars in the first half of 2009 than Ford, which makes Kia the world's fourth largest automaker. By ousting Ford from the fourth spot, Kia now ranks below Volkswagen, with Toyota in first place and General Motors in second. In the first half of 2009 Hyundai moved 2,153,000 units; 8,000 more units than Ford. World-wide, Ford's sales for the first half of 2009 have plummeted 30.6 percent.Published: 19 Aug 2009 18:50:27 PST Click Here for complete article

Hyundai quality improves. J.D. Power and Associates ranks Hyundai 4th in its 2009 Initial Quality Study!

According to the 2009 IQS -Initial Quality Study, Hyundai brand has made a come back and took the fourth spot in the latest quality survey released by renowned J.D. Power and Associates. The Korean car maker has jumped from 13th position achieved in 2008 to fourth in 2009, right behind the top three automakers: Lexus, Porsche and Cadillac.

The annual J.D. Power and Associates quality study measures IQS based on problems reported per 100 vehicles (PP100). With 108 problems per 100 vehicle this year, the industry average has improved when compared to last year (118 problems per 100 vehicles in 2008).

As already mentioned, with only 95 problems per 100 vehicles, Hyundai has taken the fourth spot in the quality survey. Even more important is the fact that Korean largest automaker regained its number 1 status among non-luxury brands, beating Honda at fifth place and Toyota at seventh position. It has happened for the second time that Hyundai has finished among the top four most quality car brands. In 2006, Hyundai ?landed? at third position.

Hyundais affiliate Kia Motors also performed very well this year. The company ended at 15th position, tied with Volkswagen and luxury carmaker BMW. In addition to Hyundai, Kia also improved its quality and now ranks just a bit below the industry average. The largest improvement was recorded by Suzuki that moved from 32nd place last year to 9th position in 2009.

Not long ago, Hyundai could have been found at the bottom of annual J.D. Power quality charts, but in the last few years the company has seen a major turnaround. With huge efforts and lots of money spent on improving quality, the hard work has finally paid off to Hyundai and their vehicles are now ranking a top of the segments in terms of quality. Go HYUNDAI! [Source: J.D. Power & Associates]

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Year Of The Hyundai
Hannah Elliott, 06.23.09, 04:30 PM EDT

The auto industry may be in shambles, but not everyone who makes cars is suffering.
 
When the latest J.D. Power and Associates quality survey came out Monday, the big news was Hyundai's trouncing of quality stalwarts Honda and Toyota.

The Korea-based automaker was the highest-ranked non-premium nameplate in the study, beating such notables as Mercedes-Benz, Ford Motor ( F - news - people ), Honda ( HMC - news - people ) and Toyota ( TM - news - people ). It received the fourth-highest rank overall behind Lexus, Porsche ( PSEPF.PK - news - people ) and Cadillac.

Surprised? John Krafcik isn't. The president and chief executive of the South Korea-based automaker's U.S. unit, he says Hyundai's top rank simply reflects what he's known for the past few years. "Our cars research really well ... and when you finally get in the car and drive it, it stands up to that research."

In Pictures: The Highest-Quality Cars

With the American auto industry in shambles, Hyundai has stood out as one of the few automakers (Audi and Subaru would join it) to remain stable as of late. Arch-rivals Toyota and Honda report faltering sales for the year so far (down 39% and 34%, respectively), but Hyundai sales are down just 7.9% year-to-date. Its market share has increased too, reaching 4.2% in the first five months of this year, up from 2.9% during the same period in 2008, according to Autodata, a New Jersey-based market research firm.

Hyundai executives have said they aim to boost U.S. market share to 5% by the end of the year. Japan's Big Three--Toyota, Honda and Nissan ( NSANY - news - people )--stand to lose the most if they make good on that goal. Lexus, down 47% for the year to date, is another big target. "They've extended their portfolio, done clever marketing, added fillers, gone up-market, gone down-market, gone left-market and gone right-market," says Lincoln Merrihew, senior vice president at research firm TNS.

And they've made better cars. Hyundai was one of the big movers on the survey, up from its 13th-place rank last year. Its score of 95 PP100 means Hyundai owners reported 95 problems per 100 vehicles, down from 114 last year. The survey covers problems reported in the first 90 days of ownership for more than 80,000 new-vehicle purchases nationwide.

 

Hyundai--the fifth-largest selling automaker in the world--is still pushing to offer affordable and reliable vehicles to Americans concerned about potential job loss and volatile gas prices. Lately it has also emerged as a contender that offers an alternative to drivers opposed to paying a premium for a luxury nameplate.

The success of the new upscale Hyundai Genesis mid-size sedan is key. It helped engage an entirely new kind of driver--one who wants all the trappings of a Lexus, say, but feels slightly guilty about its insignia.

"We started noticing a reluctance to buy a badge," Krafcik says. "Consumers are questioning the brand premium."

Hyundai executives took a risk in launching the $33,000 sedan on the cusp of a bona fide recession, but sales numbers have been strong. Last month, it sold 2,079 units nationwide (several hundred more than competitors like the Lexus GS and Lincoln MKS), spurred on, no doubt, by its distinction as North American Car of the Year and by Hyundai's novel "Assurance" program, which allows customers to return their new Hyundai vehicles if they lose their job after the purchase.

"If you say Hyundai, people used to say crappy cheap car, but now they go, 'Oh these are the guys that are willing to buy back the car if I'm out of work. These are my buddies. They understand my life,'" says Robert Passikoff, the president of Brand Keys, a market research firm in New York.

The majority of the Genesis sedans Hyundai sells are loaded with upgrades that push the price well above $40,000 according to the company. And the coupe version of the Genesis, a $22,750 306-horsepower rear-wheel drive sports car meant to compete with the likes of the Ford Mustang and Infiniti G37, has achieved critical praise.

It all bodes well for the Equus, the larger, plush sedan Hyundai showed at the New York International Auto Show and plans to bring to the U.S. market in the next two years.

The next step, Krafcik says, is to create a second brand under the Hyundai banner in which to sell luxury vehicles, much like Toyota did with Lexus and Honda did with Acura. With the way things are going, it may not be much of a reach.

Isn't this a sweet surprise? The 2009 Hyundai Elantra Touring could be the best auto bargain going.

By James R. Healey, USA TODAY
Isn't this a sweet surprise? The 2009 Hyundai Elantra Touring could be the best auto bargain going.

The small/midsize wagon seems to fashion contradictions into complementary attributes, rather than settling for compromises. For instance:

PHOTOS/AUDIO: Hyundai Elantra with Healey's comments
QUESTIONS? Ask them now for Healey's chat, 2 p.m. ET

Elantra Touring takes up the road space of a compact, but provides the passenger room of a midsize and the cargo area of a middling SUV.

It's simple in presentation to keep costs down, but comes across as elegant and refreshingly restrained.

It's not very powerful, but is loads of fun to fling.

It looks dumpy in pictures, but appealing in the flesh ? resembling an elongated, well-proportioned Honda Fit without the Fit's silly spoilers and other plastic dreck.

It offers an automatic transmission, of course, but almost demands that you take the manual, to enjoy the tingling satisfaction of manipulating the B&M Racing brand sport shifter.

It's an economy car, but comes with sophistication lacking in some pricier cars, including independent suspension front and rear, disc brakes all around, standard stability control and alloy wheels.

It has an enticingly long warranty ? five years or 60,000 miles overall, 10/100,000 powertrain ? that's better than some luxury brands.

And you probably won't need it. The Touring hasn't been on sale long enough to have a track record, but the Elantra sedan on which it's based has a "recommended" rating from Consumer Reports magazine with top scores in reliability and ownership cost. Two-thirds of all Hyundais on sale long enough for a record are recommended by CR.

If you still think Hyundai's the cheap brand you buy instead of what you really wanted, boy, are you out of date.

In addition, most details got unexpected attention. Some examples:

?The top model has an exceptionally well done and useful storage tray under the cargo floor, sitting atop the spare tire.

?Bottle holders in the door panels are angled for easy grab-and-gulp moves while underway. (If the bottle's much smaller than the holder, though, it merely tilts precariously.)

?All three rear seating slots have safety head restraints. You find only two on some higher-price cars, as if somebody decided that the middle rider needed no whiplash protection.

The Elantra Touring test car was so unexpectedly good that it called for two separate test periods, to see if the good first impression was illusory. It wasn't.

Touring is a daring car because it's a wagon introduced into the U.S. market, which doesn't like those much. ("We don't call it a wagon here; kiss of death," says Hyundai's small-car product manager in the U.S., Mark Dipko. "We call it a versatility vehicle.") In Europe, its main market, it's a "crossover wagon."

And, truly, it's easy enough to think of it as a hatchback with very generous cargo space.

Hyundai has added the Touring to the U.S. lineup, Dipko says, because "We saw the opportunity to enliven the Elantra line with something styled in Europe."

The gripes, and it's a short list:

?All-wheel drive. Not available. It wasn't designed to accommodate it, so don't expect it, period, Dipko says. "We have the Tucson (SUV) if you need all-wheel drive," he says.

?Leather. Not available. Cloth was comfy (and available heated), but leather sheds spills better.

?Visor notch. Too small. Hard to get a finger behind the sun visor to fold it down. Wearing gloves? Forget it.

?Lighting. Too light. The small green lamp that shows the air conditioning is on was unreadable in daylight. The dashboard lighting is a gorgeous, classy blue, but it didn't illuminate the gauges as well as expected.

?Shifting. Mainly terrific, and that B&M linkage delivered a light metallic click as you moved it among the gears, somewhat like the precise sound of a rifle bolt. But the shift between first and second gears, up or down, sometimes took an extra push.

The clutch engagement could be tricky. If you sit close enough that your left leg always can let out the clutch pedal smoothly, you might find your right leg too close to the throttle and brake pedals.

Most people probably could adjust their way around that. The driver's seat had what seemed like more notches, closer together, than most manually adjusted seats. Thus you could slide very slightly fore or aft to fine-tune your relationship with the pedals. The manually adjustable seats in most cars have big gaps between the positions.

Touring is a slick piece of work; a lot of satisfying automobile for the money. It'd be tragic if America's aversion to cars that look like wagons killed it in showrooms.

ABOUT THE ELANTRA TOURING

? What? Compact, front-drive, four-door, five-passenger wagon. (Must you? asks Hyundai. How about crossover-utility hatchback or some such, since "wagon" is the kiss of death in the U.S.) New to the U.S. lineup, based on the Elantra sedan that was new for '07.

? When? On sale since fall.

? Where? Made in South Korea.

? Why? Already being manufactured for the European market, where buyers are wise enough to appreciate the benefits of wagonlike cars; not a big investment to test the waters in the U.S.

? How much? Starts at $18,495 including $695 shipping. Premium model starts at $19,995. Nearly loaded test vehicle: $20,455.

? Who'll buy? Hobbyists, do-it-yourselfers and others who like a trim-size car, but need extra capacity. About 55% female, 65% married, 45 years old (plus or minus), $65,000 median annual household income.

? How punchy? More than the specs suggest: 2-liter, four-cylinder engine is rated 138 horsepower at 6,000 rpm, 137 pounds-feet of torque at 4,600 rpm; five-speed manual with B&M Racing brand sport shifter is standard; four-speed automatic is optional.

? How deluxe? Unexpected standard features: stability control, fog lights, outside mirror defrosters, four-wheel disc brakes, four-wheel independent suspension.

? How big? Compact outside, midsize inside. Elantra Touring is 176.2 inches long, 69.5 inches wide, 59.8 inches tall on a 106.3-inch wheelbase.

Weighs 2,937 to 3,112 pounds.

Passenger space listed as 101.2 cubic feet. Cargo space: 24.3 cubic feet behind rear seat, 65.3 cubic feet when rear seat's folded.

Turning circle: 34.2 feet.

? How thirsty? Rated 23 miles per gallon in town, 31 (manual) or 30 (automatic) mpg on the highway, 26 mpg combined.

Trip computer in manual test car showed 22.7 mpg in spirited suburban driving (4.41 gallons per 100 miles).

Burns regular, holds 14 gallons.

? Overall: Terrific surprise; pocket change for remarkable blend of practicality and satisfaction.
 
 
 
Find this article at:
http://www.usatoday.com/money/autos/reviews/healey/2009-05-28-test-drive-hyundai-elantra-touring_N.htm
 

Hyundais luxury flagship Genesis sedan recently was named a Best New Model in the Sedans $30,000 - $45,000 category by Kiplinger?s Personal Finance. The magazine named the top new models in 11 categories and Genesis sedan topped competitors such as the Acura TL, Audi A4 and Nissan Maxima to earn the distinction.

?Picking this car as a standout was easy,? said Mark Solheim, automotive editor, Kiplinger?s Personal Finance. ?As the first true luxury car from Hyundai, the Genesis earns its name. The exterior may remind you of other luxemobiles, but its simple lines, sleek interior and Euro driving dynamics will impress all but the most hard-core snobs. Remaining skeptics need only check out its price ? at around $33,000, it offers extraordinary value.?

The top models in each category represent the best values based on Kiplinger?s ranking system. Kiplinger?s editors sort the new 2009 models by price and category then pit them against their peers, looking at performance, value, safety, roominess and driving impressions.

?The Hyundai Genesis sedan is the perfect blend of luxury, technology, and advanced safety features with an affordable price,? said Michael Deitz, Genesis product manager, Hyundai Motor America. ?Being named a Best New Model by Kiplinger?s Personal Finance is a testament to its combination of exhilarating performance, sophisticated design and tremendous overall value, and we continue to be honored by the awards the vehicle has earned.?

Hyundai?s new Genesis sedan sets a new benchmark in the premium car category. With a starting price of just $33,000, Genesis includes performance and luxury features typically found on vehicles costing thousands of dollars more. In addition to great features, Hyundai's generous 10-year, 100,000-mile warranty, numerous standard features, good reliability and affordable price made the Genesis a clear winner for Kiplinger?s editors. Other notable features include a quiet and luxurious cabin, V-6 and V-8 engines that are more powerful and efficient than many in competing models, and a smooth, responsive six-speed automatic transmission.

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 790 dealerships nationwide. All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America?s Best Warranty. In addition, the Hyundai Assurance Program 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.

Posted May 15th, 2009 by HYUNDAI in * Automotive  * California
FOUNTAIN VALLEY, Calif., 05/06/2009

John Krafcik, president and CEO of Hyundai, Knight Kiplinger, president of Kiplinger's Personal Finance, Dave Zuchowski, vice president of sales and Barry Ratzlaff, director of product quality

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Test Drive: 2009 Hyundai Elantra Touring
chicagotribune.com

By Jim Mateja
May 10, 2009

The 2009 Hyundai Elantra Touring unveiled at the Chicago Auto Show in February is now in showrooms, a sporty hatchback companion to the Somewhat more formal compact Elantra sedan.

With crossover and station wagon DNA, Elantra Touring isn't the fastest or highest-mileage or most stylish vehicle in the market. Rather than stand out in a category or two, Elantra Touring simply does a lot of things very well, with almost no shortcomings.

The return of the hatchback, last offered as the 2006 Elantra GT, gives Hyundai an offering for buyers, particularly younger ones, looking for low cost and high mileage without making a ton of sacrifices.

As an added benefit, Hyundai throws in a host of safety features, such as stability and traction control, anti-lock brakes and side-curtain air bags, along with amenities including a glove-box cooler.

The hatchback Touring is offered in regular and Sport trim, with a choice of 5-speed manual or 4-speed automatic. We tested the Sport with manual, which shifts smoothly enough, but unless you live in a construction-free zone or never use the always-under-repair tollway, you might want to opt for the automatic -- unless you want that bicep and glute workout.
The Sport package upgrades tires to 17 inch from 16 inch to improve handling, while adding heated seats and a power slide/tilt sunroof for $1,500.

Somewhat resembling a Scion xD in profile, the Touring pleasantly surprises in terms of cabin room and comfort. It's a compact with midsize arm and leg wiggle room front and rear. Even in back, legs, knees, feet, arms and head are accommodated on long or short hauls. No skimping on space to boost mileage.

And front and rear seats offer excellent support to prevent fatigue and fidgeting on long trips. Some big cars enhance cabin space by shorting the length of seat bottoms. The smaller Touring doesn't resort to that trickery.
If you need to haul gear or groceries, the hatch lid opens high for easy loading/unloading. And the cargo floor lifts in sections to expose a variety of compartments to hide items and keep them from rattling around. There's also a power plug in the cargo wall, as well as groc ry-bag holders and a pull-out shade to hide the stuff there. When more cargo room is needed, the split rear-seat backs fold flat.

Other conveniences include a covered stowage tray in the top of the dash, a covered stowage pouch in the instrument cluster and a coin older/ashtray in front of the center console, where a pair of cupholders also are located. A USB plug is under the center armrest.

And if you're still not surprised and delighted, there's the glove box, with a cover inside that lifts to expose an air conditioning vent to cool a few cans of pop you can squeeze in, considering the owner's manual, maps and  hat-not also reside there.

Hats off to Hyundai engineers, who obviously decided to put the well-being of the driver ahead of the pleasure of the geeks. Every gauge, dial, button, lever, label or directional arrow is positioned to be seen and used with the least amount of effort.

Outside temp and time are large and easy to see in the radio face, and the instrument panel has soothing blue backlighting.

All controls are orderly and organized, so there's no guesswork. You never have to ask, "Where is it?" or "How do I use it?" If only BMW would convert to this religion.

The 2-liter, 138-horsepower 4 offers enough power to keep up with traffic while delivering 23 m.p.g. city/31 highway, sufficient to justify the choice of gas alone over a more costly gas/battery combo offered from another country.

Pleasant ride, adequate handling, very good mileage, ample room and comfort and a base of $17,800, plus $1,500 for the Sport package.
Standard equipment includes air conditioning, AM/FM/CD/MP3 audio, power/windows/locks/mirrors and lighted vanity mirrors with slots to hold credit cards or a parking pass, as well as a tank of gas. Add $800 for  4-speed automatic, $325 for Bluetooth phone, $30 for an iPod cable and $95 for carpeted floor mats.

Read Jim Mateja Sunday in Rides. Contact him at   trannsportation@tribune.com.
Copyright © 2009, Chicago Tribune
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Economy Plus: How to Travel -- With Room and Class -- On the Cheap
By Ron Kiino

Traveling business or first class is like having a private cabana at a crowded YMCA swimming pool -- it may be crammed and noisy around you yet nothing but space, comfort, and relaxation are filling your world. But c'mon, unless it's on the company dime, sitting up front in the Airbus and eating with real silverware aren't really worth the sky-high premiums. Of course, there's always economy class, which pleases the pocket book but not  much else -- namely, the feet, knees, shoulders, elbows, well, you get the picture. Then there's economy plus -- still easy on the wallet but actually roomy enough to prompt a smile after buckling up.

In the field of compact hatchbacks, the 2009 Hyundai Elantra Touring, with its $18,495 base price and 125 cubic feet of interior volume, symbolizes the economy-plus ticket. Our tester, which was equipped with a $1500 Premium Sport Package (sunroof, heated seats, 17-inch wheels with 215/45 Kumho Solus KH16 rubber), $95 floor mats, a $30 iPod cable, and $325 Bluetooth hands-free system, came in at $20,445, or around $1400 less than a comparably equipped Toyota Matrix S.

Compared to the Hyundai, the Matrix offers less front and rear legroom, less rear headroom, and less cargo room whether the back seat is up or down. Granted, the Toyota delivers more oomph, thanks to a larger 2.4L 158-horsepower four-banger in light of the Elantra Touring's 2.0L 138-
horse engine. But the Hyundai's fuel-economy advantage (23/31 mpg city/hwy versus 21/28 for the Matrix) arguably offsets the Toyota's performance edge -- 0-60 in 7.3 seconds compared to 8.1 for the Elantra.
Further, the Elantra, wearing the low-pro Kumhos, produced a curt 60-0 braking distance of 122 feet, eight feet shorter than that of the Matrix. Unfortunately, we were unable to conduct our usual battery of handling tests, but we're confident the Hyundai would deliver numbers on par with the Toyota's -- lateral acceleration of 0.81 g and figure eight of 28.4 seconds at 0.58 g.

Despite its rather humble powerplant, the 3000-pound Elantra is a lively, fun-to-drive hatch. Power is perfectly adequate. Handling dynamics are generally crisp. And the ride is comforting without being too stiff. The only nits to pick are very light, somewhat numb steering and a loosely gated gearshift. As we've come to expect from Hyundai, the Elantra Touring  comes standard with stability and traction control, six airbags, satellite radio, front-seat active head restraints, and a tire-pressure monitoring system. Moreover, the cabin is attractive, well laid out, and boasts high-quality materials.

Based on Hyundai's European i30, the U.S.-badged Elantra Touring is a cavernous, competitively priced hatchback that not only undercuts the price tags on offerings from Mazda, Pontiac, and Toyota, but also delivers noticeably more interior space. Further, both its straight-line and handling numbers, not to mention its gas mileage, are solid. For around 20 large, a well-equipped Elantra Touring is an economy-plus ride that represents first-class travel.
Body Style: Sedan, Wagon
Sum Up: A solid player in the class.
Motor Trend Rating:
Price Range:
$15,120 - $18,600
2009 Hyundai Elantra Touring
Base price $18,495
Price as tested $20,445
Vehicle layout Front-engine, FWD, 5-pass, 4-door hatchback
Engine 2.0L/138-hp/137-lb-ft DOHC 16-valve I-4
Transmission 5-speed manual
Curb weight 3000 lb (mfr)
Wheelbase 106.3 in
Length x width x height 176.2 x 69.5 x 59.8 in
0-60 mph 8.1 sec
Quarter mile 16.3 sec @ 84.3 mph
Braking, 60-0 mph 122 ft
EPA city/hwy fuel econ 23 / 31 mpg
CO2 emissions 0.75 lb/mile
© 2009 MotorTrend Magazine, Source Interlink Media All rights reserved. WEB-069

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Veracruz  a lot of vehicle for the money
G. Chambers Williams III
Star-Telegram, Posted on Thu, Apr. 16, 2009
Hyundai, the first South Korean automaker to enter the U.S. market, has come a long way since it rolled out its initial product here in 1985, the subcompact Excel hatchback. Although it built its reputation on mostly small, affordable and fuel-efficient vehicles, Hyundai has become much more than that now, with a full line of cars, SUVs and a minivan.
For 2009, the company introduced its first true luxury sedan, the Genesis, and a coupe version of it is on the way to market. The Genesis was so good that it won the North American Car of the Year award at this past January?s Detroit auto show.
Hyundai also now has a premium SUV as well. For 2007, the company brought the midsize Veracruz crossover to the United States, and for 2009, it comes with a base price range of $27,145 (plus $750 freight) for the entry-level GLS front-drive model to $35,995 for the top-of-the-line Limited model with all-wheel drive. We tested the Limited front-drive model (base price $34,295 plus freight). With options and freight, our tester?s price rang up at $38,295, but that included the Navigation Package ($1,750), which also brought the uplevel Logic 7 surround-sound 605-watt audio system; and the Rear Seat Entertainment Package ($1,500), which comes with a roof-mounted eightinch LCD screen and two wireless headphones. It?s not necessary to pay this much to get a nicely equipped Veracruz, however. The GLS Model with its under-$28,000 price is a good buy if you can live without all the fancy extras and gadgets.
The marvelous thing about the Veracruz is that it seems a lot more expensive than it is, with the look and feel of a luxury model such as the Lexus RX 350, against which the Veracruz was benchmarked. The RX 350 begins at just under $38,000. All models come with the same 3.8- liter V-6 engine with dual exhaust, rated at 260 horsepower and 257 foot-pounds of torque.
The engine is connected to a six-speed automatic transmission, another feature distinguishing the Veracruz from its competitors. Most of them have five-speed automatics, including the competing Honda Pilot and Toyota Highlander. Standard on even the base Veracruz are such
amenities as electronic stability control, traction control, antilock brakes with  lectronic brake-force distribution, front seat-mounted side air bags,
roof-mounted side-curtain air bags for all rows, 17-inch alloy wheels, six-speaker compact-disc audio system with iPod connection, power/heated outside mirrors with approach lights and turn-signal lights, cruise control with steering-wheel controls, power windows/mirrors/door locks with remote, and much more.
That means that even at the starting price, with very few (if any) options tacked on to the sticker, the Veracruz comes across as a bargain.
Adding such options that were either standard or included on our Veracruz Limited model, including leather interior and the rear-seat entertainment system, sunroof, backup warning system, and 18-inch alloy wheels ? among other things ? would push the RX 350?s price into the upper $40,000s.
Keep in mind, though, that the Veracruz is not a Lexus, and the Hyundai name is not the attention-getter that Lexus is. But with prices starting $11,000 less than those of the RX 350, and with a similarly equipped Veracruz running about $8,000 less than the base RX, Hyundai surely wins the value race.
Granted, those who would buy a Lexus and those who would buy a Hyundai are entirely different customers. But the point is that anyone who chooses the Veracruz can feel good about the purchase. This is a lot of vehicle for the money, and even without a name like Lexus, it?s quite elegant. The Hyundai also stacks up well against popular crossovers that Veracruz shoppers might also consider ? the Pilot and Highlander, as well as the Nissan Murano and Ford Edge.
And while Hyundai might have a hard time taking customers away from Honda, Toyota and Nissan, it can offer a great crossover with lots of standard equipment to those who can?t quite afford one of those Japanese brands. The Veracruz really is on the same level, but with a lower price. This is the third SUV in the Hyundai lineup. It joined the entry compact Tucson and midsize Santa Fe. The Veracruz is built on a stretched and widened Santa Fe chassis to allow for a roomy third row of seating, giving it a maximum capacity of seven. (The RX 350 has room for only five.)
There is more cargo volume ? 86.8 cubic feet with the second and third seats folded ? than in all of the Veracruz?s direct competitors except for the Pilot (87.6 cubic feet). Fuel-economy ratings are quite decent for a roomy seven-passenger SUV. The Veracruz is rated at 16 miles per gallon in the city and 23 on the highway vs. 17/23 for the Pilot, 18/24 for the V-6 Highlander, and 18/23 for the Murano (all with two-wheel drive). Inside, the Veracruz is quieter than the Pilot, with levels of noise and vibration that nearly match those of the Lexus RX.
The Veracruz has achieved the top five-star crash-test ratings from the National Highway Traffic Safety Administration in frontal- and sideimpact testing for all front and rear passengers. It scored four stars in the rollover rating, which is the highest any of the crossovers have received. In designing the Veracruz, Hyundai went with an exterior similar to that of several of the newer crossovers, including the RX 350, Edge and Acura MDX, which is an upscale version of the Pilot. The styling was a product of Hyundai?s California studio and was tailored for American tastes.
Luxury abounds inside the Veracruz. There is nothing cheap or cheesy looking. The leather seats are optional on the base model, but standard on the Limited. Our vehicle also had wood-grain interior trim that gave it a premium look. Standard on our Limited model were several items that usually are found only on premium models, and then sometimes only as options. Among them were a power rear liftgate, automatic climate control and a backup warning system.
Base models come with a single-disc CD player that is MP3-capable, and XM satellite radio is standard. Our Limited model came with the uplevel Infinity audio system with a six-disc CD changer. Other standard features included power adjustable pedals, power tilt-and-telescopic steering wheel, rain-sensing wipers, 115-volt power outlet, and a keyless entry/start system. The key can be left in the pocket, and the doors unlock as the person with the key fob approaches the vehicle.
All-wheel drive is a $1,700 option on either trim level. Most Sun Belt buyers choose the two-wheel drive models, but all-wheel drive system is of value even outside snowy climates and is a bargain at this price. It can direct up to half of the torque to the rear wheels, and there is a lock switch on the dash that can force it into the 50/50 mode. The Veracruz has 8.1 inches of ground clearance, which makes it suitable for some light off-road use, but as with most crossovers, this vehicle is not designed for rugged off-road use.
Ride quality is quite Lexus-like in the Veracruz, which also helps give it a luxury feel. The engine offers decent acceleration, even on uphill freeway ramps, although as with most vehicles in this class, it can feel a little sluggish when fully loaded with people and their stuff.
The Veracruz, which is based on the architecture of the Sonata midsize sedan, handled quite well on some fun twisty country roads. It?s not a  sports car, of course, but for an SUV, it holds the road quite well and the steering is predictable.
The automotive columns of G. Chambers Williams III have appeared regularly in the Star-Telegram since 1995.
Contact him at 210-250-3236; chambers@star-telegram .com.
At a Glance:
2009 Hyundai Veracruz
The package: Midsize, five-door, seven-passenger, V-6 powered, front- or all-wheel-drive crossover utility vehicle.
Highlights: This is Hyundai?s newest midsize crossover utility vehicle, which comes in two trim levels ? including the upscale Limited model that offers more standard amenities than the Lexus RX 350. It is built on the platform of the Sonata sedan, and has carlike ride and handling. Negatives: Can get pricey with all the options.
Length: 190.6 inches.
Curb weight: 4,266-4,431 pounds.
Engines: 3.8-liter V-6.
Horsepower/torque: 260 HP/257 foot-pounds.
Transmissions: Six-speed automatic with manual-shift feature.
Brakes, front/rear: Disc/disc, antilock.
Electronic stability control: Standard.
Side air bags: Front seat-mounted; side curtain for all rows, standard.
Cargo volume: 6.5 cubic feet (behind third seat; 40.0 cubic feet (third seat folded or not present).
Towing capacity: 3,500 pounds.
Major competitors: Ford Edge, Toyota Highlander, Subaru Tribeca, Suzuki XL7, Honda Pilot, Acura MDX, Nissan Murano.
Fuel capacity/type: 20.6 gallons/unleaded regular.
EPA fuel economy: 16 miles per gallon city/23 highway (2WD); 15/22 (AWD).
Base price range: $27,145-$35,995 plus $750 freight.
Price as tested: $38,295, including freight and options (Limited 2WD).
On the Road rating: 8.7 (of a possible 10).
Prices shown are manufacturer?s suggested retail; actual selling price may vary.
Luxury abounds inside the Veracruz.
There is nothing cheap or cheesy looking.

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About.com Recognizes Genesis Luxury and Value on the Best New Car List for 2009
FOUNTAIN VALLEY, Calif., January 23, 2009 –Hyundai’s new luxury flagship Genesis is named a “Best New Car of 2009” in  About.com Cars' third annual Best New Car List. This marks the first time that a Hyundai vehicle has been recognized in the About.com Cars annual list.

About.com Cars highlighted Genesis’ notable luxury features, smooth and quiet ride, spacious interior and value. “This car would make the Best New Car List no matter who built it – but I just love the fact that it’s a Hyundai,” said Aaron Gold, Guide to Cars for About.com.

The About.com Cars Best New Car recognition continues to showcase the quality, performance, safety and value available with Genesis. The 2009 Genesis was recently named the North American Car of the Year and was named a “Top 5 Luxury Car for 2009” by
NADAguides.com. In addition, Genesis earned five-star crash test ratings for both front and side by the National Highway Traffic Safety Administration (NHTSA).

“We are honored to have the Genesis recognized as one of the ‘Best New Cars of 2009’ by About.com Cars,” said Michael Deitz, product planning manager, Hyundai Motor America. “Genesis has the technology and features comparable to the world’s leading premium sports sedans at a value Mercedes and BMW can’t beat.”
About.com Cars' Best New Cars of 2009 list can be found online at http://cars.about.com.

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 almost 790 dealerships nationwide.

For my money, it is, and I’m not alone. Read More....

The Wheel Deal
It's all about the product.
By Alex Taylor III

Best Buy: 2009 Hyundai Genesis 3.8

Is the Hyundai Genesis the best $36,000 car sold in the U.S.? For my money, it is, and I’m not alone. The 50-plus independent jurors of the North American Car of the Year awarded it first place this year. Very likely, it is the best car sold in the U.S. for under $40,000.

There is a little game I play with myself. After driving a new car for awhile, I try to guess the sticker price.

I usually guess lower than the actual number because test cars come laden with options that aren’t immediately visible to the naked eye. With some high-end German cars, I’ve been light by $8,000 or $9,000.

With the Genesis, I guessed high. Here is a car with the lines of an international luxury car, a slick interior with innovative leather trim on the instrument panel and a smoothly powerful V-6 engine. All the usual goodies were included, like shift-yourself automatic transmission, electronic stability control, and side-curtain airbags.

If the Hyundai wore a different badge on its trunk, I could easily see it selling for thousands more.

For real bargain shoppers, there is a $33,000 Genesis available, but the additional three grand gets you nicer wheels, leather and a sunroof. My only complaint was squeaks in the dashboard that arose at highway speeds over rough surfaces.

The Genesis is just one reason why Hyundai sales are actually on the rise this year. Hyundai, its sister brand Kia, Subaru and Smart are the only manufacturers to show improvement through the first two months. Consumers, it would seem, are shopping for value, not for the cut-rate prices and cheap financing offered by larger automakers.

Speaking of value, there is no need to pop for the more powerful V-8 if you go Genesis shopping. The 290 horsepower V-6 scoots the Genesis to 60 miles per hour in 6.3 seconds, according to Edmunds.com, and delivers plenty of power at any speed. The EPA rates the fuel economy at 18 miles per gallon city, 27 mpg highway.

There is a moral behind Hyundai’s success for anybody who is willing to listen. It has spent the last two decades rebuilding its reputation after disastrously entering the U.S. market in 1986 with disposable cars that it inflicted on poorly-capitalized buyers.

Hyundai has earned its good name by carefully listening to what customers want and then delivering more than they expect. There is nothing quick or easy about building a business that way, and the pressure to perform has taken its toll on the Korean automaker’s American executives.

But customers are the winners, and the Genesis is the proof.




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Genesis, Accent and Tucson Earn High Marks for Affordability, Safety and Fuel Efficiency in the NADAguides.com Annual List of “Best Car Buys”

FOUNTAIN VALLEY, Calif., Feb. 13, 2009 – Three Hyundai models were named “Best Car Buys” for 2009 by NADAguides.com in four respective categories – Hyundai Genesis, Top Luxury Cars (under $35,000); Hyundai Accent, Top Sub-Compacts (under $15,000); and Hyundai Tucson, Top Crossovers (under $21,000). The NADAguides.com “Best Buys” list is one of the most highly respected awards provided to automakers.
“With the struggling economy, car buyers are facing tougher decisions when considering their next vehicle purchase. The NADAguides.com annual ‘Best Buys’ list provides consumers with unbiased and research-driven information,” said Michael Caudill, spokesperson, NADAguides.com. “Hyundai is making the car buying process easier than ever by offering the biggest bang for the buck in a variety of segments, whether it be the fuel efficient Accent, Genesis luxury sedan or functional Tucson crossover.”
NADAguides.com is the leading provider of pricing information and market research for cars, classics, RVs, motorcycles and boats. The “Best Car Buys” list is based on criteria identified by NADAguides.com Market Data Analysts (MDAs) as most important to consumers – affordability, fuel efficiency, warranty coverage, safety and depreciation.
“We are honored to be recognized as the auto industry’s most affordably priced, fuel efficient and highest safety rated vehicles in the business,” said Dave Zuchowski, vice president, National Sales, Hyundai Motor America. “This award is a true testament of Hyundai’s commitment to provide consumers with high-quality vehicles that suit their needs and budget, especially in today’s turbulent economy.”

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Awards Announced Today at Washington DC Auto Show

Chicago—February 2, 2009—The cars have been driven, votes have been tallied and the Cars.com editors have spoken: The Hyundai Genesis outshines all other new and redesigned models in 2009 and has been named the Cars.com New Car of the Year.

To choose the Cars.com New Car of the Year, the site's expert reviewers drove and tested all the newly introduced and redesigned models for 2009. From that pool of about 60 cars, they chose their favorites based on features, driving quality, mileage and overall value.

"The 2009 Hyundai Genesis rivals the feeling of extravagance found in many full-size luxury vehicles," said Patrick Olsen, editor in chief at Cars.com. "Our editors chose the Genesis for Cars.com's 2009 New Car of the Year because we drove it--pondered the window sticker again--and our collective reaction was, 'Wow.'"

In addition to great features, Hyundai's generous warranties, numerous standard features, good reliability and reasonable price made the Genesis a clear winner for Cars.com's editors. Other notable features include a quiet and luxurious cabin, V-6 and V-8 engines that are more powerful and efficient than many in competing models, and a smooth, responsive six-speed automatic transmission.

Nominees for the 2009 Cars.com New Car of the Year included:

2009 Audi A4: The cabin and trunk boast unbelievably roomy dimensions, and the dashboard materials are of Audi's typical high quality. The optional Bang & Olufsen stereo cranks out nothing short of aural nirvana, while conveniences like a height-adjustable center armrest and one of the best folding-backseat executions in any sedan will have owners smiling for years.

2009 Honda Fit: The comfortable seats and high-rent gauges are a far cry from the interiors offered in other $15,000 cars. Direct steering and a well-mannered suspension make the car a hoot to drive, even if it's just on a grocery run.

2009 Mazda6: Its sporty exterior styling is a refreshing break from the ho-hum designs that rule this segment. The bar is set high in the family sedan segment, but the new Mazda6 matches its competition on many fronts, and in some cases exceeds it. Maybe it's time to look at that bar again.

2009 Nissan Murano: Nissan's redesigned Murano is both fun to drive and completely utilitarian. While it may sound like a no-brainer for an SUV -- even a car-based crossover like the Murano -- to offer a lot of the "U" in SUV, there are fewer and fewer this size that we'd recommend so heartily. If we had to buy one vehicle in this segment, this would be it. Most importantly, the Murano still holds the promise that the once-popular SUV segment offered as a true sedan alternative.

2009 Subaru Forester: The Forester has long succeeded by straddling the divide between wagon and SUV, and by providing good reliability and crash-test ratings. Devotees might bemoan the changes, but there's no denying the overall quality of the larger, redesigned 2009 model. Most notable, though, is that noise levels, refinement and quality are on par with the class leaders.
About Cars.com

Cars.com is the leading destination for online car shoppers, offering credible, easy-to-understand information from consumers and experts to help buyers formulate opinions on what to buy, where to buy and how much to pay for a car. With comprehensive pricing information, side-by-side comparison tools, photo galleries, videos, unbiased editorial content and a large selection of new- and used-car inventory, Cars.com puts millions of car buyers in control of their shopping process with the information they need to make confident buying decisions.

Launched in June 1998, Cars.com is a division of Classified Ventures, LLC, which is owned by leading media companies, including Belo (NYSE: BLC), Gannett Co., Inc. (NYSE: GCI), The McClatchy Company (NYSE: MNI), Tribune Company and The Washington Post Company (NYSE: WPO).

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A rear-drive V-8 with the Power of Tau
By Ron Amadon, MarketWatch
Last update: 10:29 a.m. EDT March 16, 2009
DAMASCUS, Md. (MarketWatch) -- "Gee, it is real quiet in here," was my thought as I first tooled down the interstate in Genesis.
Simultaneously two other thoughts emerged. "How fast am I going," and "Oh boy!" The new Genesis is so swift and so refined that I no idea that I was well beyond the posted limit. Fortunately, those friendly folk with the radar guns were not around for what would have been a most embarrassing and costly experience. Drivers: set the cruise control!
The bottom line here is that for the first V-8 (known as Tau) and first rear-drive vehicle that Hyundai has produced, the Genesis is one heck of a car, with a couple asterisks that we will get to in a bit. See slide show.
Under the hood was the 4.6-liter, 375 horsepower V-8, good for 333 lb-ft of torque at 4,500 RPM. Only when really pressed will the engine make its presence known, and then it is a good growl. Those not wanting a V-8 can opt for the 3.8-liter, 290-horsepower V-6 and save a few bucks without losing much in performance.
The V-8 is smooth out on the highway and is EPA rated at 17-25 miles per gallon. In city, country, and interstate travel, I got 22 mpg. For the best performance, Hyundai recommends premium fuel for the 8, and regular unleaded for the 6.
The 8 will scoot the 4,012-pound sedan to 60 in under 6 seconds, aided by a responsive 6-speed automatic that can be manually shifted by moving the husky center console- mounted shifter to the right. In its literature on the Genesis, Hyundai calls it a sport sedan. Then it should have paddle shifts, something that is not available.
The suspension is another issue. For the large majority of those attracted to the Genesis, they will be happy with the ride. Those who enjoy driving will quickly find that Hyundai calibrated the suspension on the soft side, with too many up and down floating motions if you hustle along over less than very smooth roads. Dampening is the problem. You can bet your next candy bar on the fact that the upcoming Genesis coupe will have a stiffer suspension.
Yet, given the soft suspension, the car hung in there better than expected on country roads, helped by very good grip from the 235/50R18 tires.
Inside, the Genesis was full luxury. Exposed stitching on the dash was a nice touch, with lots of soft surfaces. The instruments were easy to read and controls came readily to hand. Yet the seats, like the suspension, were on the soft side, and a bit of added firmness with more side support would make them more suitable for long days behind the tilt and telescoping wheel.
The center console also housed Hyundai's answer to the BMW i-drive, and it's much easier to learn. Buttons to the right of a large silver knob select what you want to listen to, while those on the right control the navigation system. The Lexicon audio system cranked out some good sounds and the total feel of the interior was one that was well upscale of the price. I loved the fact that on satellite radio, for instance, one could simply turn the knob one notch to channel surf.
Things remained serene inside even with the sunroof open.
Interior fit and finish were first class.
Real adults, two of them, could fit quite comfortably in the back seat and the trunk will haul home a fair amount of stuff with 16 cubic feet at your disposal through a very low and wide opening.
With the $4,000 technology package, our top-of-the-line Genesis sold for $42,000, including $750 for freight. That tech package included the upgraded audio system, navi system, a good rear backup camera, and front and rear sensors that triggered beeps when I parked the car. Fortunately, this system was easy to turn off.
If that price is too much, Hyundai quotes $33,000 for the base model with the 6-cylinder engine, and that includes a fair amount of standard equipment.
I think if Hyundai were to firm up the suspension and the seats, this would be a perfect car. Even without that, fit, finish, a solid build, and good power were among the reasons why Genesis became the North American Car of the Year. In the words of that old Smith Barney TV pitchman, "They earned it." End of Story
Ron Amadon is an auto writer and morning news anchor on the MarketWatch Radio Network, based in Washington.

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Over the weekend, Hyundai announced with its ad that it would take back a buyer's new vehicle in the event of job loss or income. Hyundai meant the gambit as a dramatic and unique way to shake up the moribund marketplace by appealing directly to consumers' lack of confidence in their own financial future.


Hyundai Found 'Assurance' Campaign in Ruins of October
January 08, 2009


By Dale Buss

The promise made by Hyundai of America's new advertising is so unusual that the Korea-based automaker already is planning a second TV spot to reassure skeptical consumers that "Hyundai Assurance" isn't a joke.

Over the weekend, Hyundai announced with its ad that it would take back a buyer's new vehicle in the event of job loss or income. Hyundai meant the gambit as a dramatic and unique way to shake up the moribund marketplace by appealing directly to consumers' lack of confidence in their own financial future.

While there are a few strings attached, Hyundai is utterly serious about the guarantee.

"But one of the initial responses we've gotten is that this appears too good to be true," said Dave Zuchowski, vice president of sales for Hyundai of America. "People feel, 'It's got to be a gimmick.'"

So Hyundai marketers already are developing a new spot, to break in the next couple of weeks, that is intended to nail down the proposition with consumers.

"We want to make sure they don't really think this is some sort of fly-by-night deal, so we want to spell that out," Zuchowski explained. "In the initial ad, we spent a lot of time building the brand and tying in Assurance; in the second ad, we'll talk more about the [program] itself."

Search for a Solution

Hyundai's program already is the closest thing to a sensation in this young new year of automotive marketing. In fact, Hyundai's share of industry purchase intent on Edmunds.com was up by about 15 percent soon after Hyundai's announcement of the new program.
"That's only taking into account a few days, and there's no telling the long-term impact of Hyundai Assurance, but it's a noteworthy start," said David Tompkins, executive director of 2009 Hyundai Genesis - facing right - 235.JPG industry solutions for Santa Monica, California-based Edmunds.com.

Tompkins said Edmunds.com's analysis shows the biggest hikes in shopping activity, which generally indicates intent to purchase in the next month or so, were for the Genesis, Veracruz and Santa Fe. All Hyundai vehicles registered gains, except Sonata, he said.

But Hyundai Assurance was hatched only because the company last fall was totally at a loss as to how to approach the shattered American car buyer.

"We were looking at some of the outrageously comprehensive incentive programs that some [competitors] had out there," Zuchowski recalls, "and nothing was cutting through. It was just clutter."

CMO Joel Ewanick jump-started Hyundai's response in late October by conducting focus groups of consumers in person rather than through any mediator. "We wanted to do this very quickly," Zuchowski said. "If we had followed normal procedures, the program would have taken 90 to 120 days. We wanted to get it out by around the end of the year."

From Ewanick's focus groups and other research, Hyundai of America executives reached a handful of conclusions about the program that became Hyundai Assurance.

First, they wanted to aim directly at the issue of consumer unease about their own situations. "We didn't want to sit by and be a victim of the difficult economy," Zuchowski said. "We wanted to take a leadership position and be proactive an creative with the biggest issue: the dramatic loss of consumer confidence."

This principle is reflected, among other ways, in the name of the program. The company considered the Hyundai Promise, for example. "But 'Assurance' gave a completely different feel to the consumer," he said.

Few Strings Attached

Second, while linking empathetically with the beleaguered American public, Hyundai wanted to be careful to distance itself from the specific woes of the Detroit Three automakers. "There are a lot of things going on with the domestics right now, and we didn't want to appear panicked," Zuchowski said. "We didn't want to get thrown into that conversation as a result of this program."

Third, Hyundai of America determined that the only way the program could work was with a solid guarantee bereft of too much fine print. So Hyundai Assurance is relatively simple and covers most buyers.

Cash buyers don't qualify. "You still have to qualify for financing and be current on your payments" before any untoward financial event would cause you to rely on Hyundai Assurance, Zuchowski said.

But for any qualified credit buyer, regardless of age or income, included with the purchase of a new Hyundai is the guarantee that you can return your vehicle within the first year of ownership if any of about a half-dozen circumstances befall you, including loss of job, bankruptcy, or debilitating expenses from a medical condition or accident. Hyundai will pay off up to $7,500 in negative equity on your vehicle and you can walk away from it.

Zuchowski maintained that the $7,500 limit on negative equity would cover "pretty much every" purchase of a new Hyundai. For the few buyers who would have more negative equity than that, Hyundai Assurance still represents a better choice than defaulting on a loan. "You can ruin your credit rating," he said, "or work through Assurance and try to come up with" the difference over the company's $7,500 limit.

"There are no negative implications for your credit rating," Zuchowski said, "because it's treated as an early payoff -- Hyundai will cover that. There is no charge to the consumer or dealer. And it's a benefit completely added on top of our other incentive programs."

The Sequel

The Hyundai Assurance campaign also gives the company an opportunity to remind American consumers that it was the import brand that pioneered another significant departure in the incentive game almost exactly a decade ago.

The introduction of the industry's first 10-year/100,000-mile powertrain warranty helped legitimize an importer that was relatively unknown at the time -- and launched the Korean brand onto a strong and sustained growth arc. Competitors generally followed.

With Hyundai Assurance, Zuchowksi reported, Hyundai dealers and some consumers already are perking up. "It has really resonated," he said, "in higher awareness and traffic and sales."

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BY U.S. NEWS AND WORLD REPORT

FOUNTAIN VALLEY, Calif., December 19, 2008 – The affordable 2009 Hyundai Elantra, with unsurpassed standard safety in the compact segment, was named “Best Compact Car for the Money” by U.S. News and World Report. The “Best Car for the Money” awards are designed to help customers find the best car values at affordable prices without sacrificing quality and design.

            “The case of the Hyundai Elantra, the ‘Best Compact Car for the Money,’ proves what many have been saying for years: Honda and Toyota should watch their backs because Hyundai is making not just economical cars, but very good ones,” said Jamie Page Deaton, editor, U.S. News and World Report.

            The “Best Car for the Money” awards are based on data from U.S. News and World Report’s online automotive rankings evaluated with the opinions of the automotive press and IntelliChoice that measures the value of a vehicle after five-year ownership and maintenance costs. Overall appeal, quality, safety, initial pricing and the five-year total cost of ownership are the major categories for choosing winners. 

            “We’re honored to be recognized by U.S. News and World Report as the ‘Best Compact Car for the Money’” said Scott Margason, National Manager, Product Development, Hyundai Motor America. “2009 Elantra is equipped with six standard airbags and extras like standard audio auxiliary input jack – all at an affordable price point any customer will appreciate. We are pleased to see Elantra being recognized for its continued quality and value.”

 

HYNNDAI 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 790 dealerships nationwide.

http://www.hyundainews.com/Corporate_News/Corporate/12_19_2008_2976.asp

10-30-2008
If you'd have done such a thing back in school, your teacher would have rapped your knuckles with a ruler and pronounced you impertinent.
But here comes South Korean automaker Hyundai with a big, rear-drive premium sedan that the car company brazenly compares to Mercedes-Benz, BMW, Lexus?
Where's that ruler?
Easy on the knuckles, though. Is the 2009 Hyundai Genesis a Lexus, BMW or M-B? Probably not. Does it matter much? Probably not.
Genesis is better than most people need, and easily good enough for most of the rest of us.
Genesis' excellence is surprising, because usually a car company's first crack at a new segment is wanting. For instance, Toyota's 1993 T100 pickup, first try at an American-style pickup, was too small and lacked a V-8. Only now, a decade-and-a-half and two generations of truck later, has Toyota hit the mark with its ultra-beefy Tundra (just when the bad economy dried up pickup sales, alas).
Genesis is Hyundai's first big sedan and its only U.S. rear-drive model, and it offers the automaker's first V-8. You can quibble with the timing ? small cars and small engines are hot right now ? but you can't argue much against the execution.
Two Genesis test cars, a well-furnished V-8 and a lower-level V-6, were so right that it's hard to find gripes. Hard, not impossible ? though some beefs are pretty minor.
? Front seat didn't go back far enough for some taller drivers.
? Ride felt bouncy on undulating pavement.
? Console-mounted joy-knob controller on the V-8 tester (like BMW's iDrive) was simpler to use than most ? so only mildly annoying. You still had to go through up to half-a-dozen motions just to assign a preset button to a radio station, for instance.
? The wood section on the steering wheel in the V-8, while handsome, was a reminder that wood is for decks and boats, not cars. Wood steering wheels are cold in winter, sweaty in summer, hard and slippery always. Leather, please.
? The V-8 was jerky on deceleration. To improve mileage, the fuel flow to the engine immediately shuts off when you coast. Nice idea, but a little too abrupt and obvious. Didn't happen on the V-6, which is tuned differently.
? Mirror-mounted turn signals were annoyingly bright in the driver's periphery. Move the signals half an inch to solve that. The driver doesn't need to see them ? they're for the fool in your blind spot who can't see your rear turn signal.
? Horizontal chrome strips across the dashboard and doors were designed not to mate where those panels adjoin, instead to leave a gap. The strips line up perfectly, but don't run all the way to the edge of the dash or door. Odd.
To appreciate Genesis, you first have to like rear-wheel drive. Though the BMW and Mercedes-Benz models Hyundai wants to evoke are rear drive, many cars are front drive and have a different driving feel. Rear-drive cars feel more balanced in corners. On the other hand, weight isn't concentrated over the driving wheels, as with front drive. That suggests worse slick-weather behavior. In the rain during testing, the back wheels spun briefly, but were well-reined-in by the traction-control systems ? without abruptly cutting the engine power.
OK, you like rear drive. Now, what's so special about Genesis? Glad you asked:
? Seats. Leather's standard; so's comfort. Back's angled just so and leg and knee room are plentiful.
? Power. Base V-6 scoots nicely. New V-8 has that kind of always-increasing, never-ending power delivery that Infiniti favors.
? Ambiance. Trim, controls, gauges ? elegantly done. Simple lines and curves. Nothing tortured.
? Styling. Smooth, well proportioned, not forced or wannabe. It'll be as easy on the eye when the loan's paid off as it is the day you drive it home.
? Safety features. A long list, including standard side-impact bags in the rear seat. Most automakers don't offer those, and the ones that do charge extra.
? Brakes. Reassuringly firm, but not touchy. Others should copy.
? XM radio. One mode lists all the channels, handy for a satellite system that offers some 200. Makes it easy to find and try something different. Nobrainer?
Then why's it rare?
? Persona. Genteel eagerness, backed up by a drivetrain and suspension that deliver. No, it's not cheap at $33,000 to $42,000, but neither is it outrageous by today's standards. Ignoring price, it's a credible contender. Considering price, there might not be another car that's such an all-around satisfier.
What stands out
?Smooth: Everything from the ride to the turn-signal lever.
? Swift: Hyundai's first V-8 shouldn't be its last.
?Seductive: Don't drive unless you intend to buy.
2008 HYUNDAI GENESIS
? What? Full-size, four-door, rear-drive, premium sedan, V-6 or V-8. New to Hyundai lineup.
? When? On sale since late June.
? Where? Made at Ulsan, South Korea.
? Why? Premium car = premium image= premium profits.
? How much? V-6 starts at $33,000, including $750 shipping. V-8, $38,000. Loaded, $42,150.
? How powerful? 3.8-liter V-6 rated 290 horsepower at 6,200 rpm, 264 pounds-feet of torque at 4,500 rpm. 4.6-liter V-8 rated 375 hp at 6,500 rpm, 333 lbs.-ft. at 3,500. V-6 mated to Aisin six-speed automatic transmission; V-8 to ZF six-speed auto. Both have manual mode.
? How lavish? Pretty darned. Standard features include: stability control; anti-lock brakes with brake assist and brake-force distribution; front-impact,
head-curtain and side-impact air bags in front and rear; automatic climate control; AM/FM/XM/CD/MP3 audio with input jack; leather upholstery; heated front seats; power steering, brakes, windows, mirrors, seats, locks; rear-window and outside mirror defrosters; cruise control; auto-on headlights; fog lights.
? How big? Small end of the full-size segment. A little shorter, wider than Toyota Avalon. Genesis is 195.9 inches long, 74.4 inches wide, 58.1 inches tall; 109.4 cubic feet passenger space, 15.9 cu. ft. trunk. V-6 weighs 3,748 pounds; V-8, 4,012 pounds. Rated to carry about 1,100 pounds of people, cargo. Turning circle listed as 36 feet.
? How thirsty? V-6 rated 18 mpg gallon city, 27 highway, 21 combined. V-8, 17/25/19. V-6 tester did 16.9 mpg in suburbs. V-8 showed 14.3 in suburb-city mix, 27 in 63 mph cruise-control highway driving, 16.9 in suburban, freeway mix. Tank holds 19.3 (V-6) or 20.3 (V-8) gallons. V-6 takes regular. V-8 needs premium for rated power; regular OK, cuts 7 hp, 9 lbs.-ft.
? Overall: Uncommonly good.

Complete Article

Saturday, September 13, 2008
Hyundai Genesis emerges as rival to Lexus
Richard Williamson / Scripps Howard News Service
There was a time when South Korean carmaker Hyundai was considered absurdly precocious in challenging Toyota in the U.S. That was more than 3 million sales ago. Now, they're taking on Lexus.
The world's fifth largest automaker, Hyundai -- yes, Hyundai -- sees its first rear-drive luxury car, the Genesis, as a worthy rival to the Lexus ES 350. And no one's laughing. There's no laughter at BMW or Mercedes-Benz, either, when Hyundai compares the Genesis to the 5-Series and E-Class respectively. And at much lower cost.
Hyundai began selling the Genesis in July with a 3.8-liter, 290 horsepower V6 bearing a price tag of $33,000, which is $340 less than BMW commands for the compact 328i and only $200 higher than the average price of a new car in the U.S. this year.
Now comes the 4.6-liter V8 with 368 horses that propel the rear-drive sedan from 0 to 60 mph in 5.7 seconds. With a base price of $38,000, the V8 is expected to secure a place for Hyundai on the wishlists of people shopping the Lexus ES 350, Chrysler 300C, Pontiac G8 and the Cadillac CTS, among others. "We're aware there's a segment out there that won't consider a luxury vehicle unless it has a V8," said Michael Deitz, manager of
product development for Hyundai Motor America. "It's not just about horsepower today, it's about efficiency."
Hyundai has always done a magnificent job in the styling department, borrowing cues from the best in the business. So it was not surprising that Genesis fit the fashion scene of Miami Beach and Coral Gables, where the V8 cruised quietly in a recent demo tour, loaded to the gills with luxury features. The nicely proportioned body rides on a 115.6 inch wheelbase that is more than 3 inches longer than that of the Lexus GS and more than an inch longer than the Infiniti M's. The Genesis face is predatory, with a tapered aluminum hood framed by backswept high-intensity headlamps resembling the eyes of
a raptor. A trapezoidal grille with winglike vanes accentuates the curvature of the snout above a low-to-the-ground air scoop that represents the predator's mouth. The aerodynamic roofline flows back onto a short deck and a blunt rear end tightly tucked and decorated with wraparound tail lamps. To achieve instant credibility in the premium market, Hyundai had to provide more of everything at an unbeatable price: More horsepower than a Lexus GS and Infiniti M, better longitudinal balance than a Lexus ES 350, bigger disc brakes than a Mercedes-Benz E550, better aerodynamics than a BMW 5-Series and Cadillac CTS, and faster acceleration from 0 to 60 mph (5.7 seconds)
than the BMW 750i (6 seconds) or the Lexus LX 460 (5.9). The new Tau V8 has more horsepower per liter than any of its V8 competitors and outperforms all V8 performance sedans with an EPA fuel economy estimate of 17 city miles per gallon and 25 highway, according to Hyundai research.
But where Genesis really exceeds expectations is in its load of standard equipment. A $36,000 Genesis 3.8 with the Premium Package Plus is $8,000 less than a comparably equipped Infiniti M35 and $22,000 less than a comparable BMW 535i. Standard on the 3.8 models are 17-inch alloy wheels, fog lamps, automatic headlights, dual power heated side mirrors with turn signal indicators, leather upholstery with heated power seats, proximity entry with electric push button start, leather-wrapped tilt steering
wheel with audio controls, dual automatic climate control, AM/FM/CD stereo with auxiliary input jacks and Bluetooth. When you move up to the 4.6, you get 18-inch hyper-silver alloy wheels, chrome lower bodyside moldings, power glass sunroof with tilt and slide, power tilt and telescopic steering column, integrated memory system, Lexicon 15-speaker surround sound audio system, six-disc CD changer, illuminated scuff plates, wood-trimmed leather steering wheel, electrochromic auto-dimming interior rearview
mirror with Homelink and compass, power rear sunshade and rain-sensing wipers with auto defogger windshield. In another extreme measure to challenge the luxury market, Genesis has even matched the Rolls Royce Phantom as the only other car to offer a Lexicon-branded audio system featuring Logic 7 technology. The surround sound audio system includes an 11-channel digital amplifier and 17 speakers producing more than 500 watts of sound in 7.1 discrete audio. Hyundai also claims to be the first popular brand to offer digital HD Radio from the factory. Navigation-equipped Genesis models also include a 40-gigabyte hard drive and XM NavTraffic. Genesis also comes standard with XM Satellite Radio with a three-month free subscription.
Continuing the coverage that helped overcome early doubts about Hyundai quality, the Genesis warranty includes five-year/60,000-mile bumper-to-bumper protection, 10-year/100,000-mile limited powertrain warranty, and seven-year/unlimited mileage antiperforation coverage. Buyers also get free 24-hour roadside assistance for five years.
While Hyundai cannot match the prestige of names like Infiniti, Lexus and Acura, it can grab a piece of the market that wants luxury at a more affordable price. Hyundai at one time considered creating a luxury brand for models such as the Genesis but decided the cost
was too high for the rewards. Hyundai was wise in moving gradually up-market from its current position, avoiding the marketing boondoggle of Volkswagen's exotically priced Phaeton. In the first full month of sales, Hyundai delivered 1,177 units of Genesis in August.
"Consumers are showing their vote of confidence and that they will step up for a Hyundai," Deitz said.

Article can be found at;

We are running pretty hard through the twists and turns of the Sespe Gorge and over the 5,100 foot pass through the Caliente Range?in the very lap of silent luxury. As the tires approach their limits, even the Dunlop grip is silent. Acceleration is robust and soundless. What is this thing?!! A Hyundai. Really!

Rushing up the San Jacinto Reyes Scenic Byway (California 33) is a tradition with southern California sports car and motorcycle fans. It is a challenge at any speed and the more you ask of your machine the more it asks of your talent?and judgment; Route 33 is ruled by production European machines and Asian tuner cars. Hyundai isn't a name one hears in the regular gathering zones. A Tiburon may appear from time to time. They are cool in spite of limited performance perceptions among the zealots. The artful coupes are better than that, but the Hyundai name remains a mask over real quality. Until now.

The 2009 Genesis represents Hyundai's exodus from cheap, amusing sedans and inexpensive, if handsome, SUVs, Veracruz

A luxurious Hyundai sport sedan (hmmm) would have been a tough sell?until July of 2008. Now the word is out. The Genesis introduces so much to the Hyundai brand in one fell swoop that the mind boggles. A 100,000-mile warranty underscores Hyundai's perception of its own ability to deliver on the marketing surge, and with that promise is the reality that the company, together with Kia, is now the fifth largest auto manufacturer in the world; ahead of Honda and Nissan.

The base Genesis is far beyond what that word implies. Most interior appointments are matched for both the V6 and V8 models. Only the feature package differs. Both include all the current luxury car tech: proximity key, airbags everywhere, leather seats with all over the place electric adjust and heat, fully automatic climate control, auto-dim lights and mirror, Bluetooth and iPod/USB and auxiliary input jacks. But the V8 includes a Lexicon (previously exclusive to Rolls Royce) 15-speaker sound system, the ones we had were equipped with a big screen nav system that was universally loved, a power rear sunshade, and a power adjust, wood-rimmed steering wheel.

The steering is as eloquent in its communication as the best of the Germans and the NVH and soundproofing is as good as the best from Japan. The ultimate Japanese product group created a sensory deprivation chamber for all passengers, including the driver. It then introduced an electronic simulation of what the engineering staff research suggested steering loads and surface communication should feel like. But it was never much loved by performance drivers and that group remained steadfastly devoted to the German manufacturers with decades of motorsport and high performance road expectations in their development programs. accepted, as its corporate norm. Since the company's recent much publicized decision to move its corporate perception onto a new plateau, the products have both lived up to the promotion and delivered profit to the dealers. Even those retail outlets have been compelled to raise their public presence with a new, Bauhaus-moderne corporate facade.

Hyundai accomplished a remarkable ride and handling chassis with honest steering wheel communication?right out of the box. How'd they do that? We asked project engineer Michael Dietz.

?The design was done in Korea at the sparkling new, state-of-the-art design center in Namyang, with regular design reviews from both our American and European design staffs. That was also true for the chassis development you asked about. Sachs in Germany was directly involved in suspension design and tuning. There were Sachs engineers at the Hyundai Kia America Technical Centers in Irvine, California, and Superior Township in Michigan every few weeks to finish the five-link geometry, springs and Sachs ASD amplitude adaptive damping details. Wendell Collins was our lead chassis engineer and we are very proud of what he accomplished. The final set up includes a 35mm anti-roll bar at the front of both models and 18mm rear bar for the V8 and 17mm for the six. TRW co-developed our electro hydraulic power steering components and I saw a lot of the country during the testing and refinement process. I would be driving with two TRW

engineers in the car with laptops making incremental changes in the programming.?

The power steering is a hydraulic system with adjustable valving and powered by an electric motor that takes one element of power drain off the engine.

Genesis' entry level 3.8-liter V6 is a modern DOHC delivering 290 horsepower with a mid-range torque of 264 lb-ft at 4,500 rpm that makes everyday driving effortless, and there is a weight advantage that makes it a strong competitor to its upscale sibling. The DOHC V8 edition produces 375 hp at 6,500 revs and 333 lb-ft of torque at 3,500 from 4.6 liters, but has to carry 264 additional pounds, mostly on the forward end of the chassis.

Both engines are essentially new. The six is the second generation of Hyundai's Lambda engine, but is mostly new, and the V8 is a corporate first that uses some of the V6 engineering and components. Both include a dual stage intake system along with variable valve timing for clean performance throughout the rev

range. The six uses Hyundai's Aisin-sourced B600 transmission and a sporting Shiftronic gate. The V8's torque required a shift to a ZF 6HP26 automatic that also makes use of the manual Shiftronic mode. On the track the manual mode was not as quick as some of the recent paddle shift Europeans, but it worked well and was the equal of the best of the journalists at the limit.

Curious is the engine data panel that includes performance figures for both premium and regular fuel. The V8 power goes from 375 to 368 by lowering the octane rating from 91 to 83 and the torque is only reduced by 9 lb-ft. So Hyundai's focus on inexpensive ownership remains intact, even with a beautifully finished, high performance luxury sedan. The V8 delivers fuel consumption of 17 city and 25 highway while the V6 delivers 18 and 27 respectively; acceptable numbers for a modest mid-size sedan, impressive from a very luxurious high performance car.

The car was a surprising delight on the track. With 4-wheel, 4-channel, 4-sensor ABS and EBD (electronic brake-force distribution) switched as near to off as it would allow, the car was nearly as much fun as a Miata. It could be pitched into dramatic slip angles and brought back with a slight lift of the power pedal. It never seemed out of reach. The V6, with its P235 /50R 18 Dunlops (standard on the V8 and optional with the V6) allowed soft limits and easy return. You could feel the scrub of rubber on pavement, but very little sound until they were well over the limit.

Repeated hard runs up to tight corners had no affect on the ?big _ _ _ brakes.? Ventilated front rotors were 12.6-in diameter on the six and 13-in on the eight. Rears were the same on both, with solid 12.4-in discs.

Hyundai has delivered a surprise. The company promised to raise its own bar for both quality and reliability, but no one expected this. It is a very difficult car to criticize. It has a larger interior than a BMW 5 Series and is best in class in every quantifiable target. The corporate exodus from cheap and amusing is well underway with a Genesis to lead the new line of less expensive and exceptional.

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Motherproof.com, a site dedicated to providing women and mothers with useful and entertaining new car reviews, recognized the 2008 Hyundai Veracruz as a top new vehicle choice for families at the 2008 Mother Proof Awards.

The annual Mother Proof Awards selects the years best new vehicles for families across a broad range of categories. The Veracruz was awarded the "Top 3-Row SUV or Crossover" vehicle in a special presentation by Kristen Varela, Mother Proofís editor and "chief mother," during Women's Day at the 2008 Chicago Auto Show.

"The Hyundai Veracruz has proven itself as a great family vehicle," said Scott Margason, national manager of product planning, Hyundai Motor America. "It combines everything families are looking for in a Crossover Utility Vehicle safety, quality, luxury and affordability -- in a sophisticated, stylish package."

The Veracruz was selected by Motherproof.com's team of mom-reviewers based upon criteria recognized in Mother Proof reviews ease of entrance and exit for all passengers,

LATCH connector usability, ease of seatbelt use for kids in boosters, as well as other relevant family friendly features.

Hyundai aims to shatter premium automobile paradigms with the North American International Auto Show introduction of its new flagship, the all-new Genesis sports sedan on January 13. With capabilities and features comparable to $60,000 premium sedans, Genesis will be offered at a starting price under $30,000 when it goes on sale this summer.

Genesis is built on Hyundai's all-new, performance-driven rear-wheel-drive architecture. It offers three powertrains, including 3.3-liter and 3.8-liter V6 engines, and Hyundaiís all-new 4.6-liter Tau V8. Tau will produce an estimated 368 horsepower on regular fuel, and lead all its competitors in specific output with 80 horsepower per liter. With technology rivaling more expensive luxury sedans, Genesis showcases features such as XM NavTraffic, Adaptive Front Lighting System (AFLS), Smart Cruise Control, LexiconÆ audio systems and electronic active head restraints (for a full list of leading features, see page 8).

While Genesis will compete for customers with cars like Chrysler 300 and Pontiac G8, our engineering benchmarks were Mercedes E-Class, Infiniti M, and Lexus GS, said John Krafcik, vice president, product development and strategic planning, Hyundai Motor America. Genesis provides a potent combination of performance, luxury, and value. We think it has the opportunity to be an extremely disruptive force in the large sedan and near-luxury segments. Genesis ushers in a new era for Hyundai. Its all-new rear-wheel drive architecture will spawn more products in other segments, as suggested by the Concept Genesis Coupe shown at the Los Angeles Auto Show in November 2007

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Best Kept Secret

Shhh. Do not disturb the 2009 Hyundai Genesis V6. It may be the quietest car we've ever driven. It would be rude to interrupt it.

As Hyundai's newest creation slips slyly into the luxury sedan market, we can hear the silent screams of some other fancy automakers.

This car is nice. Really nice. Like why-would-we-spend-our-money-anywhere-else nice. It's the Cadillac of Hyundais.

What It Is
All new, the 2009 Hyundai Genesis is a large, rear-wheel-drive sedan, wrapped in leather and full of luxury and comfort features.

We slipped in and found ourselves surrounded by soft surfaces and quality materials. The seat leather was black while the dash was wrapped in a rich tone of brown leather set off by contrasting stitching. We pushed our finger into the dash and discovered it wasn't just covered, it was cushioned. It even smelled expensive. How much does this car cost?

Well, the 2009 Hyundai Genesis V6 starts at $32,250 and the Premium Plus option brings the price of this test car to an even $36,000.

Other features included in the option package were all the little things that make the difference between a car like an every-day Hyundai Sonata and this Lexus-style Hyundai Genesis V6: 18-inch wheels and tires, power sunroof, tilt and telescoping steering column with a leather-trimmed steering wheel, rain-sensing wipers, auto-defogging windshield, power rear sunshade and a 14-speaker Lexicon audio system that you can control with thumb power on the steering wheel.

Hyundai's Genesis doesn't really match up to any other car at this price. At a length of 195.9 inches overall on a 115.6-inch wheelbase, it's about the size of a Nissan Maxima or Pontiac G8 and a little larger than a Mercedes E-Class and Lexus ES 350. But there's more to all this than dimensions, because the Genesis is its own animal.

Gentle Giant
One of the first things we noticed about the 2009 Hyundai Genesis is its quietness. This is in part due to the acoustic laminated glass, yet even with the windows down and miles behind us on the highway, this car is soft-spoken. We're talking hybrid hush, meditation-room tranquility. Our readings from the sound-level meter show the Hyundai Genesis recorded fewer decibels than a Toyota Prius. It seems everything about the Genesis is quiet: the cabin, the engine and even the style.

It's calming to pilot a car so peaceful, but don't mistake this for a suggestion that this car is asleep. The 3.8-liter, 290-horsepower V6 might be quiet but it's not shy on performance. It offers 264 pound-feet of torque at 3,500 rpm, so acceleration is authoritative as well as smooth, and quick shifts from the six-speed automatic transmission are sufficient for merging into freeway traffic. You can also shift for yourself if you are so inclined (although you probably won't be).

In our track tests, the Hyundai Genesis moves from zero to 60 mph in 6.3 seconds (6.1 seconds with 1 foot of rollout like on a drag strip) and manages the quarter-mile in 14.6 seconds at 95.6 mph. The car shifts before redline in manual mode, which can be annoying when you're wringing it out at the track. Altogether, these are pretty good numbers for a luxury sedan that weighs 3,862 pounds.

It Is Enough
There is a 368-hp V8 available for the Genesis but we don't see why you would need it. The V8 offers more power, but it doesn't really deliver more performance. The Genesis V8 manages 60 mph in 5.9 seconds, and the 0.4-second improvement doesn't exactly spin your head around. Save yourself some headache at the gas pump and stick with the more fuel-efficient V6 that delivers 18 mpg city/27 mpg highway. We never found a situation where we felt we needed more oomph.

In our deceleration tests, the Hyundai Genesis's disc brakes and Dunlop SP Sport 5000M tires bring the car down from 60 mph in 117 feet. Pedal feel is excellent and the response is quick. In repeated high-performance testing, however, the brakes faded quickly. We first chalked this up to brake pads that were relatively new and not yet thoroughly bedded in, but then we encountered the same glitch when we tested the Genesis V8. At the same time, we had no problems under normal conditions and the brakes performed as expected with clean, straight stops.

Skid pad and slalom testing numbers were also impressive for a 3,862-pound car that carries 52.2 percent of its weight up front. It pulls 0.83g on the skid pad, a good number limited by the intervention of the stability control. It navigated our 600-foot slalom course at 62.8 mph. The steering could offer a little more feedback, yet the Genesis V6 is well-behaved and actually performs slightly better in our handling tests than the V8 and feels better doing it.

With a well-tuned suspension both front and rear, the Genesis V6 offers a good balance between comfort and agility, offering good damping over the bumps and not much wobble or body roll in the corners.

Not Just for Drivers
Shotgun passengers in the Genesis V6 get their own climate controls and a heated power seat. The A/C has a good variety of levels, and we appreciate that the lowest setting is really low and the system has the potential to crank up icily when you need it. Front legroom is more than other cars of this size at 44.3 inches, while headroom is also better at 40.4 inches.

Rear passengers are not forgotten. The Genesis has a backseat that actually accommodates humans who stand over 6 feet tall, and you can easily fall asleep in the soft, enveloping cushions. Even better, the backseat is roomy even with the front seats all the way back, as rear legroom is generous at 38.6 inches and there are 37.7 inches of headroom. The rear-seat A/C vents are mounted on the B-pillars, so rear passengers get cool air on their bodies instead of just their knees.

You could easily fit a couple of child seats in the rear seat of this luxury sedan and the rear power window shade can keep the sun off their sweet little heads. Or just fill the back with suitcases and get outta town. The rear seats do not fold down, although you can access the trunk via the pass-through behind the center armrest.

Speaking of the trunk, the Genesis offers 16 cubic feet of cargo capacity with a mesh tie-down to keep your goodies from rolling around. A major expedition to the outlet mall might be in order.

Bright Lights, Big City
As an everyday car, the Hyundai Genesis is a pretty sweet ride. But it also makes you look smart. Its design is quietly elegant. The car has clean lines with no harsh angles and seams. The front and rear lamps look interesting but are not showy. The Genesis doesn't scream "look at me." Its beauty is refreshingly subtle.

When you open the door, the interior lighting is bright ? you know, in case someone wants to peek inside to get a look at that handsome dash. The instrument panel's design is restrained, featuring simple, clear readouts and intuitive controls. It has all the bells and whistles you expect in a modern luxury car, without the gazillion buttons.

Name Brand, Outlet Mall Price
The 2009 Hyundai Genesis V6 is a thoroughly thought-out example of the modern luxury car, a careful assembly of all the features and all the performance that make a car special rather than just ordinary. It's everything we expect.

We're not suggesting Hyundai is ready to steal customers away from BMW or Mercedes-Benz, but Cadillac and Lexus are within reach, we think. With Cadillac and Lexus, the issue of value is as important as refinement, and in this the $36,000 Hyundai Genesis V6 makes a major statement.

To paraphrase fashion designer Coco Chanel, "True luxury is the silk lining of a coat. Only you know it's there." This is the kind of luxury that feels wonderful against your skin, yet no one can see it. And that's why the Hyundai Genesis doesn't have "luxury" stamped across its grille. This is a different statement from the Korean automaker, one that promises a quiet appreciation that content matters more than simple branding. The Hyundai Genesis is the kind of sedan that will quietly transport you around town in secret sumptuousness.

Tell your friends, but remember to whisper.

The manufacturer provided Edmunds this vehicle for the purposes of evaluation. Engineering Editor Jason Kavanagh says:
If the progress made by the Korean brands still hasn't caught your attention, the Hyundai Genesis will. Not in a literal sense ? the anonymously handsome sheet metal of the Genesis can be mistaken for a half-dozen other cars and I couldn't spot a single exterior badge bearing the word "Hyundai." Rather, there is a lot to like in the car's execution.

Start with the cabin, where the materials appear rich and noise levels have been kept to a respectably low level. Yet there is still a splash of personality in the sweep of contrasting leather across the dash. I'll take this over the played-out trend of garish chrome accents any day. Rear seat occupants can really stretch their legs, too.

Those expecting a BMW-like experience will be disappointed, as Hyundai took no chances in the Genesis' driving dynamics. Although the double-wishbone front suspension helps deliver reasonably high grip and good ride quality, the chassis could use a shot of life, particularly the isolated and over-boosted steering. Fortunately, the powertrain leaves a consistently strong impression. The V6 provides enough scoot so that the V8 is probably redundant, and the smooth-shifting transmission lives up to the car's near-luxury billing.

The Genesis might not turn the luxury sedan paradigm on its head in the way the Lexus LS 400 did all those years ago, but the content and execution of the Hyundai Genesis at this price is eye-opening.
Road Test: 2009 Hyundai Genesis V8

By Donna DeRosa, Managing Editor Email | Blog
Date posted: 08-05-2008
http://www.edmunds.com/insideline/do/Drives/FullTests/articleId=130286

Hyundai's Luxury Gambit Korean Maker's Genesis Takes On Lexus for $15,000 Less; Smooth Ride, Superb Stereo, but Will It Sell?

The Wall Street Journal Online
The Driver's Seat
By Jeff Sabatini

August 8, 2008; Page W10

Remember that old advertising tag line, "Rich enough to be served in America's finest restaurants"? In the commercials, upscale diners were filmed by hidden cameras as they heaped praise on an establishment's coffee. Then they were told it was instant Folgers and shock ensued. I'm having a similar reaction to the 2009 Hyundai Genesis. This new luxury sedan is so good at emulating its competition that if the badges were removed it could be mistaken for a Lexus GS460. I'm not saying this just because Hyundai has taken Lexus's generic and inoffensive styling to a new level. This car has every $50,000 luxury car meme, from a V8 engine that powers the rear wheels, to soft leather on the dashboard and door panels, to an excellent navigation and multimedia system. Throw in a pushbutton starter and the package is complete. About the only thing that might tip off a Lexus owner that the Hyundai wasn't his car would be the giant wad of money bulging in his pocket, since the $38,000 Genesis costs about $15,000 less. But even if money were no object you still could make a case for buying a loaded Genesis, and not because its fiveyear or 60,000-mile warranty trumps Lexus's and BMW's four years or 50,000 miles.

The interior of the Hyundai is every bit as nice as anything Lexus has ever dreamed up. The Genesis cabin has a subdued design and it's quiet, too, which is a good thing, as Hyundai offers a superb audio system. The front seats could be more comfortable, but that's my only real complaint. True, the Genesis follows BMW's dumb precedent of deploying what looks like a Pong videogame controller to operate a
complicated computer interface, for the stereo and navigation system. But Hyundai's knob is better simply because it does less.

Then there's the issue of horsepower. Hyundai bests both Lexus and BMW while returning similar fuel economy, 19 miles per gallon in combined city/highway driving. The 4.6-liter V8 in the Genesis puts out 368 horsepower on regular unleaded, which is more than the 342 horses of the Lexus, or even the BMW 550i's 4.8-liter V8, which is rated at 360 horsepower. (And yes, both competitors would have you pumping premium.) On the other hand, the Hyundai is actually a bit heavier and its 324 pound-feet of torque is less than that of either the Lexus or BMW. The reality is that these differences in power ratings will mean little on the street, as all three cars have potent motors. The more noticeable difference is in handling, as the Hyundai's ride is softer and more luxurious than sporting, befitting its larger size and roomier cabin. You could chalk this up as another win, since the Genesis beats the Lexus and BMW in legroom, both front and
back.

I could go on pointing out more ways the Genesis matches its luxury competitors, like the fact that both Hyundai and BMW source six-speed automatic transmissions from the same German supplier, ZF
Friedrichshafen, but I think you get the point. Hyundai has finally accomplished what it's been threatening to do for a while, which is to boost its value-proposition game to another level. Yet while on the surface this seems to be a brilliant strategy, Hyundai might stumble with the Genesis. The swath of the middle class targeted by this more-for-less sales pitch has been taking it on the chin recently,
what with high gas prices, tight credit and tumbling real-estate values. I'm not an economist, but I figure if these people can no longer afford to pay seven bucks for cheese-and-bacon potato skins at Bennigan's,
which recently closed the doors of its company-owned stores, they may not flock to a cut-rate luxury car, no matter how good it is. Perhaps the less expensive version of the Genesis, a V6-powered model that starts at $33,000, will look more appetizing. Regardless, Hyundai has certainly cracked the code of the $50,000 luxury sedan, showing that by its accounting Lexus owners are paying fifteen grand or more just for that badge on the hood. As much as I enjoy the way this sends up the entire class of hubristic luxury sedans, the fact remains that these cars are immensely popular precisely because they are symbols of money, power and success. The people who buy
them aren't likely to spend their year-end bonuses on a Hyundai any more than they might order Folgers Crystals after an important business lunch, no matter how good the car or cup might be.

By John Pearley Huffman, Contributor Email
Date posted: 08-17-2008

It's almost hard to write: Lexus vs. Hyundai. That's the New York Yankees taking on the Albuquerque Isotopes ? same game, different leagues. It's pitting an exalted brand name to which millions aspire, up against the bargain brand millions settle for. And yet despite that, putting the 2008 Lexus GS 350 up against Hyundai's audacious new 2009 Genesis 4.6 in a luxury sedan throw-down has resulted in one of the closest finishes ever in an Inside Line heads-up comparison test.

Yes, the Hyundai Genesis holds its own quite well against the Lexus GS 350 ? without all that pesky prestige.

Directly Incomparable
Hyundai isn't shy about its targets for the Genesis. "While Genesis will compete for customers with cars like Lexus ES, Chrysler 300 and Cadillac CTS," the company stated in a press release about the car's pricing, "Genesis' performance capabilities and luxury features are comparable to sedans costing tens of thousands of dollars more." In other words, Hyundai's strategy for hitting the luxury market target is to hit the competition where it ain't.

So the Genesis is a large, rear-drive luxury sedan that's priced like a smaller front-drive one ? at 195.6 inches long it's just 2.4 inches shorter overall than Lexus' flagship LS 460, but the $33,000 base price for the V6-powered Genesis is more than a grand cheaper than the base price of the entry-level ES 350. There isn't really anything directly comparable to the Genesis at Lexus or, for that matter, at any other manufacturer.

So the GS 350 winds up in this test for being the closest thing Lexus has to the Genesis in price, mission, character and specification. Still, the rear-drive V6-powered GS 350 is somewhat smaller than the V8-powered Genesis 4.6 and it costs more. Way more. The Genesis 4.6 carries a base price of $37,000, while the Lexus starts just under $44,000. And if we had opted for a V8-powered GS 460 as Lexus' contender, the price chasm would have grown to more than $12,000.

As tested, the GS 350 came fully equipped at $49,670. The Genesis showed up with a $4,000 Technology package and a $42,000 sticker. That's a thick $7,670 price difference, in case you haven't already made the calculation yourself. Yet the Genesis essentially matched the Lexus luxury for luxury, gizmo for gizmo.

Quality Issues
Approach the Genesis and you're immediately impressed with how substantial it seems. The body panels are perfectly formed, the paint has a lustrously deep sheen and all the parts that are supposed to be shiny, shine blindingly. The styling is strictly conservative ? it sort of looks like a previous-generation Mercedes S-Class ? but the oversized lemon zester grille, large tires and sizable chrome dual exhaust pipes successfully give it presence.

Still, the lack of any brand identification anywhere on the car except its tail will leave some buyers thinking it looks a bit, well, generic. You know, like those cars in gasoline commercials where all the logos have been removed.

In contrast to the upright Genesis, the Lexus GS's shape is lean and athletic, with sheet metal that seems drawn taut over its chassis and a fastback roof line. The Lexus is also a tighter package inside and out, with 5.6 inches less length, 2.7 inches less width, 2.2 inches less height and 3.4 inches less wheelbase.

Beautiful? Not quite, but it does look sportier, and by design. The GS, along with the smaller IS, are the sporty fare at Toyota's luxury division, while the ES and the LS sedans are for those who would hire a driver if they could.

One thing's for sure; the GS 350 is built exactly as everyone expects a Lexus to be built. This car is a study in high quality.

Luxuriously Sporty
Inside, too. In the Lexus, every surface is supple to the touch, every control operates with switchblade precision and the whole atmosphere is transcendentally soothing ? no mantra or altered states of consciousness required. And frankly, seats don't come any better-shaped than the front thrones in the GS 350.

In contrast, the Genesis' interior is where Hyundai's audacity is most obvious. With a dashboard covered in rich brown leather much the same way a Jaguar would feature burled walnut, the Genesis' interior is uniquely modern-looking without the stark asceticism of the German brands or the digitized, somewhat synthetic feel of the Lexus.

It isn't perfect, some of the plastic pieces that are left exposed are a bit cheap-feeling, the switchgear can't match the Lexus for tactile satisfaction and the wood portion of the leather-and-wood steering wheel is too slippery for its own good, but otherwise this is an interior as interesting as it is comfortable.

And it is comfortable. Although we prefer the seats in the GS, the front seats in the Genesis are very well-shaped, padded and upholstered. And they come with fractionally better legroom.

Hyundai has also done a fine job of getting the details right. The Genesis' shifter, for instance, has just the right heft and shape. It feels like it belongs in a car that wears an established luxury badge. So do its visors, cupholders and other seat controls.

Space and Luxury
Large rear door openings and more generous proportions, thanks to its longer wheelbase, make the Genesis' rear seat the better of the two. Not that it's very hard to get in and out of the Lexus' rear seat; it's just not quite as ample as the Hyundai.

The Genesis has a huge trunk with 15.9 cubic feet of space, 3 cubic feet more than the trunk in the Lexus.

When it comes to luxuries, both cars have virtually everything a modern automobile can have shoved into it, short of night vision and a personal masseur. Of course air-conditioning and all the stuff that should be power-operated is standard on both cars, but both also have optional navigation systems, although the system in the Lexus is slightly simpler to operate (Hyundai has come perilously close to cloning iDrive with its knob-centric central controller), and both feature optional rearview cameras that display what's behind the car on the nav screen. Both also have lots and lots of very smart airbags and standard stability control.

Strangely, while the Lexus has heated and cooled seats for both the driver and front passenger, Hyundai puts heat on both those chairs in the Genesis, but restricts the cooling system to the driver side only.

On the other hand, only the Genesis offers iPod integration. Frankly, it's a slow, clumsy integration that seems to spend more time hunting for tracks than actually playing them, but it's more useful than the cassette deck in the Lexus.

Engineered Like Other Cars in the World
Both the GS and Genesis are built around hefty steel unibody structures. Both have sophisticated multilink all-independent suspension systems both front and rear. And both cars showed up wearing 18-inch wheels and very similar tires. The Lexus wears optional 245mm-wide Dunlop SP Sport 5000 DSST run-flat, all-season performance tires, while the Hyundai's standard Dunlop SP Sport 5000s are not run-flats and only measure 235mm across.

However, there are major differences in their engine bays. The GS 350 is powered by Toyota's ubiquitous 3.5-liter, 24-valve V6 which, thanks to variable valve timing, is rated at a healthy 303 horsepower in this application. In contrast the Genesis has a big, honkin' V8 under its hood ? packing 4.6 liters and 32 variably controlled valves ? making a claimed 375 hp (when running on premium fuel). Both are backed by six-speed automatic transmissions that can be shifted manually.

According to our scales, the GS 350 weighs in 320 pounds less than the Genesis and that helped it score a 5.7-second 0-60-mph time and run through the quarter-mile in 14.0 seconds at 99.5 mph. The Genesis, despite its larger, more powerful V8, was slower, completing those same feats in 5.9 seconds and 14.1 seconds at 101 mph.

Pity the Fuel
Frankly, better times were expected from the Genesis considering its engine size and claimed output. But the Hyundai V8 lacks eagerness; it just sort of slowly builds speed instead of racing ahead ? like the world's smoothest and quietest truck engine. In part-throttle driving, that's responsive enough. But it's an underachieving performance and the Genesis powered by a V6 isn't that much slower, hitting 60 mph in 6.3 seconds while operating nearly as silently and returning slightly better fuel economy.

In contrast, the Lexus' V6 is an overachiever. It may only be rated at 303 hp, but each of those ponies has been eating right, working out regularly and living a wholesome, clean-cut existence.

Getting the V6 in the GS may sound like a compromise compared to the 4.6-liter V8 that comes in the GS 460, but in reality GS 350 drivers will never feel as if they're sitting behind anything except a perfectly wonderful, quiet, silken and wholly adequate power plant.

A Matter of Degrees
But ultimate speed isn't what these sedans are all about. These aren't sport sedans like the BMW 5 Series or Infiniti M that engage the road and then go about the business of filleting it. They're luxury machines first, with just enough feedback through their controls to keep the driver from nodding off.

And they drive like the isolation chambers they're meant to be. These cars are quiet and smooth. Almost equally so. They both waft over road divots that would bounce other cars up and over two lanes, and their engines whirr along so smoothly that actually seem to smooth out any vibration in the earth's rotation.

In short, Hyundai obviously had Lexus in mind when it went about creating the Genesis. And the Genesis drives pretty much like a Lexus (outliers like the current IS F notwithstanding).

The Same, Only Different
Still, there are differences. Remarkably slight differences. On the road, the Lexus' body rolls more through corners, but its steering is more precise than the Hyundai's and provides better feedback. Blitzing in the Genesis, however, is helped by an easygoing ability to maintain super-legal speeds without ever losing composure, and a tremendous highway ride that's slightly better controlled than the GS 350's.

Luxury might come before sport with both these cars, but both are exceptionally stable on the road and capable of higher cornering limits than their comfort levels may suggest. And on our test track, it was all but a tie. The Hyundai stuck a bit better on the skid pad (0.83 vs. 0.81g), while the Lexus was a bit quicker through the slalom (65.2 vs. 62.6 mph).

Their brakes perform about the same, too. The Genesis stopped from 60 mph a foot shorter than the GS 350 (114 vs. 113 feet), but the Lexus' brakes were more resistant to fade.

In fact, the one significant performance difference came in observed fuel consumption. The Lexus drank premium at the rate of 22.9 mpg, while the Hyundai slurped it up at a 17.6 mpg rate.

Degrees That Matter
Helped greatly by its huge price advantage, the Hyundai Genesis edges out the Lexus GS 350 by a cumulative score of 68.5 to 66.3. It just doesn't get closer than that.

But remember, Inside Line's algorithms and criteria don't control for the intangible of prestige. And it could well be that in this status-conscious market segment, paying extra money for that Lexus badge may be worth it to a lot of buyers. After all, they didn't work hard all their lives to retire, take out a reverse mortgage and drive a Hyundai.

Though some of them may be shocked to know that now Hyundai can be mentioned in the same breath as Lexus without convulsive laughter soon following.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

http://www.edmunds.com/insideline/do/Drives/Comparos/articleId=130686?tid=edmunds.il.home.photopanel..1.*

Hyundai made it clear that the 2010 Genesis Coupe is targeting the
newest American muscle cars and BMW's perennial powerhouse when it released the car's specifications
on Thursday.

Date posted: 10-31-2008
FOUNTAIN VALLEY, California ? Hyundai made it clear that the 2010 Genesis Coupe is targeting the
newest American muscle cars and BMW's perennial powerhouse when it released the car's specifications
on Thursday. Hyundai notes the 3.8-liter Genesis coupe weighs in at 3,402 pounds and has a better
power-to-weight ratio than the BMW 335i, Chevrolet Camaro LS or Dodge Challenger.
The Genesis Coupe's base engine is a 2.0-liter turbocharged inline-4 making an estimated 220 horsepower and
223 pound-feet of torque. A six-speed manual will be the standard transmission; a five-speed automatic is
optional. Top speed is expected to be 137 mph, with highway fuel economy estimated at 30 mpg. Hyundai will
offer a Track model of the four-cylinder coupe, but the top four-banger will be the R-Spec model with performance
add-ons and comfort conveniences targeted at tuners.
The second engine, a 3.8-liter V6, is the weapon the Koreans hope to use to swipe market share from the U.S.
makers' products and from BMW. It will make about 310 hp and will be paired to a six-speed manual or automatic
transmission. Top speed is predicted to be 149 mph.
The 3.8 Track model mates the V6 engine with four-piston Brembo brake calipers, a limited-slip differential and
19-inch gunmetal wheels wrapped in high-performance summer rubber. A tweaked suspension includes stiffer
springs, new dampers, a 25mm stabilizer bar in the front and a 22mm stabilizer bar in the rear. Aluminum pedals,
foglamps, a rear spoiler, a blacked-out rear fascia and aero windshield wipers are also included on the Track car.
In total, there are seven models of the Genesis coupe. Standard equipment includes keyless entry, USB audio
and Bluetooth connectivity and steering-wheel audio controls. Range-topping trims offer features like xenon HID

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