Automotive Reviews
Posts tagged Hyundai
2004 Hyundai Elantra
Sep 2nd
If you’re one of those people who wants to get from Point A to Point B with a minimum of fuss and without carrying more power amenities and frills than you absolutely need, the 2004 Hyundai Elantra may be just what you’re looking for.
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
2004 Hyundai XG350
Aug 31st
There’s a lot to be learned from what’s not on the front of the Hyundai XG350. Take a careful look at this conservative mid-size sedan’s face, and it soon becomes clear that there’s not a single badge or identifying mark up front. The big chrome grille is completely unadorned by manufacturer or model names. It’s as if someone went to a discount warehouse store that sold automobiles and ordered the Generic Imported Luxury Sedan.
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
2009 Hyundai Genesis Coupe
Aug 21st
Hyundai’s new Genesis sedan set itself up as an unlikely competitor to BMW and Lexus, and it’s surprising the critics by doing a fair job of succeeding. Now we’ve got a two-door Genesis, and it’s got an equally startling target in mind; this sporty, rear-wheel drive coupe is aimed at the likes of the Ford Mustang and Chevrolet Camaro.
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