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Long-term update: 2012 Hyundai Accent GLS 5-doors

Vehicle: 2012 Hyundai Accent GLS 5-doors Auto
Price as tested: CDN$18399
Mileage since picked up: 3500km
Regular maintenance: 0
Unscheduled repairs: 0

One of the major attractions of buying a subcompact is its simplicity of engineering. It has lots of advanced technologies packed in a compact package without having all those unnecessarities, which are bound to have quality problems down the road. That explains our Accent’s trouble-free experience as we are heading into the middle of the test. The whole car feels well-made and executed. The attention-to-details are superb, it feels sophiscated right from the engine bay to its exterior styling. Looks sophiscated, feels sophiscated with tank-like build quality have made Hyundai an attractive buy these days. Even if Accent is the entry-level model, it has a sense of tactical quality on every single details. As much as we love driving the Accent, there bounds to be a few pet peeves as we are heading into the final phase of this cheerful long-termer.

2012 Hyundai Equus 5.0

Vehicle: 2012 Hyundai Equus 5.0 Ultimate
Price as tested: CDN$71999

Performance: Saying Equus has the world’s best V8 certainly isn’t an understatement. In fact, Hyundai’s Tau 5.0 liter 32-valve V8 has been highly acclaimed as one of the world’s finest engines in “Ward’s best engine” award. With the introduction of this amusing 5.0 liter replaces 4.6 liter in Equus, its able to move this Korean luxury beast in an even more silky and elegant manners. A manners which are able to pit this understated cruiser into the world of German’s most prestigous sedans costing thousands more. 429 stallion and 376 lb/ft of torque are impressive, what’s more impressive is the way the power delivers through the pavement. The level of smoothness, refinement and NVH are able to put many of its Japanese and German counterparts to shame. Mesh the light throttle, its able to move Equus’s 4643 lb with ease without breaking a sweat. The combination of direct fuel injection, variable valve timing and electronic throttle are expected technologies for its caliber. Not only does the low-end grunt is amazing, it never felt running out of breath at both middle and upper ranges. 8-speed automatic is the “default” choice, which is a given for any upper luxury car. Here in Directshift, we already lamented there are too many damn gears with all the 8-speed variants we tested. However, Hyundai engineers have hit another homerun, as they have chosen their gear rations wisely. We won’t feel any kinds of gear hunting between 3rd and 6th, while 1st/2nd and 7th/8th have geared exceptionally well. All are willing to up and downshifts, without all the annoying traits with trillion gearbox. No wonder those Korean engineers are ready to come out with a 10-speed variety in the next few years. Given Hyundai’s engineering prowess, we would believe the 10-speed will likely lead the pack.

Handling: If you are thinking Equus is a driver instead of a passenger’s upper luxury car, you are in the wrong car. While it definitely not having the same agile road manners as the likes of Audi A8, its far from being cumbersome. The whole driving experience is of a silky smooth luxury car, with soft suspension cushioned enough for the rear passengers. As with the 4.6 I tested earlier, 5.0 remains with the underdamping issue with its air suspension. That’s means it doesn’t absorb the bumps and roughness as cushiness and suppleness as its German rivals, even with its advanced damping system. The saving grace is the suspension is soft enough to absorb the bumps without feeling like a wet noodle. To put this into perspective, Equus’s riding quality is mirrored those of a Lexus LS460 instead of a Mercedes S550. Dial in inheritant softness through the suspension geometry and spring rates are what the Korean engineers are looking for, during the tuning process of the Equus. Push the Equus through the twisties, it exhibits pronounced body rolls. While the electronic stability control has acted reasonably well to tempt both under and oversteer. The steering feels vague even though its quite precise coming out of driver’s hands.

Brakes: Given Equus’s 2-toned curb weight, its braking performance has to be judged as downright impressive. The stopping distance is short, while pedal feels solid and reassurring. Even after a couple of harsh stops, it remains fade-free. ABS acts up on the right time at the right place seal up the whole equation.

Interior: The use of quality leather and plastic materials continue in Equus. I love the use of soft-touch plastic on the dashboard and door panels, while there are wood trim to add warmth and classy to the environment. Those leather seats are well-foamed, as it provides excellent thigh, back and side supports. The 8-inch screen is large and initutive for anyone to check on Equus’s current status, as well as serve as a back-up camera while parking this beast in your neighboring golf course.’

Along with two comfortable rear seats. Our Ultimate comes with heated and cooled seats, center refrigator and entertainment system. All have wrap up in a luxury yet understated package.

Last but not least is the great sound from Lexicon’s 17-speaker stereo system.

Conclusion: Hyundai is an evolving company. Their latest move on Equus powertrain has proven the fact that this company is simply unstoppable. Upping the power count from 385hp to 429hp in just a short year has shown how eager they want to pit Equus at the top of everyone’s shopping list, even if Hyundai has admit Equus is never been able to match the superpower’s sales volume. While they still haven’t got the handling and ride compromise right, so does the lack of customization through Equus’s option list. But we can be damn sure, the next generation of Equus will get all these issues solved. Given Hyundai’s track record, it should be able to match or even exceed any of its peers.

Competitions:
Audi A8
BMW 7-Series
Mercedes S-Class
Lexus LS460
Jaguar XJ

OVERALL VERDICT FOR 2012 Hyundai Equus 5.0
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

Long-term update: 2012 Hyundai Accent GLS 5-doors

Vehicle: 2012 Hyundai Accent GLS 5-doors Auto
Price as tested: CDN$18399
Mileage since picked up: 1400km
Regular maintenance: 0
Unscheduled repairs: 0

Hyundai was the first car company which introduced us to disposable cars. It took them nearly 2 decades to rebuilt their reputation with the introduction of the original Accent. Although the original Accent was both cheap and cheerful, it took Hyundai aplentry of time to gain traction in the affordable segment dominated by the Japanese. The introduction of a lengthy warranty coverage with consistently improved build quality have put Hyundai on top of the chart in recent years. While its the 2008 Genesis which truly put Hyundai on everyone’s shopping list, its the affordable segment which Hyundai have really gained traction with the Sonata, Elantra and Accent.

Our loaded Accent GLS comes with whole nine yards. Everything else from Bluetooth capability, cruise control, steering wheel-mounted audio to ESC come as standard. The interior has been exceptionally well put together. Yes, you still can find some cheesy plastic given its at the end of the subcompact segment. Its plastic is nicely textured with tight fitting. Panel gaps are even while switchgears have a nice, tactical feel and feedback. There are also plenty of head and legroom for both front and rear passengers. When it comes to interior dimension, Accent is about as spacious as any mid-sizers from a decade ago. Another prove that subcompact has come a long way in recent years.

Short test: 2012 Hyundai Elantra

Vehicle: 2012 Hyundai Elantra Limited
Price as tested: CDN$22699

There aren’t many small cars in spotlights as much as the 5th generation Elantra. While the previous Elantra were all very worthy compact family sedans, the new version has taken it to the new height. Thanks to Hyundai’s new fluidty sculpture design language, which transform all of Korean giant’s product range from bland to sleek. The succeed of #5 has begun right here.

Along with stunning looks, new Elantra does come with sophication to back up its good looks. Its refined 1.8 liter DOHC 16-valve provides 148hp and 131 lb/ft of torque. While it certainly won’t win any drag races, its good enough for most of the daily driving. The amount of engine refinement and smoothness are on par with anything else from Japanese counterparts. If there is one drawback, its the manumatic mode always stuck in 5th gear. Hyundai has taken this setting with Toyota’s playbook. Since its a manumatic, it should give all control to the driver instead of pre-setting the gear. Otherwise, its 6-speed manumatic is sweet as a nut with proper gear ratios.

Dynamically speaking, Elantra is a very satisfying if a bit of an austere drive. While you won’t find the same handling sharpness as in the Ford Focus and Mazda3, what Hyundai exceeds in ride comfort and balanced handling. While we would love to see a quicker steering ratio, its steering provides sure-footness feel and feedback with enough responsiveness. The ride quality is sublime and should be judged as class leading. There are minimal body rolls and understeer is well-tempted. The state-of-the-art ESC provides excellent active safety whenever driver rears its ugly heads.

Inside the Elantra, its all about quality. The use of materials and workmanship are world-class. You can even get standard features unparallelled with anything in this price ladder. Heated rear seats, auto climate control, Bluetooth capability and redundant steering control are all standard on our Limited version.

Just two decades ago, no one would believe Hyundai have won North American Car of the Year while BMW produces awful cars. How time and things have changed. BMW is producing cars which are nothing to write home about, while Hyundai is getting homerun after homerun. The latest Elantra is the prime example. While there are those who might argue “beauty is skin deep” before they actually driven a Hyundai. With their solid engineering, Hyundai is definitely “beauty is more than skin deep”. Its not only Elantra has a potent powertrain, handles relatively well while comes with lots of generous equipment. The exceptional value quotient and ever improving residual value would have Japanese worries.

If I am looking for a compact family sedan without care for edgy handling, for my money, Elantra is the class leader. :)

Coming up next. The new Elantra Coupe and GT.

Likes:
Stunning looks
Feature galore
Value-for-money
Potent powertrain

Dislikes:
Soft steering feel
Instrusive trunk hinges
Slightly sterlie driving experience

Competitions:
Chevy Cruze
Kia Forte
Mazda3
Ford Focus
Honda Civic
Toyota Corolla
VW Jetta

Long-term introduction: 2012 Hyundai Accent GLS 5-doors

Vehicle: 2012 Hyundai Accent GLS 5-doors Auto
Price as tested: CDN$18399
Mileage since picked up: 30km
Regular maintenance: 0
Unscheduled repairs: 0

Nothing is farther from the truth that Hyundai is the second coming of the industry lately. Along with sleek styling, packs with lots of standard features and lots of bang-for-the-buck. This South Korean automotive giant also provides everything for just about everybody, while delivering mostly everything as promised.

When Hyundai introduced the original Accent back in 1994, it was a vehicle which singlehandly changed consumer’s mind of Korea as nation of producing disposable cars. It was cheap but certainly up to the task for most purposes. In fact, I had a pleasure to drive one as my first girlfriend used to own home back in high school. The 2012 Accent is no longer cheap but it remains affordable. However, it continues to be cheerful while providing lots of fun-to-drive.

Is the latest version up the to stiff competitions in the fierce subcompact segment? We will put an Accent 5-doors hatchback through the paces in the next few months. :)

2012 Hyundai Veloster

Vehicle: 2012 Hyundai Veloster Ecoshift DCT
Price as tested: CDN$20399

Performance: There have been many Hyundai sports coupes came before the Veloster, on the entry-level scale. Everything right from the early Scoupe to the Tiburon had been either underwhelming or beaten by ugly sticks. On the other hand, Genesis coupe has been receiving rave reviews right from the other end of the chart. Will the new Veloster followered its forebears or its more expensive silibing? We will have the answer right after this test drive. :)

During initial launch, Veloster is only available with one powertrain underneath its sleek hood. The DOHC 16-valve 4-cylinder 1.6 liter comes with a host of advanced technologies. Gasoline direct injection, variable valve timing and throttle-by-wire, to name a few. That’s enough to give Veloster a nice boost with 138 stallion and 123 lb/ft of torque. Even if 138hp and 123 lb/ft of torque won’t set your heart pounding, its definitely far from being disappointed. That’s even if this little puppy has to carry 2657 lb on its wrist. When it comes to engine note, its surprisingly entertaining thanks to its well-tuned exhaust note. Mated with this sweet powertrain is Hyundai’s first foray into the hot dual-clutch gearbox arena. In terms of engineering integrity and efficiency, Hyundai’s unit is every bit as good as the one in a VW. That’s saying a lot because this system shifts crisply, brisky, efficiently and quickly without feeling dowdy engineered. In fact, its an engineering tour-de-force. As with any of these systems, driver can shift on the steering’s paddle shifters which are able to override at any given gears.

The real deal of Veloster’s performance will be the upcoming turbocharged version, which Hyundai has promised to have 208 stallion. It will be one heck of a ride it is. :D

Handling: Veloster is basically using the floorpan of the Accent with the modular of the Elantra, which means sharing both of their merits onto one tidy package. The result is an excellent fundamental which combined the best of their subcompact and compact offerings. The chassis is rigid and solid, while its free from any cracks and rattles. On the other hand, suspension components have a nice place to hang its hats on the floorpan. All combined to make Veloster handles every bit as fun as anything you throw at it. The electric power steering provides nice feel and feedback, with great precision and responsiveness. While the ride is firm, its far from being harsh and ungainly. While you won’t find those patholes unnoticed on those poorly paved roads, it won’t make you teeth chattering. The beauty of the whole engineering is the combination of ESC with EPS in the Veloster. Hyundai engineers are able to incorporate stability control with electric power steering, in order to detect when will be the driver starts to drift out of control before it steps in as a helping hands. That makes Veloster one of the most composed front-drivers I have ever driven. In fact, it has to be one of the most fun I ever have. The suspension is well-damped enough for exceptional body controls, while understeer is minimal.

Brakes: Along with impressive dynamic abilities, Veloster also comes with impressive braking prowess. While it has the standard 4-wheel discs with ABS, its the amount of feedback and modulation which are very delightful. The stopping distance is short, while pedal feels solid and reassurring. It all wraps up the entire braking package with uninstrusive ABS.

Interior: The highlight to Veloster has to be its 3rd door which access from the passenger side. Even though the door is narrow, it offers much better access than those traditional 2-door coupes which need to access through sliding through the passenger seat. While the legroom is surprisingly spacious for a coupe, the sloppy C-pillars have limited headroom.

Open the hatch, it has acceptable luggage space. That’s despite of its high liftover and side sills. If you need more vesatile luggage space, go for the Accent hatchback. In this Veloster, you need to sacifice some practicality for its stunning looks.

The front of the Veloster is all about the driver. The bucket seats provide nice support for all the right places without feeling confining. Everything else have been very user-friendly and initutive. The touch-screen interface is not only attractive, its as easy to use as the rest of the car.

Conclusion: The Veloster has set a very high standard when it comes to the affordable sports coupe. Along with the gorgeous styling and world-class engineering, its also drive like a diggin’ with plenty of attractive features. In fact, it is the new sports coupe benchmark.

Competitions:
Honda CR-Z
Honda Civic coupe
Kia Forte Koupe
Scion tC
Mini Cooper
VW Beetle

OVERALL VERDICT FOR 2012 Hyundai Veloster
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.25/5

2012 Hyundai Genesis 5.0 R-Spec

Vehicle: 2012 Hyundai Genesis 5.0 R-Spec
Price as tested: CDN$53499

Performance: Just how to make a great car even better, ask Hyundai about their awesome Genesis will certainly get you the best answer. For 2012, those folks at Hyundai are able to upped-the-ante with the revised Genesis when facing with new and improved rivals. The result is a Genesis which come out with two different upgrades on both V6 and V8 guise. For V6 guise, the potent 3.8 liter V6 recevies GDI which is what Hyundai’s marketing word for directly fuel injected technology. When combining direct fuel injection, variable valve timing and electronic throttle; the V6 Genesis is able to provide up to 333 ponies and 291 lb/ft of torque. For those who don’t need to extra power for an V8, this V6 is about as good as you get in the auto business. The biggest highlight to Genesis should be the newly upgrade “Tau” V8 in the 5.0 form. While this “Tau” engine series has been highly touted as one of the world’s best V8 engines today, for very good reasons. Its level of refinement, smoothness and NVH are able to put many of those German and Japanese counterparts to shame. All have done with latest in technologies right from DOHC to dual variable valve timing control on both sides of the exhaust. Its able to upgrade the already exceptional 4.6 liter V8′s 385 stallion to 429 while upgrading the torque from 333 to 376 lb/ft of torque, respectively. The desired result is an engine which is willing to rev at any given rpm without feeling breathless. While the 4.6 already such a powerful engine to motivate such a heavy beast. The 5.0 moves it even more respectably given its porky 4154 lb of Korean level of luxury. Another upgrade is the use of the 8-speed manumatic instead of a 6 in outgoing car. While the addition of two gears are able to spawn throw the gear ratios more widely for better cruising and environmental ready. Just like all the 8-speed we have driven before, the hunting between those of 3rd and 6th is simply ridiculous by any means. That makes its somewhat slow to downshift in Genesis form. While the manumatic is certainly help the course for enthuisast driver to find their own gear “themselves”, we are much prefer to leave the whole drive in “D” given Genesis’s luxury car status. Despite that, the shifts are smooth and coordinated.

Handling: Its pretty much a given that Hyundai engineers have given a huge amount of time improving what’s likely to be one of the most capable luxury sports sedans on the market. With the availability of a R-Spec in 5.0 form, our Genesis comes standard with sports suspension. Even though one might find the ride a bit firmer than usual, it remains supple and capable for Genesis’s own goods. While you would find all those frosities and roughness gone through the suspension, it won’t leave anyone feeling uncomfortable. Its just the ride is harsher than most expected from a luxury limosine. On the other hand, with Genesis’s rear-drive configuration which translates into near perfect weight distribution. Genesis handles like its on rail. The body motions are well-controlled while understeer and oversteer are look after by state-of-the-art ESC. Steering provides sharp feel and feedback, at the same time, provide enough precision and responsiveness for any drivers. Pushed the Genesis through corners, it exhibits plenty of driving fun even if its weighting in at such a porky arena. The only difference between driving a V6 and V8, is former feels more nimble and docile because latter feel more front-heavy when pushed into a corner. From a driver’s perspective, V6 is a more satisfying drive when driven through black-top twisties.

If there is one wish, its the availability of AWD for the Great White North. While having RWD with snow tires are always a viable idea, nothing beaten the combination of AWD + snow tires in a well-oiled sports sedan in our harsh winter. :D

Brakes: With 4-wheel discs and standard ABS, Genesis certainly lives up to what its promised. The stopping distance is short, while pedal feels crisp and plenty of lives to its travel. It never felt spongy nor have fades, even after a couple of harsh stops.

Interior: Genesis’s world-class interior appointment contines with the latest revision. Along with the amusing Lexicon stereo system, Genesis comes with all the best use of quality material one can possibly find in the industry. The plastic materials have a sense of tactical quality while leather feels soft yet supple. It also comes with one of the world’s most user-friendly navigation system along with the clear back-up camera.

Conclusion: Despite the R-Spec is a rather cheesy designation, its the amount of upgrades which have put the Genesis into an even more competitive position against many of its stiff rivals. While the V8 certainly has what its worth, the V6′s power has never left me wanting more. Combined with delightful dynamic qualities and an attractive interior, its extremely hard to find anything else that is more desirable than a Genesis.

Competitions:
Audi A6
BMW 5-Series
Mercedes E-Class

OVERALL VERDICT FOR 2012 Hyundai Genesis 5.0 R-Spec
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 5/5

2011 Hyundai Sonata Hybrid

Vehicle: 2011 Hyundai Sonata Hybrid Premium
Price as tested: CDN$34499

Performance: We have driven both the 2.4 and 2.0T variants of the Sonata. This is the latest version, Sonata Hybrid.

With using the advanced lithium polymer batteries at the addition of the standard Thela-2 2.4 liter DOHC 16-valve engine, along with the Aktison Cycle as an enhancement. This Hybrid Sonata is able to generate 166hp and 154 lb/ft of torque with engine alone. When added with the lithium polymer batteries, which have a desired effect of 25% less weight, 40% less volume and 10% more efficiency. Its able to generate 40 electric horses alone. All of that mean 206 ponies at driver’s disposal. While there are many carmakers who like to overrated their horsepower ratings, you have to give credit to Hyundai for generating honest figure when mating with the electric side of the equation. That said, the batteries are enough to keep the Sonata going as far up as 100km/h before gasoline motors stepping into the mix. That means you are always driven on electric side of the fuel economy until you reach highway speed. After 100km/h, its all about gasoline. The result is a transition which is both seamless and smooth-as-silk. Most won’t noticed the transition except for looking at the center monitor or dashboard. The torquery side of the electric motor has given Sonata a much-needed boost when driven in city. The 6-speed manumatic has worked exceptionally well with the hybrid engine, as it has low enough gear ratios for launching with electric while the top 5th and 6th are tall enough for comfortable highway cruising. As refined as the gearbox does, we still prefer the use of CVT when mating with hybrid powertrain. However, the fuel economy figure isn’t as glossy as we expected from Hyundai. We only managed to get up to 8.9 liters per 100km, which is far and apart from Hyundai’s posted fuel economy figure. That’s even with the help of an “Eco” button, which supposedly to be soften the throttle response and adjust gearchange, for better fuel economy. It doesn’t significantly improve its fuel economy when driven in full gasoline mode.

Here are the fuel economy breakdown of all the hybrids and diesels we have tested to date:
Ford Fusion Hybrid: 6.5 liters per 100km. Posted figure: 4.6 liters per 100km.
Toyota Camry Hybrid: 9 liters per 100km. Posted figure: 5.7 liters per 100km.
Toyota Prius: 8 liters per 100 km. Posted figure: 3.8 liters per 100km.
VW Passat TDI Clean Diesel: 6 liters per 100km. Posted figure: 6.7 liters per 100km.

Hyundai Sonata Hybrid: 8.9 liters per 100km. Posted figure: 5.1 liters per 100km.

Except for Passat TDI, only Fusion hybrid is getting close to factory posted figure.

As for those luxury hybrids. Mercedes S400h, BMW ActiveHybrid-7/X6, LS600h and RX450h….you can basically put those posted figure at the back of your mind. As the achieved real life figures aren’t even damn close to what it supposedly to be.

Handling: While one won’t expect a hybrid to handle like a sports sedan, nor it intended to be. The Sonata continues to handle nicely thanks to the optional 17″ wheels on our Premium. If you prefer to ride a bit smoother, there is always a Standard version with 16″ wheels. Given its softly sprung of the hybrid version, its already proven its worth when it comes to attack corners. The whole driving experience is confidence-inspiring without feeling as boredom as some hybrid rivals do. It has tuned more toward the comfort rather than edgy side of the dynamic equation. There are some body rolls when pushed, though the Sonata tends to take a set before it settles itself down. Terminal understeer is well-expected. Thanks to its state-of-the-art ESC, it tends to save the ugly heads gracefully, whenever someone wants to push the hybrid a bit too hot in a corner. The steerng provides decent feel and feedback, while the off-center feel somewhat vague. It is generally responsive given its hybrid status.

Brakes: While most hybrids with regenerative braking tend to feel numb, Sonata’s system feels solid and well-modulated. The brakes always feel to have some lives to it, whenever driver nails the pedal to the bottom. All without the usual meshiness and numbness associate with regenerative braking systems. Its fade-free even after a couple of hard stops. On the other hand, ABS tends to step in at the right time at the right place.

Interior: The single biggest change to the hybrid is the lack of proper fold-down rear seats, due to the batteries situated at the back of the trunk. Other than that, the trunk is quite spacious for its own right.

Up front, our Premium comes basically loaded. Right from an initutive navigation system to an effective auto climate control which have dual-zone variety. The navigation system’s monitor has a neat trick, which is to display whether Sonata is running on electric or gasoline engine. Driver can also watch the move on the instrument panel.

Conclusion: If you are able to get past its garish and tacky styling, Sonata hybrid is a good family car worthy to consider despite of its disappointing fuel economy. Its both comfortable and loaded it to the ninth, with battery warranty up to 8 years or 100000km. However, it takes a couple of years of driving before compensating $2830 premium over equivalent Sonata 2.4. Whether it is worth the premium depends on how you perceive a hybrid or how “green” you want to “feel”. As for me, I would save $2830 for buying a Sonata 2.4 while using the rest of the dough to plant some flowers at my backyard. :D Simple as that! :)

Competitions:
Ford Fusion Hybrid
Kia Optima Hybrid
Toyota Camry Hybrid
Toyota Prius
VW Passat TDI

OVERALL VERDICT FOR 2011 Hyundai Sonata Hybrid
=====================================
Performance: 3.5/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3.5/5

2012 Hyundai Accent GLS

Vehicle: 2012 Hyundai Accent GLS hatchback with 6-speed automatic + Shiftronic
Price as tested: CDN$18399

Performance: The original Accent was the vehicle that singlehandly change consumer’s perception on Hyundai. In the early 90s, Hyundai was the definition of disposable car which people “have” to buy instead of “want” to buy. Then came the 1993 Accent which completely change on how cheap and nasty to affordable and cheerful. Here comes the 4th generation of this very Accent.

Underneath Accent’s sleek bonnet lies a potent 1.6 liter 4-cylinder engine, this Gamma engine series has advanced technologies abound. Right from the gasoline direct fuel injection, double variable valve timing, 4-valve-per-cylinder to throttle-by-wire. With all these technologies found in this world-class engine, it has a class-leading 138 stallion and 123 lb/ft of torque. What makes the Gamma so different from Accent’s engines of yore is the level of refinement. Although Accent’s outgoing powertrains are far from being rough racket, it certainly not up to the class standard set by the likes of Fit and Fiesta. With the introduction of the Gamma, it has enough pace and grace to pit Accent against the best has to offer in this tough segment. The refinement, NVH and flexability are world class. Its smooth revving right from the get going, however, it tends to get a bit noisy when pushed hard into the rev range. The main reason for such a peppy performer is Accent only has to carry 2429lb of weight through its wrist. As the old saying goes “light makes might”, it really have done wonders for this little roundabout. :)

In only a couple of years ago, subcompact used to be offer mostly with 4-speed automatic. With the new Accent, its available with a smooth shifting 6-speed manumatic. The extra top gears really help to make Accent’s highway cruising less buzzy while more relaxing. Even if the top end of Accent’s powertrain is a tad noisy, the 6th gear has given it revving far less for more sincere cruising. On the other hand, the low 1st and 2nd gears have matched with its 123 lb/ft of torque relatively well. That means Accent has a peppy launch off-the-line while the maunmatic mode has given driver more variety when it comes to shifting.

Handling: Pushed the Accent through corners, it have exhibited some kind of driving characterisics one never expects from an entry-level subcompact. The biggest delight is how thoroughtly engineered Accent’s chassis have done through the process. Its both rigid and solid without any sorts of cracks and rattles. Even if the Accent rides on the basic suspension types, it doesn’t exhibit any kind of nasty habits when pushed it through the paces. I expect the Accent to be cruel and rough, it came out as refined and civilized in all of its driving manners. The suspension is comfortably compliant which means absorbing all the bumps and roughness with ease. On the other hand, its rack-and-pinion power steering provides sure-footness feel and feedback without any serious complaint, in terms of overall responsiveness and level of precision. Its all have one in a very elegant manners. There are safe understeer as one expects from an entry-level subcompact, however, all in a civilized manners when matching with state-of-the-art ESC. This ESC has acted as a guardian angel whenever driver rears Accent’s ugly heads, all without being too abruptly instrusive. Body motion has been kept to a minimal.

Brakes: With front discs, rear drums and standard ABS; the Accent has stopped accordingly. The stopping distance is short, while pedal always feels crisp and well-modulated. Just like the rest of the dynamic package, Accent’s braking system has been elegantly engineered in a way one would never believe its an entry-level car. Add to the ABS which doesn’t step in unnecessarily is an added bonus. On the other hand, we have to give Hyundai credit for giving ABS as standard feature on our GLS trim. That’s always been a good move in my books for offering active safety feature standard without have to burden it into any of those option packages.

Interior: Given Accent’s physical dimensions, its luggage space has been layout decently. However, there is an issue. The rear seats aren’t completely fold flat into the floor, having it an inch or so on top of the floor isn’t doing much to safety when the luggage is floating on top of those seats between the floor. With the rear seats fold flat, it has 111.3 cubin feet of luggage space which is more than any of its competitions.

Unlike its sedan silibing, hatchback has a wide open area without any instrusive trunk hinges which tend to crash anything beneath those. For such a subcompact, its always a more rational approach to take hatchback instead of a traditional sedan.

For a subcompact, the rear head and legrooms are more than acceptable for outboard passengers.

The instrumentation gauges are clear and analog. Everything else right from the HVAC to stereo have been initutive and user-friendly, in a way of what a subcompact should be. The velour seats are well-foamed and comfortable. In terms of plastic materials and fit-and-finish, Hyundai has done a very good job of texturing those hard plastic instead a tasteful one without feeling lifeless. On top of all that, our GLS’s steerng comes with redundant controls for Bluetooth capability to stereo. The Accent is pretty much well-loaded and then some…:)

Conclusion: The new Accent is the prime example of subcompact can be both premium and afforable in nature. Everything else from the civilized driving manner to the refined powertrain have spoken of how far subcompact has gone in only a few short years. Add to the classy interior with its mini-Sonata appearance, Hyundai will have another winner on its hands.

Competitions:
Honda Fit
Toyota Yaris
Nissan Versa
Ford Fiesta
Mazda2

OVERALL VERDICT FOR 2012 Hyundai Accent GLS
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

Short test: 2011 Hyundai Sonata 2.0T

Vehicle: 2011 Hyundai Sonata 2.0T Limited
Price as tested: CDN$31749

When talked about a powerful turbocharged 4 banger. The first words that come to mind are usually VW and Audi with their highly praised 2.0T. Hyundai is not the usual suspect in turbocharged 4-cylinder family sedan. This story is about to change with the introduction of the 2.0T variant of the impressive new Sonata.

This 2.0T marks Hyundai’s 1st foray into the direct injection mates with twin-scroll turbocharged technologies. The result is a turbo engine that is both willing to push Sonata’s 3452 lb weight with ease off-the-line. All have done without the annoying turbo lag in low rpm. The turbo spools up quickly, efficiently and effectively whenever driver mesh the responsive throttle. With 274hp from a 2.0 liter turbocharged engine is certainly impressive. More impressive is the amount of torque delivered. 269 lb/ft of torque would make anyone forget about opting for the V6. The level of refinment, smoothness and NVH are another right reasons why Hyundai believes anyone can forget about the more complex V6 for a turbo 4. The dual variable valve timing for both intake and exhaust have given this turbo Sonata a healthy does of mid and upper range performance.

The uprated suspension and springs for the turbo Sonata is another reason why it worths to pay more for forced induction performance over the base car. The handling is sportier while suspension remains comfortably compliant over rough bumps. Steering provides decent feel and feedback. There are slight amount of body rolls and understeer when pushed.

Inside the turbo Sonata, its the same fanfare as other Sonata. That means nice use of plastic materials. The ergonomics for the center console is top-notch with Volvo influenced pictogram for fan positions. Leather seats on our Limited version is comfortable and very well made.

The most impressive aspect of the Sonata turbo is the kind of fuel one can put in. In the past, you have to put 92 Octane or higher for any forced induction engines. With the Sonata turbo, you are not only getting the impressive 274hp and 269 lb/ft of torque from a 2.0 liter turbocharged engine with direct fuel injection. Hyundai engineers are able to tune the compression ratio low enough for Regular 87 Octane gasoline without sacificing any performance. That’s what we called progress in the automotive world.

Here in Directshift, we used to judge family sedan based on the mainstream of Accord and Camry, a more unique approach would be Mazda6 and Nissan Altima. This new Sonata blown them off the doors completely. This is the new gold standard which others would have to measure up in this very segment.

Likes:
Turbocharged personality
Tidy handling and ride compromise
Plenty of standard features
Use Regular gasoline

Dislikes:
Intrusive trunk hinges
Some consumers might never forget about V6 refinement

Competitions:
Honda Accord
Toyota Camry
Ford Fusion
Chevrolet Malibu
Mazda6
Nissan Altima

2011 Hyundai Elantra

Vehicle: 2011 Hyundai Elantra Limited
Price as tested: CDN$22699

Performance: The Hyundai Elantra has always been one of Directshift’s all-time favourite when it comes to small car. Will the new generation continue to be our favourite? We will tell you after this test drive.

The Elantra is only sourced by only one powerplant, unlike many of its peers. Its DOHC 1.8 liter 16-valve with Hyundai’s Dual CVVT variable valve timing variety. That said, its good for 148hp and 131 lb/ft of torque at driver’s disposal. In terms of refinement and smoothness, this Korean 4-banger is simply world-class especially when it compares to class-leading Mazda3 and Honda Civic. There are plenty of get-up-and-go when driver steps on the gas pedal. With 131 lb/ft of torque available at a low 4700rpm, there are plenty of low-end torque whenever an urge needs. 6-speed manumatic is the only gearbox available on our top-of-the-line Limited Elantra. The shifts are smooth and coordiated, while the shifter is willing to up and downshifts whenever driver lifts off the throttle. Hyundai has solved the biggest issue with Elantra’s gearbox in the past. And they have done it beautifully. On the other hand, the mid-range and upper range have been enhanced with the dual CVVT variable valve timing which improve engine breathing. Add to the fact that this engine is a smooth and quiet operator.

Handling: With the solid and stout platform that is completely free of any cracks and rattles, there is a place for all those suspension components to hang its heads. Unlike previous Elantra, save for Elantra Touring, which ride on an entirely different platform. The new Elantra is more focused on driving experience than all-out comfort. If you consider the outgoing Elantra more of a Corolla-esque ride, the new Elantra is more of a Civic when it comes to dynamic abilities. The suspension setting is more sporty and athletic when pushed it through the limits. The body motions are fluid while understeer has tempted exceptionally well. Suspension is comfortably compliant while riding on those washboard pavements, expansion joints and patholes which made Canadian roads so infamously bad. Our biggest compliant with outgoing Elantra was the darty electric power steering. Hyundai has addressed that issue completely. The electric power steering provides sporty and athletic feel and feedback, with enough precision and weight. All have done with nicely proportioned on and off-center feedback. Its ESC has worked wonderfully when it comes to eliminate both under and oversteer without being too overly intrusive in its work ethics. The Elantra is a very satisfying small car, dynamically speaking,

Brakes: Unlike some of its rivals which have gone back to front discs and rear drums, Elantra comes with 4-wheel discs with standard ABS. The stopping distance is short and linear, while the pedal always feels alive and crisp whenever its time to drop the anchor. ABS doesn’t step in unnecessarily is an added bous.

Interior: When it comes to interior amenities, Elantra outdone any of its competitions. Our Limited not only comes with standard leather seats. Dual zone climate control is currently only standard on an Elantra, which is unheard of in its price ladder. Then add the Bluetooth capability, trip computer and heated front seats. The Elantra is loaded like a luxury car costing twice as much. In terms of materials and fit-and-finish, Elantra scores again. All the plastic and leather materials are top-notch. They are both classy and understated without being too flashy.

Another feature that is unheard of in any small car is heated rear seats. There are enough head and legroom for rear passengers aboard. In just a decade ago, you have to opt for a luxury car that is costing $70k in order to get a bum warmer, nowaday, you can get that cozy feature for less than $23k.

Conclusion: Hyundai is the new poster child in the auto industry, and there is a good reason why. The new Elantra is the prime example of Hyundai’s continuous succeed. It handles exceptionally well, a sweet engine despite the horsepower deficit over more powerful rivals, interior amenities are unmatched anywhere in its segment. It doesn’t come as a surprise Elantra continues to be one of our all-time favourite.

OVERALL VERDICT FOR 2011 Hyundai Elantra
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4.25/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.25/5

Special feature: A farewell to the Hyundai Accent

What’s the difference between cheap and nasty versus inexpensive and high-quality? That’s exactly the difference when Hyundai replaced the unremarkable Excel with the Accent back in 1994. The 94 Accent GS was the first Korean car I have ever driven. Even if it was based on aged Mitsubishi technology, it was fun-to-drive and well-made by then Korean car standard. It was the first Korean car that started to shake the cheap econobox image.

However, it was until year 2005 when Hyundai launched the 3rd generation Accent, which have put Hyundai as a carmaker into the map of high-quality and great value-for-money into consumer’s mind. Its a lot-of-value-for-money with its less than $20k starting price. Although its not as practically layout as Honda Fit nor as fun and feisty as Mazda2, its able to hold its own merits with lower admission price. Hyundai’s own-developed Alpha engine series is much more refined than the original Mitsubishi unit. It continues to be available with both 3-door hatchback or 4-door sedan.

As Accent enters its 4th generation, Hyundai has joined the rank of high-elite carmaker after a wave of exciting products. The next Accent will joint the elite list of great products ranging from Genesis, Sonata, Tucson and upmarket Equus. Even if Accent is the entry-level entrant, it has proved Hyundai is a car company which has the ability to offer good product that’s focus more on value and quality rather than cheap and unreliable. It was the first car that consumers start to change their mind on those unspectacular Pony, Stella, Excel and Scoupe; vehicles that Hyundai introduced during their dark era. In only 2 decades, Hyundai has transformed from a carmaker with products that people need to those that people desired to own.

2011 Hyundai Equus

Vehicle: 2011 Hyundai Equus Ultimate
Price as tested: CDN$69999

Performance: When Hyundai introduced the Genesis back in 2008, it surprised everyone with its overall execution. Is Hyundai able to upped-the-ante with the introduction of the new Equus, which takes Korean luxury into a new height? We will find out after this test drive.

The Equus is only powered by one form of V8. That’s the sweet-as-a-nut “Tau” 4.6 liter DOHC 32-valve with dual CVVT variable valve timing. The result is 385hp and 378 lb/ft of torque motivating 2082 lb of South Korean lined of luxury. On paper, Equus’s 385hp is no match to its German and Japanese counterparts. When the 5.0 liter version of “Tau” available next year, Equus’s power deficit will be addressed. However, its seat-of-the-pants acceleration told the other story. The throttle response is quick without feeling too abrupt. All have done with silky and elegant fashion. Equus’s only gearbox is the smooth-shifting 6-speed automatic with manumatic variety. While the gearbox’s up and downshifts are smooth and coordinated, we found it a bit lazy downshift which was the biggest sore to Hyundai’s gearbox of the bad ole days. Another issue is when the rest of the segment is using 7 or 8-speed, Hyundai needs to up its gears a bit with more appropriate ratios in order to keep the engine in sweet spots. Given its V8 authority and use of variable valve timing, Equus’s mid and upper-range are impressive indeed.

Handling: The Equus begins with a world-class chassis that is both strong and rigid, without any sorts of cracks and rattles. If you expect the Equus to be the driver’s car of the prestige segment, you are most likely wrong. The Equus is a comfort and luxury-oriented package that is cater to the bosses in South Korea. Its softly sprung character have reflected that aplentry. It doesn’t mean the Equus rides like mashmellow. The ride is soft but very well-controlled over rough pavements, patholes and expansion joints. If the suspension isn’t as underdamping, the ride quality would be more sublime and controllable on those taut roads. The steering provides decent enough feel and feedback, if the on and off-center feel numb while response isn’t as quick as what we like. Its ESC has worked exceptionally well without being too aggressively instrusive, although its a good active safety feature that act on accordingly due to Equus’s rear-wheel-drive handling character. Both body motions, under and oversteer are well-controlled given Equus’s weight.

Brakes: With Equus carrying 2082 lb, its brakes feel surprisingly good given its curb weight. The result is a brake pedal that is surprisingly crisp and alive. The brake pedal always have lots of lives after a couple of harsh stops, without feeling any fades. While the ABS doesn’t step in unnecessarily is an added bonus.

Interior: Given the initutive of Equus’s control, it comes as no surprise that Hyundai doesn’t print any of those huge owner’s manual for those complicated interface as its German rivals. In fact, its so initutive to the owner that Hyundai has given each of them an Apple i-Pad as a proper owner’s manual. The i-Pad owner’s manual also serves a reminder for regular maintenance like oil change.

The rest of Equus interior is superbly layout, in other words, world class. The use of plastic materials are simply top-notch while the fit-and-finish has executed in a classy way. That’s except if the overall appearance looks a bit plain for my liking. The use of wood trim has added warmth and class to the rather bland execution of interior design. Perhaps that’s due to the conservatism of South Korean for viewing an upper luxury class.

The rear seats are simply spacious with plenty of leg and headroom. Rear passengers have seperate control for climate control as well as massage in our Ultimate version.

Conclusion: Will the Hyundai Equus faced with the same fate as VW Phaeton when bringing a less-than-prestigous brand upmarket? Probably not, that’s primarily because Hyundai expects to sell a few of these puppies to those who are looking for upper end of luxury without the arrogant badge. Plus Hyundai offers exclusive service package to those who own an Equus, who would get an Equus or Genesis as loaner car when its in for service. They expect this Equus to be sold in a limited volume, as its only available in limited numbers for both American and Canadian markets. In this end of the spectum, most of the target audience is going after a badge rather than its technical merits. Hyundai fully realized that very fact after VW’s terminal failure with its spectacular Phaeton. If you happen to be one of those happy few who have an unique taste to acquire a low-profile badge at such a high-profile end of the market spectum, I would be one of those few (possibly very few) admirers when I follow your Equus on the highway. Oh, BTW, I am also one of those very few who really love the subtleness when VW introduced the Phaeton.

OVERALL VERDICT FOR 2011 Hyundai Equus
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2011 Hyundai Sonata

Vehicle: 2011 Hyundai Sonata Limited
Price as tested: CDN$28999

Performance: The previous Sonata was good enough to earn Directshift’s coverted Car of the Year award. Is the new Sonata any better than the impressive outgoing car? We will find out after this review.

Unlike the previous Sonata, the latest iteration is no longer available with V6 engine. That’s because Hyundai has scheduled a 4-cylinder turbo and hybrid coming on the horizon. In the meantime, this 2.4 liter DOHC 4-cylinder 16-valve comes with dual variable valve timing for both intake and exhaust. As well as advaced direct fuel injection technology. With 198 ponies and 184 lb/ft of torque at driver’s disposal, the latest Sonata provides the most horsepower in its respective segment. Not only does this direct injected motor provides exceptional refinement and flexability; its powerful enough to let anyone forget about opting for the V6. Its also enough to motive 3316 lb of South Korean leather-lined of luxury with ease. However, the incoming 274 hp 2.0 liter turbocharged 4-cylinder is what we are all waiting for. If you just can’t wait for this forced induction Sonata, the current normally aspirated 2.4 liter is more than capable to suit your needs. Mated with this impressive 4-cylinder is the 6-speed manumatic gearbox. Previous Hyundai used to have a rather tall ratios for bottom gears. Not anymore. The new Sonata has properly low gear ratios for 1st and 2nd for enthuisastic launch while leaving 5th and 6th for superb highway cruising, on the other hand, leaving 3rd and 4th to keep the engine in all sweet spot. There are paddle shifters on the steering wheel for manumatic mode, unfortunately, it won’t allow any enthuisastic driver to drop gears on “D”. That makes the paddle shifters rather redundant in its purpose. A paddle shifters should allow driver to drop the gears whenever its needed.

Handling: The Sonata begins with excellent foundation, which means rigid and stiff chassis for suspension components to hang its heads. That means the chassis is completely lack of anything called cracks and rattles even when driven through rough Canadian roads. What makes us impressive with the Sonata is the European supple ride quality Hyundai engineers dialled with the suspension. We already praised this kind of suspension tuning prowess with the impressive Genesis and Elantra Touring, both of these cars have Teutonic enough driving feel to let anyone forget about anything Japanese. The new Sonata isn’t any difference. While the ride is soft and cushioned on washboard pavements and expansion joints, it won’t feel any kind of softness one associates with some of its peers. On the other hand, the suspension yields firm driving dynamics without compromising anything in terms of comfort. While there are still some minor body rolls and safe understeer does surface. All have done with confidence and sure-footness when pushed this Sonata through twisties. The steering provides good feel and feedback, with top-notch precision and responsiveness. Sonata’s ESC doesn’t step in when pushed in the corners until driver rears its ugly head. That’s already considered uninstrusive given Sonata’s family car status.

Brakes: With both 4-wheel discs and standard ABS, the Sonata provides impressive braking feel and feedback. The pedal always feels alive even stop multiple times during hot summer weather. It doesn’t exhibit any kind of fades, along with ABS which doesn’t step in unnecessarily, have rounded out Sonata’s impressive dynamic package.

Interior: Slip behind the wheel of the new Sonata, you would have thought you are sitting in an Audi. That’s because the use of plastic and leather materials are world-class. Fit-and-finish is top-notch. All the panel gaps are tight and fitting. The dual-zone auto climate control is initutive thanks to the human-like pictogram for fan position. The stereo is equally initutive and easy to use. Instrumentation gauges are clear and analog.

While the coupe-like roofline has sacificed some of the headroom from a boxier profile, its actually not as terrible as most would have thought. The leg and elbow room are impressive for Sonata’s rear passengers, thanks to US EPA’s large-car rating for its interior space. Sonata is the second car in the mid-size family car segment to classify as a large-car, in terms of interior space. First car is the current Accord introduced in 2008.

Although the trunk liftover is a little bit high and side sills are a bit narrow, loading luggages into the Sonata remains fuss-free. Along with proper fold-down rear seats, the full-size Sonata is able to swallow any luggage of any size human car possibly think of. However, the use of instrusive trunk hinges have cut into many of those groceries below.

Conclusion: If you think the previous Sonata already a great car, Hyundai is able to turn such a great car into an even better car. It got plenty of power, even if the 274hp 2.0T haven’t come along. It handles relatively well. The most impressive aspect is Hyundai is able to design a sexy family sedan without losing any of the interior space that this segment needed. Its the other way around! In short, Hyundai has upped the ante in this important segment.

OVERALL VERDICT FOR 2011 Hyundai Sonata
=====================================
Performance: 4.75/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

Folllow-up test: 2010 Hyundai Elantra sedan

Vehicle: 2010 Hyundal Elantra GL Sport Automatic
Price as tested: CDN$22699

With all the attention surrouning Genesis, Genesis Coupe and Elantra Touring these days. Most would probably forgot about Hyundai’s bread-and-butter car, Elantra sedan. Although the Elantra sedan doesn’t share platform with the Touring, both are excellent grocery getters in their own ways.

Elantra’s 2.0 liter 138hp provides surprisingly good response and fuel economy. The overall refinement of Hyundai’s 4-cylinder has been world-class, it is as good as anything else from Japanese counterparts. The 4-speed automatic with proper gear ratio has worked exceptionally well with this engine. 136 lb/ft of torque has given it enough grunt to make the Elantra off-the-line while variable valve timing ensures it has a good mid-range acceleration.

If there is one major dynamic drawback, it has to do with Elantra’s featherweight steering. While the Elantra Touring has completely different steering set-up, which makes for far better steering feel and feedback on low speeds. Elantra sedan has numb steering feedback at low speed although it firms up nicely as speed raises. In terms of suspension setting, Elantra has set it more toward ride comfort although handling is sure-footness and confidence. Given its comfort-oriented setting, Elantra’s dynamic abilities have done exceptionally well.

In terms of active safety feature, its ridiculous for Hyundai not to offer Elantra with ABS standard below GL Sport, while ESC isn’t available for trim levels below GLS. The lack of availabiilty of ABS and ESC on base models have made Elantra not as good value-for-money as what we expect from Hyundai.

What is most impressive is Elantra’s interior finishings. As there are plenty of soft-touch plastic materials in the cabin. All the switchgears have high-quality, tactical feel; which have better plastic moldings than some of its Japanese counterparts. The velour seats provide superb comfort, for both front and rear passengers.

If you are looking for a comfortable small car with a trunk, Elantra sedan is definitely a contender in this fiercely competitive class. However, we at Directshift has always been huge fans of hatchback and station wagon. So we would put our money toward Elantra Touring given the choice.

Likes:
Build quality
Handling and ride
Refinement

Dislikes:
Featherweight and numb steering at low speed
ABS isn’t available for trim levels below GL with Sport Package
ESC isn’t available for trim levels below GLS

2010 Hyundai Tucson

Vehicle: 2010 Hyundai Tucson Limited 4WD Automatic
Price as tested: CDN$32449

Performance: Since there is a Santa Fe sits above of Tucson, Hyundai thinks it doesn’t need a V6 engine for their entry-level SUV. That doesn’t mean Tucson is anything less than any of its rivals. In fact, its 2.4 liter 4-cylinder DOHC 16-valve with dual CVVT, or Hyundai’s dual variable valve timing technology, has more than enough grunt to run with any of its peers. Hyundai’s powertrain has always been rated similarly to those Japanese top-tiers with it comes to engine refinement and flexability. This 2.4 liter has 176hp and 168 lb/ft of torque to move this compact ute’s 3516 curb weight with authority, thanks to the excellent 6-speed Shiftronic gearbox. With 1st and 2nd gear sets down for peppy acceleration, while 5th and 6th for comfortable highway cruising. It makes use of 176hp efficiently and effectively. The manumatic mode has also make for better use of the engine rpm. However, the lack of paddle shifters on the steering wheel have made this manumatic mode redundant.

Handling: With a smart AWD system and a wonderfully stiff chassis, Tucson should be rated as one of the better handlers when it comes to compact ute segment. The chassis is sound and stiff, without any cracks and rattles, when driven through railroad tracks and washboard pavement. The AWD has worked exceptionally well with ESC, which is undetectable during its power transfer process to the offending wheel. On the other hand, steering provides decent feel and feedback with enough precision. Suspension is both comfortably compliant and firm when pushed. It doesn’t have some of its competition’s softness when driven through twisties. Tucson remains composed and confidence-inspiring when driven hard into any corner without breaking a sweat. There are some body rolls and safe understeer is expected in this kind of vehicle. The ESC works as a compliment to AWD as latter delivers power to the offending wheel before former steps in. This partnership works exceptionally well in rare harmony. The Tucson is a very delightful car, dynamically speaking.

Brakes: With standard 4-wheel discs and standard ABS, Tucson has a commandable stopping distance and pedal feel. The pedal feels solid and well-planted, while ABS doesn’t step in unnecessarily. Given Tucson’s weight, it doesn’t exhibit any braking fades after a couple of hard stops which is another delightful dynamic surprise.

Interior: The tailgate opens wide with squared cut off for maximum cargo space. Fold down the split fold down rear seat, the amount of cargo space in the Tucson is able to rival many of those compact wagon which is an added bonus. It has a much needed rear wash and wiper. If there is one major drawback, its the rear glass should open independently, which it doesn’t.

The rest of the interior layout is superb. As the Tucson got the usual array of standard features from an effective dual-zone climate control to full set of instrumentation gauges, which are both clear and analog. The use of leather and plastic materials are world-class, as we have expected from Hyundai products in recent years.

The rear seat is equally spacious with plenty of head and legroom. Consider Tucson’s physical dimensions, its way above of many of its peers have to be offered.

One major area we found really annoying with the Tucson is the rear visibility. With the thick C-pillars, its really hard to see through the back of the vehicle, it needs both back-up camera and parking sensors. With these 2 features, I can start to live with the Tucson even if I absolutely hate the large blind spots.

Conclusion: The original Tucson was a runaway success when it was introduced back in 2005. Hyundai has made a great compact ute even better. Everything else from power, handling, use of materials and styling all have taken a huge step forward over the original impressive original version. In short, Tucson is so good that it let you forget about the lack of an availability of a V6 engine.

OVERALL VERDICT FOR 2010 Hyundai Tucson
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4.25/5
Interior/ergonomics/user-friendliness: 4.25/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

2010 Hyundai Santa Fe

Vehicle: 2010 Hyundai Santa Fe 3.5 V6 Limited
Price as tested: CDN$35799

Performance: While the 2.7 liter V6 has been replaced by a 2.4 liter 4-cylinder as a base engine. Santa Fe’s 3.3 liter has been upgraded to 3.5 liter, as its has always been the engine of choice for such a heavy vehicle. 1868 kg to be exact! This 3.5 liter has Hyundai’s variable valve timing called CVVT, along with double overhead cam and 24-valve. All of these have produced a healthy 276 ponies and 248 lb/ft of torque. All of these have delivered in exceptionally smooth and refined manners. Both the engine refinement, quietness and flexability are on par with anything from the Japanese. Its not only the low-end is willing thanks to 248 lb/ft arrives at 5000rpm, the whole engine feels even peppier in both the mid and upper ranges. All of these have to give credit to Santa Fe’s 6-speed automatic. Both 1st and 2nd are low enough for eager acceleration, with 3rd and 4th set in the middle while leaving 5th and 6th for superb highway cruising. The manumatic mode has encouarged driver to use the rpm more swiftly even without the paddle shifters. That makes the manumatic mode rather redundant. Throttle response is linear without feeling overly sensitive also makes it easy to control for most drivers.

Handling: Despite of Santa Fe’s curb weight and center-of-gravity, its driving experience is a pleasant surprise. The chassis is strong and solid, without any signs of cracks and rattles. Then Hyundai engineers have tuned a well-calibrated suspension that is comfortably compliant, as well as put an excellent AWD system into the mix. The Santa Fe handles relatively well through corners. As its AWD distributes power accordingly. Suspension has done a rermarkable job of absorbing harsh and roughness on the pavement without feeling floaty. It makes Santa Fe a very comfortably riding vehicle with excellent active safety. The steering provides exceptional feel and feedback, along with enough precision. Hyundai’s electronic stability control has done a very good job of eliminating both understeer and oversteer when pushed. It has acted at the right time without feeling too instrusively. As with most SUV, there are safe understeer when pushed. Body rolls are well under controlled in most conditions. Unlike many of its peers, Santa Fe handles confidently and sure-footnessly without feeling floaty. Dynamically speaking, it has to be rated as one of the most capable SUVs I have ever driven.

Brakes: With 4-wheel discs and standard ABS, Santa Fe stops accordingly. The stopping distance is short while pedal is easily modulated. The pedal feels alive without a sense of spongy when pushed hard. It doesn’t sense any fades even after a couple of hard stops.

Interior: Like many of those 7-seat SUV, the 3rd row is better fold flat if you want to have maximum cargo space. With the 3rd row up, the cargo space is dismal. Open the tailgate, it got a nice low liftover and squared cut-off for ease of loading. Just like the original Santa Fe, there is a large door handle to lift the tailgate. If there is one drawback, its the rear glass doesn’t open independently. Considering how well the detailing of the entire vehicle, its a pity Hyundai designers have left out such an important area.

In terms of 3rd row space, Santa Fe’s leg and headroom are surprisingly good. However, its best to leave for childen or for a short trip though.

On the front, Santa Fe’s attention-to-details would remain anyone of anything cost twice as much. There are world-class use of plastic and leather materials. All those soft-touch plastic would look and feel out of place in a Lexus. All the automatic climate control and stereo are initutive, without even have to get the owner’s manual out to figure how to use them. The instrumentation gauges are clear and analog, while nicely styled.

Conclusion: There are lots to like about the revised Santa Fe. As it combines good looks with performance and space to boot, it also handles relatively well. When you factor in the standard features and the price, its really hard to find a better deal on the market.

OVERALL VERDICT FOR 2010 Hyundai Santa Fe
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4.25/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4.5/5

Overall rating: 4/5

2010 Hyundai Genesis Coupe

Vehicle(s): 2010 Hyundai Genesis Coupe 2.0T Premium auto
Genesis Coupe 3.8GT V6 6-speed
Price as tested: CDN$28995 (2.0T) CDN$34995 (V6)

Handling: As Genesis sedan picked up plenty of awards, there are high expectations for its coupe silibing. Will the Genesis coupe have as much market significance and impact on the sports coupe segment as its sedan counterparts with luxury car? We will find out after this test drive!

As expected, the Genesis coupe is based on the same wonderful rear-wheel-drive chassis as its sedan silibings. That means its completely free of cracks and rattles. The fundamental of Genesis coupe is solid-as-a-rock with its vault-like construction. Combined with perfect 50/50 weight distribution. It has the perfect ingredients for a great sports car.

The result is nothing short of astounishing. The Genesis coupe is a perfectly balanced RWD sports coupe that is able to run rings around its rivals. Not only does its steering is picture perfect, as it provides balanced feel with wonderful precision. Both the on and off-center feel is spot on while response is quick without being twitchy, as with many of its rivalled sports cars. On the other hand, the cornering is flat while body rolls are only appear at the edge of the limits. Speaking of cornering limits, Hyundai engineers are able to tune a chassis that is equally civilized and fun both, at and above the limits. Its sports suspension is supple without losing the compliant nature. Its firm without being harsh. All combined into a harmony which makes this Genesis handles like its on rail without riding like many hardcore sports cars do. What is really amazing is the ride is European firm but definitely far from being harsh and uncomfortable. The standard ESC, or what Hyundai stands for ESP, has done a great job without being instrusive. Its the hallmark of a great stability control, which isn’t instrusive when any enthuisats want to have some fun with the vehicle. On the other hand, it will show its helping hands when driver does rear its ugly heads.

Performance: The Genesis coupe is motivated by 2 excellent powertrains. The base model comes with a torqery 210hp 2.0 liter DOHC 16-valve turbocharged engine. Although its maximum torque of 223 lb/ft shows up at 2200rpm, it doesn’t have any of those nasty turbo lag. The turbo spools up quickly and effectively. Its also a smooth-revving unit that has the same uncanny refinement as the “other” 2.0T from VW. Our tester comes with optional 5-speed Shiftronic manumatic gearbox. The shifts are crisp and have proper gear ratios. It also helps this little tubo eliminates much of its lag down low. In the manual mode, it allows driver to up and downshifts on redline for maximum fun. The only drawback is the positions of the paddle shifters. It just placed far back behind that nicely wrapped leaher steering wheel. It makes for a rather unergonomic position that is almost telling driver to use the gearlever instead.

On the other hand, our V6′s 6-speed manual feels a bit notchy, although it has perfect gates with decent throws. The clutch has a perfect blip point. The gear ratios have matched this powerful V6 like a willing partner. As such, this V6 is not only sweet but extremely refined. With 306hp and 266 lb/ft of torque at driver’s disposal. Power is never an issue. It has plenty of get-up-and-go in low rpm and its on the redline. Thanks to Hyundai’s variable valve timing, both the V6 and 2.0T are as willing in the mid-range as on the top-end. But as “no replacement for displacement” goes, V6 has a smoother and sweeter engine notes on the high rev. The engine note is entertaining without being boy racer.

Brakes: Along with 4-wheel discs and standard ABS, with Brembo brake calipers. Genesis’s brake system has to be rated as one of the best I have ever tested. Not only its completely free of any brake fades after hard braking. Its pedal feel and modulation are excellent. The ABS doesn’t have any unwanted intervention until driver really needs it.

Interior: The driver’s environment is tastefully layout in this Genesis. Everything else is close at hands with both tilt/telescope steering wheel, power leather seats to find a perfect driving position. The climate control is logical to use and effective. On the top of the dashboard, the driver information center is clear without being wash out by the sunlight. What is most impressive is how the whole interior put together. All the plastic and leather materials are top-notch right from obvious place like center console to minor area like side door panels. The fit-and-finish and workmanship are also flawless. Being a proper sports car, Genesis scores with excellent sports seats that hug on the right places without being confining.

The only area being flaw in Genesis’s interior is the backseat. Not only it doesn’t have much legroom. It should be considered as a cruel punishment with its poor headroom thanks to the sleek C-pillars.

In terms of cargo space, its enough for 2 persons on a trip. As it stands, the opening is narrow and liftover is high.

Conclusion: Now you can add the Genesis coupe to the list of great sports cars. Not only does it look sleek, it comes with wonderful powertrains and handle like a dream. What makes this Genesis such a stand-out is the price. It got a significant price advantage over any of its competitions with similar performance prowess. Its a sports car that everyone can afford without breaking the wallet.

So it begs the question. Does the Genesis coupe have as much impact on the affordable sports car segment as its sedan silibings did with the luxury car? In a nutshell, it does. As its superb value stands on both 4-cylinder turbo and V6 models, this Genesis will have other manufacturers take notice for years to come. :D

OVERALL VERDICT FOR 2010 Hyundai Genesis Coupe
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 5/5

Overall rating: 5/5

2009 Hyundai Elantra Touring

Vehicle: 2009 Hyundai Elantra Touring GL Sport – Automatic
Price as tested: CDN$22395

Handling: Hyundai has been on a roll lately. Its not only their astonishing Genesis has won Directshift’s overall car of the year, it has also named as North American Car of the Year and Canadian Car of the Year. It really shows how far Hyundai has come along in the last 20 years. Will this Elantra Touring serve as another winner in Hyundai’s stable? We will find out after this test drive.

The Elantra Touring is an Elantra with a twist. It doesn’t share its platform with the Elantra sedan nor any of its chassis tuning. Hyundai didn’t change any settings when bringing the European i30 as Elantra Touring to our shore, which is a very good thing.

The Touring has none of its sedan silibing’s softness. Instead, Touring has a plenty of European hot hatch feel that should make any driving enthuisasts happy. Its exceptionally well-damped when driven through washboard pavement and on any roughness. What is really impressive me is how Hyundai engineers have managed to balance the firm handling without losing the supple ride quality in this Touring. Its European firm and supple without being harsh. The suspension has been extremely well-calibrated for both all-out handling and ride comfort. When it comes to balancing sporty handling with sublime ride quality, this Elantra Touring is able to run rings with class-leading Mazda3 Sport and Rabbit 2.5. The steering provides excellent feedback, very responsive and exceptionally precise. It also provides the right amount of weight with its thick-rimmed steering. When pushed through corners, the Touring excels with minimal body rolls. Understeer is only surfaced when pushed into limits. While the cornering limits is high with the Touring, its the European driving feel that makes it truly an amazing car to drive. If there is one car that Hyundai should build a performance hatch on its basis, this amazing Touring is more than capable to build a hot hatch to rivalled those of Golf GTI.

Performance: The Touring shares the same powertrain with its soft sedan silibings. It uses the same 2.0 liter 4-cylinder 16-valve DOHC with advanced variable valve timing. When it comes to engine refinement and smoothness, this powertrain has impressed us when Hyundai launched Elantra sedan back in 2007. The same goes for the Touring. Its smooth revving right from the low to high rpm without any of the harshness and roughness. 138 horses and 136 lb/ft of torque are also aplenty to move Touring’s 3112 lb of metal. The Touring comes standard with a smooth shifting 5-speed manual or 4-speed automatic on our tester. This auto tranny provides low enough 1st gear for peppy launch while the top 4th gear is high enough for comfortable cruising. Consider how much progress Hyundai has been in the last couple of years, this Touring should equipped with a 5-speed automatic to provide a higher gear ratio for an even more relaxed cruising. While the rest of the segment has moved from 4 to 5-speed automatic, this 4-speed just feels somewhat lacking in this impressive car.

Brakes: Our Elantra GL with Sport Pkg comes standard with 4-wheel discs with ABS. However, it doesn’t mean all Touring comes standard with ABS. The ABS only offers from L w/preferred equipment package to our GL w/sport pkg. The base L doesn’t even offer it as an option. Consider the Honda Fit which already come with ABS standard, even in the base DX trim. Its totally unforgivable for Hyundai’s move. As for the brakes, this Touring provides excellent pedal feel and modulation. The pedal feels firm and solid, while the ABS doesn’t step in unnecessarily. For a good ABS system, this one is as good as you can get.

Interior: Slip behind the wheel of the Elantra Touring, you will feel its build quality and use of materials rivalled those luxury cars twice its price. All the switchgears have a solid, tactical feel. There are plenty of high-quality soft-touch plastic around the dashboard and center console. It all comes standard in a flawless fit-and-finish to wrap up the overall package.

As for the cargo space, this Touring continues to impress. It all starts with a much-needed wash wiper for a proper hatchback to clear off the rear screen. The hatch opens with a squared side sills and low loading floor for excellent cargo access. Once inside, you have 60/40 split fold-down rear seats. Best of all, you can fold the seats down without removing headrests. Thank you very much.

Conclusion: This Elantra Touring will surely be another home-run for Hyundai. Not only does it got a classic good looks, it has plenty of grace and pace to go along with its world-class quality. This is a very attractive package that is hard to overlook in the market.

OVERALL VERDICT FOR 2009 Hyundai Elantra Touring
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Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.75/5

2009 Hyundai Genesis

Vehicle: 2009 Hyundai Genesis V8 with Technology Pkg
Price as tested: CDN$48995

Performance: Being a high-perfomance sports luxury sedan, its best to have both V6 and V8 as sole engine choices. In Genesis’s case, both of these V6 and V8 are world-class. While the base 3.8 liter DOHC 24-valve V6 with 290hp and 324lb/ft of torque is extremely good, the uplevel DOHC 32-valve 4.8 liter V8 is great. Both come with Hyundai’s variable valve timing CVVT. Not only this V8 is able to consume regular gasoline with slight hp penalty vs premium gasoline, 368 vs 375 to be exact. But frankly, in real life experience, you won’t feel any difference. What a driver really feels is how refined, flexible and powerful this 375 ponies put through its paces. The level of refinment, NVH and flexability are up to any standards set by Mercedes and Lexus. On the other hand, the bottom rev range is eager thanks to 333 lb/ft of torque only arrives at 3500rpm. In regular gas’s case, its slightly less at 324 lb/ft of torque. All the delivery are through the exceptional 6-speed Shiftronic by ZF. The shifts are crisp and smooth, while perfectly matched with this V8′s performance character. The gear ratios are ideal with the 1st and 2nd gears are low enough for enthuisastic launch, 3rd and 4th are good for acceleration while 5th and 6th are perfect for relaxed cruising on the freeway. On the other hand, the manumatic mode would make this engine even more responsive. Which means it encourages shifting at the redline during up and downshifts are an added bonus. The same also applies to V6′s automatic gearbox. What really surprise is how much both of these motors love to rev pass redline, which is rare occassions in luxury cars that only focus on mid and low rev range.

Handling: Hyundai’s first foray into the rear-drive platform already created a very praise for this Genesis. The platform is strong and solid, without any sorts of cracks and rattles. Hyundai has emphasis the excellent front/rear weight distribution of 50/50 to create balanced driving experience. The result is simply astouishing. With Genesis’s emphasis more on comfort than all-out handling, its driving dynamics is actually extermely capable in all circumstances. There are slight body rolls that are able to settle itself after a set, while the Electronic Stability Control has large enough threshold for some oversteer before it starts to correct any driver’s error. On the other hand, the ride is comfortable with a sense of European suppleness. That’s very obvious consider Hyundai has made no bones that Genesis has targeted German heavyweights for their supple yet firm ride quality. The low-speed ride has a bit of floatiness that won’t feel uncontrolled. The steering provides plenty of feel and response, with decent weight on high speed. That leaves us to the only pet peeve of the overall wonderful Genesis dynamics, that is the featherweight on low speed. Pushed through corners, Genesis is able to entertain its driver as well as cozy its passengers with world-class ride quality. This is indeed a very impressive dynamic package. If this platform already able to create such a highly capable luxury car, just imagine how sweet the Genesis coupe will be. :)

Brakes: With 4-wheel discs and standard ABS, Genesis’s braking prowess is as impressive as its handling and performance aspects. Given Genesis V8′s weighting in at 4012 lb, the stopping distance is nothing short of amusing. Both the pedal feel and modulation are excellent, while ABS acts only when necessary. Best of all, its brake assist won’t grab driver’s right foot during emergency situations like many of its rivals do.

Interior: Genesis’s use of materials and fit-and-finish are flawless. Everything from the soft leather seats to the tasteful use of aluminum trim have put together a very nicely attired interior. The leather-wrapped dashboard has created a very classy and rich atmosphere for the beautifully crafted interior. The center console is nicely layout with efficient auto climate control and that wonderful Lexicon sound system in our Technology Pkg.

There are plenty of head and legrooms at the back of the Genesis.

When it comes to cargo space, there are aplentry in the Genesis. While the liftover is a bit high, there are lots of room inside for all the luggage 4 to 5 persons need. If there is a drawback, however, its only have ski pass through instead of a proper 60/40 split fold-down rear seats.

Conclusion: Amazing is just an understatement to describe the new Genesis. This car is the game changer in the luxury car business. It has the ambience, quality, design, refinement, drivability and road presence to challenge the best of rising sun with signficant price advantage. This car is able to do to the Japanese luxury nameplates as what they did to German luxury nameplates back in the early 90s. In short, this could well be the best car I have ever tested so far this year.

OVERALL VERDICT FOR 2009 Hyundai Genesis
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 5/5