Hyundai Motor's November sales down 2.3 percent

New Delhi, Dec 1 (IANS)

Hyundai Motor Saturday reported a marginal 2.3 percent decline in November sales at 55,762 units from 57,071 units sold in the same period of 2011.

The company's domestic sales fell by 0.7 percent at 34,751 units from 35,000 units sold in the corresponding month of last year.

The exports fell by 4.8 percent in the month under review, and stood at 21,011 units from 22,071 units shipped out in November 2011.

"The adverse market conditions due to high interest rates and inflation continued to pose challenges for growth. Increased diesel fuel price temporarily affected the strong momentum of diesel car sales," said Rakesh Srivastava, vice president, sales.

However, he added: "The festival season stimulated sales of petrol cars. Eon demand continues to grow month on month leading to supply challenges."

Segment-wise, cumulative sales of A2 segment which includes hatchback majors like Eon, Santro, i10, i20, were 48,650 units, followed by the A3 sedan segment which includes Accent and Verna at 6,526 units, A4 luxury segment sedan of Elantra at 513 units, A5 Sonata at 20 units and sports utility vehicle (SUV) Santa Fe at 53 units.

The company added that its cumulative sales during January-November 2012 grew by 4.65 percent at 593,448 units from 567,090 units sold in the corresponding period of 2011.

The domestic cumulative sales during the period under review increased by 5.92 percent at 364,579 units from 344,193 units sold in January-November 2011.

Exports during the period under review grew by 2.68 percent at 228,869 units from 222,897 units shipped out in the like period of last year.

--IANS

View the original article here

Hyundai maintains sales growth

New Delhi, Dec 1 (IBNS)

Hyundai Motor India Ltd (HMIL), the country's second largest car manufacturer and the largest passenger car exporter accounted the domestic sales of 34,751 units (35,000 units) and Exports of 21,011 units (22,071 units).

The aggregate sales stood at 55,762 units (57,071units).

Commenting on the November sales, Rakesh Srivastava, Vice President- Marketing and Sales, HMIL, said, "The adverse market conditions due to high interest rates and inflation continued to pose challenges for growth. Increased diesel fuel price temporarily affected the strong momentum of diesel car sales.

"However, the festival season stimulated sales of petrol cars. Eon demand continues to grow month on month leading to supply challenges."

The segment- wise cumulative sales for November 2012 are: A2 segment 48,650 Units (Eon, Santro, i10, i20); A3 Segment 6,526 units (Accent and Verna); A4 Segment 513 units (Elantra); A5 segment 20 units (Sonata); SUV 53 units (Santa Fe).

--IBNS

View the original article here

2012 Hyundai Azera Will Debut at November’s L.A. Auto Show, Says Tweeting CEO

July 26, 2011 at 4:45pm by Justin Berkowitz

Hyundai America’s CEO, John Krafcik, took command of the company’s Twitter account this week to tell the world that the next-gen Azera will debut at the 2011 Los Angeles auto show in November. We expect it to hit the market very soon after that and, as Sir Krafcik’s tweet says, it’ll arrive as a 2012 model.

Odds are good that the Azera we see in L.A. will be nearly identical to the Hyundai Grandeur, which has been on sale in South Korea for several months. The last-gen Azera was marketed as the Grandeur there, and we see no reason that will change with this generation of Azera and Grandeur.

That car is rather more attractive than the soggy sedan it replaces, and in South Korea is sold with a direct-injected 3.0-liter V-6 making 266 hp and 229 lb-ft of torque. We expect that it also will come with a V-6 in the States—whether it’s the same mill or the 3.8-liter unit from the outgoing Azera, it’s too early to say—and a sticker price somewhere in the high twenty-thousand-dollar range.

With front-wheel drive and a V-6 (rather than a turbocharged four, as is used in the smaller Sonata), the Azera will again be positioned to compete with the more sober, large, front-drive family sedans like the Toyota Avalon, the Ford Taurus, and the Buick LaCrosse. Should customers want a bit more spice in their Hyundai, we’re sure the sales staff will have no difficulty shuttling them over to the $35,050, 333-hp, rear-drive Genesis.

Tags: 2011 L.A. auto show, auto shows, Hyundai, Hyundai Azera |

View the original article here

2012 Hyundai Azera Will Debut at November’s L.A. Auto Show, Says Tweeting CEO

July 26, 2011 at 4:45pm by Justin Berkowitz

Hyundai America’s CEO, John Krafcik, took command of the company’s Twitter account this week to tell the world that the next-gen Azera will debut at the 2011 Los Angeles auto show in November. We expect it to hit the market very soon after that and, as Sir Krafcik’s tweet says, it’ll arrive as a 2012 model.

Odds are good that the Azera we see in L.A. will be nearly identical to the Hyundai Grandeur, which has been on sale in South Korea for several months. The last-gen Azera was marketed as the Grandeur there, and we see no reason that will change with this generation of Azera and Grandeur.

That car is rather more attractive than the soggy sedan it replaces, and in South Korea is sold with a direct-injected 3.0-liter V-6 making 266 hp and 229 lb-ft of torque. We expect that it also will come with a V-6 in the States—whether it’s the same mill or the 3.8-liter unit from the outgoing Azera, it’s too early to say—and a sticker price somewhere in the high twenty-thousand-dollar range.

With front-wheel drive and a V-6 (rather than a turbocharged four, as is used in the smaller Sonata), the Azera will again be positioned to compete with the more sober, large, front-drive family sedans like the Toyota Avalon, the Ford Taurus, and the Buick LaCrosse. Should customers want a bit more spice in their Hyundai, we’re sure the sales staff will have no difficulty shuttling them over to the $35,050, 333-hp, rear-drive Genesis.

Tags: 2011 L.A. auto show, auto shows, Hyundai, Hyundai Azera |

View the original article here

Long-Term Car Introduction: 2011 Hyundai Sonata SE 2.0T:

Our long-term 2011 Hyundai Sonata is powered by a turbocharged 2.0-liter four-cylinder rated at 274 hp.

It arrived a few days after the holidays, wrapped in slinky blue packaging and with a surprise lurking inside: a 274-hp turbo with plenty of pull and punch. And just as we shooed the final guests out the door, we eagerly welcomed the 2011 Hyundai Sonata to the AW long-term fleet.

What does the year hold? We've resolved to make proper use of the turbo power, which is served up easily and often from the 2.0-liter four-cylinder. Our editors immediately noticed this, even during the break-in period. Passing on the expressways and knifing through congested surface streets are simply on-demand.

The Sonata turbo starts at $24,895, and we checked the boxes for navigation and sunroof, XM satellite radio and other electronic goodies, adding $2,600 to the price. With a couple of other small items, our long-termer stickered for $27,630, which we all agreed was reasonable.

The previous two generations of the Sonata were solid executions and formed a foundation for Hyundai's rapid growth. Emboldened by success, Hyundai dramatically restyled this sedan with swoopy lines and creases, highlighted by a prominent beltline and a classy chrome-colored grille. The looks have drawn comparisons to luxury-level cars. One editor succinctly summed up our early observations: "I think it's a terrific-looking car inside and out."

Another staffer said, "The Sonata is an exceptionally nice little sedan."

But we've picked up on some annoyances, most gratingly the steering. The wheel feels overly weighted at times and artificial, as if it's trying to channel the gravitas of a BMW 3-series without the proper mechanical elements to back it up. The rack-and-pinion system directs the car adequately, although it lacks some refinement. The cabin is also a bit breezy, and road noise intrudes at times.

Those faults aside, we enjoyed the Sonata as we endured the Michigan weather near One AutoWeek Tower. Our Hyundai is sure-footed in the snow, and the chassis is compliant over potholes and other road imperfections. The suspension is flat in corners, and in nicer weather, we expect to push the car harder. It tips the scale at 3,452 pounds, and with 269 lb-ft of twist available between 1,750 rpm and 4,500 rpm, we're bracing ourselves for some seat-pulling torque. It also runs on 87 octane, which is nice for a turbo and even nicer for the wallets.

The Sonata's cabin is drawing raves. Our version is clad in a stately blue, almost black material over the dashboard, which is pleasing to the eye and the touch. The black door panels and subtle trim enhance the layout. The back seat offers decent space, and passengers have not complained so far about being relegated to steerage.

Overall, early indications are good. The turbo Sonata is one holiday gift we won't return any time soon.

SPECS & DATA

2011 HYUNDAI SONATA SE 2.0T

PRICING & OPTIONS

Base price (includes $750 delivery): $24,895

As-tested price: $27,630

Options: SE Navigation and Sunroof package, with power sunroof, navigation with high-resolution touch-screen display, XM NavTraffic, XM NavWeather, XM sports and stocks, Dimension premium audio system with subwoofer ($2,600); carpeted floor mats ($100); iPod cable ($35)

DIMENSIONS

Wheelbase (in): 110

Track (in): 62.5 front, 62.5 rear

Length/width/height (in): 189.8/72.2/57.9

Curb weight/GVWR (lb): 3,452/4,497

ENGINE

Front-transverse 2.0-liter/122-cid DOHC turbocharged I4

Power: 274 hp @ 6,000 rpm

Torque: 269 lb-ft @ 1,750-4,500 rpm

Compression ratio: 9.5:1

Fuel requirement: 87 octane

DRIVETRAIN

Front-wheel drive

Transmission: Six-speed automatic

Final drive ratio: 2.885:1

SUSPENSION

Front: MacPherson struts with coil springs, gas-charged shock absorbers, antiroll bar

Rear: Multilink with coil springs, gas-charged shock absorbers, antiroll bar

BRAKES/WHEELS/TIRES

Vented discs front and rear, ABS with EBD; aluminum 225/45R-18 Hankook Optimo H431

FUEL ECONOMY

EPA combined: 26 mpg

TRACK TEST DATA

STANDING-START ACCELERATION

0-60 mph: 6.2 sec

0-quarter-mile: 14.6 sec @ 97.4 mph

BRAKING

60-0 mph: 124.8 ft

HANDLING

490-ft slalom: 42.8 mph

Lateral acceleration (200-ft skidpad): 0.79 g

INTERIOR NOISE (DBA)

Idle: 41.7

Full throttle: 73.6

Steady 60 mph: 68.6

AutoWeek loves passionate comments and debate, but remember that you're part of a diverse community. Critique statements or articles, not people; talk about the automotive world, but skip the rhetoric, hate speech, and obscenities. Above all, be respectful. While we can't read every post, this site is moderated and AutoWeek will remove comments as we see fit. Questions? Email moderator@autoweek.com

View the original article here

2011 Hyundai Genesis 4.6 Sedan, an AW Drivers Log Car Review:

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110516/CARREVIEWS/516009998/PH/1/1/2011-Hyundai-Genesis-4.6-Sedan.jpg" rel=lightbox-image>

2011 Hyundai Genesis 4.6 Sedan. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110516/CARREVIEWS/516009998/PH/1/2/2011-Hyundai-Genesis-4.6-Sedan1.jpg" rel=lightbox-image>

2011 Hyundai Genesis 4.6 Sedan. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110516/CARREVIEWS/516009998/PH/1/3/2011-Hyundai-Genesis-4.6-Sedan2.jpg" rel=lightbox-image>

2011 Hyundai Genesis 4.6 Sedan. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110516/CARREVIEWS/516009998/PH/1/4/2011-Hyundai-Genesis-4.6-Sedan3.jpg" rel=lightbox-image>

2011 Hyundai Genesis 4.6 Sedan. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110516/CARREVIEWS/516009998/PH/1/5/2011-Hyundai-Genesis-4.6-Sedan4.jpg" rel=lightbox-image>

2011 Hyundai Genesis 4.6 Sedan. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110516/CARREVIEWS/516009998/PH/1/6/2011-Hyundai-Genesis-4.6-Sedan5.jpg" rel=lightbox-image>

2011 Hyundai Genesis 4.6 Sedan. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110516/CARREVIEWS/516009998/PH/1/7/2011-Hyundai-Genesis-4.6-Sedan6.jpg" rel=lightbox-image>

2011 Hyundai Genesis 4.6 Sedan. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110516/CARREVIEWS/516009998/PH/1/8/2011-Hyundai-Genesis-4.6-Sedan7.jpg" rel=lightbox-image>

2011 Hyundai Genesis 4.6 Sedan. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110516/CARREVIEWS/516009998/PH/1/9/2011-Hyundai-Genesis-4.6-Sedan8.jpg" rel=lightbox-image>

2011 Hyundai Genesis 4.6 Sedan. Photo by David Arnouts.

EXECUTIVE EDITOR ROGER HART: One might wince at spending more than $40 large for a Hyundai, until, maybe, one drove this car. It's quiet, the cabin is very nicely appointed, and the car has a level of sophistication not seen in Korean cars before.

When I went to pick up my daughter, I told her on the phone that I was driving a Hyundai. She walked around the parking lot for a minute until she saw me behind the wheel. “Sorry, this looked like a Mercedes to me,” she said. Pretty good compliment from someone who sees a bunch of different cars all the time, even if she is just 15.

I'm still not a big fan of Hyundai seats. The bottoms are still way too flat for any sort of comfort on long-distance drives. This car handles better than I expected, with the suspension doing a better job of swallowing up harsh bumps and undulations. Jounce and rebound are way better managed than on any other Hyundai that I can remember.

Regardless of how this car sells, Hyundai should be commended for what it has achieved in such a relatively short period of time in the marketplace. The company's aspiration of building high-quality cars for a variety of segments, from entry-level to luxury, is taking place right before our eyes.

DIGITAL EDITOR ANDREW STOY: Having spent quite a bit of time in an original Hyundai Excel back in the late 1980s and not many others since, I tried to go into the Genesis with an open mind. A lot has happened in 20 years, and the execution both inside and out is perhaps derivative, but extremely well-done. This reminds me of the original Lexus LS--a huge leap forward for the manufacturer and the country of origin.

The engine has a lovely reserve of torque at most speeds, and the transmission is smooth and confident even if it has “only” six speeds. Handling was linear at lower speeds, but I found the Genesis was not particularly stable at speeds of more than 70 mph, particularly in crosswinds. I really had to fight the car on the expressway to maintain my lane during the stormy night on which I drove it.

Navigation and infotainment uses an interface much like that of our Honda Odyssey has, and I find it very intuitive.

Fix the high-speed stability, and this car is a real winner, especially at the as-tested price. It gives up remarkably little to the BMW 5-series for $15,000 less. I don't think Hyundai will have any problem finding takers if it can get customers looking to spend this kind of money in the showroom.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: This Genesis seems to me a symbol of Hyundai's rise in consideration and quality. I've been in three Hyundai cars over the past week--our long-term Sonata 2.0T, a new Elantra and this Genesis--and each offered a solid ride, good interiors and good looks.

This Genesis kicks it all up a notch with its luxury efforts, and they are good ones. The cabin materials are pleasing to the eye and to the touch. The seats could use more bolster but overall, they were fine. All of the necessary controls are right at hand and easy to use. The infotainment interface is very user-friendly, and entering a destination into the nav was a snap. The heated seats took the chill off a cool morning, and the V8 gets this big car up to speed and beyond with ease.

The hubby said the sheetmetal reminded him of a BMW, and I wouldn't disagree. That's a fine compliment, indeed.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: This is a very nice sedan in a Lexus kind of way. That is to say it is very refined, quiet and competent, handsomely styled, well-built and fitted out with a top-notch interior. It's also relatively devoid of character other than its refinement.

For Hyundai, I'd say that's a grand accomplishment--to be rated for its excellence rather than downgraded for shoddy materials, engineering and workmanship. Everything here is precise and well put together, and it shows in the drive quality, functionality, ease of use and quiet calm it projects. This is a nice car, and it's definitely worth considering against more expensive models. Just don't start thinking you're getting BMW-level of driving dynamics.

EDITOR WES RAYNAL: I thought the car was merely OK at best. The good, or decent: It seemed fairly well built, not ugly (but dull), with a decent interior but no more.

The driving was a real letdown. Start with the flat, too wide seats, and it is downhill from there. Andy touched on the high-speed stability woes, and I can add that while it might have been in bad weather, last night in good weather, the car was no prize either. The steering is way too light and sensitive and overly responsive on the freeway, needing constant corrections. At low speeds the suspension is too choppy. The car does not ride well on Detroit streets.

This car, to me, is as bad as the Sonata or the Elantra is good. I like those two cars way better as Hyundais go. That the company only sold 2,600 of these in April doesn't really surprise me.

INTERACTIVE ASSOCIATE EDITOR JAKE LINGEMAN: I like the way Andy put it: This Genesis doesn't break any real ground, but it's a leap forward for Hyundai.

If a buyer is looking for a good luxury ride without the name recognition or the sporty character of a BMW, this is the car. I think there's a good segment of people who do want that, but the fact that Hyundai sold only 2,600 in April surprises me.

The sheetmetal is slick, if not a little boring. The shape is almost perfect. I saw a profile view with the front and rear ends blocked and it reminded me of an Infiniti. It's really just the front end that's too plain. The conspicuous absence of a Hyundai logo in front says something as well.

The as-tested price of $43,000 includes everything from navigation to the DVD player, heated and cooled seats and a sunroof. The BMW 528i we just had carried a $45,000 base price with $13,000 in options! And the Hyundai has a V8.

The engine/trans combination is strong in the Genesis. The 385 horses are plenty, enabling the Genesis to give a little squawk as I was pulling out of the parking lot. It has a good feeling of thrust when you step on the pedal. The soft suspension adds to the luxury feel of the power.

I didn't think the ride was choppy, as Wes said, but I did hit a few bumps that really transmitted into the cabin to startle me a bit. One of the few things the Genesis is missing is a sport mode. All of the luxury competitors have it. Even without adjustable suspension--which I guess would add some bucks to the price--Hyundai could at least have two different throttle maps.

The navigation system was clean and easy to control. It's not as good as that on our long-term Honda Odyssey with the iPod, but close. The car has super-loud speakers though, which are great when you're in the mood for them.

The weather was perfect last night and this morning, so no need for heated seats, but I'm sure they'd come in handy.

The Genesis sedan is a great step for Hyundai, which is on a serious roll right now.

2011 Hyundai Genesis 4.6 Sedan

Base Price: $43,850

As-Tested Price: $43,885

Drivetrain: 4.6-liter V8; RWD, six-speed automatic

Output: 385 hp @ 6,500 rpm, 333 lb-ft @ 3,500 rpm

Curb Weight: 4,012 lb

Fuel Economy (EPA/AW): 20/19.1 mpg

AutoWeek loves passionate comments and debate, but remember that you're part of a diverse community. Critique statements or articles, not people; talk about the automotive world, but skip the rhetoric, hate speech, and obscenities. Above all, be respectful. While we can't read every post, this site is moderated and AutoWeek will remove comments as we see fit. Questions? Email moderator@autoweek.com

View the original article here

Hyundai Debuts Production Genesis Prada Sedan in Seoul, Purse Not Included

May 17, 2011 at 3:56pm by Alexander Stoklosa

The Hyundai Genesis sedan is the company’s first foray into the luxury segment—but even if it won over Lexus buyers, it wasn’t fit for Monaco chauffeur duty. With a fresh injection of Prada luxury, will the Genesis finally be chic enough to satisfy the world’s ultraluxury consumers? Er, no. But it’s pretty awesome.

Hyundai showed a concept Prada special-edition Genesis at the 2009 Seoul Motor Show, and after two years of work with Prada—one can only imagine why this took quite so long—the Genesis Prada is available to customers. Hyundai and Prada start with a 2012 Genesis complete with the new Tau 5.0-liter direct-injection V-8 engine, and to the exterior, add dark chrome exterior trim that’s meant to mimic the metal buckles on Prada’s bags, bespoke 19-inch wheels, a BMW-like “shark fin” antenna, and “Genesis Prada” exterior badging.

The interior is where Hyundai truly let Prada loose, and the seats and dash are upholstered in Prada’s signature “saffiano” leather. The interior takes on an almost Bentley-like atmosphere, especially with the smartly stitched, cream-colored seats and the Korean-market Genesis’s winged badge adorning the steering wheel (American-market Genesis models have a Hyundai H badge on the rear decklid and steering wheel but go without front grille badging). Notably, there does not appear to be a splinter of wood in the interior, which is what puts the “almost” before the Bentley-like atmosphere comment above.

The Italian trimmed Hyundai can be ordered in three unique colors—Black Nero, Blue Baltico, and Brown Moro—and Hyundai will build the cars to order. We won’t see the Genesis Prada here in the U.S.: Hyundai plans a run of 1200 Genesis Pradas for South Korean consumption, and will later send a few to the Middle East and China. The collaboration is perfect for South Korea, where car buyers are fiercely loyal to domestic car companies, but also love imported ultraluxury brands like Prada and Gucci. While the Prada team-up might be over the top for Hyundais sold in the U.S., we think these sorts of partnerships could do wonders for the Genesis’s image in our market; anyone remember the first Coach Edition Lexus models?

Tags: Hyundai, Hyundai Genesis, Prada |

View the original article here

The Continental: More Audi E-Tron Details, Hyundai i40, and Stability-Control Doomsday Looms in Europe

Each week, our German correspondent slices and dices the latest rumblings, news, and quick-hit driving impressions from the other side of the pond. His byline may say Jens Meiners, but we simply call him . . . the Continental.

Audi e-tron Bits

Audi has disclosed a little bit more about the R8 e-tron, although not a whole lot. The final production car, which will be made in small numbers by Audi’s quattro GmbH subsidiary from late 2012 on, will look much closer to the regular R8 than the e-tron concept which I drove in California in December 2009. It keeps the R8's front end and the carbon side blades; the shape of the rear end, however, will differ significantly. The taillights will be positioned at an angle; it will be easy to tell the models apart from behind. Inside, there is a conventional dashboard, but the gear selector will only offer the positions reverse, neutral, and drive. There is a one-speed transmission; top speed will be governed at 125 mph, despite Mercedes-AMG allowing 155 mph in the SLS AMG E-Cell, since going above 125 would take too much of a toll on range. The weight target of just over 3500 pounds remains unchanged, despite a battery pack that weighs a whopping 1213 pounds and takes up the R8's entire engine compartment.

What’s not clear yet is whether the R8 e-tron will have just two electric motors (one for each rear wheel) or if an additional pair will be mounted up front to provide all-wheel drive. And Audi also hasn’t decided on the brakes: Electro-mechanical brakes would be a beautiful solution, but they need to offer enough redundancy to be absolutely fail-proof. The engineers might stick to hydraulic brakes after all. Chassis components are largely carried over from the R8, but the steering will be electro-mechanical. What I wasn’t told is whether you’ll be able to purchase an e-tron outright or whether it will only be possible to lease it. But it’s clear that it will be expensive—far more so than an R8 V-10.

And what about the rotary engine in the A1 e-tron? I hear it’s not a favorite with Volkswagen, but for now Audi engineers keep refining it. The 20-hp unit occupies the spare-tire well in the A1 e-tron, works as a range-extending generator only, and operates at speeds of up to 7500 rpm. If driven on the rotary engine only, the A1 e-tron would get 40 mpg on the Euro cycle. There are of course more efficient range extenders, but the rotary is unmatched in compactness and smoothness of operation. The rotary eliminates range anxiety, and adds a fascinating twist. If the car goes into production with the little engine, Audi will have to figure out how to build the things. The prototype rotary engines are supplied by AVL in Austria, but AVL is an engineering house, not a manufacturer.

Europe Only Stuff

Hyundai has already shown the i40 station wagon, and now we are treated to the first glimpse of the sedan. The sister model to our Sonata is distinguished from that car by a different rear end with an upwards kink in the C-pillar. CO2-obsessed Europe gets naturally aspirated fours and turbo-diesels—no 2.0-liter GDI for us here. It is safe to predict that the gasoline versions will be hopelessly underpowered.

VW is launching the limited-edition GTI Edition 35, celebrating 35 years of this class-defining and benchmark-setting hot hatch. Power rises from 210 hp to 235 in the front-driver, and it’s said to offer performance very close to the all-wheel drive Golf R‘s. More details are to follow in the first week of June.

Want a Town Car? Orders Have Closed

Dealers have placed their last orders for the Lincoln Town Car. You can still get one, but your dealer will have to search for your preferred configuration. The Town Car’s position in the market will be taken by a version of the MKT, to be called “MKT Town Car“. Stretched MKTs will get all-wheel drive. That’s because drivers of livery vehicles have let the company know that front-wheel drive wouldn’t be acceptable . . .

A Looming Disaster for Enthusiasts

Euro-NCAP, the Brussels-based Eurocrat agency awarding stars which more or less correlate with the crashworthiness of cars, is coming up with new ideas. No, I’m not speaking about a possible standardization of international crash-test procedures, which would be useful. There’s not exactly dramatic progress on that front, and we will continue to see vastly different results for identical cars, depending on whether they are tested in Europe, North America, or elsewhere.

No, Euro-NCAP wants to recognize carmakers for the quality of their stability-control systems. Specifically, by awarding those carmakers whose systems kick in early and keep the cars slavishly on the line, allowing no drift angle. Cars whose systems can be switched off could receive zero points. It’s all still under discussion, but the regulation could to take effect as soon as 2012 or 2013. Hard to believe this could happen, but that’s also what many believed regarding pedestrian protection and countless other regulations. The end of the European performance car? Premium carmakers are getting nervous, and enthusiasts should be, too.

View the original article here

No All-Wheel Drive for Hyundai Genesis Until Next Generation

May 13, 2011 at 9:11am by Justin Berkowitz

Hyundai will not offer all-wheel drive for its Genesis luxury sedan until the second generation of the car arrives for the 2014 model year. In the past, Hyundai’s CEO John Krafcik has indicated that the Genesis sedan and coupe, as well as the Equus, would offer such a setup; we expected that all-wheel drive would arrive as a running addition to the current cars. But in addition to this delay for the Genesis sedan, if the Equus and Genesis coupe are still going to offer AWD variants, they too may have to wait until what we presume will be a freshened platform arrives.

The Genesis sedan has made significant inroads in the entry- and mid-range luxury market in the U.S., with consistent strong sales and a high percentage of conquest buyers. All-wheel drive should make a big difference in persuading Snow Belt buyers to put the car in their stable, and could help the big Hyundai crack 30,000 sales per year. For context, BMW’s 5-series was good for roughly 40,000 sales in 2010, while the Toyota Avalon topped 28,000 last year.

Although they didn’t include AWD, Hyundai recently announced a raft of upgrades to the Genesis. You can read about the changes in greater depth here; for those short on time, highlights include a direct-injected 333-hp V-6 engine for the base car, and the new, range-topping R-Spec model with a 429-hp 5.0-liter V-8. Those cars and the 4.6-liter V-8 model get a new, Hyundai-designed eight-speed automatic gearbox, too.

Since we have to wait for AWD, we’ll busy ourselves seeing if the 2011 models’ suspension tweaks have solved one of our largest complaints about the Genesis sedan: its brittle ride.

Tags: Hyundai, Hyundai Genesis |

View the original article here

2011 Chevrolet Cruze LT vs. 2012 Ford Focus SEL, 2011 Hyundai Elantra Limited, 2011 Mazda 3 s Sport, 2011 Volkswagen Jetta 2.5 SEL – Comparison Tests

April 29, 2011 at 11:16am by Jared Gall

Startup Sedans: Five perfectly respectable rides for up-and-comers establish a new standard for compact sedans.

Even if two weeks’ worth of Maruchan ramen drains your savings account, there’s something about a rusting mid-’90s Accord on sagging springs that fails to inspire confidence among financial backers or real-estate agents. And when you and the missus are just starting out, you feel that need to be taken seriously more acutely than most. There are certainly cheaper new cars than the group gathered here, but—wrong as it may be—“cheap” is the only reputation many B-segment cars have.

Keep Reading: 2011 Chevrolet Cruze LT vs. 2012 Ford Focus SEL, 2011 Hyundai Elantra Limited, 2011 Mazda 3 s Sport, 2011 Volkswagen Jetta 2.5 SEL – Comparison Tests

Tags: American, Chevrolet, Chevrolet Cruze, economy, Ford, Ford Focus, Hyundai, Hyundai Elantra, Japanese, Korean, Mazda, Mazda 3, performance testing, sedan, Volkswagen, Volkswagen Jetta |

View the original article here

2011 Chevrolet Cruze LT vs. 2012 Ford Focus SEL, 2011 Hyundai Elantra Limited, 2011 Mazda 3 s Sport, 2011 Volkswagen Jetta 2.5 SEL – Comparison Tests

April 29, 2011 at 11:16am by Jared Gall

Startup Sedans: Five perfectly respectable rides for up-and-comers establish a new standard for compact sedans.

Even if two weeks’ worth of Maruchan ramen drains your savings account, there’s something about a rusting mid-’90s Accord on sagging springs that fails to inspire confidence among financial backers or real-estate agents. And when you and the missus are just starting out, you feel that need to be taken seriously more acutely than most. There are certainly cheaper new cars than the group gathered here, but—wrong as it may be—“cheap” is the only reputation many B-segment cars have.

Keep Reading: 2011 Chevrolet Cruze LT vs. 2012 Ford Focus SEL, 2011 Hyundai Elantra Limited, 2011 Mazda 3 s Sport, 2011 Volkswagen Jetta 2.5 SEL – Comparison Tests

Tags: American, Chevrolet, Chevrolet Cruze, economy, Ford, Ford Focus, Hyundai, Hyundai Elantra, Japanese, Korean, Mazda, Mazda 3, performance testing, sedan, Volkswagen, Volkswagen Jetta |

View the original article here

2011 Hyundai Elantra Limited PZEV, an AW Drivers Log:

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110427/REG/427009999/PH/1/1/2011-Hyundai-Elantra-Limited.jpg" rel=lightbox-image>

2011 Hyundai Elantra Limited. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110427/REG/427009999/PH/1/2/2011-Hyundai-Elantra-Limited1.jpg" rel=lightbox-image>

2011 Hyundai Elantra Limited. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110427/REG/427009999/PH/1/3/2011-Hyundai-Elantra-Limited2.jpg" rel=lightbox-image>

2011 Hyundai Elantra Limited. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110427/REG/427009999/PH/1/4/2011-Hyundai-Elantra-Limited3.jpg" rel=lightbox-image>

2011 Hyundai Elantra Limited. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110427/REG/427009999/PH/1/5/2011-Hyundai-Elantra-Limited4.jpg" rel=lightbox-image>

2011 Hyundai Elantra Limited. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110427/REG/427009999/PH/1/6/2011-Hyundai-Elantra-Limited5.jpg" rel=lightbox-image>

2011 Hyundai Elantra Limited. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110427/REG/427009999/PH/1/7/2011-Hyundai-Elantra-Limited6.jpg" rel=lightbox-image>

2011 Hyundai Elantra Limited. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110427/REG/427009999/PH/1/8/2011-Hyundai-Elantra-Limited7.jpg" rel=lightbox-image>

2011 Hyundai Elantra Limited. Photo by David Arnouts.

Click Here to Download)' href="http://autoweek.com/galleryimage/CW/20110427/REG/427009999/PH/1/9/2011-Hyundai-Elantra-Limited8.jpg" rel=lightbox-image>

2011 Hyundai Elantra Limited. Photo by David Arnouts.

EDITOR WES RAYNAL: The new 2011 Hyundai Elantra is a nice little car with good looks at a more than fair price, in my opinion. I think Hyundai finally has a small car that will take some hide out of the Honda Civic and the Mazda 3. Maybe throw the Chevrolet Cruze in there, too. The new Ford Focus--I don't know yet as I haven't driven it.

I'll say this: This car looks great inside and out--like a little Sonata, and that's a good thing--and drives well to boot. It's a whole lot more fun than it used to be.

Some things about the driving could use slight improvement. While the ride is smooth without really being sloppy, it could be a bit firmer once one begins to push a bit. Also, it's a little noisy inside. I'm hearing a little too many road sounds, even in a small car. Transmission shifts were smooth, but I'd like to try a manual.

It's a hell of an improvement over the outgoing model. That's hard to argue with. Where plenty of cars in this class are for getting from work to home and back again, this is one you can enjoy looking at and driving.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: Before anyone buys in this small sedan class, they ought to test-drive this back-to-back-to-back with a Civic, a Mazda 3 and a Chevrolet Cruze. I suspect this Elantra will fare well against the competition.

I tend to think the Cruze is the new top dog in this segment--at least for the moment--so I found myself mentally checking off comparisons. The Hyundai cuts a much more stylish line, interiors are about even, and the Cruze does better on ride quality, interior noise and handling. I really like the Elantra's pep and quick reflexes around town, but anyone who needs to drive long distances might not appreciate the amount of highway road noise and the overstiffened steering at freeway speeds.

This car, at this price, is extremely well equipped, with navigation in a giant center display screen, seat heaters, keyless locking and ignition. It's really a strong player in a field that is getting more and more attention every time gasoline prices go up. Speaking of which, I was kind of surprised when I stopped to fill the Elantra as it dipped just below half a tank. A mere 5.96 gallons filled it, which seemed impossible. But if you check the numbers, the car is quite capable of posting the 34 mpg I recorded. That's spectacular for the price of entry for this car.

ASSOCIATE EDITOR JONATHAN WONG: It's always the same story line, isn't it? Every time a new vehicle gets released in this class (and the midsize-sedan class, for that matter) everyone asks if it can take a bite out of the sales leaders from Toyota and Honda. The thing is in the past, when you wondered aloud about that when it came to Korean cars, you always had a voice in the back of your head saying “fat chance.”

However, times have changed drastically. Hyundai is riding a wave momentum that not that long ago seemed impossible, and it--along with sister company Kia--is churning out competitive and attractive cars such as the Sonata and now this Elantra. Is this for real? Did I fall asleep at my keyboard again and am dreaming all of this? Somebody pinch me. Ouch! Oh, guess it is real.

So what do we have here in the new Elantra? Well, we have an attractive-looking piece with styling carrying on the flowing and wavy lines of the Sonata. It has quite a bit personality compared with the rather dull sheetmetal found on the Civic, the Toyota Corolla and the Chevy Cruze.

The curvy lines also find their way into the interior on the dashboard with a big touch screen at the center of it all for the navigation system and the backup camera, which looks stellar, by the way. One complaint that I've had about almost all Korean cars in the past is the lack of side support of the front seats, but in this Elantra, Hyundai addressed that with adequate bolsters. Materials are on par with everything in the class, and build quality also looks pretty good in there.

That's not to say that Hyundai doesn't have some work to do. The 1.8-liter four-cylinder is in need of some refinement. There is OK power from it and gets the job done with a heavy right foot in certain situations, but it still sounds coarse and a lot of that engine noise does intrude into the interior. It's certainly efficient, though, with a 40-mpg rating on the highway, which I have to tip my hat to. Keep in mind that this isn't some dinky, painfully underpowered car.

Then there's chassis tuning. The suspension offers plenty of absorption properties for the daily grind, giving way to the expected roll through corners. But my biggest complaint centers on the steering, which still feels too disconnected and artificial. Of course, the majority of people shopping this class don't particular care about those aspects and it is just fine for them.

So can this Elantra slug it out with the big boys? To that I have to say yes. The overall package, with its stylish looks both inside and out, better build quality and impressive fuel economy is more than enough to enable it to hold its own. And the value argument is strong here, too. Considering the amount of content in this car, $22,000 seems very reasonable. With some tinkering to the engine and chassis, it would become a complete threat to the Civic and the Corolla.

NEWS EDITOR GREG MIGLIORE: I had the Elantra for the Easter weekend, and I put about 245 miles on this thing commuting all over greater Detroit. My main impression is that this Hyundai is extremely competitive, fuel-efficient and it has a heck of a solid, hard-working powertrain.

Let's start under the hood. The 148-hp four-banger was up to the job in nearly all situations. I merged smoothly onto the expressway across four lanes of rush-hour traffic with ease as the revs built and power came on smoothly. Hyundai is also to be commended for this well-done six-speed automatic, which channels engine speed proficiently and makes for proficient upshifting and downshifting.

The body is a design to be proud of--the curves, the rising angled beltline, the pronounced wheel arches--Hyundai swings for the fences and connects with the appearance of the Elantra. Add in the wraparound headlights and taillights, and you have the look of a small car that has an identity. Inside is similarly satisfying to my taste, and the center stack is particularly well-laid out, almost sporty. The seats are comfortable and provide ample support, and there's a solid driving position. The trunk is surprisingly large.

I recorded 29.4 mpg when I filled up, which is a touch disappointing, but I could easily see how a higher figure is possible with one driver and a consistent pattern of movements. The price is fair. The package is nice. Hyundai delivers with the Elantra.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: This Elantra is a fine package. The price seems right, the sheetmetal is good, the interior presents well--aside from the seat material, which looks dated--the four pulls strong and the center console is sleek, compact and easy to use. The brakes were quite sensitive when I pulled out of the garage and started my commute home. But they seemed to regulate over time. Strange, though.

When you hit the gas, the Elantra moves on demand and easily merges into traffic and gets up to expressway speed. The car also was steady on rain-slicked roads on the morning drive to work. There is good legroom front and back and decent cargo space in the trunk.

On the down side, a lot of road noise enters the cabin, and broken roads, expansion joints and such really upset the suspension. Some refinement is definitely needed in those areas. But, just as the Sonata is getting more consideration in the midsize four-door market, I can see the Elantra being in the conversation with the Cruze, the Civic and others.

ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: This year's Elantra, like the Sonata, created a newfound enthusiasm in me toward the Hyundai brand--not only regarding the updated design, but with overall quality, functionality, marketability, and the always important bang for your buck.

The Elantra's exterior, while featuring exaggerated and fluid body lines, oozes luxury and modernity. This vibe flows into the interior, which I must say is one of my favorites, period.

Close your eyes. Imagine the curved, organic lines and forms of the Jaguar C-X75 interior or of the Mercedes-Benz Aesthetics No. 2 sculpture from this year's Detroit auto show, and apply them in an everyday, practical design. When you open your eyes, you will find yourself sitting in an Elantra.

The door panels and the center stack alone are filled with so many intricacies that I found myself thinking I was in a car of the future. It's nothing like a lot of dull, generic interiors I've come across. Even small details, such as the arrangement of dials set inside other dials, were not only efficient as far as space, but easy on the eyes as well. This car has definitely got class, spunk and not to mention some technological goodies, inside and out.

The smoothness of the curves in the design transfers to how well the Elantra drives on the road. For the most part, I was pleased with the ride quality, but of course I did encounter some road imperfections that challenged the suspension. I do agree with most that the cabin noise was a bit much, but I'd say that the fuel economy more than makes up for that. Buyers who may not be early adopters of the array of new electric advancements should definitely take a peek at this car. If this doesn't take a bite out of the competitors, I'd be surprised.

2011 Hyundai Elantra Limited PZEV

Base Price: $19,980

As-Tested Price: $22,110

Drivetrain: 1.8-liter I4; FWD, six-speed automatic

Output: 145 hp @ 6,300 rpm, 130 lb-ft @ 4,700 rpm

Curb Weight: 2,877 lb

Fuel Economy (EPA/AW): 33/30.4 mpg

Options: Premium package including navigation with high-resolution, seven-inch touch-screen display, rearview camera, premium audio system with external amp, automatic headlights, proximity key entry with push-button start ($2,000); carpeted floor mats ($95); iPod cable ($35)

AutoWeek loves passionate comments and debate, but remember that you're part of a diverse community. Critique statements or articles, not people; talk about the automotive world, but skip the rhetoric, hate speech, and obscenities. Above all, be respectful. While we can't read every post, this site is moderated and AutoWeek will remove comments as we see fit. Questions? Email moderator@autoweek.com

View the original article here