2006 Hyundai Sonata Road Test

2006 Hyundai Sonata Road Test May 6, 2005 by Trevor Hofmann / American Auto Press Building a New Midsize Benchmark Just how good the upcoming Sonata is came as no surprise to me when I tested it last week in and around the San Francisco area. It seems that everything Hyundai has brought out in recent years has either been leading its respective market segment, for quality, driving dynamics and refinement, or on par with the front runners. I was duly impressed with the current generation Sonata when it was introduced in 2001 as a 2002 model. It featured a well put together interior, comparable ride and handling characteristics to its Japanese competitors, a long list of standard and optional features for a value packed price, plus dramatic styling. The new 2006 Sonata follows the same well-proven pattern as the old car, with tight, perfectly aligned body panel gap tolerances, an impressively executed interior worthy of comparison to the segments best, Lexus-like silence from the engine compartment, a wonderfully sorted chassis that delivers a comfortable ride while still managing to feel sporty through the corners, an even longer list of standard and optional features, and slightly less dramatic but nevertheless very attractive styling. Starting with my last point, the new Sonata isn’t trying to appear like a premium product anymore, a criticism initially given to the current generation car that features a bold grille, Mercedes-Benz-like circular headlamp clusters, a Jaguar-like profile and a considerable dollop of chrome bright work. I happen to like the old cars styling very much, and to Hyundai’s credit one was on hand to remind all present at the event just how good the outgoing car is. The new Sonata has doffed its stately image, however, for a much sportier one. Then again, its not attempting to take on the likes of the Mazda6 or Nissan Altima for sports sedan buyers, as no manual transmission will be offered with its 6-cylinder engine, but compared to a current Toyota Camry or Honda Accord, the new Sonata looks lithe and limber, capable of taking on hill, dale, undulating underpass or bending byway, serpentine S-curves or seemingly unending freeway straights, at high speed. To that end, the Sonata doesn’t merely talk the sport sedan talk, but it unabashedly walks the walk. The winding coastal roadways north of San Francisco, which included the stunningly picturesque Highway 1, were ideal test-beds for the new Hyundai. Not only are these routes overly circuitous, but during some stretches pavement is at a premium, making driver and passenger appreciative of a compliant suspension. Despite the heroic ride quality, the Sonata was even more confidence inspiring through the corners. Body lean was surprisingly limited, tire squeal only noticeable when the car began to under steer slightly, and then only as a precautionary measure necessary to impress upon the driver that inertia must eventually pay tribute to the forces of gravity. In other words, this thing handles so well that the aggressively piloted BMW 5-Series to my rear was never once held up by the comparatively "pedestrian" Hyundai. I use the somewhat derogatory term only because Hyundai’s have long been respected for value, but by the general populace, never considered to be driver’s cars per se. The new Sonata, like the sporty compact Tucson SUV that was launched earlier this year, will go far in redefining the South Korean brands image. Getting technical, the suspension responsible for the taut handling is independent all-round, featuring a double wishbone setup with coil springs, gas-charged hydraulic shock absorbers and a 25 (0.98 inch) to 26 mm (1.02 inch) diameter anti-roll bar, depending on 4- or 6-cylinder applications respectively, up front, while the rear suspension gets a sophisticated independent multilink design, featuring coil springs, gas-charged hydraulic shock absorbers and a 15 mm (0.59 inch) anti-roll bar. The steering system is rack and pinion, and power assisted. There’s no noticeable torque steer at anytime either, which makes for controlled full throttle acceleration. Building the cars image up even further is a winning drive train combination. Base Sonatas receive a rev-happy 2.4-liter 4-cylinder, with all the technologically advanced trappings of its Japanese counterparts. Counter-rotating balancing shafts make it so smooth at idle, that my colleague and I had trouble determining if it was actually running. A quick stab at the throttle confirmed it was primed and ready for action, a realization that was immediately backed up by a willingness to perform. I found the base model, with the 5-speed manual, as enjoyable to drive as the five-speed automatic-equipped 3.3-liter V6, but for different reasons. First, I love do-it-yourself gearboxes, and the Sonatas is a real treat. The clutch associated with it is also extremely easy to operate, a touch on the light side, but this should be appreciated by the majority of users. Its 162-horsepower moved the large car along at a brisk pace, not as quickly as the V6, of course, but plenty fast for even an above average, or maybe I should rephrase, enthusiastic driver. The engine makes 164 lb-ft of torque, which makes tractability with an automatic quite decent as well, and the base four-speed unit features Sportronic manual-mode, unusual for base engines in the midsize sedan class. The autobox is ultra-smooth during shifting too, while shifting down when needed for passing without hesitation. The five-speed automatic and 3.3-liter V6 is an even smoother combination, while delivering up all the motivation needed to hustle the big sedan down the road at a brisk pace. A maximum of 235-horsepower is available at 6,000 rpm, with a full 226 lb-ft of torque coming on at a very tractable 3,500 rpm, which all translates into an extremely energetic car off the line or while passing on the highway. Its continuously variable valve timing (CVVT) system optimizes power delivery as well as fuel economy, which in base GL trim with a five-speed manual equals a stellar 25 mpg in the city and 37 on the highway. I think what makes the Sonatas performance and fuel economy numbers so impressive is the sheer size of the car. Yes, its larger than any of its main competitors despite looking efficiently sized, especially noticeable inside the cabin. A person can positively stretch out in back and there’s so much headroom that I heard no complaints of cramped quarters during the launch. Its trunk is also gigantic at 16.3 cubic feet. The trunk lid pulls up high and out of the way, creating a large opening capable of swallowing more than most of its competitors. The rear seatbacks fold flat too, which makes for a very utilitarian hauler when called upon. Hydraulic motor mounts, generous use of sound deadening materials and that compliant suspension make sure that the Sonatas cabin is as quiet as it is comfortable, no matter the velocity or road surface conditions. The car was so refined that it has me quite certain the Korean brand could one day soon take on the best in the business with a premium product, mirroring what Toyota did with Lexus fifteen years ago. But I’m getting ahead of myself. The Sonata isn’t about to dissuade any Lexus ES 330 buyers away from their trusted brand, but it no doubt will continue to shake up the Japanese status quo as its predecessor did. This last point was made crystal clear when the brands Hyundai Sonata was awarded top Entry Midsize Car in the 2004 J. D. Power and Associates 2004 Initial Quality Study (IQS), which came out last year. In the same U.S.-based survey, the Hyundai nameplate ranked 7th out of 37 brands with 102 problems per 100 vehicles, which was second among entry-level brands behind 4th place Honda, with 99 problems per 100 vehicles, and 9th place Toyota, with 104 problems per 100. While J. D. Power and Associates 2004 Vehicle Dependability Study (VDS) showed Hyundai near the bottom of the barrel, ranked in 32nd of 37 nameplates, with 375 problems per 100 vehicles, the study surveys owners of three year old vehicles, and doesn’t necessarily reflect the ownership experience a new 2005 model year buyer can expect. Rather, the brands rise in J.D. Powers IQS, placing it ahead of Toyota, is a sign that its VDS scores are about to dramatically improve as well. Driving this point home is a new survey by another independent and highly influential organization, Consumer Reports magazine, which rates the Sonata highly to say the least. With only 2 problems for every 100 vehicles sold, Consumer Reports has dubbed the 2004 Sonata the "single most reliable vehicle" available in the U.S. This Consumer Reports rating, of course, has the Sonata besting Hondas Accord and Toyotas Camry for top dependability honors, as well as every other midsize rival on the market. The Hyundai brand overall is also the entry-level class leader at 11 problems per 100 vehicles, tied with luxury nameplates Lexus, made by Toyota, and Infiniti, Nissans premium division. So how did Consumer Reports arrive at its decision? It surveyed its subscribers and came up with more than 810,000 responses of car owners and lessees, which incidentally is about 20 percent more than last years 675,000 respondents. This total is the greatest number of car owners surveyed by any independent organization, J. D. Power and Associates included, making the results all the more satisfying for Hyundai’s team of executives and employees as well as its many Sonata owners. You’d think that with North Americas most reliable vehicle Hyundai could charge a premium, but the opposite is true. The well-equipped base GL will start at only $17,895, and feature air conditioning, cruise control, power windows and locks, keyless entry with an alarm, power heated exterior mirrors, a leather-wrapped steering wheel and shift knob, an AM/FM/CD/MP3 audio system, active headrests, six airbags, ABS brakes with Electronic Brake Force Distribution (EBD), Electronic Stability Control (ESC), traction control, and more, all standard. It only takes an extra $900 for an automatic, or $1,500 for the GLS 4-cylinder model, that includes the automatic gearbox, audio controls mounted on the steering wheel, drivers seat lumbar support, automatic light control, trip computer, premium door sill plates, floor mats and fog lights. The GLS is also equipped with chrome window belt molding, metal-grain interior trim accents (with gray interior) or wood grain interior trim accents (with beige interior), and 16-inch alloy wheels - 16-inch steel wheels with wheel covers and Michelin MXV tires are standard on the GL. An additional package adds a power glass sunroof and power driver’s seat and an electro chromic auto-dimming rear view mirror with Home Link and a compass. The GLS V6, at $20,895, adds the upgraded engine and transmission, of course, plus all option package items offered with the top-line 4-cylinder model. An additional Premium-Sport package includes the power/tilt sunroof, 17-inch alloy wheel/Michelin Pilot tire package, power driver’s seat and an electro chromic auto-dimming rear view mirror with Home Link and a compass. The top-line LX, starting at $22,895, includes everything offered in the other packages as standard equipment, plus leather seats with heated cushions up front, a powered driver’s seat, wood grain interior accents, a comfortable sliding center armrest between the two front seats, a telescopic steering wheel, and solar control glass. Also included are adjustable foot pedals, automatic climate control with air filtration, an electronic chromic mirror, a trip computer and Home link system with an integrated compass. Additionally, a package can be added which includes the power/tilt sunroof and a CD changer with subwoofer and component amplifier. Altogether, a fully loaded Sonata LX comes at a price where most of its rivals are merely warming up. Truly, opt for similar features with Accord, Altima or Camry, and you’ll be paying at least $4,000 more. Yes, Hyundai’s rivals had better keep a sharp lookout for the rising South Korean automaker, both here at home and abroad. The South Korean automaker wont catch up to the Japanese giants global dominance for quite some time, or maybe never, but Hyundai will be a constant thorn in Toyotas side as it vies for many of the same customers by offering top-tier reliability, attractive styling, and with the addition of its upcoming all-new 2006 Sonata, enhanced performance and superb interior quality. The brands low prices and better than average warranty won’t hurt its prospects either. I’m not going to go so far as to say the Sonata is the hands-down class leader, because there are too many good cars in the midsize class, with varying biases toward sport and/or comfort. The Sonata is, however, one of the best at balancing the sport/comfort equation, and therefore should find an ever increasing following. Opt for similar features with Accord, Altima or Camry, and you’ll be paying at least $4,000 more. Yes, Hyundai’s rivals had better keep a sharp lookout for the rising South Korean automaker, both here at home and abroad. The South Korean automaker wont catch up to the Japanese giants global dominance for quite some time, or maybe never, but Hyundai will be a constant thorn in Toyotas side as it vies for many of the same customers by offering top-tier reliability, attractive styling, and with the addition of its upcoming all-new 2006 Sonata, enhanced performance and superb interior quality. The brands low prices and better than average warranty won’t hurt its prospects either. Source: http://www.automobile.com

All-New 2007 Hyundai Entourage Earns The Insurance Institute for Highway Safety's Top Safety Pick Award

All-New 2007 Hyundai Entourage Earns The Insurance Institute for Highway Safety's Top Safety Pick Award Entourage Earns Good Ratings in All Institute Tests April 17, 2006 FOUNTAIN VALLEY, Calif. - The Hyundai Entourage has earned the Insurance Institute for Highway Safety's (IIHS) highest honor - the gold "TOP SAFETY PICK" award - the best rating ever for a minivan in a recent evaluation by the Institute. Entourage is also the first Hyundai to receive a gold award for good crashworthiness ratings. "We are thrilled that Entourage is the gold standard for safety among minivans," said John Krafcik, Hyundai's vice-president of product development and strategic planning. "This award demonstrates our growing leadership in occupant protection, and complements our industry-leading position in the standard application of the industry's most effective life-saving technologies, such as Electronic Stability Control." The Entourage achieved this award by receiving a "good" rating for front, side and rear crash protection.

STANDARD SAFETY FEATURES

The all-new 2007 Entourage continues Hyundai's leadership in standardizing the industry's most effective safety technologies. The new Entourage features six standard airbags, including side air curtains for all three rows of seats and Electronic Stability Control. Head- and torso-protecting side impact protection and active driver aids such as ESC have been proven to be extremely effective in reducing fatalities on the nation's roads: * Head-and Torso-Protecting Side Air Bags: The (IIHS) reports a 45 percent fatality reduction among drivers involved in driver-side collisions when protected by a combination of torso-protecting side air bags and head-protecting side air curtains1. * ESC: The National Highway and Traffic Safety Administration (NHTSA) reports a 35 percent reduction in single vehicle crashes for passenger cars, and a 30 percent reduction in fatal single vehicle crashes in cars equipped with this technology. For SUVs, the numbers are even higher, with a 67 percent reduction in single vehicle crashes for SUVs and a 63 percent reduction in fatalities. ESC compares the driver's intended course with the vehicle's actual response. ESC then brakes individual front or rear wheels and/or reduces engine power as needed in certain driving circumstances to help correct understeer or oversteer. Entourage joins Santa Fe, Tucson, Sonata and Azera in Hyundai's growing lineup with standard ESC - a commitment to this sophisticated and effective automotive safety technology that is unmatched by any other non-luxury automotive brand. By the end of 2006, vehicles representing approximately 70 percent of Hyundai's sales volume will come equipped with standard ESC, a level unsurpassed by any non-luxury brand. Front (11.7-in.) and rear (11.9-in.) disc brakes are standard and are coupled with a four-channel Anti-lock Braking System (ABS) that includes Electronic Brake force Distribution (EBD) to optimize brake performance even with differing vehicle loading. All seating positions feature three-point seatbelts and adjustable head restraints. Front seat active head restraints help prevent whiplash by automatically reducing the space between a front occupant's head and the head restraint during a rear collision, and are highly recommended by safety-focused organizations such as IIHS.

BUILDING A TRADITION OF SAFETY LEADERSHIP

Hyundai's commitment to standardizing key safety features began with the application of standard side airbag protection across its lineup in 2003 - making it the first non-luxury brand to achieve this level of passive safety technology. In 2004, Hyundai introduced the Tucson, the first under-$20,000 SUV with standard ESC and six standard airbags. And in the spring of 2005, Hyundai introduced the all-new 2006 Sonata, the industry's first and only mid-size sedan with standard ESC and six airbags, all at a starting price well under $20,000.

STANDARDIZING THE MOST EFFECTIVE SAFETY TECHNOLOGIES

The all-new 2006 Azera full-size premium sedan took Hyundai's safety package one step further. Azera integrates standard rear seat-mounted side-impact airbags to the already impressive package found on Sonata and Tucson, bringing the total number of airbags to eight. It also features anti-whiplash front active head restraints and ESC. The redesigned 2006 Accent set a new benchmark in the entry-level car category by being the first vehicle in its class with standard ABS and six airbags. Even Hyundai's sporty Tiburon coupe already comes complete with standard ABS and seat-mounted side-impact airbags. The completely redesigned 2007 Santa Fe SUV, will also lead its segment in standard safety features including ESC, front seat-mounted side-impact airbags, side-curtain airbags for all three rows and active front head restraints, when it goes on sale this summer. Hyundai's all-new 2007 Elantra, just revealed at the New York International Auto Show, features segment-leading standard safety technology, including six airbags, 4-wheel disc brakes, active head restraints and ABS. "Other manufacturers have recently introduced all-new products and have chosen to make side air bags or ABS expensive options, to give the impression of a low starting price," said John Krafcik, Hyundai's vice-president of product development and strategic planning. "Our customers tell us overwhelmingly that they expect effective safety technologies to be standard in every car, and we agree. From the premium Azera full-size car to the entry-level Accent, each new Hyundai model is equipped to lead its segment in the standard application of the industry's most effective safety technologies." Hyundai Motor America, headquartered in Fountain Valley, Calif. is a subsidiary of Hyundai Motor Company of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced by more than 700 Hyundai dealerships nationwide. 1Braver, E.R. and Kyrychenko S.Y. 2003. Efficacy of side airbags in reducing driver deaths in driver-side collisions. Arlington, VA: Insurance Institute for Highway Safety. 2NHTSA's Light Vehicle ESC Research Program, June 9, 2005, Dr. W. Riley Garrott, Garrick J. Forkenbrock; National Highway Traffic Safety Administration Vehicle Research and Test Center. Source: autospectator.com

2007 Hyundai Entourage Preview

Think back, say ten years ago. And imagine, back then, pulling up at your little one’s school in a Hyundai minivan. Oooh, how the mothers would talk. No amount of cookie dough donations would rid you – and your family – of the nasty poor family reputation in suburbia. Pretty soon there would be care packages, hand-me-downs, and job offers at “my husband’s” plant… Things sure have changed since then. Today, pull up in a Hyundai minivan and the mothers’ tongues will still wag – this time, however, it would be about how smart you are, despite your public school education. Hyundai’s come a long way, indeed, and the debut of its new 2007 Entourage minivan at the 2006 Chicago Auto Show will serve to cement the Korean company’s reputation as a major, reputable automaker in the U.S.

The 2007 Hyundai Entourage is a pretty minivan rolling out right when Ford and GM are pulling back in this segment, leaving the small yet important group of family-minded buyers to imports and Dodge Caravans. Hyundai’s family conveyance stands a good chance of being considered an excellent choice for those looking to save a little money over segment leaders like the Honda Odyssey and Toyota Sienna, and who don’t like the features and/or styling of the Kia Sedona. Of course, that’s a little disingenuous: the Entourage is Hyundai’s version of Kia’s successful Sedona. At first glance that may seem silly – to sell essentially the same minivan with two different brands – but heck, Chrysler, Ford, and GM have been doing it for years. Okay, so maybe that’s not such a hot example. Shoppers can rest easy, however, in the knowledge that there will be plenty of differences between the Entourage and the Sedona. Similarities, however, will be the things people love about Korean-built cars, namely the price, the warranty and their increasing reputation as quality-built vehicles. Available in GLS, SE and Limited trims, the Entourage is well-equipped no matter which one you buy. For example, a 2007 Entourage, with standard Electronic Stability Control (ESC), six airbags, anti-whiplash active front head restraints, a 3.8-liter V6 engine, and more will be priced at $23,795. Highlights of the GLS model include those features plus an Anti-lock Braking System (ABS), 16-inch wheels, power windows, power door locks and remote keyless entry. Roof rack side rails are also standard. Inside are active front head restraints, dual front airbags, front seat side-impact airbags, and side curtain airbags. Other features include premium cloth seats, a tilt steering wheel, cruise control, dual vanity mirrors, a front armrest, and a fold-flat third-row seat. Hyundai SE and Limited models add more luxury, 17-inch wheels, heated seats, and a rear seat entertainment system, among other features.

Someone once said the minivan segment was dead. Hah. It was only taking a nap, and it’s back now, with a strong import vibe that’s only getting stronger with the introduction of the 2007 Hyundai Entourage. For Ford and GM, this minivan is bad news of the worst kind: obsessed with losing market share to Japanese automakers such as Honda and Toyota, the two domestic automakers have recently all but conceded the minivan market to the likes of the Odyssey and the Sienna. Now, here comes Hyundai/Kia, with the impressive Entourage and Sedona. Should the Hyundai Entourage get a warm reception from American families, it will make regaining minivan competitiveness all but impossible for Ford and GM, and put pressure on DaimlerChrysler’s Grand Caravan.

All Hyundai Entourage minivans get a 3.8-liter V6 engine that produces 242 horsepower and 251 lb.-ft. of torque, and is mated to a five-speed automatic transmission with Shiftronic manual control. The Entourage rides on the same minivan platform as the Sedona, with a 118.9-inch wheelbase that is longer and wider than the competition, according to Hyundai. Hyundai engineers also claim that the Entourage has the tightest turning radius in its class, a big deal for minivan drivers. Steering is handled by a speed-sensitive rack-and-pinion system, and the Entourage rides on a four-wheel independent suspension system. Perhaps most notable about the Entourage, however, is the long list of standard safety features. All Entourages get a bevy of passive and active safety systems, including side impact and side curtain airbags, traction control and more. Just these two safety devices – traction control and side curtain airbags – can make any car significantly safer to drive.

The 2007 Hyundai Entourage looks to offer most of the features a minivan family requires. For example, there’s a folding center tray table with four cupholders, folding sideview mirrors, a tilt steering wheel, optional power adjustable pedals, power dual rear sliding doors, power windows, and an adjustable conversation mirror. The interior has a two-tone color scheme with wood grain or metal grain accents. Leather seats are standard in the Limited model, as are a power tailgate, heated front seats, and an electroluminescent instrument cluster. A rear-seat entertainment system with an eight-inch LCD monitor, backup warning sensors, and a premium audio system with surround sound are also available. The Entourage also features flip-and-fold second-row seats, and a hiding third-row seat with a 60/40 split fold-into-the-floor design.

Ford, with its aging Freestar, may as well close that plant in addition to all the others that are getting shut down. General Motors – that Theta platform on which you’re building a new generation of crossover vehicles better be pretty darn good, ‘cause if it’s not, or if the features and safety equipment fall short compared to the likes of the 2007 Hyundai Entourage, well, gee, maybe you can make up the difference in Tahoe sales. Based on our drive of the Sedona and the price and features of the Entourage, we’d say that Kia and Hyundai are in the minivan game big time.

The 2007 Hyundai Entourage will be available this spring. Sticker price for a well-equipped Entourage is about $23,795. The Entourage comes in three distinct trim levels: The well-equipped GLS, high-value SE, and premium Limited.

Base Price: $23,795 Engine Size and Type: 3.8-liter V6 Engine Horsepower: 242 at 6,000 rpm Engine Torque: 251 lb.-ft. at 3,500 rpm Transmission: Five-speed automatic with manual mode Curb weight: 4,378 - 4,646 lbs. EPA Fuel Economy: 17/27 mpg Length: 202 inches Width: 78.1 inches Wheelbase: 118.9 inches Height: 75.1 inches Max. Seating Capacity: 7 Max. Cargo Volume: 141.5 cu.-ft. (seats removed) Competitors: Buick Terraza, Chevrolet Uplander, Chrysler Town & Country, Dodge Grand Caravan, Ford Freestar, Honda Odyssey, Kia Sedona, Mazda MPV, Mercury Monterey, Nissan Quest, Pontiac Montana SV6, Saturn Relay, Toyota Sienna

Source: autobuytel.com

A sea change for Hyundai flagship: Hyundai Azera

A sea change for Hyundai flagship March 20, 2006 BY DAN JEDLICKA AUTO WRITER The redesigned, sleeker 2006 Hyundai Azera replaces the XG350 as the automaker's flagship sedan and is out to get such cars as the Toyota Camry and Ford Five Hundred. Maybe yes -- maybe no. Despite Hyundai's major quality improvements to its cars, the Azera doesn't have the rock-solid feel of the Camry or Five Hundred. However, the South Korean automaker says the generally refined Azera costs less than rivals when comparably equipped. The front-drive Azera's interior is quiet, except for noticeable tire noise on coarse surfaces that detracts a little from the car's "premium sedan" billing. Hyundai also wants the Azera to draw owners of its lower-line models -- and even those who drive an XG350. That car was decent but not very special. The new Hyundai is slightly longer, wider and roomier than the XG350. HYUNDAI AZERA PRICES: $24,335-$26,835 LIKES: Fast. Nice ride. Roomy. Stylish. Decent handling. DISLIKES: Tire noise on some roads. Occasional bouncy ride. Touchy brake pedal. The Azera also is far more powerful, with a 3.8-liter, 263-horsepower V-6 replacing a 3.5-liter V-6 with 194 horsepower and much less torque. The engine works with a responsive five-speed automatic transmission and offers slightly better fuel economy than the less powerful V-6. The quiet, smooth 3.8 V-6 has a wimpy exhaust sound but the main thing is that it provides solid acceleration in town and during 65-80 mph passing maneuvers. The Azera delivers an estimated 18 mpg in the city and 27 on the highway, compared with 18 and 26 for the old V-6. Azera economy figures are about right for a fairly big, roomy gasoline-engine sedan that weighs 3,629 pounds. The Azera is no sports sedan, despite sleek lines and nifty dual exhaust outlets. But it steers and handles well and the ride is smooth, although occasionally bouncy. Stopping distances are short, but the rather touchy brake pedal needs a more linear action. The Azera comes as the standard $24,335 SE and $26,835 higher-line Limited, which has such features as sumptuous leather upholstery. As always, Hyundai seeks to attract buyers with lots of standard comfort, convenience and safety equipment -- and an unusually long warranty. Some car buyers might not feel that the five-year/60,000-mile bumper-to-bumper warranty is all that impressive. But most are blown away by Hyundai's 10-year/100,000-mile powertrain (engine and transmission) warranty -- although few people keep a car that long. The Azera recalls the French word "azure," the color of blue skies and a color that reflects Hyundai's optimistic hopes. While American automakers had sales woes last year, U.S. sales of South Korea's Hyundai jumped to 455,012 vehicles from 418,615 in 2004. Sales through February rose to 64,227 units from 59,949 in the same year-ago period, and the Azera was too new to be included in the 2006 total. Standard for the SE are air conditioning with dual-climate controls, tilt/telescopic/leather-wrapped wheel with radio and climate controls, cruise control, power driver seat, AM/FM/CD/MP3 player, split-folding rear seat, heated and decent-sized power mirrors and power windows and door locks with remote keyless entry. Besides leather upholstery, the Limited adds heated front seats, power front passenger seat, woodgrain/leather-wrapped wheel, power rear sunshade and wider tires on larger 17-inch (vs. 16-inch) wheels. Both versions are loaded with safety items. There are no less than eight air bags, including front and rear side-impact air bags and side-curtain air bags for both seating rows. Also standard are electronic stability control and traction control systems and anti-lock brakes with electronic brake distribution for surer panic stops. Optional for both Azera versions is a sunroof, and the Limited can be had with optional power-adjustable pedals and integrated memory system for the driver's seat, outside mirrors, steering column and pedals. That option lets two drivers in a family quickly get their most comfortable driving positions. The Azera is exceptionally roomy, especially in the rear-seat area, and front seats are moderately supportive during spirited driving. The interior allows comfortable room for four tall adults -- or for five if a third rear passenger is slender. Outside doors open wide and have large handles for quick entry. Inside door handles are moderately sized, but all doors have thick, handy interior grab bars that allow them to be easily yanked shut -- an unusual, helpful feature. The Azera has a large windshield and an airy interior without the cheap, gray look of past South Korean sedans. There's good all-around visibility, and Lexus-style backlit gauges can be read quickly under various lighting conditions. Controls and cupholders are conveniently placed. Some people still do smoke, and the Azera provides a front ashtray and cigarette lighter. Climate and audio controls are small, but designed to be used with a minimum of fuss. The dashboard and console contain decent storage areas. And doors have storage pockets, with the front ones having a snap-open feature usually found in costlier cars. The large, fold-down rear center armrest contains cupholders and doesn't seem like an afterthought. The roomy trunk has a wide opening for quick unloading during rushed drop-offs at airports, and its inner lid's pull-down handle prevents hands from getting dirty on the outside lid. Seatbacks flip forward and sit flat to increase cargo capacity via a fairly large pass-through opening. The hood raises smoothly on a hydraulic strut to reveal easily reached fluid filler areas in the engine compartment. No doubt the Azera will outdo its predecessor because it's a better car, with above-average value. Source: suntimes.com

The Road Narrows For Hyundai

The Road Narrows For Hyundai

With the rising won and runaway costs choking margins, it has to regroup fast Hyundai Motor Co. hardly seems like a manufacturer in distress. At a time when Detroit is barely hanging on, the Korean auto manufacturer's global sales last year climbed 10.8%, to 2.5 million vehicles. In the U.S. they were up 8.7% after surveys showed that new Hyundais match the best Japanese brands in quality. So why has Hyundai Chairman Chung Mong Koo suddenly put his company into "emergency" mode, saying Hyundai's very survival is at stake? The reason: a profit squeeze. Even as Hyundai's sales have soared, operating margins narrowed to 4.1% in the latest quarter, down from 9.9% in the second quarter of 2004. For 2005, profits fell by nearly a third, to $1.43 billion. Hyundai executives blame a strengthening currency as Seoul has stopped intervening to hold the won down. The won now stands at around 970 to the U.S. dollar, 22% stronger than two years ago and nearly double what it was in 1998. "We've met all the targets in our control: production, sales, and market share," says Senior Vice-President Hwang Yoo No. "But the revaluation of the won has been too fast. "The won's strength comes at a bad time. U.S. carmakers are offering discounts of up to $4,000 on each of their cars, and the Japanese are enjoying a relatively weak yen. Hyundai, meanwhile, is spending like crazy. It raised its research and development budget to $1.75 billion in 2005, more than double 2002's level, and has committed some $3 billion over five years to help parts suppliers improve quality. And its material costs have jumped 20% in the past two years, according to Saxmsung Securities Co. "The real test for Hyundai management is just beginning," says Samsung Securities analyst Kim Hag Ju, who sees a margin of just 3.1% for the quarter ending in March. "How Hyundai will control costs in the high-won era will make it go either the Toyota way or the Mitsubishi way," says Hyundai's Hwang. BUFFING ITS IMAGE Mitsubishi Motors, of course, almost collapsed. So Hyundai is taking a page from Toyota Motor Corp., which has dodged high costs at home by manufacturing overseas. Of the 2.9 million cars Hyundai aims to sell globally this year, about a third will be built abroad, including 270,000 Sonata sedans and Santa Fe SUVs due to roll out of an Alabama factory Hyundai opened last May. It's boosting output in India and China, and also may open a factory in the Czech Republic. Hyundai's strategic challenge involves more than ducking the effects of the won. "Hyundai has extremely aggressive sales targets," says J.D. Power & Associates President Stephen Goodall. "The targets are realistic if their quality improvements can hold up." But quality isn't cheap, and Hyundai still can't charge the same premium as Toyota. Today the Sonata costs about 10% less than Toyota's Camry, though that difference has shrunk from 15% four years ago. The only way to close the gap is to spend even more buffing its image and improving its lineup. In the U.S., a revamped Sonata and Santa Fe, as well as a new $25,000-plus sedan called the Azera, are supposed to give the brand a boost. Hyundai might also create a new nameplate for its first true luxury model, a rear-wheel-drive sedan codenamed BH that's expected to make its U.S. debut in 2008. The carmaker is attacking costs, too. In February it began renegotiating contracts with hundreds of parts suppliers in hopes of cutting prices by an average of 10%. On Feb. 22 its 8,100 managers accepted a wage freeze. Hyundai wants its powerful unions also to accept a freeze and greater work-rule flexibility. The union dismissed the demands as "ridiculous." Hyundai, a distressed company? Not exactly. But with the won on the rise, the carmaker realizes it needs to act now. Source: BusinessWeek

2007 Hyundai Santa Fe Preview

2007 Hyundai Santa Fe Preview February 23, 2006 by Trevor Hofmann / American Auto Press Car Review Tools Does Hyundai Have Another Award-Winner in the Making?As you know, I like what Hyundai did with its new 2006 Sonata. I talk about it all the time in our bimonthly long-term updates, including how Hyundai refined everything from styling to perceived quality and driving dynamics, while it pumped up performance to near premium levels. As you can imagine, Ive already put in a request for a 2007 Santa Fe when it becomes available. I took extra time at the North American International Auto Show in Detroit to poke around the all-new crossover SUV, and after careful examination came away beyond impressed. When it was unveiled a chorus of oohs and ahs could be heard, and just one look makes it easy to understand why. It looks superb! Much like the Sonata, only SUV-like. Such styling updates are especially noticeable up front where the sculpted hood lines flow effortlessly into the larger, three strake ovoid grille opening. An athletic looking front fascia integrates twin circular fog lamps and a racy bumper extension protruding out of the lower air intake, a very stylish addition. Flush, softly shaped headlamp clusters meld in with the front fenders, which rise slightly before being pulled rearward over broad shoulders, bisected by elegant chrome embellished body-color door handles. A secondary waistline, more sharply cut, blends the CUVs (crossover utility vehicle) rear quarter panels into the tailgate, meeting up directly with its taillights, which are shaped and angled downward in unison with the rear window outline as they meet up with the license plate cutout, much like the headlamps are shaped and angle down toward the grille. The only reminder of the old Santa Fe, at least all that I could immediately see, is the seemingly reincarnated hinge-like tube that previously stretched from the outer liftgate panel to the license plate recess, but now it has a purpose beyond styling, its the door handle, and, like the side door handles, is highlighted with chrome and painted body-color. Very nice. Inside, its all about refinement. I find the basic design more elegant, bordering on stunning, with all of the previous generations alien-like dash moldings replaced with classy curves, upscale woodgrain and brushed metal accents. Hyundai isnt trying to reinvent the wheel here, but rather do a better job than its Japanese rivals at a far lower price. The business model has worked in the past, and should continue to do so as long as the South Korean-based manufacturer can continue to maintain high levels of productivity in its Montgomery, Alabama plant, where the Sonata is built, soon joined by the new Santa Fe. Before we jump to conclusions about the new Santa Fe sharing its "platform" with the Sonata, it doesnt. Rather, Hyundai has created an all-new purposely built architecture just for its upgraded midsize CUV. But getting back to Alabama, gone are the days where Hyundai had the competitive advantage of cheap South Korean labor and direct access to cheaper South Korean suppliers, at least when it comes to its large vehicles. Now, Hyundai needs to compete head on with the domestic manufacturers, as well as Toyota, Honda, Nissan, Mitsubishi, and other Asian carmakers that have set up shop on North American soil, so the fact that they can build cars so well and still bring them to market at a greater value than their rivals is mystifying to say the least. Not only was I amazed to see that the new Santa Fe features higher grade plastics than the norm in this entry-level midsize CUV class, but I also found that all interior panels fit together snuggly, while dash-mounted buttons click in and out with a nice precise feel, and theres no sloppy play in between either. The same goes for all the dials, which have a nice damped feel to them. Again, the only wiggles within the audio interface, or anywhere else inside the vehicle, will be the four cheery Aussies entertaining the kids - thats a parent-only reference if there ever was one. To look at the optional perforated leather seats, complete with contrasting piping (a very British touch) in the first photos of the Korean-spec prototype that initially showed up on blogs across the net, was impressive enough, but I think that the solid grey of the example unveiled in Detroit is better suited to North American tastes (contrasting piping should be left to Aston Martin and Bentley, after all). Nonetheless, the seats feel extremely comfortable to sit in, whether in front or the second row, although the rearmost third row is a bit on the cramped side if you measure above five feet eight inches tall (my hair was touching the ceiling and, you guessed it, Im five eight. Still, there was ample room for my legs and feet when someone larger was sitting in the second-row seat in front of me, with his seatback canted rearward at a satisfying rake. Also, most pleasant was the amount of hip and elbow room available, reducing the claustrophobia most adults feel when forced into the steerage compartment of rival vehicles. I was surprised to see separate vents integrated into the rear quarters, and even more shocked that Hyundai had thought of individual fan speed controls way back in the rear. Yes, the new Santa Fe truly is a cut above. Whats more, all the seats in the show car were covered in leather that is higher grade in texture than Hyundai has used in the past - Azera aside. Actually, the new Santa Fe seems on par with the Azera as far as choice of materials and build quality go, which is high praise indeed. I noticed that the steering wheel is different in design to that in the Azera and the Sonata, more upscale in appearance and featuring attractive circular and oval buttons for cruise and audio functions (including a seek feature which cant be had with the Sonata) on the spokes, while the CUVs center stack is a really nicely sorted interface, filled with high-end goodies such as a DVD-navigation system, if so equipped, Infinity sound system with a six-disc in-dash CD changer and MP3 compatibility, plus all surrounding surfaces are covered in an aluminum-like substance and "environmentally friendly" (i.e. fake) woodgrain. Despite not being real, the metal and woodgrain feel substantial (i.e. the thick wood-like plastic doesnt bend when you push on it) to the touch, while still appearing attractive enough to give off an air of respectability. The same goes for the metal and woodgrain surfaced power window controls integrated into the door armrests, and faux aluminum transmission faceplate, even nicer than that on the Sonata and featuring a handy rectangular dish on its right side for a cellphone or PDA (and theres a nifty 115-volt plug just above it on the center stack for items like laptops, PDAs and cellphone chargers) plus, of course, the automakers smooth-operating five-speed automatic transmission with manual mode actuation. OK, I havent tested it in the new Santa Fe yet, but as used in the Sonata its fabulously refined. This gearbox is the top-line optional unit, however, which connects through to the Sonatas 3.3-liter V6, adequately rated at "more than 230" horsepower and "more than 220" lb-ft of torque, according to the press kits spec sheet. Unless the CUV has gained an inordinate amount of weight, this drivetrain should be more sufficient to pull or push and pull the Santa Fe to highway speeds in spirited fashion - the pulling or pushing and pulling relating to whether the car is equipped with front-wheel drive, standard, or electronically-controlled all-wheel drive; the latter of which automatically apportions power to the tires with the most traction. For light-duty off-road applications, the Santa Fe features a driver-selectable AWD lock that delivers a continuous 50/50 torque split between front and rear axles. But even if equipped with the Santa Fes base 2.7-liter V6 drivetrain, a reworked all-aluminum powerplant boasting Variable Valve Timing and Variable Intake System resulting in "more than 180" horsepower and "more than 180" lb-ft of torque, it should pull away from the stoplight with reasonable athleticism. The base engine features either a standard five-speed manual or optional four-speed automatic transmission, and dealing with slippery roads shouldnt be too much of a problem even without the optional all-wheel drive, thanks to standard traction control and Electronic Stability Control (ESC), the latter a truly important active safety net to help aide drivers who might otherwise lose control of their vehicle and potentially crash - said to result in 63 percent fewer fatalities in single-vehicle crashes. Standard traction and stability control means that antilock brakes are also part of the standard package, along with disc brakes all-round. Hyundai highlighted the Santa Fes safety features during its Detroit introduction, which makes sense being that a vehicles safety is definitely one of the key selling points any family considers when opting for a new vehicle. Those moms and dads will take heart that the new Santa Fe will come standard with six airbags, which include the two bags in front, of course, plus side-curtain airbags for all three rows of occupants. Side impact bags are included too, this combination said to be optimal in surviving rollover collisions with the least amount of corporal damage, reducing fatalities by up to 45 percent, according to Hyundai. The automaker also was sure to mention that most of its competitors made side-curtain airbags optional. In addition to life-saving electronic stability control, which I mentioned earlier, and ABS, which also incorporates Electronic Brake force Distribution (EBD), a technology that apportions vehicle load evenly in order to reduce braking distances, the Santa Fe also integrates three-point seatbelts and adjustable headrests at all seating positions. The front head restraints are active too, which means that during a rear collision they will move forward slightly in order to reduce their distance to the driver and front passengers head, reducing the chance of whiplash. This is a technology not normally seen in the entry-level CUV class, relegated to top-line premium crossovers such as Volvos XC90. The Santa Fe also features a standard tire pressure monitoring system, in order to reduce the chance of tire-related accidents taking place. Of course, the Santa Fes rigid monocoque structure has been designed with integrated "stress relief" points so that it will collapse in the best possible way to keep the passenger compartment intact, protecting its most vital cargo, you and your family, while impact resistant door beams have been added to resist side-impact crashes. Due to its solid construction and those side-impact and curtain-type airbags, the new Santa Fe is expected to pass crash tests with flying colors, earning a five-star rating. Some of its crash protection benefits, mind you, will come as a result of its larger size. The 184.1 inch long 2007 Santa Fe stretches farther overall than the 177.2 inch length of the current Santa Fe, by 6.9 inches, which will be hardly unnoticeable to owners of the current CUV. Of course, many of these will have had their children grow in size since buying their Santa Fe, so the addition of roomier front and second-row seats, a handy third row for friends, and more cargo room, which incidentally measures 79.4 cubic-feet behind the 50/50 split flat-folding second row, which is quite large for this class. The second row, by the way, which features legroom equal to Mercedes-Benzs massive GL Class, splits in a 60/40 configuration. That last point brings up an interesting secondary discussion, in that Hyundai chose to acid test its new Santa Fe against some pretty stiff competition before letting it loose before us in Detroit. Normally, a company would benchmark a new model next to the best in a given class, which, in the Santa Fes case would mean the best in the entry-level midsize crossover segment. But instead, Hyundai chose luxury vehicles often costing tens of thousands more, such as Lexus popular RX 330, Acuras MDX and Volvos superb XC90. Interestingly enough, the results of such fine tuning not only allowed its engineers to make sure that the third-row seat I spoke of before delivers greater leg and foot room than the latter two of these luxury utes as well as Hondas largish Pilot, but also has made the new Santa Fe quieter than the Volvo, for instance, at 60 mph. Additional premium touches, such as dual-zone climate control can be had, plus optional power seats, the drivers with power lumbar support, heated side mirrors, and important this time of year in the northern states at least, a windshield wiper de-icing system. Theres much more to the new Santa Fe than has been covered here today, with the vehicle only having been launched last month. Ill spend more time reviewing its many features and options, such as what specifically comes with the base GLS, optional SE and top-line Limited models, when I take it for a drive. Until then, suffice to say that Hyundai has come up with another hit, and one that will no doubt have its many rivals concerned. If its production execution equals that of the new Tucson, Sonata and Azera, look out Japanese carmakers, because Hyundai wont be sacrificing quality to get its price down by thousands in order to increase its market share. These are exciting times for consumers shopping for best value vehicles to meet the needs of their growing families, and the new Santa Fe looks to deliver where its competitors have often not measured up. __________________________ Preliminary much more to the new Santa Fe than has been covered here today, with the vehicle only having been launched last month. Ill spend more time reviewing its many features and options, such as what specifically comes with the base GLS, optional SE and top-line Limited models, when I take it for a drive. Until then, suffice to say that Hyundai has come up with another hit, and one that will no doubt have its many rivals concerned. If its production execution equals that of the new Tucson, Sonata and Azera, look out Japanese carmakers, because Hyundai wont be sacrificing quality to get its price down by thousands in order to increase its market share. These are exciting times for consumers shopping for best value vehicles to meet the needs of their growing families, and the new Santa Fe looks to deliver where its competitors have often not measured up. Source: automobile.com

2007 Hyundai Entourage Preview

Taking on the Establishment Once Again Hyundai has been shaking up the automotive establishment since it came on American scene in 1985, but unlike the early days, when its rather poorly executed Excel fought for market share against Chevys equally awful Chevette, Dodges only slightly better Omni and Fords similarly uninspired Escort (among others) at the bottom rung of the feeding chain, todays comparatively premium offerings are among the most competitive in their respective segments. And since that car company came to town, with only one car in a single segment, Hyundais reach has grown to encompass nine vehicle classes, starting with the subcompact Accent four-door sedan, and followed by the compact Elantra sedan and five-door, compact Tiburon sports coupe, midsize Sonata sedan and full-size entry-level luxury Azera sedan in the car segment, plus the compact Tucson and Santa Fe crossover utility vehicles. What vehicles segment isnt it in? Well, theres quite a few actually, and it seems that the South Korean company, finding success by building vehicles better than many of its rivals, with more features for lower prices, and even producing them in the U.S. for North American customers, is about to fill in some of the white spaces with all-new vehicles. Oh sure, a new three-door Accent has been announced, but its not like we didnt expect this, being that Hyundai has offered an entry-level hatchback for as long as, well, the Pony; but the Entourage, first written about in these pages last spring is something entirely new. Hyundai has never been in the minivan game, at least not here in North America. Elsewhere, like in its home market of South Korea or in other Asian markets, plus Australia, South Africa, etc, its Trajet has been available for some time, but here in the U.S., where minivans have long been important on automaker sales charts, theres been no such vehicle. This will end later this year, however, when the Entourage will push Hyundais lineup into double digits, and join Kias Sedona as the second Korean minivan to ever be offered on North American shores - unless youre counting the Kia Besta that was sold by Mazda Canada in the 80s, prior to the Japanese automaker offering its MPV. But unlike those days, when Kia and Hyundai were arch rivals fighting over the same customers, the two companies are now joined at the hip, Hyundai having purchased Kia lock, stock and barrel a number of years ago, and as a result of doing so, is now sharing general architectures, drivetrains and additional components between models. Where the Accent and Rio are built off of the same platform and powered by the same engine and transmission combinations, and the Elantra/Spectra, Sonata/Magentis, Tucson/Sportage, and so on, are now cooperative Hyundai/Kia projects in one way or another, the new Entourage borrows much of what it needs from the recently released 2006 Kia Sedona minivan. This is good news for Hyundai, of course, being that the Sedona has enjoyed some very positive reviews since its introduction. Hyundai, which is positioning itself as the more luxury oriented of the two brands, with Kia targeting sportier buyers, will no doubt spiff up anything that may be lacking, in the same fashion the Chryslers Town & Country upgrades the Dodge Caravan. That last model, of course, has long been the segment leader, offering innovation after innovation in an attempt to stay ahead. Over the years others have tried to compete with varying levels of success, the next highest sellers being GMs various vans, plus Hondas Odyssey, Toyotas Sienna, Mazdas MPV, Nissans Quest, and the aforementioned Kia Sedona. Oh yeah, and I almost forgot Fords Aerostar... Windstar... er... Freestar... call it whatever star you want, although supernova might be more apropos being that its imploding sales have been so devastating Ford will more than likely kill it off sooner than later, and replace it with something that has greater crossover appeal. Lasts years stylish Portico Concept had many prognosticators predicting a more crossover-like minivan was on the way, and while such a move remains entirely possible, the new Entourage, the one we know for sure will line up alongside Hyundais nine other models, is pure minivan through and through. Hyundai has had an interesting vantage point over the years, looking and critiquing from the outside in, and in similar fashion to how Kia was able to come to the North American market with a very competitive Sedona when it first appeared in 2001 as a 2002 model, the Entourage, borrowing much from Kias second-generation Sedona, enters the picture with an extremely competitive product. First of all, its hardly a minivan at all, but is more accurately mid- to full-size, just like its main rivals. Actually, Hyundai is being so bold as to claim that the 172 cubic-feet inside its Entourage is greater than the interior volume of Hondas Odyssey. Interior spaciousness is critical, as minivan buyers tend to use their vehicles for more than just hauling around family members and their half-pint friends, but often commission them for carting around building supplies and other heavy and/or large-scale loads. Due to this multi-usage a flexible seating system is mandatory, and while the Entourage doesnt feature anything quite as revolutionary as Chryslers Stow n Go setup, that allows all seats to collapse flat into the floor, the new van integrates the requisite flat-folding 60/40 split rear seat, dubbed Hyundai Hideaway, plus a second row with seatbacks that fold down and pedestals that flip forward, or that can be easily removed if needed, to open up cargo space. That second row can be accessed via twin rear sliding doors. After interior flexibility and overall size, probably the next most important consideration minivan buyers, normally parents with children, would find important are safety features. Being a father of three, the fact that the Entourage comes standard with a bevy of state-of-the-art active and passive safety items, such as four-wheel disc brakes with four-channel ABS and EBD (Electronic Brake force Distribution), Electronic Stability Control (ESC), anti-whiplash active front head restraints, as well as a half dozen airbags that include side curtain-type bags for all three rows, gives me piece of mind. No doubt, the Entourage will garner a five star crash test rating. The Entourage also includes shoulder-belts for all passengers, plus Lower Anchors and Tethers for Children (LATCH) in the second- and third-row seats, for easier and safer attachment of child seats. The inclusion of a high-line tire pressure monitoring system (TPMS) as standard equipment is impressive too, a system that not only will warn of impending danger but also, if tire pressure is kept at the recommended level, could save you a few dollars at the pump while reducing tire wear. As mentioned, the Entourage gets dual rear sliding doors, but I didnt mention that they integrated convenient power windows. Few vans offer side windows that open at all, and I for one really appreciate having them, if only just so that the kids can wave and say bye to Grandma while were driving away. And then there are also those days when exterior airflow is more refreshing than air conditioning, which also comes standard by the way, and the power side glass, plus the usual power rear quarter windows, that pop out from the side rather than roll down, make for a nice cool breeze inside the cabin. Right about now Id better correct myself, as the Entourage doesnt merely come standard with air conditioning, but rather a dual front climate control system with individual controls, plus separate controls for second-row passengers. The van delivers ventilation to second- and third-row passengers, mind you, so everyone can be comfortable. Those up front can carry on discussions with rearward passengers aided by the convenience of an adjustable conversation mirror tucked in front of the controls for the optional power glass sunroof, while a foldaway center tray table between the two front seats includes four cupholders, handy for parents with smaller children who might need to pass their drinks back and forth. Drivers will be able to enjoy the comfort of high-quality cloth seats, with leather available as part of a Limited package, for a sum. Additional luxury features include the option of woodgrain or metal-like trim, highlighting a center stack that looks very upscale (and very Sedona-like) and complements a steering wheel and electroluminescent gauge package that pulls cues from the Sonata, upcoming Santa Fe replacement and top-line Azera. All Entourage vans get a two-tone color scheme as well, a nice way of breaking down the visual size of a minivans large interior panels. Drivers will also enjoy a tilt steering wheel plus optional power adjustable foot pedals and heated front seats, while all will find the Entourages optional power liftgate handy. As for the available rear-seat entertainment system, which features an eight-inch LCD monitor, I wouldnt consider a new van, SUV or crossover without one, and the new Hyundai also can be had with an optional Infinity AM/FM/CD-changer/MP3 audio system with Logic 7 surround sound. Heck, forget the kids... leave them in bed inside the house while you and your honey enjoy a little R&R in the back of the van. To some who will be driving the Entourage, the fact that it can be had with backup warning sensors will be of greater significanc than how much engine output is hidden under the hood. Still, theres no reason to have to give up one to have the other either. All Hyundai minivans will boast a version of the Azeras velvety-smooth 3.8-liter V6, a highly refined DOHC, 24-valve engine that produces a maximum of 242-horsepower and 251 lb-ft of torque, making it one of the most powerful in the minivan segment. Rather than out-power all rivals the Entourage splits the difference, featuring more horsepower than Fords Freestar, Chevrolets Uplander (and therefore Buicks Terraza, Pontiacs Montana SV-6 and Saturns Relay) and Dodge Caravan, plus greater torque than the Honda Odyssey, Toyota Sienna and Dodge Grand Caravan. But this top-line Hyundai V6 isnt all about refined power, as it also provides the convenience of timing chains instead of belts, benefiting from no scheduled maintenance, plus good expected fuel economy and an Ultra Low Emission Vehicle (ULEV) certification rating. The vans five-speed automatic with Shiftronic manual should get some credit for the fuel economy and ULEV rating, not to mention the drivetrains expected refinement. Hyundai says the transmission "offers smooth shifts and a wide spread of ratios that ideally suit the engines characteristics and includes an overdrive lock-up torque converter for quiet, efficient highway cruising." As for ride and handling, expect it to be very good. As mentioned previously, Kias version of the van is getting bullish reviews from those who have driven it, and with Hyundai benefiting from an extra year of development overseen by its own expert engineers, it should be refined even further. And unlike other vans that are based on midsize sedans, the two Korean models ride on a purpose-built unibody architecture featuring a 118.9-inch wheelbase and a 66.3-inch track width; both longer and wider than minivan competitors. While a four-wheel independent suspension with MacPherson struts, coil springs plus a stabilizer bar in front and a multi-link setup with coil springs and a stabilizer bar in back, should be good for absorbing the bumps and dips of inner city streets while delivering adept road-holding, I, for one, would find its 39.6-foot turning radius equally nice to live with. The Entourage accomplishes this, as well as deft turn-in at high-speeds, via an engine-speed-sensitive power-assisted rack-and-pinion steering system. Connecting to the road are a set of four 16-inch steel wheels wrapped in 225/70 R16 all-season tires. Optionally, 17-inch alloy wheels can be fitted to 235/60 R17 tires. The alloy rims and lower profile tires make the van look better, no doubt, although I personally didnt trade in my BMW 5-Series for a 96 Dodge Caravan because I wanted something a little sportier. Dont get me wrong, I liked the look of the Caravan, a point that weighed heavily when choosing it over any competitor, just like what Hyundai has done with its Entourage will work to entice todays minivan buyers, but other considerations, like the convenience of dual sliding side doors, also were important to my decision. After all, I was a new family man at the time, with a small industrial clothing supply business that required frequent long-hauls from Vancouver to Edmonton, the van filled to the gills with upwards of five-hundred fire-retardant cotton coveralls at a time, and an eager oil and gas servicing company at the other end relying on delivery. Whatever your needs are, the minivan, if you can overcome any negative stigma, is the ultimate all-purpose transport, and now that Hyundai is in the game, it stands a good chance of pulling in its share of new buyers. Source: automobile.com Always remember to visit for latest deals available Gary Rome Hyundai , Hyundai Accessory Store and Hyundai Performance Auto Parts.

Hyundai Azera Succeeds as Near-luxury Sedan

Hyundai is an unabashed upstart. The South Korean automobile manufacturer first entered the U.S. market just two decades ago with a small entry-level car called the Excel that had a low price but quality to match. It was not an auspicious debut; something like a Fourth of July rocket that quickly fizzles. But Hyundai managed to keep from crashing. Along the way, it caught hold of itself and started producing better cars, always with a price advantage. It also insinuated itself into other territories: compact, sports coupe, midsize and SUV. To ease consumer concerns, it instituted a fiveyear, 60,000-mile warranty, with coverage for 10 years or 100,000 miles on the engine and transmission. That was accompanied by a realization that customers tire quickly of returning to the dealer for fixes, even if they are covered, so Hyundai made a major push to improve quality. It paid off, to the point where the company was able to build a modern new manufacturing plant in Alabama, where it manufactures the mid-size, highly rated Sonata sedan. Even with that, Hyundai has managed to maintain a price advantage over competitors, though it is dwindling. Now, without so much as a by-your-leave, the upstart is invading a province that has been dear to the bottom line of American manufacturers, as well as some foreigners: the large, near-luxury sedan. The engine of this endeavor is the all-new 2006 Azera, which replaces the XG350 as the flagship of the Hyundai automobile lineup. It competes with the likes of the Buick La Crosse and Lucerne, the Nissan Maxima and the Mercury Montego, but its real target is the new Toyota Avalon. With front-wheel drive and 107 cubic feet of passenger space, the Azera matches the Avalon. But its trunk, at 17 cubic feet, is bigger than the Avalon's 14 cubic feet. Overall, the Azera is 5 inches shorter than the Avalon, and it weighs slightly less. Critics have referred to the Avalon as the Lexus of Toyotas, and the description is apt because of the luxury surroundings inside. The Azera sought to match that, and it largely succeeded. The interior combines quality materials with tasteful design, and features such touches as a wood-and-leather steering wheel on the Limited model. But the Azera does fall short of the Avalon in several areas, notably in the back seat. Where the Avalon has a flat floor and ample room for three people, enhanced by reclining seatbacks, the Azera offers commodious accommodations only for the outboard passengers. The center position is a perch, and the person exiled there must straddle a hump in the floor. Moreover, a navigation system was not available at the introduction, and XM satellite radio is not scheduled for installation until the fall of 2006. Hyundai partially makes up for any shortcomings by featuring a low price and continuing its extended warranty. The base price of the new Azera SE is $24,995 and, even with a full load of options, the upscale Limited model tops out at $30,380. The standard equipment is extensive: 263-horsepower V-6 engine, five-speed automatic transmission with manual-shift mode, electronic stability and traction control, antilock brakes with brake force distribution, side air bags and side-curtain air bags, remote locking with an alarm system, dual-zone automatic climate control, audio system with CD player and MP3 capability, cruise control, and power windows, seats and mirrors. The Limited adds such luxury touches as leather upholstery, 17- inch alloy wheels, daytime-lighted instruments and a power rear sunshade. Options include a power sunroof, a motorized tilt-and- telescope steering wheel, power-adjustable pedals, an upgraded audio system and a six-disc in-dash CD changer. With its luxury orientation, the Azera is a fine road car with a suspension system that is biased toward a ride that is resilient without being floaty. Bumps and other road imperfections are handled with aplomb. Although it does not handle like a sports sedan, the Azera acquits itself capably on twisting roads. Up front, the seats are large, supportive and comfortable, with power lumbar adjustments on the Limited model. The controls impart tactile sensations of quality, and the automatic transmission shifter, in particular, has a satisfying feel. The 263-horsepower V6 is quiet and smooth, and offers plenty of power for passing and freeway merging, though it doesn't provide snappy acceleration. The emphasis is on smooth surges of power, enhanced by the unobtrusive five-speed automatic transmission. The transmission has a manual-shift mode, which is a bit of overkill in a family/luxury car. It's not too likely many owners will decide to play as rally drivers and shift for themselves. At the same time it introduced the flagship Azera, Hyundai also unveiled a brand-new Accent, which is its entry-level economy model, starting at less than $11,995. Robert F. Cosmai, the president and CEO of Hyundai of America, calls them "the bookends of our brand." As recently as seven years ago, Hyundai's total U.S. sales barely topped 90,000. In 2006, the company expects to sell more than half a million cars and SUVs. That will certainly take it out of the upstart class and into the establishment. (C) 2006 Albuquerque Journal. via ProQuest Information and Learning Company; Source MotorTrend.com Always remember to visit for latest deals available Gary Rome Hyundai , Hyundai Accessory Store and Hyundai Performance Auto Parts.

'06 Sonata offers more space, comfort and power

The first clue Hyundai is making big strides comes when you shut down the engine and catch yourself smiling. Then you get out, and catch yourself looking over your shoulder for that final glimpse. But this is one of those Korean cars, isn't it? Emphasis on economy, a little less car but a little less money, longer warranties. Well, let's first be accurate. Korean? The new, fully redesigned 2006 Sonata is the first Hyundai built in the United States, in Montgomery, Ala. Second, there's nothing ''less'' about the Sonata. It is ready to be added to your look-see list when shopping the Honda Accord and Toyota Camry. Keep in mind the Sonata already has impressed the quality-study guys at J.D. Power and Associates for the last couple of years. Now the redesigned Sonata is bigger, better equipped and has a smarter feel on the road. The Sonata has a more aggressive look than its predecessor, enhanced with four-barrel projector lens headlights. It's two inches longer, two inches taller and a one-inch longer wheelbase. And it's slightly wider than the Camry, Accord and Nissan Altima. And those extra inches translate to more room inside -- more legroom, headroom and shoulder room than last year's Sonata. In fact, the interior dimensions prompted the EPA to categorize the Sonata as a large car, not the midsize it intends to be. It is extremely comfortable. The instrument panel is clean and simple, and controls are easy to reach and operate. Seats were comfortable enough but felt somewhat short on thigh support for a six-foot-plus guy. We stuffed bags and boxes of stuff for Goodwill into the 16.3-cubic-foot trunk, one of the biggest in the midsize segment. Plenty of room back there (five more trunkloads and I might actually find my garage workbench!) Besides its extra roominess, Sonata is bigger on performance, too. Steering and handling are more precise, and the Sonata has learned to grip the road better on corners. Hyundai credits the new four-wheel independent suspension for that and its smoother ride. Gas-filled hydraulic shocks up front and a multilink system in the rear improve handling and cut down on the racket inside, too. Front-wheel-drive power comes from two new engines. A 2.4-liter inline four-cylinder puts out 162 hp and is said to return around 24 mpg city, 33 mpg highway. The tester, the top trim (LX), comes with a 3.3-liter V-6 that produces 235 horses. That's 65 more hp than last year's V-6. Mileage for the V-6 was around 24 combined; it's EPA-rated at 20 around town, 30 on the highway. The Sonata is quick enough, with zero to 60 at between seven and eight seconds. Hyundai says its variable intake system broadens Sonata's power curve, and what that means is a boost in off-line acceleration plus passing performance. A new five-speed automatic tranny is smooth climbing into gears and has the Shiftronic feature that lets you shift without a clutch. All V-6's get the new transmission. Sonatas come well equipped. Standard are 17-inch alloy wheels, leather seats with eight-way power on the driver's side. The top-line test car is priced at $22,895 but with power sunroof and six-disc CD changer it came in at $24,295. Those two options, by the way, are the only ones available. The middle GLS ($19,395) gets you the automatic transmission and lumbar support and redundant audio controls on the steering wheel. The base GL, at $17,895, gets the inline four-cylinder engine. Anti-lock brakes, stability and traction control all are standard, and the Sonata is the only midsize that can make that claim. Sonata also has six air bags, including dual front, side-impact and front and rear side-curtain air bags. Beyond all these improvements, you still get Hyundai's five-year, 60,000-mile bumper-to-bumper warranty, and 10-year/100,000 mile powertrain protection. With a firmer, crisper ride and more space for all body parts, the Sonata is poised to be a serious contender with the Accord and Camry. Always remember to visit for latest deals available Gary Rome Hyundai , Hyundai Accessory Store and Hyundai Performance Auto Parts.

The All New Hyundai Entourage: Comming Soon

Hyundai has officially launched the new 2007 Hyundai Entourage site. It can be found at www.allnewentourage.com. The Hyundai Entourage will be powered by the 3.8L V6 engine now found in the 2006 Hyundai Azera. The Hyundai Entourage will come with 242HP and 251 lb/ft of torque coupled to a 5 speed automatic transmission. As with every Hyundai the Entourage comes with an impressive list of both safety features and standard equipment. Rest assured that you and your family will be safe with 6 standard air-bags, Anti-Lock Braking System, Traction Control, and Electronic Stability Control all standard

2007 Hyundai Entourage: The Minivan Wars Heat Up by: Matthew C. Keegan It was only a matter of time before they entered the minivan fray and after several false starts the on again and off again Hyundai minivan appears to be on once again. Hyundai is targeting a market it has long sidestepped and it appears that a long wheelbase version of the Kia Sedona will soon be sold in the US as a Hyundai Entourage. The minivan wars are heating up again even as one competitor exits the market and another also gives serious consideration to abandoning the minivan segment. Is there an Entourage in your future? Read on for all the details and then decide. Two decades ago, Hyundai entered the North American market with its $3600 Excel Pony. This cheaply priced, cheaply built model set the tone for the new importer and it wasn’t a good one at that. Low quality went arm and arm with the low price, but consumers still bought Hyundais anyway as a new Excel compared favorably with prices for late model used cars of that era. Many owners shrugged off the cheap plastics and quality problems, citing that the Pony gave them something they never had before: a brand new car. Eventually, Hyundai expanded its line up and improved its quality levels. An industry best warranty plan was crafted and put in place which helped to underscore that Hyundai was serious about building quality vehicles and would stand behind their many products. Mysteriously, a minivan was not part of the line up even as its Kia subsidiary successfully introduced the Sedona and as demand for minivans remained strong. Rumors of a Hyundai minivan have been circulating for several years. Even previous company press releases hinted at the possibility, but no official announcement had been forthcoming. Finally, late in 2005, Hyundai signaled that they would go ahead and produce a minivan based on the stretched wheelbase version of the Kia Sedona. No short wheelbase van is planned, so the Entourage will clearly target a slightly higher and more lucrative end of the minivan market. With a 3.8L V6 engine, power sliding doors, ABS, traction control, six airbags, and triple zone air conditioning, the Entourage will be equipped to compete directly against four popular models: the Dodge Caravan, Chrysler Town & Country, Honda Odyssey, and the Toyota Sienna. Based on the Sedona, Hyundai does have its work cut out for itself as the Sedona has been below average in quality and reliability. To Hyundai’s advantage will be its competitive pricing and with Ford out of the market and General Motors considering doing the same, Hyundai’s focus will be set squarely on competing against the two Chrysler products as well as the pricey Honda and Sienna models. While Chrysler is currently the sales leader in this segment, a smartly optioned Entourage will probably grab sales from fully equipped versions of each model. This will not happen if quality levels do not improve. Knowing the competitiveness of this Korean automaker, you can expect that the Entourage will present a strong battle once quality issues have been overcome. Should that happen, you can expect that the Hyundai Entourage and Kia Sedona will grab more sales and become a force to be reckoned with. The consumer may be the biggest winner as prices are likely to hold or even come down in the face of strong competition. Source: www.articlecity.com

Always remember to visit for latest deals available Gary Rome Hyundai , Hyundai Accessory Store and Hyundai Performance Auto Parts.

Hyundai's 2006 Azera flagship is value-priced, premium sedan

Compare the Hyundai Azera to the Toyota Avalon and Buick Lucerne BASE PRICE: Estimated $24,800 for base SE; estimated $26,900 for Limited. AS TESTED: Estimated $29,400. TYPE: Front-engine, front-wheel-drive, five-passenger, large sedan. ENGINE: 3.8-liter, dual overhead cam V6. MILEAGE: 18 mpg (city), 27 mpg (highway). TOP SPEED: 146 mph.LENGTH: 192.7 inches. WHEELBASE: 109.4 inches.CURB WEIGHT: Estimated 3,750 pounds. BUILT AT: South Korea. OPTIONS: Ultimate package (includes power sunroof, power adjustable pedals, rain-sensing wipers, power tilt and telescoping steering wheel, upgraded Infinity audio system with in-dashboard, six-CD changer) estimated $1,900. DESTINATION CHARGE: Estimated $600. Add another Hyundai to the shopping list. With the release this month of Hyundai's new flagship sedan, the 2006 Azera, the South Korean automaker offers another noteworthy model for American car shoppers - this time for buyers of near-luxury to entry-luxury large sedans. The five-passenger Azera is an attractively styled, V6-powered car with a quiet cabin, plentiful standard convenience features, more interior volume than a Toyota Avalon and more standard safety equipment, including eight airbags, stability control and traction control, than a Buick LaCrosse or Buick Lucerne. The Azera also comes with Hyundai's industry-leading warranty coverage that includes a limited powertrain warranty that lasts for 10 years or 100,000 miles, whichever comes first. Hyundai officials have not publicly announced final pricing yet, but they expected the base Azera SE would have a starting manufacturer's suggested retail price under $25,000. This compared with a starting price of the car it replaces, the 2005 Hyundai XG350 sedan, of $24,899. With destination charge added, the XG350's total starting price was $25,494. Hyundai officials said the top-of-the-line Azera, the Limited model, is likely to start around $27,000. In comparison, the competing 2006 Toyota Avalon has a starting MSRP, including destination charge, of $27,165 for a base XL model. The 2006 Buick LaCrosse starts at $23,595 for a base CX, while the 2006 Lucerne starts at $26,990 for a base CX. The Azera rides on a stretched version of the front-wheel-drive platform used by Hyundai's mid-size sedan, the Sonata. Styling is attractive and upscale. This is the first Hyundai with light-emitting diode taillamps, which are normally found on pricier luxury cars. There's nothing bold and brazen here like you find on a Chrysler 300 large sedan. Indeed, the Azera rides on relatively modestly sized wheels and tires: 16- and 17-inchers. Most intriguing, the Azera doesn't look like a large sedan, even though it's classified as one by the Environmental Protection Agency. For example, at 16 feet long, the Azera is 4.5 inches shorter than the Avalon. But the Azera's 106.9 cubic feet of passenger volume matches that of the Avalon, and the Azera's trunk is larger, with 16.6 cubic feet of space versus the 14.4 cubic feet in the Avalon. Headroom is commendable in the Azera, with even back-seat riders having 38.2 inches of room. This compares with 37.2 inches in Buick's LaCrosse back seat. Even the larger Buick sedan coming to showrooms later this year, the Lucerne, offers a bit less rear-seat headroom of 37.6 inches. Front-seat legroom in the Azera matches or bests that of other premium, family-sized sedans. For example, front-seat legroom of 43.7 inches in the Azera is greater than the 42.5 inches in the Lucerne and the 41.3 inches in the Avalon. But the Azera's rear-seat legroom of 38.2 inches is less than the 41 inches in the Lucerne and the 40.9 inches in the Avalon. The Azera also has a bit less hiproom than the Lucerne and Avalon. In real world driving, the test Azera Limited, a top-line model estimated to be priced under $30,000 with options, had such comfortable seats with soft leather, front and back, I had no trouble settling in. In fact, the interior seemed exceedingly inviting for a car at this price. The nicely arranged, large buttons and knobs that controlled the ventilation system and audio from the center part of the dashboard reminded me of those in a Lexus car. The Azera Limited's mixed wood-and-leather steering wheel and wood-trimmed gearshift lever seemed to have been plucked from a luxury car, too. And there are thoughtful touches, such as assist handles above the doors that are damped so they don't clunk noisily back into place. Front-seat head restraints not only are adjustable for height, they can be positioned forward and back, closer or farther away from a passenger's head. The rear seatback splits 60/40 and can fold down, allowing room for long items to fit into the trunk. And the Azera hood is raised - and held up in place - by a hydraulic arm, not a manual stalk. The ride is cushioned but not isolating. The Azera's front independent, double wishbone suspension and rear independent, multi-link suspension - both with stabilizer bars - keep bumps from jolting passengers but still give the driver confident handling. The power-assisted rack and pinion steering can adjust the steering effort needed as engine speed picks up, but it still seemed to need too light of a touch for my taste. I never lacked for responsive power from the Azera's 263-horsepower, 3.8-liter, double overhead cam V6 with continuously variable valve timing and 255 foot-pounds of torque at 4,500 rpm. Indeed, Hyundai said the Azera's 0-to-6-mile-an-hour time of 6.5 seconds makes it the fastest Hyundai yet. This is a new Hyundai engine, considered the 'big brother" of the 3.3-liter V6 used in the Sonata. In the Azera, the 3.8-liter V6 uses regular gasoline and is mated to a five-speed automatic transmission with smooth shifts and a shift-it-yourself manumatic mode. Engine sounds are mostly muted during cruising, as you'd expect in a premium family sedan. When heard during acceleration, the engine conveyed a strong, satisfying sound in the test car but wasn't overbearing. The Azera's performance numbers aren't far from the 268 horses and 245 foot-pounds of torque at 4,700 rpm that come from the 3.5-liter V6 in the Avalon. It's also more than the Buick LaCrosse, which has two V6 offerings. The Azera, however, doesn't include a V8, while the Buick Lucerne will be available with an uplevel, 270-horsepower V8 capable of 290 foot-pounds of torque at 4,400 rpm. The Azera's fuel economy isn't anything to brag about. This car is rated at 18 miles a gallon in city driving and 27 mpg on the highway. This is less than the 22/31-mpg rating for the 2006 Avalon. In recent model years, Hyundai has made a name for itself with its generous standard safety features, and the Azera is no exception. The car's eight airbags include not only side curtain airbags for both front and rear seats but rear-seat airbags that deploy out of the sides of the seats to provide protection in side crashes. The Avalon, LaCrosse and Lucerne do not include these rear-seat airbags, though the Avalon has a driver knee airbag that deploys during a frontal crash to help ensure a driver doesn't slide forward and get mis-positioned in the seat. Stability control and traction control also are available on the Avalon but are not standard on all models as they are on the Azera. The Azera has been on sale for months in South Korea, where sales have outpaced the Hyundai Sonata. There has been no safety recall of the new Azera, and no crash test rating is available, according to the National Highway Traffic Safety Administration. And Consumer Reports magazine does not list a reliability rating. Source: Associated Press / daliynews.com Always remember to visit for latest deals available Gary Rome Hyundai , Hyundai Accessory Store and Hyundai Performance Auto Parts.