Hyundai Veloster

Hyundai Veloster

NEW SIX-SPEED DUAL-CLUTCH TRANSMISSION

Hyundai Veloster commitment to making the Gamma engine extremely fuel efficient continues by pairing it with a standard six-speed manual transmission or an all-new, six-speed dual-clutch transmission (DCT) developed by Hyundai.

Hyundai Veloster new DCT takes the benefits of a manual transmission, including low fuel consumption and sporty driving, and blends them with automatic transmission benefits, such as high comfort levels and smooth shift quality. In addition, the DCT enables direct connection for high efficiency and uninterrupted torque transfer during shifts. Automatic transmissions lose power and fuel economy in the torque converter.

Other improvements of a DCT over a traditional automatic include a five to six percent improvement in fuel efficiency as well as a three to seven percent improvement in acceleration performance.

Hyundai Veloster's DCT can be thought of as two traditional manual transmissions, each with its own clutch operating in parallel and alternating shifts. Hyundai Veloster is a six-speed with one clutch acting on gears one, three and five and the other used for two, four, six and reverse. This shifting process results in quick smooth transitions with none of the efficiency loss normally associated with torque convertors. The clutch actuator assembly features electric motors for actuation, and an external damper improves NVH.

This powertrain also has an Active Eco mode which modifies engine and transmission control for improved fuel economy that translates into more than a seven percent improvement in real-world fuel economy.

Hyundai Equus Car Info & Latest Pics

The Hyundai Equus known as the Hyundai Centennial in the Middle East, is an upscale full-size luxury car that serves as the flagship model of Hyundai Motor Company worldwide, named after the Latin word for "horse". The Hyundai Equus is the largest and most expensive sedan in the company's lineup. In 2009, the company released a new version on a rear-wheel drive platform aimed to compete with the BMW 7 Series, Mercedes S-Class, Audi A8 and Lexus LS.
Source: Wikipedia

HYUNDAI EQQUS

When Hyundai announced the Genesis luxury sedan in 2008, some were skeptical. A $40,000 Hyundai? But the Genesis has been a hit with buyers, outselling the Audi A6 and Lexus GS combined. After two years on the market, sales of the Genesis are still increasing. Hyundai says this is a sign that American consumers are seeing the brand differently and are ready for Hyundai to head even farther upmarket. And so, with the 2011 Equus , the company has its sights set on the top of the luxury heap: cars like the Lexus LS and Mercedes-Benz S-class.


That bold goal comes with a proviso, however. The Equus was designed primarily with its home South Korean market in mind. Shoppers there are fervently loyal to domestic manufacturers—with Hyundai being the largest—and since this Equus went on sale there over a year ago, it has been successful at luring government officials and hot-shot businessmen out of the black Mercedes S-classes that are de rigueur for elites worldwide. So although it would be unfair to call the U.S. an afterthought, Hyundai knows the Equus doesn’t have wide-reaching American appeal, and it has set the sales targets at a realistically modest 2000 to 3000 cars per year.



“A Classic Halo-Car Strategy,” According to Hyundai


The president and CEO of Hyundai’s U.S. operations, John Krafcik, hopes the Equus will cast a positive glow on the rest of the cars in the company’s lineup. It’s too hard to predict yet whether buyers will take notice of the Equus and think better of the Accent as a result, but one thing is for sure: It would be hard not to notice the Equus—especially in a Hyundai showroom. At 203.1 inches long, it is 7.2 inches longer than the already big Genesis sedan and less than an inch shy of the long-wheelbase LS. It’s within an inch in width of the Lexus, as well as of the BMW 7-series.


To power this behemoth, Hyundai turned to its fine 4.6-liter Tau V-8. Just as it does in the Genesis sedan, this smooth powerplant delivers 385 hp at 6500 rpm and 333 lb-ft of torque at 3500 (or 378 and 324, respectively, if running on regular gas instead of the recommended premium). Power is routed through the same six-speed ZF automatic transmission found in the Genesis 4.6, and Hyundai estimates EPA fuel-economy ratings of 16 mpg in the city and 24 mpg on the highway.


The power numbers are certainly nothing to be ashamed of, but they do fall midpack among the car’s intended benchmarks. The Equus betters the V-8–powered Audi A8’s 372 hp, but the Mercedes S550 will soon pack 429 hp. To stay competitive, the Equus will receive a new drivetrain in mid-2011 that combines a Hyundai-designed eight-speed automatic with a 5.0-liter version  of the same Tau engine making as much as a Benz-matching 429 hp. Hyundai also will soon offer the Equus (as well as the Genesis sedan and coupe) with all-wheel drive to up appeal in colder climates.


Ride in Business Class


The Equus’s Korean target buyers are looking at this car not as one to drive but largely as one in which to be driven, and this has had a major impact on the car’s planning. The interior is cavernous. Passenger space rivals that of the Mercedes S-class and long-wheelbase Audi A8 and surpasses that of the stretched Lexus LS (and we won’t even get the extended-wheelbase version of the Equus offered in South Korea).

There are no options, so choosing between the two trim levels—Signature and Ultimate—is the only decision buyers have to make. Regardless of which version they choose, Equus-ites will be treated to unremarkable birch or walnut wood trim and a liberal application of leather around the cabin. None of it feels especially opulent—a disappointment in a car hyped as an S-class alternative—save the Alcantara headliner. Front-seat occupants have all the usual accouterments, including heated and cooled seats, a heated steering wheel, an easy-to-use infotainment and navigation system with an eight-inch screen, and a high-end Lexicon stereo. The driver’s seat in every Equus has a massage function, although it feels more as if it came from a shopping-mall gadget store than a spa.


Ponying up for the Ultimate replaces the rear bench seat with two individual thrones—one of which has a retractable footrest and a massage function. The Ultimate includes power headrests for both seats, a refrigerator in the center console, and an eight-inch monitor. Your driver will appreciate the forward-view cornering camera, and bellmen the power trunklid.


Dimensions of a Boat, Drives Like a Car


There’s no nice way to say it: The Equus packs the pounds onto the Genesis platform. Going by Hyundai’s estimates, the Equus is about 500 pounds beefier than a Genesis V-8. Surprisingly, the rear-wheel-drive Equus drives better than this weight—and its intended use as a limo—would suggest. All that beef and the long wheelbase make handling predictable. Oversteer isn’t much of a concern; it takes a deliberate hand to get the car to step out, and then only barely. The electronic stability control does an excellent job of maintaining the intended path, allowing the Equus to hustle through tight bends more gracefully than you would expect.


The air suspension, with its selectable ride height, makes for a comfortable ride, although pressing the sport button on the console—which is said to sharpen the suspension, steering, and transmission—has a negligible effect. That aside, Hyundai has accomplished one of its goals, demonstrating that it can build a big car that’s at least somewhat capable. The 385-hp V-8 is certainly adequate, and with it the Equus should be about a half-second behind the Genesis in the 0-to-60 run; figure on a number in the high-five-second range. That will improve, of course, when the new engine arrives next year. Wind and road noise are more noticeable than in the cars the Equus is meant to mimic.


First-Class Service


The most significant Equus feature, though, is perhaps its “Your Time, Your Place” buying program. The goal is to alleviate the typical headaches of buying and servicing a car at a dealership (and maybe to save Equus shoppers the indignity of mixing with commoners looking for Elantras and Tucsons). Interested Equus customers only have to call their local Hyundai dealership and a designated Equus sales maven will bring the car to their home or office for a demonstration and test drive. Depending on where they are (consumer-protection laws vary from state to state), some customers will be able to purchase an Equus without setting foot in the dealership.


However a buyer takes possession of the car, servicing is all done without venturing to the dealership. An Apple iPad comes with every car and stores the owner’s manual, and owners schedule services such as oil changes or repairs through the iPad. Once a service is arranged, a technician will pick the car up from the owner’s home, office, or designated airport parking lot, leaving a loaner Equus or Genesis in its place. Since the Equus is available in only four colors (two of which are silver), there’s a 25-percent chance that an Equus loaner will look the same as your personal car and none of your friends will be the wiser. When the servicing is done, they’ll swap the loaner back for your car. If “Your Time, Your Place” is successful, Hyundai is looking to extend it to the Genesis sedan and any future premium vehicles as well.


Imminent Arrival

The Equus is due in dealerships this fall, but Hyundai hasn’t set firm pricing. The company has indicated that the car will start in the mid-$50,000s, with the Ultimate trim demanding a few grand more. It may be a bargain compared with an S-class, but it doesn’t hold a candle to the big Benz—or any other premium flagship—in cachet, sumptuousness, or dynamics. The Equus will have to overcome some serious obstacles and the image of its own brand to make headway with its intended audience. Still, with the high-tech sales and service, massive list of gadgets, and business-class back seat, Hyundai shouldn’t have any problem finding a couple thousand thrifty-minded (but not poor) buyers each year. If not, we hear that New York City’s limo companies are champing at the bit (horse joke!) to add the Equus to their airport fleets.

Hyundai Avante

Hyundai Avante

Hyundai Avante

Hyundai Avante

Hyundai Avante

Hyundai Motor Co. had its world-premier of the all-new Hyundai Avante compact sedan, the company's best-selling model worldwide, at the 2010 Busan International Motor Show.

"The new Hyundai Avante encompasses Hyundai's latest ambitions, featuring the best styling and performance in its class," Steve S. Yang, President & CEO of Hyundai's Global Business Division, said at the Busan Exhibition and Convention Center (BEXCO) today.

Hyundai has applied its latest 1.6L Gamma Gasoline Direct Injection engine and a 6-speed automatic transmission to the front-wheel drive compact, the first time GDI and six-speed automatic have been featured on a compact sedan in Korea.

HYUNDAI GENESIS V8

One of the cornerstones of TTAC's existence is reminding the auto industry that "those who don't learn from the mistakes of the past are destined to repeat them."  As a corollary we can say that learning from history's successes forms part of the recipe for a flat-out victory in today's highly segmented, price sensitive market.  We have seen almost two decades since the boring sheetmetal of the Lexus LS400 hit our shores, forever changing the way we think about luxury cars. Fast forwarding along that school of thought brings us to the new, V8-powered, Hyundai Genesis 4.6.


Status seekers know the drill: avoid a South Korean automobile at all costs.  That explains HyMoCo's last-minute change of the V8 decklid's (America-only) "H" logo to the global market's winged crest. Even with the Genesis name spelled out on its rear, the re-badged badge puts a little Bentley in yo' face for maximum curb appeal. And it's not offensive. Like the Lexus That Started It All, the Genesis demonstrates design-naivety; a socially inept copycat of the hottest sellers in this segment. Think of it as a muscle-bound Milhouse Van Houten on 18" rims.



The overall look mimics the 5 Series' swoopiness, but with aesthetic restraint and integrated form that eludes the Bangled brand.  The front doors have a classic cab-backward feel, paying homage to the G35 while thumbing its nose at Lincoln's latest FWD abomination. The only downside remains the finely crafted grille– it begs for some name recognition to ward off the inevitable references to the brandless contents of a local Dollar Store. 


The theme continues inside, where finely crafted materials draped over derivative bones make for a large and comfortable cabin.  There's an abundance of chrome accents in Mercedes-like fashion, topped with some of the finest polymers this side of 50-large to ever grace a dashboard. 

While the elegantly stitched leather panels are a welcome addition, the lack of wood trim complementing its bold sweeps keep the Hyundai looking up to its Japanese and German competition.  And the oak-ish trim that is there looks like an afterthought. The Genesis' dash is also cursed with an array of silver-toned buttons that look better when Wal-Mart sells them on a be-speakered ghetto blaster.  Ditto the poorly integrated plastic buttons on the big Hyundai's leather and wood-rimmed tiller.

And that's it. To wit: even the trunk is cavernous and exceptionally well trimmed. Get over the stylistic snafus and the V8 Hyundai earns its keep with up-rated leather seating, illuminated sill plates, a Caddy-trumping rear bench and a heated/cooled seat for the driver.  They had to cut costs somewhere, so too bad about the other occupants' thermally-challenged backsides. At least everyone else gets to share in the joy of all 528 watts in the stellar Lexicon 7.1-channel audio system. Mark Levinson may not feel the heat just yet, but Mark Fields better take some damn good notes.


Fire up the (keyless) ignition and the Genesis "4.6" channels 375 horses through six speeds, under the watchful eye of two rear wheels, four Sachs-controlled (and Magnaride-worthy) dampeners, and a five-link suspension on both axles. The hardware continues to impress, just like the 5.7 second sprint to sixty.  But stomping the torque-rich "Tau" V8 feels like a hollow treat; the electronically controlled throttle keeps the you from overtaxing your funmeter. 


Put another way, you can feel the Genesis 4.6 really sing halfway though second gear.  Hyundai could have gone for Detroit's jugular, but this does leave room for a sport package. Or not. 


Granted the Pistonhead-worthy versions of Germany's finest are safe, but the Genesis 4.6 puts everyone else on notice with level cornering and a composed ride at sane speeds. Understeer hits well after the Genesis' body roll "tells" the driver to calm the hell down. That said, Hyundai did a fine job carrying speed with a load of passengers, but the positively sublime ride forms the core component of the car.


If Lexus pursued perfection, Hyundai got the patent. The SACHs-tuned springy bits absolutely devour a long interstate. Toss potholes, speed bumps or pavement joints into the mix and the Genesis moves so gracefully I swore it gained 6-inches in wheelbase and grew a Panther chassis.  The slippery drag coefficient adds to a silent cabin. The Genesis 4.6 simply drives like a far more expensive car.


A car this affordable this good simply boggles the mind. But armchair analysts see the derivative sheetmetal and questionable Hyundai dealership experience going over as well as a fart in church. Be that as it may, the Genesis 4.6 stands well on its merits. 

Its amazing that a country that had its first democratically-held election when Toyota was building a pseudo-autobahn now makes a luxury sedan that runs with the class leaders for a fraction of the price. The Hyundai Genesis 4.6 is the car Lexus made in 1989, and the one Detroit killed decades ago.

HYUNDAI VELOSTER

If the auto industry were a dice game, Hyundai would have wound up dead long ago in a seedy back alley, shot or stabbed by a jealous pimp over having a “hot hand” for too long. Just as everyone else’s luck seemed to run out a few years ago, Hyundai went from punch line to punching well above its weight with a string of products – the Genesis Coupe and Sedan, Elantra, Tucson, Sonata, Equus and Accent have all presented a serious challenge to both domestic and import manufacturers, and industry observers have been asking sotto voce whether Hyundai was due for a fall.


The Veloster is Hyundai’s most important product for the 2012 model year – on the surface, it looks like another inexpensive, sporty offering aimed at Gen Y, a crucial market for automakers who must try and sell cars to a cynical demographic that has come to see driving as an anti-social and wasteful act. While Hyundai was busy touting the car’s 40-mpg highway rating and light weight (only 2,584 lbs with the 6-speed manual) in the run up to the car’s launch, they were also making excuses. Claims abound that the Veloster was fun in the classic “driving a slow car fast” kind of way, and one Hyundai engineer told AutoGuide that the 40 mpg rating would be a bigger selling point than the car’s meager 138 horsepower rating (and he may not be wrong). The Veloster is supposed to be a mix of utility, performance, efficiency and technology, but compromise rarely leads to great automobiles.



CERTAINLY NOT SHORT ON STYLE
At first glance, the Veloster looks cool, with a broad, aggressive front end and a rakish roofline. A 360 degree walk around the vehicle reveals two design oddities that ruin an otherwise attractive shape – the rear end is pear-shaped, with a pinched-in upper-deck and strangely scalloped taillights that look the head of an insect that’s about to sting you.


On the passenger side sits an asymmetrical third-door, another oddity that we can’t understand the rationale behind. Hyundai told journalists that for right-hand drive markets, the door will shift to the other side (so that passengers won’t have to get out of the car and into traffic), so why not just make the car a 5-door hatchback? The last car to use the asymmetrical third-door setup was the Saturn Ion, and self-conscious Gen Y types would sooner admit to liking mainstream pop music than have any associations with the most uncool of car brands.


SOLID INTERIOR BUT TECHNOLOGY NEEDS WORK
The interior of the Veloster is one of the car’s triumphs – Hyundai obviously had to stick to a budget to meet the car’s pricing targets, but they did a good job of eliminating anything cheap or nasty in the cabin. Sure, you won’t find Audi-like soft touch plastics on the dash or door panels, but the materials are of a fairly good quality, have interesting textures and don’t feel like melted down action figures to the touch. A 7-inch LCD screen is the centerpiece here, controlling the audio and navigation systems (on cars equipped with this feature), and the menus are well laid out and easy to use. The one complaint we had was with the iPod integration feature, which was frankly abysmal, disconnecting the iPod multiple times throughout our drive and failing to sync the entirety of the music library. This is a common occurrence across multiple automakers, but for the Veloster’s target demographic, being able to play your music seamlessly is far more important than the 0-60 time, and Hyundai needs to nail this, as trivial as it may seem.


Upfront, the Veloster has plenty of room for taller drivers, but the sloping roofline that makes the car so attractive renders the back seat useless for anybody over 6 feet tall. Short trips will become rolling torture sessions due to the lack of headroom, and carrying multiple passengers requires scooching one’s posterior across the rear bench seat – for the 50 percent of the population that wears skirts and dresses (and short ones at that) this is a recipe for disaster.


THE NEW CR-X?
Enthusiasts handed the Veloster a prima facie declaration of the second coming of the legendary Honda CR-X sports coupe, but anyone who likes to drive spiritedly needs to manage their expectations for the Veloster. In fairness to Hyundai, they have shied away from branding the Veloster a sports car (when asked about a forthcoming turbocharged version that’s been long rumored, CEO John Krafcik repeatedly suggested that it exists, in the form of the Genesis Coupe).


The Veloster is by no means bad to drive, but - to paraphrase a famous quip – the AutoGuide staff is familiar with the CR-X, and the Veloster is no CR-X. The Veloster isn’t even a MINI Clubman, on the fun to drive scale, but the MINI lineup is an anomaly in terms of the purity of the driving experience. Plus, it comes at a steep price.


There’s nothing really wrong with the Veloster per se. The steering is weighty but lacks a little sharpness, the chassis strikes a good balance between ride and handling, though it does roll a bit more in turns than we’d like, and the brakes work well, though the pedal may be a bit soft for sports car enthusiasts. It’s more engaging than a Honda CR-Z and it’s leagues better than the ponderous Scion tC, but it may not live up to the hype generated by the enthusiast community – however unreasonable it may have been. For the majority of buyers for this car, it will be more than adequate, but those who fancy themselves as the next Schumacher may walk away feeling a bit cold.

The real weak spot for the Veloster is the engine. Despite a claimed 138 horsepower, the car feels down on grunt with the 6-speed manual gearbox (which was smooth, engaging and easy to operate in traffic), and absolutely abysmal with the 6-speed Dual Clutch Transmission. Even with quick shifts and a fairly seamless operation the DCT is poorly matched with this engine. Highway passing maneuvers are a farce, with the revs steadily climbing while the speedometer fails to move much. It makes an early model Miata seem speedy by comparison.


THE VERDICT
Reviewing a car like the Veloster objectively is difficult because context is so important. Hyundai is hoping to capture a demographic that is increasingly falling out of love with cars, cares deeply about their image and the material goods that make up their identity and also facing economic prospects that are nothing short of dismal. If they are going to buy a car at all, it should be frugal, visually striking and practical enough to meet all of their needs. The Veloster ticks all the boxes based on the above criteria, but success on paper and success in the marketplace bear no relation in the car industry.

HYUNDAI TIBURON

This generation of Hyundai Tiburon first debuted for the 2003 model year. The changes for 2005 include design enhancements and packaging adjustments. There is a new ultimate performance edition of the Tiburon called the SE, which builds on the Special Edition package introduced in 2004. And there is the value-packed high-performance GT model.


The exterior of every Tiburon has been revised for 2005. The front end features a new grille and lower fascia, new headlamp and foglamp design. In addition the side garnish has been changed from the original gill design to a horizontal slot style. The side mirrors have been redesigned to improve aerodynamics and provide even better vision for the driver. There is also a new taillight treatment and new badging that reflects the three trim levels.


There are two V6-powered Tiburon models offered for 2005 - the GT and the SE.
The Hyundai Tiburon GT model is fitted with Hyundai's all-aluminum 2.7-liter V6 engine and a 5-speed manual transmission. The DOHC V6 engine is rated at 172 horsepower at 6,000 rpm and 181 lb-ft of torque at 3,800 rpm.



The Tiburon GT is fitted with the standard 5-speed manual transmission; the 4-speed Shiftronic automatic is available. All GT models are fitted with a rear decklid spoiler and 17-inch Michelin all-season tires mounted on handsome 17 x 7.0-in alloy wheels. In addition, the sporty GT is fitted with a leather-wrapped steering wheel, leather-wrapped transmission gear selector knob and leather door inserts. New for 2005 is the efficient HVAC unit features air conditioning with automatic temperature control.
The GT is also fitted with new seats that feature leather bolsters with cloth inserts that help the driver stay in place while exploring Tiburon's performance envelope. Leather door inserts are also part of the interior upgrade for model year 2005. All of the trim is highlighted with contrasting red stitching on the seats, door inserts and the leather-wrapped steering wheel for high performance styling.


The Tiburon GT is fitted with an AM/FM/CD/cassette sound system with six speakers. However, Tiburon buyers who want even higher fidelity can take their choice of two available sound systems: a 360-watt Infinity AM/FM/CD/cassette sound system with six speakers and a subwoofer; or a 440-watt Infinity AM/FM/6-disc CD changer/cassette with six speakers and a subwoofer.


The Hyundai Tiburon SE is the sportiest Tiburon. It is fitted with the 2.7-liter DOHC V6 engine matched to the smooth-shifting six-speed manual transmission. Drivers who demand the best and love the "snick-snick" sound and precise feel of a precision 6-speed transmission will appreciate the transmission fitted to the Tiburon SE.


The SE also comes with a high rear deck spoiler, sport red front brake calipers, ABS, fog lights, aluminum pedals, manual air conditioning, Kenwood AM/FM/CD/MP3 audio system with six speakers, and an auxiliary instrumentation unit with torque meter, fuel consumption gauge and voltmeter.


The exterior of every Tiburon for 2005 is updated with a new grille, new lower fascia with new fog lamp design, new headlamps, new side view mirrors that are slightly larger to provide a larger viewing area, new horizontal-design side trim, new rear tail lamps, new badging, new SE and GT seat cloth with leather bolsters and contrasting red stitching. Optional GT leather seating features black leather seating surfaces with contrasting red stitching.


Large, low profile high-performance tires mounted on alloy wheels fill the wheelwells, and give the Tiburon an aggressive stance, while both the windshield angle and the backlight angle are steeply raked. Those features, combined with the vehicle's high beltline and "chopped" greenhouse, make the Tiburon look fast even when it's parked.


The previous version of the Tiburon was built on the same platform as the Elantra, but the current Tiburon has its own chassis, dubbed the GK. The platform features a slightly longer wheelbase (99.6-in. vs. 97.4-in.) and is slightly longer (173-in. vs. 170.9-in) than the previous version. As a result, there is more room inside for the driver and passengers -- and the extra room provides extra comfort. Headroom, legroom and shoulder room have all been increased to make the Tiburon even more comfortable.


The Tiburon chassis is also stiffer and more refined than the previous generation. A front subframe was added for improved strength and revised, third-generation hydraulic engine mounts help isolate engine vibration from the cabin.


The Tiburon features independent suspension both front and rear. In front, MacPherson struts are used with offset coil springs, gas-filled hydraulic shock absorbers and anti-roll bar. The anti-roll bar mounted directly to the strut for more efficient operation. At the rear the Tiburon is fitted with a strut-type multi-link rear suspension, gas-filled hydraulic shock absorbers and anti-roll bar.


From the start, each generation of Tiburon has provided the driver and front seat passenger with a comfortable cockpit environment from which to enjoy the driving experience. The 2005 Tiburon carries on this tradition of driving control and comfort with a spacious, ergonomic cockpit and the protection of driver and passenger front and side impact air bags.


The seating position is designed with the driver in mind. The seats offer ample side support for enthusiastic driving, but also allow for easy entry and exit. The controls are intuitive; in the place the driver expects them to be and easy to use. The instrument panel features two large, easy-to-read analog gauges with the speedometer and tachometer placed directly in front of the driver. Leather seating surfaces are optional on the Tiburon GT.

The Tiburon GT trim includes P215/45-17 Michelin tires mounted on 17.0 x 7.0-inch alloy wheels, cruise control, metal-grain interior trim, AM/FM/CD/cassette with six speakers, leather door inserts and leather-wrapped steering wheel and shift lever knob. Options include anti-lock brakes, power-operated moonroof, leather seating surfaces and a choice of two outstanding premium audio systems.


The Tiburon SE is fitted with the 2.7-liter V6 engine, six-speed manual transmission, red front brake calipers, ABS, manual air conditioning, leather-wrapped steering wheel and transmission shift lever, high rear decklid spoiler, aluminum pedals, cruise control, fog lights, Kenwood AM/FM/CD/MP3 audio system with six speakers and subwoofer and special instrumentation package with voltmeter, torque meter and fuel consumption gauge, leather door inserts and metal-grain interior trim.


The Tiburon carries a full complement of safety features, starting with the car's strong unibody construction, integrated crumple zones, high-strength steel side impact beams and front and rear five-mile per hour energy absorbing bumpers. Driver and passenger front and seat-mounted side impact airbags are standard.
Tiburon buyers also benefit from the Hyundai Advantage, America's Best Warranty that includes 10-year/100,000-mile powertrain protection and 5-year/60,000-mile bumper-to-bumper coverage as well. In addition, Tiburon buyers receive 24-hour roadside assistance at no extra charge for five full years (no mileage limit). The warranty also includes emergency towing, lockout service and limited coverage for trip-interruption expenses. Anti-perforation is provided for five years or 100,000 miles. There is no deductible on any of these coverages. 
Hyundai USA


Based loosely on the same platform as the compact Elantra front-drive sedan, the Tiburon has a 3.1-inch-shorter wheelbase (down to 99.6 inches) and is 4.1-inches-shorter overall (at 173 inches) than that car. Like the Elantra, the Tiburon keeps its nose in the air with a MacPherson strut front suspension while the hind end stays up with struts in an independent system. But the essence of the Tiburon isn't what it shares with the Elantra, but where it differs.
Anyone who hasn't driven a Hyundai in five years will be startled at how much the interior materials have improved, how satisfying almost everything is to the touch and how logical the ergonomics are, even though the cockpit as a whole feels a half-generation behind Toyota or Honda.


With 177 pound-feet of torque available at just 4,000 rpm, driving the Tiburon GT V6 is quite different from piloting high-strung fours like the RSX Type-S or Celica GT-S. The character of this V6 isn't particularly sporting or eager, but it's confident, composed and produces a sweet note from the dual exhaust. It's easy to break the optional P215/45R17 Michelin tires loose on launch, but torque steer wasn't particularly apparent in our initial drive. Down a straight road, the Tib's ride is composed and quiet over most surfaces. It's in corners where the Tiburon's limitations become apparent. With the weight of the V6 on its nose, and rather slow, numb rack-and-pinion steering, the Tib's front wants to plow furrows like a Farmall. The four-wheel disc brakes (ABS optional) can be used to balance the chassis somewhat, but the athleticism of the RSX or Celica just isn't there.


Our expectation is that the rising tide of Hyundai quality is lifting the resale of all its models and will continue to do so for the foreseeable future. 
Having a V6 gives the Hyundai a unique character. It's smooth, refined, and makes great sounds, but the engine was really designed for sedans and SUVs, and that original intent shows in its powerband. After a brief surge of torque, output plummets. Taking it to redline is pointless. Thankfully, the six-speed gearbox has well-spaced ratios that make short shifting worthwhile. While the displacement argument is a strong one, having a V6 is not necessarily an advantage in this market. Modifying a V6 is much more expensive than a four. Want to change cams? You'll need four. A header? Two. Plugs, wires, injectors? You'll need six of each.

Then there's the weight. Blame the V6 for part of that. Attempts at stiffening the inherently flexy hatchback structure are responsible for the rest. Weight is felt everywhere. In acceleration, the Tiburon is near the back of the pack, the brakes overheat quickly, and the sticky Michelin Pilot Sport tires feel overworked.


Despite the weight, the Tiburon is loaded with promise. The suspension is very firmly damped, seemingly a rear anti-roll bar away from being brilliant. In stock form, however, understeer is relentless, with the front tires carrying nearly all the handling burden. 

HYUNDAI GENESIS

Following the successful launch of its Genesis sedan, Korean automaker Hyundai rolled out a two-door version of the car, aptly named Genesis Coupe. The car first debuted in pre-production form at the 2008 New York International Auto Show, and later was unveiled in production guise at the 2009 Chicago Auto Show.


Hyundai stuck to its promise of aggressive pricing, making the V6 model of the car the least expensive 300 horsepower coupe in the world.


The four-cylinder model has a starting price of just $22,000. That will buy you the most basic configuration, equipped with a 210-horsepower, 2.0-liter turbocharged engine. If you're looking for some more power, you'll have to pony up $25,000 for the the 306-horsepower, 3.8-liter, V6 engine model.



The basic $22,000 version comes standard with a six-speed manual. For customers looking for added comfort or ease of operation, a five-speed Shiftronic automatic with manual mode is $23,250. The 2.0T model comes standard with 18-inch alloy wheels, 12.6-inch disc brakes, a front strut brace, leather-wrapped steering wheel and shift knob, steering wheel audio controls, power windows, AM/FM/XM/CD/MP3, air conditioning, projector beam headlamps, trip computer, cruise control, Bluetooth, iPod connectivity, active head restraints, front/side/curtain airbags, ABS, and electronic stability control.


A "Premium" variant of the 2.0T model is also available, coming in at $24,250 for the manual variant and $25,500 for the Shiftronic automatic. The Premium edition gains a power driver's seat, 360-watt Infinity audio with 10 speakers, push-button start, auto-dimming mirrors, a tilt-and-slide power sunroof, and navigation system.

Available for $26,750, with a six-speed manual only, is the 2.0T "Track" model. It includes 19-inch gunmetal-finish alloy wheels, Bridgestone Potenza RE050A tires, Brembo brakes with 13.4-inch discs and four-piston red calipers, a Torsen-type limited-slip differential, black leather bolster seats with high-friction cloth insert, aluminum pedals, a rear spoiler, Xenon HID headlights, fog lamps, a lightweight aluminum spare, and navigation system.


Unique to the Coupe lineup is the R-Spec model, which Hyundai considers a clean slate for tuners. Priced at $23,750, it is $3,000 less than the 2.0T Track model, leaving tuners with extra cash for their own choice of aftermarket performance upgrades. It has all the same mechanical upgrades as the Track model, but lacks the premium leather seats, Xenon lights, and navigation.


The V6 model comes standard with a leather interior -- a unique selling point for a $25,000 vehicle. Other highlights of the base model include fog lights, chrome fascia accents, and premium door sill plates. A six-speed manual is standard, while upgrading to the Shiftronic pushes the price to $26,500.


A "Grand Touring" V6 package is available for $27,500 with the manual transmission, or $29,000 with the Shiftronic. This trim level adds a 360-watt Infinity premium audio system with 10 speakers and a subwoofer, Xenon HID lamps, auto-dimming mirrors, navigation system, reverse warning system, heated side mirrors, push-button start, a tilt-and-slide power sunroof, and heated seats.

Lastly, the "Track" V6 model comes with 19-inch gunmetal finish alloy wheels, Brembo brakes with 13.4-inch rotors and four-piston brakes, track-tuned suspension, and Torsen-type limited-slip differential. Unlike the 2.0T, the Track model is available with a Shiftronic automatic, in addition to a regular manual. Pricing is $29,500 for the manual, and $31,000 for the automatic.

HYUNDAI ACCENT SR TURBO CONCEPT

With the new Hyundai Accent due to be launched next year, Hyundai Motor Company elected to make a detailed exploration of the emotional, high performance and high tech potential of the new model. The result is the Accent SR - a refined, exciting and forward-looking concept car which provides a fascinating glimpse of future possibilities in this class. As a concept car, the Accent SR is significant in demonstrating a new approach by Hyundai to a high-performance market segment which it has not corporately entered in the past. The internal designation of the car is SR and the chassis, engine and styling take the car firmly into up-market grand tourismo territory.


The Accent SR measures 4,035 mm (L) by 1,745 (W) and 1,470 (H). Integrated front, and rear roof spoilers, together with stylish deep sill side spoilers give it a distinguished and purposeful look. Much thought has been invested in the characteristic way in which the frontal treatment blends grille, headlight clusters, character lines and A pillars into a charismatic and powerful stance. The suspension is lowered and widened, and the car rides upon custom designed 18 inch alloy wheels with 225/40R profiled tyres. Extended wheel arches front and rear are unified by a strong shoulder line moulding, while side air vents draw cooling air into the rear wheel arches.

The rear treatment, blending the roof spoiler into the rounded hatchback top, features an extension of the lower side sills on either side of the aperture bearing the twin oval tailpipes. The rear passenger windows are also upswept to meet and compliment the rear spoiler line, evoking some of the greatest GT cars of all time. The result is attractively modern, well-tempered, aggressive elements. The clear lines and highly succinct outline are further highlighted by the use of pearl white paint, complemented by clear glass, black bezel and aluminium cylinder light clusters both front and rear.


Inside the Accent SR the sporting themes are carried even further. Plentiful use of stylish aluminium, metallic finishes and real leather add traditional flair to the appeal of the high tech fittings. Leather covered sports seats, door inserts and a leather rimmed sports steering wheel set the style for the driver. The instruments are prominently clustered and rear-radiation lighted for ideal driver visibility and readability. Aluminium pedals and inserts further add to the highly sporting ambience.


The wraparound fascia includes an integrated 8 inch graphic display screen, and 3 USB 2.0 ports for multimedia use. The lighting in the central console and fascia is modulated by the use of high-glossy and matt black materials. Touch screentype controls activate electric windows, mirrors, seats etc., which are LED backlit for optimum convenience. A surround system of airbags introduces curtain airbags to the Accent range for the first time. The result is a powerfully impressive and fully unified interior, guaranteed to arouse the emotions of any committed driver.

The new Accent suspension, featuring MacPherson strut front with new torsion beam rear suspension has been further refined and tuned for the Accent SR. The result is a chassis which can easily handle the unspecified, but high, power and torque output of the 2.0 Turbo engine for which the car was designed. Transmission is via a 5-speed automatic gearbox. Technologically the car features, among other innovations, ESP, motor driven power steering (MDPS), and a tire pressure monitoring system (TPMS), which will almost certainly be carried over to the incoming new model range at various trim levels.

Hyundai ix35

Hyundai ix35

Hyundai ix35

Hyundai ix35

Hyundai ix35

The Hyundai ix35 development team moved away from the two-box off-roader look in favor of a sleeker, more reformed profile while aiming for a roomier cabin, extra storage capacity and fuel economy leadership.

Hyundai's new "fluidic" design language finds confident expression in the sweeping, gently curved lines of the Hyundai ix35. The hexagonal grille previewed on the Hyundai ix-onic concept at the 2009 Geneva Motor Show moves into mass production on the Hyundai ix35, a defining look that will serve to unify the family of future Hyundai products. To achieve the desired dynamic and sporty image, Hyundai ix35 gets an aggressive belt line coupled with a low-to-the-ground feel which is enhanced by the optional 225/55 R18 wheels.

Hyundai Equus | Hyundai Equus Interior | Hyundai Equus Price

Hyundai Equus

Hyundai Equus

Hyundai Equus

Hyundai Equus

"Equus takes Hyundai's formula for intelligent luxury to a new level," said John Krafcik, president and CEO, Hyundai Motor America. Hyundai Equus broadens Hyundai's lineup of premium vehicles and like Genesis, is built on Hyundai's world-class rear-wheel-drive architecture. The Tau inside the Hyundai Equus will produce an estimated 385 horsepower using premium fuel and 378 horsepower using regular fuel.

With technology rivaling more expensive luxury sedans, Hyundai Equus showcases features such as a lane departure warning system, electronic air suspension, smart cruise control and a Lexicon audio system.

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