Several years of economic hardship (and more than a few casualties) have left the auto industry cautious; the wild abandon that characterized auto shows past is long gone.  In its place, there’s a pragmatic realism–but for 2012, that realistic outlook is also optimistic.  In addition to the upcoming products that are useful refinements of existing vehicles, Detroit also saw the debut of some honest-to-goodness concept cars, showing that the industry may have scaled back on the wildest flights of fancy, but it hasn’t forgotten how to dream.

Chevrolet Code 130R:  Chevrolet showed a pair of sporty concept coupes designed to please the “next generation.”  In addition to the familiar Hot Wheels Camaro that’s been showed before, the Code 130R and Tru 140S are clean-sheet dream cars with one foot firmly grounded in reality.  The Code 130R is a high-roofed two-door coupe that’s almost retro thanks to distinct hood and trunk lines.  It’s rear-wheel drive, and powered by the 150-horsepower 1.4 liter turbocharged Ecotec four-cylinder engine that powers other compact Chevy products. In addition to its sporty look, this concept also features fuel-saving engine-shutoff technology.  Could they build it?  Yes.  Should they?  It would make an interesting counterpoint to cars like the Scion tC and Kia Forte Koup, but would ultimately probably have limited, HHR-like appeal.  In short, yes.

Chevrolet Tru 140S: The Tru 140S picks up the “affordable exotic” concept where Mitsubishi’s Eclipse left off, exhibiting a slickly drawn three-door body that’s very much unlike any Chevrolet you’re familiar with.  It’s sized like a compact sedan on the inside thanks the sharing the Cruze’s platform, and its 150-horse Ecotec turbocharged engine is good for 40mpg. The Tru 140S is a concept, but it looks close to road-ready–Chevy’s even gone so far as to include a heads-up display and Chevrolet MyLink infotainment.  Could they build it? Yes.  Should they?  If the lukewarm sales of the “affordable exotic” Eclipse are any indicator, the prognosis isn’t spectacular.

Volkswagen E-Bugster: Volkswagen showed a concept Beetle to go along with that car’s recent infusion of attitude.  The E-Bugster takes the classic California street rod look and applies it to the latest Beetle, with blanked-out rear windows, a lowered top and smooth flanks.  The E-Bugster’s still firmly grounded in the current automotive realities, however; it’s also fully electric, powered by a 114-horsepower electric motor with a lithium-ion battery.  The electric drivetrain will find its way into future Volkswagen products and has a range of about 100 miles.  Could they build it?  Yes.  Should they?  The electric drivetrain is more likely to find its way into a less overtly sporty vehicle.

smart for-us:  The urban jungle-bred smart fortwo expands its utility with the conceptual for-us.  This happy-faced concept car rides two inches higher than the fortwo it’s based on and adds a tiny pickup bed out back for carrying large items—especially a pair of Smart’s new electric bicycles.  The for-us is just as electrified as the bikes it’s designed to carry, as well, as it’s powered by smart’s second-generation electric-drive system.  The smart ebike is headed for production as well, and include disc brakes and a USB connector for MP3 players.  The for-us has a docking station in its cargo bed that charges the bikes, which have a 60-mile range on batteries alone.  Could they build it?  Not as extravagantly as the concept.  Should they?  Smart already appeals to a miniscule slice of the market; the number of folks truly ready to buy a smart-camino is probably less than a thousand.

Acura ILX Sedan:  Though the youthful Integra and RSX practically made the brand, Acura hasn’t had a sporty, entry-level model for quite some time.  The all-new, Civic-based ILX, which debuted in concept form in Detroit, hopes to address this concern.  Entering the lineup below the TSX, the ILX Concept offers the brand’s signature styling, high technology and will offer Acura’s first hybrid-electric powertrain when a production version goes on sale this spring.  The 2.0 liter, 2.4 liter and 1.5 liter hybrid powerplants are shared with the Civic.

Acura NSX Concept: Acura’s hinted, teased and withdrawn the idea of a new NSX supercar so many times now that it’s hard to believe they’re serious. Acura says that this one’s the real deal, though, and not only is it going into production in a year or three, but it’ll also be developed and built in Ohio.  Technical details are scanty, but a mid-engine V6 like the last NSX (which departed in 2005) is likely.  Acura also suggested that a production NSX would utilize the brand’s Super-Handling All-Wheel Drive system as well as electric motors to boost horsepower, making the upcoming NSX a hybrid sports car.

Lexus LF-FC:  At a glance, Lexus’ LF-FC concept looks like standard dream-car fare, with a voluptuous 2+2 grand touring coupe body, a glass roof and hints of future Lexus designs in its curves.  The LF-FC also embodies concepts for a greener future, though; this high-luxury, high-performance vehicle has been designed to utilize an advanced hybrid-electric system.  Lexus announced no plans, but the brand’s expertise in producing luxury hybrids makes the LF-FC a dream that could some day be attainable.  Could they build it?  Probably.  Should they? If it were my car company, I’d wait and see how the Fisker Karma fares first.

2013 Ford Fusion:  Ford unveiled an all-new Fusion mid-size sedan in Detroit.  The complete redesign picks up some of the styling cues of the new Focus and Fiesta.  It also happens to look a lot like a miniature Aston Martin, though this is perhaps merely a coincidence. Three new engines are offered:  1.6 and 2.0 liter four-cylinders with Ford’s EcoBoost turbocharging system, and a new Fusion Hybrid whose new lithium-ion batteries help to improve its fuel economy to 47 city/44 highway. As with the Taurus before it, Ford has boosted the technology quotient as well, adding an automatic start-stop system, available adaptive cruise control, lane-keeping technology, blind spot notification and an active parking assist.

2013 Dodge Dart:  Dodge hopes to follow in the footsteps of Chevrolet, whose subcompact lineup recently underwent a name change in the process of morphing from also-ran to contender.  Dodge’s new Dart has one advantage that the Chevy Cruze doesn’t; a familiar and classic nameplate. The all-new Dart’s nothing like the last one, sold in 1976. Dodge’s new subcompact has Alfa Romeo DNA, and a choice of four-cylinder engines ranging from 160 to 184 horsepower.  Six-speed manual and automatic transmissions are offered.  A premium has been placeed on customization, with numerous options and even a reconfigurable instrument panel.  Dodge announced an MSRP of $15,995 when the Dart goes on sale later this year.

Audi Q3 Vail: Audi’s upcoming compact crossover got the special-edition treatment, showing up in unique “Vail” trim and ready to tackle the ski slopes, or at least the roads leading to the lodge.  The 314-horsepower Q3 Vail is a crossover vehicle that’s gotten SUV treatment, with big off-road tires on twenty-inch wheels and a two-tone body. The grille and headlights are surrounded by unique trim, while an aluminum skid plate protects the drivetrain.  The roof racks are designed to carry skis and snowboards.  It was a shame that there wasn’t any snow in Detroit, because the Q3 Vail is more than ready for it.

Bentley Continental V8:  No one’s ever going to accuse Bentley of being sensible or reasonable, but that hasn’t stopped the brand from considering fuel economy.  In fact, the British manufacturer’s latest Continental V8 features a forty-percent improvement in economy and emissions.  A new 4.0 liter twin-turbo V8 is at the heart of the upgrade.  Direct-injection fuel delivery and a cylinder shutoff provide improved efficiency while keeping the output at a more-than-respectable 500 horsepower.  An eight-speed automatic transmission is standard.  The Continental V8 joins the 6.0 liter Continental in GT and GTC form later this year.

2013 Cadillac ATS:  Slotting into the lineup below the CTS, Cadillac’s new small sedan breaks tradition from past compact Cadillacs in that it doesn’t look like a cheap imitation of its larger siblings.  The lightweight ATS has been developed for entertaining performance.  Three engines are offered: a 2.0 liter turbocharged four-cylinder producing 270 horsepower, a 2.5 liter four with 200, and Cadillac’s powerful 3.6 liter V6 with 320 horses.  All three engines use direct-injection fuel delivery and six-speed transmissions in manual and automatic flavors.  Inside, a simplified center stack is in keeping with the minimalist styling.  Cool details like illuminated door handles, real wood and carbon fiber trim and ambient interior lighting give the ATS luxury credibility.

2013 Hyundai Veloster Turbo:  Hyundai’s quirky new Veloster is still wet behind the ears, but it’s never too soon to pick up some street cred.  To that end, the wraps were pulled off of a turbocharged version.  The little front-wheel drive coupe’s light weight should serve it well with a 201 horsepower 1.6 liter direct-injection four-cylinder under the hood.  It’s over two hundred pounds lighter than the Volkswagen GTI, and the Veloster Turbo will still return 38mpg on the freeway.  To appeal to the sport-compact crowd, the Veloster Turbo will be available with cutting-edge matte paint.

2012 MINI Roadster: After the recent debut of the sporty, two-seat MINI Coupe (not to be confused with the traditional MINI Cooper), the Roadster can’t be much of a surprise.  The brand that helped to redefine automotive fun drives into the two-seat roadster arena with a funky, chunky face and MINI’s signature personalization features.  Powertrain-wise, the MINI Roadster is available in base, Cooper S and John Cooper Works models, producing 121, 181 and 208 horsepower respectively. Six-speed manual and automatic transmissions are offered.  Stability control and electronic power steering are also standard, and the curious aerodynamics of the stubby body are offset by a retractable spoiler.

2012 Porsche 911 Carrera Cabriolet:  Porsche was also thinking topless in spite of the wintry weather, and unveiled the latest soft-top 911 Carrera.  132 pounds lighter than the previous version, the new 911 Carerra Cabriolet also features a flexible roof that neatly matches the hardtop’s roof line when it’s closed.  0-60 comes up in 4.4 seconds in the 350-horsepower Carrera, and 4.1 in the 400-horse Carrera S.  Pricing starts at $93,700 for the Carrera and $103,800 for the Carrera S.

2012 Volkswagen Jetta Hybrid:  Volkswagen’s traditionally gone with diesel when it comes to alternative-fuel vehicles, but have no fear; the hybrid Jetta doesn’t replace the much-loved Jetta TDI.  The Jetta Hybrid does stand out with a seven-speed dual-clutch transmission and a compact 1.4 liter turbocharged engine that produces 150 horsepower.  A 20-kW electric motor adds another 27 horses.  Thanks to the lightweight engine and transmission, the Jetta Hybrid is within 250 pounds of the standard version’s curb weight, so performance should not be dramatically affected.  Stop-start technology and an aggressive “coasting” mode shut the engine down whenever it’s not needed for additional fuel savings.

2013 Buick Encore:  Buick continues to flesh out its lineup of affordable luxury vehicles with the new Encore.  The name’s slightly misleading, because the Encore’s rather unique.  Rather than waiting for BMW and Audi to bring their small crossovers to North America, Buick’s aiming to get there first.  The diminutive Encore is a five-seater with a high driving position and over 18 cubic feet of space behind the rear seats.  A 1.4 liter four-cylinder engine provides power and transmits it to the road via a six-speed automatic transmission.  Buick’s signature elegant styling ensures that the Encore won’t be mistaken for anything else.

2012 Toyota Prius c:  Last year, Toyota introduced a slightly larger Prius; this year, the hybrid brand is going a bit smaller.  The “c” stands for “city,” and the Prius c is sized to be a competent urban commuter.  It’ll be one of the lowest-priced hybrids on the market, with an MSRP of under $19,000, and its compact size enables it to use a smaller gasoline engine than that of its big brothers.  A 1.5 liter four-cylinder is coupled with a 45kW electric motor for a total system output of 99 horsepower.  Fuel economy is rated at 53/46.  The Prius c goes on sale this spring.

Toyota NS-4 Concept: Toyota’s flights of fancy are all about hybrids these days, but the NS-4 is not as far-out as it looks.  This design and technology exercise is Toyota’s vision of a mid-sized plug-in hybrid for 2015.  The Hybrid Synergy Drive is lighter and has better range than the version currently in production, and charge times have also been reduced.  Anti-fogging, anti-UV glass is used to improve visibility and comfort.  Other safety features include a blind spot monitor, pedestrian-collision friendly hood, lane departure warning, adaptive headlights and a smartphone-inspired touch screen console.  Sounds familiar, doesn’t it?  Ultimately the most significant thing about the NS-4 is what it suggests about Toyota’s future styling direction.  Could they build it?  Yes.  Should they?  Toyota could do worse than to let the Camry evolve into this.

Lincoln MKZ concept:  There’s a new Lincoln MKZ on the way shortly, and Lincoln showed off a conceptual version of its new design in Detroit.  The styling of Lincoln’s forgettable entry-level sedan has gotten a lot more distinctive, thanks to a new split-wing grille that’s sized just right to avoid looking like a beak.  The MKZ looks long and low, two things Lincoln has always done well, and a panoramic roof brings the sun inside.  MyLincoln Touch is accessed via an eight-inch touch screen on the console, and rear poplar wood gives the MKZ Concept’s interior a warm feeling.  Could they build it?  Absolutely; it’s in the plans.  Should they?  Yes.

2013 Mercedes-Benz E400 Hybrid:  Mercedes adds a new dimension to the versatile E-Class for 2012 with the introduction of the lineup’s first hybrid.  With its 302-horsepower direct-injection V6 supplemented by a 27-hp electric motor, the E400 Hybrid returns 24/31 fuel economy.  That’s respectable enough, but like Mercedes’ BlueTEC diesel models, the real fun starts when you consider the electric motor’s 184 pound-feet of torque.  The E400′s combined torque is almost 400 foot-pounds, and that’s some serious grunt.  Additionally, a “sail” function allows the gasoline engine to shut off at freeway speeds, letting the electric motors take over when acceleration isn’t needed.  The lithium-ion battery pack is integrated seamlessly into the vehicle with no impact on interior room, making the E400 a “secret” hybrid.  It’ll be available in the second half of 2012.

There’ll be a second post about some of the other debuts, including the 2013 Audi A4 allroad and RS 5, the 2012 BMW 3-Series, 2012 Fiat 500 Abarth, 2012 Honda Accord Coupe concept, the Nissan Pathfinder Concept and eNV200, the Maserati Kubang concept, the Chrysler 700C concept, Tata eMo, and Infiniti Etherea.

After twenty-three years in the North American market, the Sonata seems to have finally developed a personality, and it’s cutting-edge.  The Sonata features dramatic, sporty lines, fuel-efficient powertrains and dramatic improvements in road manners and comfort.  Hyundai has expanded the Sonata lineup to include a hybrid, and there’s a turbocharged version as well.

A sportier Sonata’s not a bad thing at all.  The more powerful engine doesn’t transform the newly amazing Sonata, but it does sweeten the package a bit.  The 2.0 liter direct-injection engine mates happily with a twin-scroll supercharger and offers a 76-horsepower bump in output over the naturally-aspirated Sonata, to 274.  It’s enough to give this family sedan some noticeable urge, though not enough to make the car hard to handle on a daily basis.  The power rating also gives Hyundai bragging rights over the V6-powered Honda Accord, Ford Fusion and Chevy Malibu, among others, and the Sonata 2.0T returns 33-mpg fuel economy on the freeway.

Unlike many high-performance vehicles, the Sonata runs on regular-octane gas, rather than requiring premium.  A compact six-speed automatic transmission ensures that the Sonata’s always docile.  Drivers can row the gears manually with steering wheel paddles, in a nod to enthusiast antics, but for the most part this is a lightly-sportified family hauler rather than a full-on sports sedan.

The Sonata’s suspension is fully independent, using MacPherson struts up front and a multi-link rear.  The Sonata 2.0T SE gets a slightly sportier treatment, with stiffer coil springs and a thicker stabilizer bar at the rear to provide better feel and stability.  Anti-lock brakes, stability control and traction control are standard, as is a tire pressure monitoring system.  Rack and pinion steering is used. This car is more capable than it seems at first; the Sonata 2.0T isn’t always eager to communicate its intentions but holds its line when pressed.

Apart from the powertrain, the turbocharged Sonata is essentially indistinguishable from the naturally-aspirated version.  Dual exhausts and a “2.0T” badge are about it, in fact; the swoopy, graceful styling of the new Sonata is otherwise untouched for the more powerful version.  The large, V-shaped grille, deep character line that cuts upward to the thin C-pillar and coupe-style silhouette are all part of Hyundai’s new family look.  Eighteen-inch wheels are standard.

The interior is similarly understated in terms of sport modifications; it’s basically identical to that of the rest of the lineup.  The Sonata’s cabin is surprisingly large, with ample rear-seat space and more headroom than you’d expect given the low roofline.   Buyers can choose between monochromatic and two-toned interior environments, and the materials feel durable and first-rate.  Hyundai offers a choice of upgraded sound systems, HD radio, satellite radio and USB audio input jacks to improve the tunes.  A touch-screen navigation system and backup camera are also available.

Hyundai seems to enjoy startling buyers when it comes to pricing, but the turbocharged Sonata bucks that trend by costing just about what you’d expect.  The Sonata 2.0T represents about a $5000 price walk over the most basic standard version, with an MSRP of $24,145 for the SE and $27,045 for the high-zoot Limited.  My tester featured the navigation system and an upgraded sound system and went out the door for $30,000 on the nose.  That’s about four or five grand less than you’d expect to pay for a similar vehicle from another manufacturer.  Is it worth it?  As a reasonable competitor to sport-lite sedans like the Toyota Camry SE, it makes a lot of sense, and the improved fuel economy all but seals the deal.

All specifications are for the 2011 Hyundai Sonata 2.0T.
Length:  189.8 in.
Width:  72.2 in.
Height:      57.9 in.
Wheelbase:  110.0 in.
Curb weight:   3338 lb.
Cargo space:   16.4 cu.ft.
Base price:  $24,145
Price as tested: $30,000
Engine:   2.0 liter direct-injection turbocharged inline four-cylinder
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 274 @ 6000
Torque:  269 @ 1750-4500
Fuel capacity:  18.5 gal.
Est. mileage:   22/33

Just ask Hyundai.  The Korean manufacturer, once known for selling the cheapest cars in North America, has just thrown down a challenge to Mercedes and Lexus…and the truly amazing thing is that it’s not a hollow threat.  The Hyundai Equus is here, and it’s a bona fide competitor to the ultra-luxurious executive transporters by the German and Japanese marques that have controlled the market since they pushed Cadillac and Lincoln out of the nest a few decades back.  

The Equus is the largest, most expensive and most luxurious Hyundai to reach U.S. shores.  It’s a rather nice car even without the “it’s a Hyundai” caveat, in fact.  My tester was mistaken for a Lexus by both onlookers and passengers who weren’t familiar with the winged badge.   Long, low and powerful, the Equus looks right at home parked alongside Mercedes S-Classes and Lexus LS 450s.

The styling is conservative but stops just shy of being boring or overly derivative.   The curb presence is subtle, communicated by a large chrome grille and big, complex high-intensity discharge headlights that turn with the front wheels.  The turn signals are eye-searing LED lights, and the rear light treatment matches the front for boldness.  The side sculpting looks to be strongly influenced by Buick in photos, but seen in the metal the Equus looks right at home in the high-luxury class without looking too much like anybody else.

If the exterior keeps it cool, the interior has no such reservations.  It’s clear from the moment you slip into the Equus that this vehicle has all of the toys.  A dazzling array of buttons surrounds the wood-and-leather steering wheel, while electroluminescent gauges  and a standard navigation system dominate the view forward.  In the Equus, it’s better to be a rear-seat passenger; the lucky executives in the back get to take advantage of the generous legroom, four-zone climate control and powered sunshades.  LED interior lighting is also used to set the mood at night, and can be turned up so that it’s freakishly bright.  Satellite radio and a 608-watt sound system are standard equipment, of course.  The Equus is available in two grades:  “Signature” and “Ultimate.”  Neither of them can be considered entry-level; the Signature sports high-luxury amenities like an Alcantara faux-suede headliner, massaging driver’s seat, front and rear parking assist and all the seat heating and cooling you could ever wish for.  Five-passenger seating is available.  The four-passenger-only Equus Ultimate punches up the luxury quotient for the passengers, with reclining and massaging back-seat chairs, a refrigerator and an entertainment system.  The Equus is so high-tech that the owner’s manual is an iPad.

Performance is a key factor in executive transport.  These cars don’t see much track time, of course, but being able to accelerate smartly away from the masses is part of the privilege.  The Equus ensures its ability to dominate the proletariat with a 32-valve DOHC 4.6 liter V8 producing 385 horsepower.  The 4.6 V8′s power is more than adequate and delivered with proper smoothness, thanks in part to variable valve timing.  The Equus is not given to drama, but it will politely shoo lesser cars out of the way with its cow-catcher like chrome grille.  A six-speed automatic transmission and rear-wheel drive are standard.

Massive curb weight and a compliant suspension make the Equus a good high-speed mile eater.  The car weighs well over two tons, so it can’t help but be stable over the road.  An electronically controlled air suspension provides a ride that’s just this side of a magic-carpet cruise thanks to real-time damping control, and hefty swaybars keep the big car flat during cornering.  The Equus wears big nineteen-inch wheels as well, so while the ride is smooth, drivers never feel overly disconnected from the road.  Electronic power steering is standard, as are stability control and a lane departure warning system.  Hyundai has combined the stability control, intelligent cruise control and other functions into the Vehicle Stability Management (VSM) system, which works similarly to Lexus’ VDIM to ensure the Equus remains on the road and in control.  In the event of an impending crash, VSM triggers the seatbelt tensioners to keep passengers in place.

If you thought the Genesis was as close to “real” luxury as Hyundai would ever get, you were mistaken.  Driven back to back with the Lexus LS, the Equus measures up nicely.  Mercedes and Audi still have the edge in presence, I think, because they’ve always been better at the drama aspect of luxury cars.  The Equus is undeniably elegant, but in a somewhat faceless way.  Of course, it all comes down to the bottom line.  Hyundiai’s pricing is never of this world, but the Equus seems to be a step beyond even that, as its $58,000 starting price undercuts that of its competitors by an entire Sonata sedan or more.  The Equus Ultimate has an MSRP of $64,500.  While ultra-luxury buyers are not traditionally bargain shoppers, the Equus makes a great deal of sound financial sense.

All specifications are for the 2011 Hyundai Equus.
Length:  203.1 in.
Width:  74.4 in.
Height:      58.7 in.
Wheelbase:  119.9 in.
Curb weight:   4486 lb
Cargo space:  16.7 cu.ft.
Base price:  $58,000
Engine:   4.6 liter V8
Drivetrain:  six-speed automatic transmission, rear-wheel drive
Horsepower:  385 @ 6500
Torque:  333 @ 3500
Fuel capacity:  20.3 gal.
Est. mileage:   16/24

Is Hyundai ready to challenge Toyota and Honda on the turf they helped create?  Compared to its predecessor, the new Sonata is larger, more stylish and more powerful.  Park it next to an Accord or Camry and it fits right in; the bargain-basement look and feel of past Hyundais is long gone.  The Sonata is also built in the United States, at Hyundai’s brand-new Montgomery, Alabama plant.

The Sonata goes out of its way to avoid being unusual.  Naturally, it’s taller, wider and longer by an inch or two in every direction compared to the previous Sonata, but the design is all-new and redefines the term “contemporary conservative.”  It’s sized and shaped like a Honda Accord, with larger, glassed-in headlamps and a less squinty look than a Honda’s.  Glassed-in headlamps have round units inside, and the blacked-out grill adds just a touch of aggression.  From the rear, the Sonata looks even more like an Accord.  It looks good, but this is not a design that sticks in your mind and the Sonata suffers from just a touch of anonymity.

The mid-size ranking is deceptive; the Sonata’s technically classed as a “large car” thanks to generous interior space.  It’s bigger on the inside than a Nissan Altima or Toyota Camry.  Taller seats mean more chair-like seating positions and better visibility.  The Sonata’s interior is a nice place to be too, with fit and finish that’s equal to the best in the class.  The dash and interior layout are elegant and conventional.  Standard equipment includes an MP3-capable sound system with steering wheel controls.  Step up to the top-of-the-line LX and heated seats are also standard.  You can even have a touch of wood trim, if that’s your taste.  Most passengers experiencing the Sonata were surprised to hear that it was a Hyundai, and even more surprised at the bottom line.  It’s quiet on the freeway and around town.

A choice of four- or six-cylinder power is offered.  Both engines are all-new.  A 2.4 liter four-cylinder is the base engine, with 162 horsepower.  We drove the 3.3 liter V6, and its 235 horsepower gave the Sonata comfortable and confident acceleration with enough power in reserve for passing.  Both engines feature all-aluminum construction and fuel-saving continuously variable valve timing.  The V6 also adds a variable intake runner and special engine mounts for quieter, smoother running.  Shifting duties are handled by a choice of five-speed manual or four-speed automatic transmissions with the four-cylinder engine, and the V6 gets a five-speed automatic.  The Sonata’s comfortable around town, and the five-speed auto in the V6 seems to know when to be smooth and when to be fast.  This car goes out of its way to avoid annoying its driver.  Best of all, even the V6 achieves a respectable 30 mpg on the freeway.  The four-cylinder will get 34 with a five-speed manual transmission, a feat many full-sized family cars can’t muster even in these days of hybrids.

All Hyundais since 2003 have had standard side airbags and the Sonata is no exception.  Safety is further enhanced by standard stability control and anti-lock brakes.  Steady, safe performance is the name of the game.  The suspension is fully independent; no cheaping out with beam axles here.  Double wishbones are used up front, with a five-link rear.  It’s not as soft as the typical Korean car, splitting the difference between squashy and Euro-taut for a happy medium that will appeal to fans of Buicks and other more expensive plushmobiles.  Handling isn’t distinguished, but then it shouldn’t be in a car like this.  The Sonata goes where it’s pointed without threatening to do otherwise, and that’s exactly what we expected of it.

Enthusiasts looking for heart-pounding performance aren’t going to find it in the new Hyundai Sonata.  Family-sedan buyers looking for a less expensive alternative to Toyota and Honda will find themselves quite well served, however.  Hyundai has managed to improve its quality and model lineup to the point that it’s the equal of any other mainstream manufacturer’s, and the Sonata should help to divest the public of the myth that a Hyundai is a vehicle to be ashamed of.  Did we mention that our test car, a top of the line Sonata LX V6 with no options, stickered for $22,895?  That price includes side-curtain airbags, cruise control and a leather interior, and to understand just how impressive the Sonata is a this price point, you’ll just have to take a quick drive in one.

Specifications:
All specs are for the 2006 Hyundai Sonata, which we tested.
Length:         188.9 in.
Width:            72.1 in.
Height:            58.0 in.
Wheelbase:        107.4 in.
Curb weight:        3458 lb.
Cargo space:        16.3 cu.ft.
Base price:        $22,895
Price as tested:    $22,895
Engine:         3.3 liter DOHC 24-valve V6
Drivetrain:         five-speed automatic, front-wheel drive
Horsepower:         235 @ 6000
Torque:         226 @ 3500
Fuel capacity:        17.7 gal.
Est. mileage:        20/30

The move simplifies the lineup, but it’s not the only motivation.  Recent advances in engine technology have made a four-cylinder a viable alternative to a V6, and considering the growing role that fuel efficiency is playing in purchase decisions, Hyundai is gambling that more mid-size sedan buyers won’t mind that the Sonata is missing a couple of cylinders.

Try to picture a 2010 Sonata.  Unless you own one, or your beloved uncle was killed by one, you can’t can you?  That’s why there’s new, more “emotional” styling to go with the rethought powertrain philosophy.  Strong, expressive body lines dominate the new Sonata’s look.  The hood’s curves carry down into the bumper, while bulges at each side grow out into a beltline marked with a distinctive chrome spear that carries into the headlights.  The body side echoes this curve with a deep character line. The Sonata’s new silhouette is similar to the current European “coupe-sedan” look, though the car was penned in Irvine, California.  Complainers will whine about a new era of “jellybean” cars.  Ignore ‘em.  The Sonata looks good.

The interior is similarly appointed to impress.   The Sonata’s new swept-away dash has several textures and looks like it belongs in a more expensive car.   If Hyundai’s work with the instrument panel is anything to go by, the days of the indifferently designed corporate dashboard are a thing of the past.  The new Sonata’s two-pod instrument panel features clever off-kilter curves that could’ve come from a concept car.  The climate controls uses a silhouette-type interface reminiscent of that used by Volvo, and Bluetooth connectivity is standard.  And all of that’s just in the base model.  Moving up the price scale, the Sonata Limited gets a pushbutton start, heated front and rear seats, and rear seat air vents.  USB and iPod jacks are available, as are a 400-watt Infinity sound system, HD radio and a special wine-colored leather interior.  A navigation system with a 6.5-inch screen is available on all Sonata grades, and for price convenience it’s available as a stand-alone option rather than being bundled with options like a backup camera.

The new 2.4 liter four-cylinder is a DOHC, 16-valve unit that uses direct fuel injection.  Power is comparable to many V6 cars, with 198 horsepower–the dual-exhaust-equipped SE model adds two horsepower, if you want to split hairs.  The four-cylinder’s advantage comes at the fuel pump, of course, where it returns 23/35 fuel economy.   A performance Turbo version will be along shortly, for the buyers who are looking for real speed.  In stock form, the Sonata’s engine is the most powerful four-cylinder in its class.  What’s even more impressive, its 35-mpg freeway rating matches that of some hybrids.  The torque is available down low, and Hyundai’s given the Sonata a light throttle to ensure that drivers notice.  Power is good, though like most big fours the 2.4 liter sometimes sounds overworked.  This is a noise issue–big four-cylinders tend to sound harsh at higher revs.  Did I miss having two extra cylinders, however?  Nope.

The new six-speed automatic transmission is lighter than the five-speed it replaces.  It’s a sealed, maintenance-free unit, as many new automatics are, and it features paddle shifters.  Guess what?  The Sonata is still available with a six-speed manual transmission, too.  They’re a tiny percentage of sales (less than two percent) but there are still those of us who car.  In this market, the price savings is the primary reason for choosing a stick, rather than sporting intentions.

That said, there is a sporting Sonata; the SE has slightly different suspension tuning in addition to its dual exhaust.  The SE gets stiffer springs and a fatter stabilizer bar.  On all Sonatas, MacPherson struts are used up front, with a lightweight aluminum multi-link rear.  Out on the road, the Sonata is composed and quiet.  That’s not a surprise though; the Sonata has had the basics down for a good long time.  The new suspension is tied down better, with crisper responses than I’ve come to expect from Hyundai. That’s a good thing.  A bit of road noise is all that intrudes into the quiet cabin.  Around town, maneuverability’s enhanced by electronic power steering with a tight turning circle.  Stability control, anti-lock brakes, traction control and Corner Brake Control are all on the standard-equipment list, so the Sonata is well-equipped with driver aids to keep families feeling secure no matter how poor the road conditions.

Expect to hear a lot in the coming months about this car; it’s poised to be a home run for Hyundai, and just might change the market.  At the very least, the 2011 Sonata gives Hyundai a credibility it’s never had when it comes to competitive mainstream product.  That doesn’t mean that the brand has lost its trademark value, however.  Sonata pricing starts at $19,195, and is reasonable throughout the range.  Want a family sedan with a navigation system for $22,600?  The new Sonata is your chariot.

All specs are for the 2011 Hyundai Sonata
Length:  189.8 in.
Width:  72.2 in.
Height:      57.9 in.
Wheelbase:  110.0 in.
Curb weight:   3199 lb.
Cargo space:   16.4 cu.ft.
Base price:  $19,195
Engine:   2.4 liter direct-injection inline DOHC four cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  198 @ 6300
Torque:  184 @ 4250
Fuel capacity:  18.5 gal.
Est. mileage:   23/35

Aimed primarily at “soft-roaders” like the Honda CR-V and Nissan Rogue, the new Tucson features extroverted styling that enables it to stand out in the crowded compact crossover/SUV class.  Improved economy and comfort are the biggest news.  The Tucson is also the lightest vehicle in its segment, which provides a number of performance and efficiency benefits.

The Tucson is still petite, but it’s grown for 2010, gaining an inch of width and three inches in length.  The styling is pulled almost whole from the “ix-onic” concept truck…or perhaps vice versa, as Hyundai often uses concept vehicles to tease upcoming production cars.  Whatever the origin, this is a striking little sport-ute.  The Tucson’s new face is dominated by a narrower, hexagonal grille with strong upper and lower elements and recurring X shapes.  Diamond-shaped door handle cutouts distinguish the sides, and a steep rake to the rear hatchback cuts cargo space but provides a racy look.  Uplevel Tucsons are set apart by two-tone cladding, while piano-black and chrome accents, mirror-mounted turn signal repeaters in the mirrors and fog lights are used on the Limited model.  In full-dress trim, the Tucson is a very handsome little SUV indeed.

The interior looks more finished than before, a drastic improvement in materials and finish.  Hyundai’s first panoramic sunroof is available as well, brightening the cabin.  There’s ample seating for four, and five will fit in a pinch.  The X-shaped theme continues on the new dash, which features dramatically improved materials and trim–there’s no more industrial-grade plastic here.  Soft-touch buttons and a striking layout bring the Tucson’s radical new look inside.  The sloped hatch results in extraordinarily tiny D-pillar windows and a smaller cargo area, but the Tucson will still carry up to 55.8 cubic feet of cargo when the seats are folded down.  Hyundai hasn’t skimped on amenities, as an iPod/USB connecter and satellite radio are standard.  Bluetooth connectivity, automatic climate control and a CleanAir ionizer are optional.  The CleanAir unit kills germs and limits mold in the AC ducts, providing a comfortable interior environment for allergy sufferers.  An upgraded navigation system is available.
It includes a 6.5″ screen, XM NavTraffic, rearview camera and voice recognition.  The navigation also adds a 360-watt sound system with a subwoofer.

Underneath the skin, Hyundai’s emphasis in redoing the Tucson was on noise reduction.  A three-layer dash panel and firewall keeps engine noise down, while foam in the B and C-pillars and a denser hood mat keep road noise down.  The exterior aerodynamics have also been designed to cut wind noise.  As a result, the Tucson is extremely quiet, even on the freeway where tire noise is the largest distraction.  On-road handling is confident thanks to a new independent rear suspension and thicker stabilizer bars front and rear.  The front bar is hollow, to reduce weight, and the Tucson is as nimble as an economy car on the road, with only the barest hint off top-heaviness in corners.  The feeling of security is aided by the standard electronic stability control and traction control.  Anti-lock brakes are also standard equipment.

Under the hood is a new 2.4 liter sixteen-valve four-cylinder engine with variable valve timing.  It’s shared with the new Santa Fe SUV.  Power is rated at 176 horsepower, and the Tucson returns impressive 23/31 economy.  The 2.4 is a deliciously torquey engine, and the Tucson is light enough to make the most of the power.   The engine sits freakishly low in the chassis, contributing to the low, stable center of gravity and nimble handling.  A six-speed manual transmission is available in the two-wheel drive version, unusual for a compact crossover.  This will no doubt please the three-pedal faithful, but to be honest the manual transmission’s clutch is extremely light, and lacks feel.  The six-speed automatic is better suited to the Tucson (something I don’t frequently say) and provides performance that belies the compact powerplant.  It’s well-geared, and the Tucson feels relaxed at freeway speeds, unusual for a compact sport-ute.  176 horses is average for the class, but the Tucson’s light weight improves performance significantly.  When the going gets rough, the available all-wheel drive systems use a driver-selectable lock that holds a 50/50 power distribution up to 25 mph.

The fresh dose of style and efficiency go a long way toward giving the Tucson something that it lacked previously:  personality.  As the compact SUV/CUV market becomes more crowded, that’s the X-factor that’s going to determine success or failure, and the new Tucson is poised to make a much greater mark than before.  Of course, attractive pricing doesn’t hurt either, and the Tucson’s bottom line of $18,995 makes things even more attractive.  All-wheel drive starts at $23,195, and the well-equipped Tucson Limited stickers for less than $30,000.

Specifications:  All specs are for the 2010 Hyundai Tucson
Length:  173.2 in.
Width:  71.7 in.
Height:     65.2 in.
Wheelbase:  103.9 in.
Curb weight:   3203 lb. (GLS 2WD automatic)
Cargo space:   25.7 cu.ft. (seats up); 55.8 cu.ft. (seats folded)
Base price:  $18,995
Engine:   2.4 liter DOHC inline four-cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  176 @ 6000
Torque:  168 @ 4000
Fuel capacity:  14.5 gal.
Est. mileage:   23/31

It seems like we say this every time we drive a Hyundai, but we’ll say it again anyway: Don’t believe the stereotypes!  Hyundais are no longer the chintzy redheaded stepchildren of the automotive world.  The Elantra makes a good case for this point.  It’s Hyundai’s best-selling car in the U.S., thanks in part to its robust construction, 100,000-mile powertrain warranty, and used-car low price.  For 2004 the three-year old third-generation Elantra has gotten a design freshening inside and out.  It’s not as packed with gadgets as some of the “premium compacts,” but the Elantra’s a good choice for reliable basic transportation.

The styling reflects Hyundai’s peculiar blend of aggressiveness and corporate anonymity.  Angled, frowning dual headlights flank a narrow grille, giving the Elantra a distinctly angry aspect, but the rest of the car comes from the tweedy Econobox School of design.  At the rear, the taillights have been tweaked as well, and overall it’s less awkward-looking than previous Elantras.  Efficient little 15″ wheels are all the Elantra can be had with, unless you go to the aftermarket.  A four-door sedan and five-door hatchback are the only body styles offered.

The revised interior is low-rent without looking or feeling cheap.  Hyundai has blessed the Elantra with decently comfortable seats upholstered in the same fuzzy “mouse-fur” cloth as its more expensive cars.  The attention to detail is thoughtful without adding unnecessary equipment; for instance, Hyundai updated the ashtray to make it easier to open, and added a second 12-volt power outlet for cell phone charging.  A keyless entry is standard equipment.  Our only complaint was the gray plastic trim that changed color between the dash and the door, but such fashion faux pas are irrelevant in a car like this.  It’s comfortable enough for commuting, and nice enough that you won’t wish you’d spent your $13,000 on a used Honda.  We did find ourselves wishing for a dealer-accessory cargo net in the trunk, as items tended to tumble wildly about the 12.9 cubic-foot cargo area.  The Elantra is one of the few small cars to offer side-impact protection airbags as standard equipment.

What the Elantra does best, of course, is make its way through the world as basic transportation.  The 2.0 liter four-cylinder engine is generally relaxed and quiet without feeling thrashy; the Elantra will keep up with high-speed traffic with only minor protest.  Continuously variable valve timing is used to increase the powerband and make the most of the 132 horsepower on tap.  It’s reasonably torquey for a small four-cylinder.  The crisp five-speed manual transmission is a must-have, as Elantras with the four-speed automatic are nightmarishly slow.

MacPherson struts up front and an independent, multi-link rear are not the stuff of the typical econobox suspension, and the attention to detail shows.  Over in Europe, Hyundai has been active in the RAC Rally series, and this distant racing connection means that the Elantra’s handling, while softened for commuting tastes, is ultimately good.  The narrow tires allow it to push wide when thrown into sports-car maneuvers, but the handling is solid and controllable at all times.  Our test car felt a little wobbly on its skinny tires at highway speed, but with wider tires we suspect that the Elantra might be a closet performer.  Brakes are discs in the front and drums at the rear, and ABS with traction control is an available option.

The no-frills approach Hyundai has taken with the Elantra allows for pricing that’s more what we’ve come to expect from used cars rather than new ones.  Our test car was a base Elantra.  Including the standard side airbags, it stickered for $13,415.

Specifications:
All specs are for the 2004 Hyundai Elantra, which we tested.
Length:         178.1 in.
Width:            67.9 in.
Height:            56.1 in.
Wheelbase:        102.7 in.
Curb weight:        2635 lb.
Cargo space:        12.9 cu.ft (seat up); 26.6 cu.ft. (seat folded)
Base price:        $13,299
Price as tested:        $13,415
Engine:         2.0 liter DOHC four-cylinder
Drivetrain:         five-speed manual, front-wheel drive
Horsepower:         132 @ 6000
Torque:         133 @ 4500
Fuel capacity:        14.5 gal.
Est. mileage:        24/34

The biggest and most expensive sedan Hyundai sells in this country is a surprisingly competent wallflower.  Introduced in 2001 as the XG300, this family sedan slots into the lineup above the Sonata, with luxury features above and beyond those offered by the average sedan.  For 2002 a larger engine and a name change resulted in the XG350, and for 2004 the combination of affordable price and high equipment level is enhanced with more amenities, bigger brakes and a design freshening.

There’s a minor design update for 2004, but it’s not obvious.  One passenger called our test XG350 a “grown-up’s car,” alluding to its nondescript design.  The XG350 is handsome enough, with a big chrome grille and character lines that owe a minor debt to Rolls-Royce, especially from the rear quarters.  The three-box styling is the automotive equivalent of a gray suit.  It’s handsome, but eminently forgettable.

The interior is nicely done, too, with an upright dash and wood-surrounded center stack.  Once again the XG350 tends toward the nondescript inside.  The materials are nicer than what’s found in Hyundai’s lesser models, however, and the interior benefits nicely from good sound deadening.  There’s a handy lined drawer in the dash, for holding small items, and retro-looking reading lights located in the C-pillars reminded us of 1970s luxury cars.  Rear-seat space is generous.  The XG350′s economy-car DNA is revealed only in the radio and climate controls, which look like parts-bin pieces and seem somewhat inferior.  Two models are available; the XG350 and XG350L, which adds a moonroof, wood and leather steering wheel, and other amenities to the bottom line.

The XG350′s “Sigma” V6 powertrain is its strongest asset.  This 194-horsepower V6 is a sophisticated DOHC unit, and what it lacks in power compared to some competitors, it more than makes up for in smoothness.  The XG350 is happiest with patient drivers, and rewards mild driving with a noise- and drama-free drive.  The five-speed automatic transmission contributes greatly to this sedan’s smoothness.  The tranny is also adaptive, and changes its shift patterns to adjust to individual drivers.

Double wishbones up front and a multi-link rear give the XG350 a suspension that’s more sophisticated than we’ve come to expect from the Korean manufacturer.  The ride is pleasant, too, as it’s not as mushy as we find other Hyundais to be.  It’s still softer than the average German or Japanese sedan, which contributes a touch of nervousness at high speeds.  Road noise is nicely muted but some bumps are harsh.  Peformance-seeking drivers will probably find the controls somewhat distant from the action, and the XG350 understeers resolutely through fast turns.

Thanks to its government-issue design, the XG350 really doesn’t leave much of an impression–until you get to the sticker price.  Consider what’s standard equipment:  leather interior, four-wheel disc brakes, ABS and traction control, a full-size spare tire and side airbags are all included in the XG350′s base price.  That doesn’t sound all that exciting, as Acura, Lexus and a host of other luxury makes offer the same stuff on all of their products at no extra charge.  However, with a starting price of $25,599, the XG350L costs significantly less than the cheapest Lexus or BMW.  We drove an XG350L that stickered for $26,278 after destination, delivery, and a set of optional floor mats, and it was a compelling argument for the benefits of buying generic.

Specifications:
All specs are for the 2004 Hyundai XG350, which we tested.
Length:         191.5 in.
Width:            71.9 in.
Height:            55.9 in.
Wheelbase:        108.3 in.
Curb weight:        3651 lb.
Cargo space:        14.5 cu.ft.
Base price:
Price as tested:
Engine:         3.5 liter DOHC V6
Drivetrain:         five-speed automatic, front-wheel drive
Horsepower:         194 @ 5500
Torque:         216 @ 3500
Fuel capacity:        18.5 gal.
Est. mileage:        17/26

Don’t be so quick to laugh.  The Genesis coupe is nothing like the luxurious sedan whose name it shares –sufficiently different that we find ourselves wondering, as others have, why they even share a name.  That said, this car’s too big to be the successor to the recently departed Tiburon, or even the “Son of Tiburon.”  If anything, it’s the Tib’s big brother.
The Genesis Coupe features a long, broad hood and a steeply raked greenhouse with a racy tail.  The design carries hints of several Hyundai concept cars–the Talus contributed its greenhouse, and the HCD8 predicted the basic shape of the Genesis Coupe.  Don’t remember either of those concepts?  It’s not important, they’re just ancestors.  The Genesis Coupe is a wide, low car with a planted stance.  Eighteen-inch wheels are standard, and nineteens are available.  Dual exhaust tips are also standard, and high-intensity discharge headlamps are available.
On the interior, the only thing the Genesis coupe shares with the sedan is a Hyundai badge.  The laid-back, sporty cockpit of the Genesis coupe is large enough to be comfortable for two, with decent rear-seat room.  It’s also snug enough to feel intimate, a prerequisite for any dedicated sports car.  Front, side and side-curtain airbags are standard equipment.  Bluetooth connectivity and iPod auxiliary jacks are included in the standard sound system.   Available equipment is just like that of the competition, including keyless entry and pushbutton start, a 360-watt sound system, heated seats and mirrors, sunroof, backup alarm, and a navigation system.
The Genesis sedan makes much of its V8 engine, the first in Hyundai’s lineup, but unfortunately the Genesis Coupe makes do with a choice of four- or six-cylinder power.  A 2.0 liter DOHC turbocharged four-cylinder with Hyundai’s continuously variable valve timing (CVVT) is the standard power plant, producing 210 horsepower.  For more oomph, Genesis Coupe buyers can step up to a 3.8 liter V6 that makes 306 horses.  That’s enough to rival some V8s for power, if not noise, and the V6 Genesis Coupe is happy to light up the rear tires when requested.  Continuously variable valve timing and a variable intake system ensure efficient and smooth power delivery throughout the rev range.   Dual-outlet exhaust systems are available with both powerplants.  Six-speed manual transmissions are standard with both engines.  Automatic offerings are a selectable SHIFTRONIC five-speed for the 2.0T and a six-speed SHIFTRONIC for the 3.8.   Both versions can be manually shifted with the gear lever or by steering wheel paddles.  A limited-slip differential is available.
Thanks to a relatively low 3200-pound curb weight, the Geneis Coupe is reasonably peppy.  That said, in standard form, the Genesis Coupe 2.0T needs more power and suspension work to be considered anything more than “sporty.” Luckily for Hyundai, that’s exactly the point.  The stable rear-wheel drive platform is available as a clean-slate vehicle that’s a good start for improving performance, and a clean slate is exactly what it is.   Subframe-mounted MacPherson struts up front and a five-link rear provide a stable platform, and the Genesis Coupe features sturdy anti-roll bars front and rear and a wide track to help keep it planted in the curves.  The suspension shows noticeably less “Hyundai waddle” than the rest of the lineup, as it should, though it’s still a bit softer than most of the competition.  Hyundai also offers a “Track” suspension, with stiffer front and rear springs, staggered-size nineteen-inch wheels and revised shock valving that reduce body roll even further.  Four-wheel disc brakes with anti-lock are standard, and the Track model gets larger discs clamped by race-ready four-piston Brembo calipers.   Stability control is also standard equipment.
This car is definitely no Tiburon, and I mean that in a good way.  It’s easy to see why Hyundai chose to split the Genesis name, too; not only does the car depart similarly from previous Hyundai’s, but the manufacturer is hoping that its new rear-drivers will be the start of a new level of respectability for the brand.  Whatever they call it, it’s priced attractively.  Pricing starts at $22,750 for the Genesis Coupe 2.0 with a manual transmission.  V6 power comes in at $25,750.

Specifications:  All specs are for the 2010 Hyundai Genesis Coupe
Length:  182.3 in.
Width:  73.4 in.
Height:     54.5 in.
Wheelbase:  111.0 in.
Curb weight:   3294 lb.
Cargo space:   10.0 cu.ft.
Base price:  $22,750
Engine:   2.0 liter DOHC turbocharged inline four-cylinder
Drivetrain:  six-speed manual, rear-wheel drive
Horsepower: 210 @ 6000
Torque:  223 @ 2000
Fuel capacity:  17.2 gal.
Est. mileage:   21/30

It’s been changed so thoroughly it skipped a year.  There is no 2002 version of Hyundai’s front-drive sports coupe.  Instead, the Tiburon has jumped ahead to ’03, and metamorphosed from an awkward-looking, moderately fast four-banger into a sleek, V6-powered coupe that’s more than ready to compete with the Mitsubishi Eclipse and short-timing Mercury Cougar.

The biggest reason for this is of course the 2.7 liter V6 engine under the hood.  Instead of trying to compete with the ultra-high-tech four-cylinders used by Honda and Toyota, Hyundai has given the Tiburon the torque and great freeway manners of a V6 engine.  The V6, which is borrowed from the Santa Fe SUV, puts out 181 horsepower and 177 foot-pounds of torque.  Like most V6 engines, it provides a much more relaxed feeling around town because the engine doesn’t have to work particularly hard.  The new Tiburon is noticeably less frenetic than the high-revving Acura RS-X or Toyota Celica, but it’s still eager to chirp the tires and make the steering wheel dance with torque steer.  A six-speed manual transmission is also available, making the Tiburon one of the least expensive cars so equipped.  The six-speed’s action can be a bit notchy at times, and the Tiburon’s V6 doesn’t always need the flexibility that the extra gears offers.  Still, six-speeds are in vogue, so the Tib has to have one too.  More interested in fuel economy than V6 power?  The base Tiburon is available with a 2.0 liter four-cylinder that produces a resepctable 140 horsepower.  Both powerplants are available with a five-speed manual or a four-speed automatic transmission as well.

The Tiburon is also excellently balanced.  The all-new body has a unique chassis, unlike previous Tiburons which shared underpinnings with the Elantra economy car.  MacPherson struts up front and a multi-link rear form a fully independent suspension.  The Tiburon’s low center of gravity also helps, and the car hugs the road with impressive tenacity.  Stiffer springs on the Tiburon GT improve road feel.  Low-profile 215/45 series tires on 17″ wheels are sometimes a bit rough around town–avoid the worst of your local potholes.

The new design is a home run.  It resembles a chubby Ferrari from some angles, but the Tiburon won’t be mistaken for any of its competitors.    To be honest, it won’t be mistaken for a Ferrari, either, but the influence is obvious from the front fender “gills” to the heavy slope of the C-pillar.  If the lumpy, bumpy previous car was starched and ironed, it still wouldn’t look this good.  Up front, quad round headlamps under glass covers lead the way.  The door sills are high, which gives the Tiburon a low-roofed appearance, and the “gills” up front form the base of a character line which rises at the rear for a muscular, poised-to-launch look.  The rear spoiler is tall and blocky, but doesn’t block vision as badly as it could.  Overall, the curbside accountant will think it’s more expensive than it is.

That low roof means that visibility is sometimes compromised, especially to the sides.  Otherwise, the Tiburon’s interior has been updated just as elegantly as the exterior.  There’s a lot of dull, black plastic, but it doesn’t feel flimsy or cheap, and it’s accented with Audi-TT influenced brushed aluminum.  The dash is cleanly executed, all in all.  A CD player is standard on the Tiburon GT, as is a leather interior.  The barrel-shaped shifter has a neat rubberized grip.  The seats themselves are average.  They’re well-bolstered enough for sporty driving, and fine for commuting, but we wouldn’t want to spend all day in them.  Down below, there are cool alloy pedals.

Resemblances to expensive European sports cars aside, this is still a Hyundai, so the base price is safely under $20,000.  Tiburon pricing ranges from $15,999 to $19,997.  A loaded Tiburon GT features the V6 engine and leather interior, 17″ wheels, anti-lock brakes, and fog lamps and still doesn’t break $20,000.  Additionally, Hyundai is still challenging the wags who knock the quality of its cars by offering a 10-year/100,000-mile powertrain warranty.

Specifications:
All specs are for the 2003 Hyundai Tiburon GT,  which we tested.
Length:     173.0 in.
Width:        69.3 in.
Height:        52.3 in.
Wheelbase:    99.6 in.
Curb weight:    3023 lb.
Cargo space:    14.7 cu.ft.
Base price:    $17,999
Price as tested: $18.744
Engine:     2.7 liter DOHC V6
Drivetrain:     six-speed manual, front-wheel drive
Horsepower: 181 @ 6000
Torque:     177 @ 4000
Fuel capacity:    14.2 gal.
Est. mileage:    18/26