Saskatoon Hyundai

When I first saw the all-new second-generation Tucson beside the previous model, I had a hard time believing that they were the same. As John Vernile, Vice-President of Sales and Marketing for Canada said, "The original was getting a bit dated; it is time to replace it". He went on to tell us that he believes that "the existing competition is similar (in design) that they are vanilla". He may well be right. At the front, the fascia, bumper and headlamps have morphed into a sleek and rounded form that lets air flow around the front better. From the sides, the alloy wheels set off a muscular design of curves, bulges and corners that make the Tucson stand out. At the back, tail lamps are as up to date as any SUV and the sheet metal finishes off the design rather than looking like the designer's pen ran out of ink.

A new 2.4-litre DOHC inline four-cylinder gets variable valve timing on both cams to raise power output to 176 horsepower and 168 lb-ft of torque.

Powertrain
A new 2.4-litre DOHC inline four-cylinder gets variable valve timing on both cams to raise power output to 176 horsepower and 168 lb-ft of torque. The V6 engine of the previous generation has been discontinued. Power output between the old six and the new four are close and consumers purchased nearly half of the previous generation with the old four, so Hyundai felt that having just a four-cylinder engine would not hurt sales.

Transmission choices consist of a six-speed manual on the base GL model and a six-speed automatic on GLS and Limited that is also optional on the GL. Front-wheel drive is the order of the day for the GL and GLS. Selectable all-wheel drive is standard on the Limited and optional on the GL and GLS.

Suspension
Engineers have been hard at work not just improving the quality of the suspension but the size of the components. Up front, MacPherson struts with gas inserts and a 25-mm stabilizer bar do the work. The coils on the struts are offset so that they handle cornering loads better and improve handling. To help keep the front light, the stabilizer bar is hollow.

In the rear is a multi-link setup that replaces a dual-link rear suspension. This change has allowed the coil springs to be mounted differently and to be a bit shorter. Locating arms are lower as well and the sway bar is now mounted at the back of the subframe.

Transmission choices consist of a six-speed manual on the base GL model and a six-speed automatic on GLS and Limited. Interior Tucson is still a five-passenger vehicle, but is a bit more spacious on the inside. Rear legroom has increased. Hip shoulder, knee and headroom have all been improved upon for the rear-seat passengers. Up front, bucket seats have slightly different padding to provide good lateral support and good thigh support for a broad range of leg lengths. On upper level models, the steering column is a tilt/telescopic unit. At all levels the power assist is electric. The steering wheel frames the large and easy-to-read tach and speedometer. The centre stack contains the HVAC and stereo equipment. Down low in a shallow tray is an iPod adaptor. I would like to see a USB port added because forgetting a memory stick is no big deal. Forgetting your iPod can be expensive. Cargo space with the seats up is pretty generous and able to hold four or five carry-on luggage cases. Access through the liftgate-style rear hatch made life easy. Liftover height is average and that makes getting everything from groceries to building hardware much easier. The centre stack contains the HVAC and stereo equipment. Driving Tucson is much closer to an all-round vehicle than it was in its previous generation. Corners and switchbacks were done with a minimum of body lean and a maximum of comfort as long as you kept speeds reasonable. If you exceed this and let physics take over, the front will make plenty of noise before going, but it will go around corners at speeds where you think "no way"! In the city, the Tucson can easily zip about in heavy traffic thanks to large mirrors and a great greenhouse area. Parking wasn't much of an issue. The Tucson fits into parallel spaces easily and the optional parking aid system works well. If you are in an angle parking situation, backing out is still easy thanks to that large greenhouse area. I managed to get some time in both the manual and automatic six-speeds. In my mind, the manual is not for use in town. If you do a lot of commuting and not much stop and go then the manual is fine. Stops and starts, getting to highway speeds and handling switchbacks, the automatic does all that as well as the manual and with very little, if any, hunting for gears. All the shifts up or down were done sharply and crisply. This Tucson has improved so much over the previous generation; it is difficult to believe that they came from the same company. Watch out Toyota, Hyundai is coming!

2011 Hyundai Sonata Injects Emotion and Superior Quality into Bland Segment by Hyundai

As reported by Hyundai

LOS ANGELES, - Hyundai today introduced its all-new 2011 Sonata at the Los Angeles Auto Show. This marks the North American debut of the latest version of the popular midsize sedan, introducing Hyundai's "Fluidic Sculpture" design language and an all four-cylinder engine lineup to the U.S. market.


HIGHLIGHTS FOR 2011 SONATA

•  All-new sixth generation Sonata midsize sedan
•  Fluidic Sculpture design
•  All four-cylinder engine lineup
•  Launches with new Theta II 2.4-liter gasoline direct injection (GDI) engine and in-house six-speed automatic transmission
• o Class leading fuel economy of 23 mpg city/35 mpg highway*
• o Class leading 198 horsepower standard* (200 horsepower on SE trim*)
•  2.0-liter Theta II turbocharged GDI four-cylinder engine and Hybrid Blue Drive models to debut by 2010 year-end
•  Production begins at Hyundai Motor Manufacturing Alabama in December with retail sales beginning in January
•  XM Satellite Radio(TM), real-time XM NavTraffic, XM Data Services, HD Radio Technology(TM), Bluetooth®, Touch-screen navigation and iPod®/USB inputs

Sonata is the second vehicle in Hyundai's 24/7 version 2.0 product initiative (seven new models in the next 24 months) following on the heels of the all-new Tucson. Production of Sonata will begin later this month at Hyundai's U.S. plant in Alabama with retail sales beginning in January.

The 2011 Sonata represents a modern approach to the traditional midsize sedan segment by using only advanced four-cylinder engines, emotional design and luxury features offered with Hyundai's strong value proposition.

The 2011 Sonata poses some intriguing questions:

•  Why can't a smart, solid sedan also have modern, sleek, sophisticated style?
•  Why pay so much to get a taste of luxury?
•  Why can't an efficient four-cylinder engine give V6 power?

FLUIDIC SCULPTURE DESIGN LANGUAGE
Beginning with the 2011 Sonata and 2010 Tucson projects, Hyundai designers set to work about three and half years ago on Fluidic Sculpture. Fluidic Sculpture is a consistent, cohesive design language that will ripple through the entire Hyundai showroom. In developing the initial Sonata sketches, Hyundai designers considered the interplay of natural, fluid elements with more rigid surfaces and structures to create the illusion of constant motion.

The exterior of the all-new Sonata is long, light and low. The high beltline allows for a long, sleek roofline accented by the third window. A monoform side profile includes flowing lines highlighted by a Hyundai signature chrome accent that spans the length of the car. Normally, this type of trim is only found around the windows. On the new Sonata, this trim extends out from the headlamps, juts up along the hood and through the beltline. The face is bold with a large powerful chrome grille and headlamps that integrate precise details.

Hyundai has established credibility and a burgeoning reputation by taking the big boys on head-to-head with less expensive examples of high-end machinery.

Buyers receive a sports coupe that not only looks sensational but has the performance to match.

Just last year, their new Genesis Sedan walked away with title to AJAC's Luxury Car of the Year (under $50,000). This year, Hyundai has Infiniti's G37 Coupe squarely in its sights as it launches its latest missile, the Genesis Coupe.

Genesis Coupe - sharing the "Genesis" name but little else
Although it may reflect similar developmental principles, the Genesis Coupe is not simply a two-door version of the Genesis Sedan. It's a "ground up" sports coupe that delivers a healthy dose of exotic looks and raw performance.

At the heart of the matter is either, a turbocharged, 210 horsepower 2.0-litre 4-cylinder mill or a powerful, 306 horsepower 3.8-litre V6. Perhaps even more important than the quantity of pistons is Hyundai's decision to send the power aft, as in the rear wheels.

An angry I-4
My tester depended on the four-cylinder affair to put power to the pavement. Along with its wealth of economical horses, the smaller of the two Genesis engines produces a stout 223 pound-feet of torque @ only 2,000 rpm.

Any relatively small 4-banger that produces such output must have an angry side, and that's exactly what the DOHC unit in use by Hyundai has. Its anger is both felt and heard as it thrusts the coupe forward with liveliness that both surprises and obliges.

Hyundai ascribes a 0-100kph time of 8.3 seconds to the Genesis Coupe 2.0T but if anything, it feels faster. According to Hyundai, the V6-powered version comes in at only 6.3 seconds for the same run.

Fuel consumption with the smaller engine is attractive at 10.1 and 6.6L/100km (man. trans.) city and highway driving respectively.

My tester depended on the four-cylinder affair to put power to the pavement. The use of dual continuously variable valve timing adds to an inexhaustible vigor and relatively flat power band, all of which is accompanied by something close to a "tuner" exhaust note. I'm not a fan of the auditory stimulation but I see how it fits the bill so to speak, especially with a manual transmission. The autobox works as it should and redeems itself with steering-wheel shift paddles. One car - three transmissions Confused? When equipped with the V6 engine, one can opt for either a 6-speed automatic or 6-speed manual transmission. With the I-4, the choice is the aforementioned 6-speed manual or an optional 5-speed automatic. Unfortunately, buyers of a 4-cylinder automatic Genesis Coupe are penalized a cog. Not fair I know but the autobox works as it should and redeems itself with steering-wheel shift paddles. Whether such F1-inspired devices are a suitably sporty substitute for a manual gearbox is debatable. I'm still pretty much "old school" about it, meaning give me the 6-speed manual stick and some twisty pavement on which to exploit the car's exceptional handling ability. Suspension designed for handling The Genesis Coupe employs a Macpherson strut arrangement up front and a 5-link independent setup at the rear. The engineering and calibration applied therein is clearly intended to produce outstanding handling characteristics, and it does but not at the cost of a reasonable ride quality given the intent of this vehicle. For those more focused on grip than gripe, the GT package adds a front tower strut bar, beefier stabilizer bars and a stiffer suspension calibration to maximize handling dynamics. Brembo brakes and Bridgestone Potenza performance tires complete the pavement-searing package. Balanced, predictable and tenacious come to mind when Hyundai's latest coupe is tossed about with wild abandon or something close to it. Steering inputs are instantly responded to with feedback that reminds me of old-time sports cars without hydraulic or electrical power assist - raw and unfettered. The Genesis Coupe employs a Macpherson strut arrangement up front and a 5-link independent setup at the rear. An aggressive steering ratio also feeds into the sense that every twitch is instantly transferred into a steering response. Perhaps wisely but frustratingly so, the Electronic Stability Control program tends to intrude on the early side for a car whose core attribute is its handling prowess. The nanny supervision can be deactivated with a button push, enabling much more driver-infused finesse in the dance of man and machine. And that tango is less expensive than one might think. The value equation Hyundai's reputation for over-delivering remains intact with the launch of the Genesis Coupe. With a minimum ask of $24,495, buyers receive a sports coupe that not only looks sensational but has the performance to match. A couple of typical sports coupe weak points exist with the Genesis Coupe, such as a small trunk opening and a limited cargo capacity. Even at its top end, which is full of luxury and V6 performance, the tag only rises to $36,795. Not bad when you compare the Genesis with competitors in the field, and occupant protection hasn't been skimped upon either. A full-suite of airbags, including side airbags and roof-mounted curtain airbags, are in place as standard equipment. On the downside A couple of typical sports coupe weak points exist with the Genesis Coupe, such as a small trunk opening, limited cargo capacity and tight rear seat dimensions. Also, a firm ride and noticeable road noise detract over time from an otherwise engaging driving experience.

It should come as no surprise that Hyundai recorded its best monthly sales ever during the first half of 2009 -- while the auto industry and global economy are in full crisis. Granted, the fast-forward decline of American automakers helped in a big way, but the truth is that the rising Korean giant has made the most of its opportunities over the past few years by significantly increasing the quality and value proposition of its vehicles.

The Hyundai Santa Fe 2.7 GL ($21,995 MSRP after rebate) proves to be a very affordable and enticing alternative.

Moreover, initiatives like Hyundai Canada's new "Smart Advantage" program, which includes price cuts of up to $4,000 combined with ultra-low finance and lease interest rates, are encouraging many consumers, who were reluctant to buy a new car due to the economic slowdown, to wisely make the move.

And boy, talk about a reward!

Attractive, well-executed design
If you're among those who hate the Ford Flex or Kia Soul, then there's a good chance that you will like the more conservatively-styled yet decidedly-modern second-generation Santa Fe. While my tester made do with 16-inch steel wheels and sported no chrome accents and fog lights, it still managed to project a sporty image thanks to its Deep Blue bodywork, a clean, muscular profile and tinted rear windows.

The interior, meanwhile, is extremely well executed. From a visual standpoint, the woodgrain finish on the dashboard adds a nice touch and highlights the remarkable build quality of this entry-level Korean product. A couple of soft-touch materials are in the mix, too. All in all, saying that the interior of the Santa Fe gives it a premium feel wouldn't be an overstatement.

With regard to access and ergonomics, I have to admit that the step-in height is a bit tall when compared to some rivals. However, once inside, I immediately felt at ease. The driving position feels very natural, while the gauges and controls are clear, nicely laid out and pleasant to look at. At night, I particularly liked the cool backlighting. Furthermore, programming and using the stereo is child's play.

From a visual standpoint, the woodgrain finish on the dashboard adds a nice touch. The 2009 Santa Fe's functionality and utility are two of its biggest strengths, actually. With an expansive cargo area (max. 2,214 litres) and a large partitioned compartment underneath it, not to mention multiple storage bins integrated to the doors, center console, ceiling and dash top, it boasts greater capacity than the very accommodating Toyota RAV4 and most other SUVs/CUVs for that matter. There's one little problem, though: while the rear seatbacks recline to increase passenger comfort, they do not create a perfectly-flat cargo floor when folded forward (contrary to what Hyundai claims). Oh well... The Santa Fe offers an expansive cargo area with a large partitioned compartment underneath it. On the plus side, the automatic-equipped Santa Fe GL is loaded with standard features, including air conditioning, cruise control, remote entry, heated front seats and mirrors, four 12-volt power outlets, a folding rear center armrest with cup holders as well as a leather-wrapped, tilt-telescopic steering wheel with integrated audio controls. Speaking of which, the stereo features satellite radio, an auxiliary input and, new for 2009, a USB slot. How convenient! Smooth on the road Given the size and limited output of my tester's 185-horsepower, 2.7-litre V6, accelerations were far from explosive, especially with an autobox that uses only four gears (in GL trim) and is sometimes slow to react. That said, in normal driving conditions, I found this combo reasonably satisfying. Besides, the transmission offers manual shift capability, so you can exploit the engine's power a little more enthusiastically whenever you feel the urge. The ride is smooth and comfortable; bumps and potholes are effectively dealt with so you don't feel most of them. Handling is understandably affected, as evidenced by the slight body roll in corners. Does it really matter? Probably not for the average Santa Fe buyer, who will spend more time appreciating the quiet, refined interior offering a relaxing atmosphere... unless, of course, you have to play referee with the kids in the back. No DVD entertainment system is available with the Santa Fe, so either you purchase a portable aftermarket unit or you make them believe that they're going to Disney World. Most Santa Fe owners will spend more time appreciating the quiet, refined interior offering a relaxing atmosphere? As for fuel economy, the official ratings of the 2.7 GL model are 11.4 and 8.3 L/100 km in city and highway use, respectively. That's not so bad provided that you drive moderately, but with a heavy right foot and some gear on board, my personal real-world average easily exceeded 12 L/100 km. Comprehensive safety Here's another huge benefit of the 2009 Hyundai Santa Fe: every active and passive safety feature offered by the automaker comes standard. These include six airbags, active front head restraints, traction control, stability control and four-wheel disc brakes with ABS and Brake Assist. The official ratings of the 2.7 GL model are 11.4 and 8.3 L/100 km in city and highway use. Competition Some journalists like to put the Santa Fe in the same category as the Honda Pilot and Chevrolet Traverse, but that's a mistake. Since Hyundai introduced the big Veracruz and the Santa Fe is no longer available with third-row seating, the latter now focuses on its original assignment -- that of a relatively compact and affordable family crossover. As such, it rivals the likes of Toyota RAV4, Ford Escape and Mitsubishi Outlander. The Mazda CX-7, Dodge Journey and Subaru Forester are other close competitors. Wrapping up the Santa Fe While it's easy to see why 3.3-litre, all-wheel drive models account for the majority of Santa Fe sales, those who simply want a competent, ultra-safe and family-friendly SUV/CUV (sedans and wagons often lack cargo room), the 2009 Hyundai Santa Fe 2.7 GL FWD ($21,995 MSRP after rebate) proves to be a very affordable and enticing alternative, particularly with one of the industry's best warranties on top of that. No wonder it sometimes feels like they're on every street corner!

Hyundai's updated Santa Fe brings the latest in diesel engine technology to the masses at an affordable price. Starting from $37,990 the face-lifted Santa Fe gets an updated interior and exterior plus a whole new engine and transmission system, meaning superior fuel efficiency and drivability.

There was a time when Korean cars were regarded as cheap, nasty and somewhat unreliable. There are still many out there who will refuse to buy a Korean car because of that apparent brand perception.

I was one of those people till a few years ago, "Hyundai? No, no, buy Japanese if you want it to last" - These days Japanese cars have become so well accepted that even the once hardcore European or Australian car lovers are switching over.

If you remember the old Hyundai Excels then you may still have that ill feeling towards the Hyundai brand, well let me tell you, times have certainly changed.

Firstly, the number of old Excels you still see around, some 10-20 year later, is a sign that the bad-reliability myth was just that, a myth. Secondly, if you still associate Hyundai with Excels of old, it's time you get yourself into a Hyundai dealership and check out the range.

From January to September of this year Hyundai Australia has improved sales by a massive 36 per cent over the same period last year and all the while its Japanese rivals are losing market share as a result of the economic downturn. Globally the company has increased sales by an unbelievable 61.3 per cent so far this year.

Back at home the Hyundai Getz is the best selling light car, the i30 is the third best seller in its class behind the Corolla and Mazdza2, Tucson is the best selling compact SUV and the iLoad remains the number two best selling van.

The Santa Fe may not have such credentials to boast about yet but as a showcase of the company's innovations and desire to succeed, it has been a big success for Hyundai.

The preceding model was selling around 250 units per month and to put that into perspective, Toyota Kluger and Prado and the Korean sourced Holden Captiva are selling on average over 1,000 units per month and the Ford Territory around the 900 mark.

As is common with car companies, when a model is about half way through its life cycle some will change a few bumpers and add some new alloys to keep buyers interested. The 2010 Hyundai Santa Fe is essentially the same deal, except that there is now a brand new turbo diesel engine and transmission system.

The new R-2.2 turbo diesel engine is the same unit found in the recently released all-new Kia Sorento, jointly developed by Hyundai/Kia at a cost of nearly $250 million it produces 145kW and 436Nm of torque (421Nm of manual mode).

If those numbers don't mean anything to you then let me give you a non-technical explanation. Ten years ago no one would've imagined a 2.2-litre engine can produce that much power and torque. In fact, the majority of current European diesel engines can't match those figures, it's fair to point out that this engine was infact designed in Germany. The R-spec diesel engine is the smallest, lightest most powerful engine in its class.

What the Koreans have essentially managed to do is build an engine that can compete with not only the Japanese but the Europeans as well. To top it off, they've also been busy building a whole new automatic transmission.

If you want any more reason to know Hyundai is serious you just have to admire the effort put into this gearbox. Until now only Toyota, General Motors and Ford built their own gearboxes internally and after four long years, the Hyundai/Kia group can now join that exclusive list.

The six-speed automatic transmission is somehow 12kg lighter than the five-speed it replaces. It measures 41mm shorter and uses 62 fewer parts. It's also a completely sealed unit, requiring no oil changes or any form of servicing. It's designed to last for the life period of the vehicle.

Mating the engine and gearbox together has resulted in some impressive fuel economy figures, in manual flavour the combined (city and country) usage is 6.7L/100km, meanwhile the auto comes in at 7.5L/100km.

During the recent Global Green Challenge, where the Santa Fe drove over 3,000km from the top to the bottom of Australia (co-piloted by no other than our own editor John Cadogan), the overall fuel rating was an average of 5.1L/100km, an improvement of 23.8 per cent on its ADR combined fuel figure. Interestingly it just beat its main rival the Kia Sorento which uses the same engine and gearbox, plus weighs about 80kg less.

Hyundai took the motoring press to Adelaide to test drive the 2010 Santa Fe through twisty mountain and dirt roads. The most noticeable feature of the new Santa Fe is the updated rear light cluster which gives the car a far more modern presence. At the front the new grille is doing its bit but to the untrained eye the facelift can be a little too subtle.

Move inside and you'll notice some more subtle changes, such as the carbon graphite style accents and aluminium effect finishes throughout the cabin. A reverse camera is also embedded into the driver's rear-view mirror on the high-spec variants.

Features carried over include USB audio input with iPod® compatibility, cruise control and steering wheel mounted controls and heated outside mirrors. Move up in the range and you won't even need a traditional key with a push button start and proximity key included.

Two new interesting features found in the  Santa Fe are the emergency brake system and rollover sensors. Hyundai says the Santa Fe's computers will detect when the driver has suddenly applied lots of pressure to the brake pedals in an emergency situation and automatically apply maximum brake pressure. Not an all-new revolutionary idea but a great feature nonetheless.

Roll-over sensors on the other hand are usually found in convertibles only, so it's interesting that we find them in the Santa Fe. If the sensors detect an imminent roll-over, seat belt pretensioners will pull the passengers back into their seat and deploy side airbags.

With the capacity to carry seven passengers, the Santa Fe is an extremely practical car, however after a short two minute stint in the third row, it's fair to say it's best used for children or very short distance drives if adults are involved.

As my co-driver and I left the Intercontinental hotel in the heart of Adelaide CBD, we soon realised the Santa Fe's 2.2-litre engine really is something to admire. Having driven the Sorento with the same engine only a week ago, it was interesting to note that the Kia's power delivery was slightly smoother, specially when it comes to minimising torque steer.

All around handling and ride comfort is exactly what was expected, predictable and enjoyable. Despite some deep potholes and over 30km in dirt roads, there was never any sudden shock through the cabin or any 'ouch' moments. Turning circle is also noticeably improved.

Drive through twisty tight mountain roads and the Santa Fe behaves well, corner to corner it will grip and accelerate hard when asked. There is minor torque steer coming through the front-wheels at times but that is quickly self-corrected as power diverts to the rear.

The hardest question that I have to answer now is "should I buy the Kia or the Hyundai?". Frankly it's a hard question to answer. Hyundai has a far better established brand reputation and there is no doubt its hard earned efforts will mean more sales to its side of the Korean camp. It comes down to personal choice, I can only suggest you test drive both. As for the other direct competitor, the Holden Captiva, although cheaper it's no longer able to keep with its fellow Korean cars.

180km of driving later and our average fuel economy was 10.4L/100km, not exactly the 7.5L/100km we were hoping for and no where near the 5.1L/100km achieved in the Global Green Challenge. In fairness fuel economy was not high on the agenda as we flew through hilly dirt roads.

Overall, the updated Santa Fe is a very tough competitor in it's class and a must in the consideration list. Stay tuned as CarAdvice will soon spend a week with the car and bring you a comprehensive road test.

New Santa Fe trim level comparison:

SLX	Elite	Highlander
	has the following features over and above the SLX trim	has the following features over and above the SLX trim
R-series engine	Coolbox	Rear parking camera
ESP Stability Control + TCS	Conversation mirror	Leather seats
Front, side and curtain airbags	Autolight control	Front passenger power seat
Active front headrests	Driver's power seat	In-dash 6 stacker CD / MP3
Back warning sensors	Roof rails	18? alloy wheels
6 spd transmissions	3rd row air con & heating	Rain sensing wipers
Cruise control	Supervision cluster	Sunroof
Electric heated outside mirrors	Push button smart key	Electro-chromatic mirror
iPod® and USB connectivity	Leather steering wheel & TGS	Electric folding mirrors
Steering wheel audio controls	Full auto climate control	Deluxe door scuffs
Rear map lamps	Chrome door handles
Rear spoiler
17? alloy wheels
Front foglamps
Tweeter speakers