Hyundai Santa Fe 2010

It's human nature: Everyone wants to feel like a smart shopper -- like they've discovered a little-known product that delivers big-time bang for the buck. Perhaps something along the lines of the 2010 Hyundai Santa Fe, for example. While this affordable midsize crossover has struggled to achieve household-name status, a growing number of savvy buyers in recent years have found that the Santa Fe has some distinct advantages over its higher-profile competitors. Now, a few key improvements promise to make the 2010 model just that much more attractive.
While the Santa Fe's freshened exterior styling may be the most obvious change, the big news here is actually under the hood. The base engine is now a 175-horsepower 2.4-liter four-cylinder that replaces last year's 185-hp 2.7-liter V6. It's paired to a new six-speed automatic transmission, and the combination provides significantly better fuel economy as well as quicker acceleration The optional 276-hp 3.5-liter V6 is also new; it, too, provides better performance and fuel economy compared to last year's 3.3-liter V6.
The Santa Fe's already long list of standard comfort and convenience features also grows a little longer for 2010. Some desirable extras -- like leather upholstery and a sunroof -- are still available only on the top-of-the-line Limited trim level, but Bluetooth hands-free cell phone connectivity, steering-wheel-mounted audio controls and a USB audio jack have now trickled down to become standard across the model lineup. The optional touchscreen navigation system is also now offered on all three trim levels.
One notable deletion from the 2010 Hyundai Santa Fe's options list is the third-row seat. While going from a seven- to a five-passenger interior may put off some buyers, we don't consider it a great loss because that way-back seat was so cramped and difficult to access it was really only fit for small and nimble children.
While the Santa Fe has a lot going for it, it's not right for everybody. Those in search of a sportier driving experience would likely be happier with the Mazda CX-7 or Nissan Murano. If you're one of those folks who really needs a third-row seat, we'd suggest you check out roomier seven-passenger crossovers like the Chevrolet Traverse or Toyota Highlander.
That said, when you put these improvements together with an affordable MSRP, top crash test scores and a generous 10-year/100,000-mile powertrain warranty, the Santa Fe begins to look like a pretty smart purchase indeed.
For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2010 Hyundai Santa Fe is a midsize crossover SUV that's offered in three trim levels: base GLS, sporty SE and top-of-the-line Limited. The entry-level GLS comes relatively well-equipped with 17-inch alloy wheels, heated side mirrors, rear privacy glass, air-conditioning, cloth upholstery, cruise control, a trip computer, full power accessories, 60/40-split-folding rear seatbacks and a six-speaker CD stereo with satellite radio and auxiliary audio and USB jacks.
The midrange SE model adds 18-inch alloy wheels, automatic headlights, foglamps, a roof rack and a rear spoiler. Cabin upgrades include unique cloth upholstery with leather inserts, a leather-wrapped steering wheel/shift knob, a power driver seat and an auto-dimming rearview mirror with compass.
Spring for the Limited and you get a sunroof, dual-zone automatic climate control, leather upholstery, heated front seats and a premium Infinity audio system with a six-disc CD changer. The Limited's sunroof and audio system are optional on the GLS and SE, as are heated front seats (SE only) and a navigation system with rearview camera.
For more Style information, see our Compare Styles page.

Powertrains and Performance

The 2010 Hyundai Santa Fe GLS and Limited come standard with a 2.4-liter four-cylinder that puts out 175 hp and 169 pound-feet of torque. A new six-speed manual transmission is standard in the GLS, while a new six-speed automatic is optional and standard with the Limited. All-wheel drive is optional. EPA fuel economy estimates range from 19 mpg city/26 mpg highway and 22 mpg combined for front-wheel-drive models equipped with the manual gearbox to 21/27/23 mpg for all-wheel-drive versions fitted with the automatic.
A 3.5-liter V6 that's rated at 276 hp and 248 lb-ft of torque is optional on the Santa Fe Limited and standard for the SE. The six-speed automatic is the only transmission offered here. V6 mileage estimates hardly dip from the four-cylinder, with an estimated 20 mpg city and 26 mpg highway.
For more Performance Data, see our Specifications page.

Safety

Electronic stability control, antilock disc brakes, active front head restraints, side-impact airbags for front seat passengers and rollover-sensing side curtain airbags are all standard on the Santa Fe. In government crash testing, the 2010 Hyundai Santa Fe earned perfect five-star ratings in both frontal and side impacts. Likewise, the Insurance Institute for Highway Safety awarded the Santa Fe its highest possible rating of "Good" in both frontal-offset and side-impact tests.
For more Safety information, see our Safety page.

Interior Design and Special Features

The Santa Fe's passenger cabin offers more than you might expect from a value-priced vehicle. The interior features attractive styling and quality materials that give it an upscale feel, especially on Limited models. A number of high-end standard features and options, including a navigation system with rearview camera, add to the feeling that you're somehow getting more than you paid for.
Some buyers may find it hard to get comfortable behind the wheel because of the overly high seating position and short bottom cushions that offer taller drivers minimal thigh support. The second row is another story, however, as it offers an above-average level of comfort.
The interior is also relatively cargo-friendly, with 60/40-split rear seatbacks that can be folded down to make a flat load floor. Maximum cargo area is 78 cubic feet, a number that's on par with comparably sized crossovers.
For more Interior Features information, see our Specifications page.

Driving Impressions

On the road, the 2010 Hyundai Santa Fe offers predictable if not exciting handling. The ride quality is generally good, though models fitted with the larger 18-inch wheels tend to be a bit harsh on rough pavement.
While we understand the thinking behind dumping the outgoing model's uninspiring 2.7-liter V6 for the much less thirsty new four-cylinder, the real-world fuel economy advantage it offers is negligible. If you can swing it, the new 3.5-liter V6 is the way to go.

Hyundai Sonata Hybrid 2011

There is no doubt that the all-new 2011 Hyundai Sonata is a hugely important vehicle to the Korean automaker. Combining a swoopy new exterior with performance that rivals the best the midsize sedan segment has to offer, the all-new Sonata is out to increase market share in one of the hottest-contested classes in the U.S. Now, at the 2010 New York Auto Show, Hyundai has unveiled the requisite eco-friendly Sonata variant -- the Sonata Hybrid.

 

Contrary to many hybrid variants of existing models, Hyundai has actually made quite a few visual changes to the Sonata Hybrid's exterior. Among the list of equipment unique to the hybrid version of the Sonata are the headlights and taillights, bumper fascias, rocker panels, front grille, 'eco-spoke' wheels, air dam and side sills, badging and paint color. Sure, some of those changes are purely cosmetic, but Hyundai says that many are functional, making the Sonata Hybrid more aerodynamic and lowering its drag coefficient to a slippery 0.25 -- the same as the Toyota Prius.

The 2011 Sonata Hybrid marks the first production use of Hyundai's Hybrid Blue Drive technology -- a proprietary platform that we've seen in prototype form for some time now. As a full parallel hybrid drivetrain, Blue Drive can operate independently on either its 169-horsepower 2.4-liter gasoline engine or its 40-horsepower electric motor, with total overall power listed at 209 horsepower and 195 pound-feet of torque. In sharp contrast to most of competition, which employ CVTs for their hybrids, the Sonata Hybrid utilizes the automaker's in-house compact six-speed automatic transmission with electric oil pump, which Hyundai says offers similar economy while retaining a more conventional shift feel that resonates better with customers

Another key feature the Blue Drive system is its battery technology. Hyundai claims to be the only automaker utilizing lithium-polymer batteries in a production vehicle, the advantages of which are many. According to Hyundai, lithium-polymer batteries offer the same benefits of lithium-ion batteries, but are more robust, lighter, easier to cool, and more easily packaged due to a significantly thinner profile. The automaker further claims that compared to nickel-metal hydride batteries, lithium-polymer batteries are more resistant to changes in temperature, have a slower self-discharge rate, and offer 10 percent greater efficiency with a 40 percent reduction in volume.

Other power-saving tricks have been employed to keep the Sonata Hybrid as efficient as possible. Its Theta II gasoline engine operates on an Atkinson Cycle, making changes to compression and power strokes when the electric motor is operating in unison, conserving energy and boosting fuel economy. Hyundai's Hybrid Power Control management software also features a start/stop system that shuts down the gasoline engine when the vehicle is stationary, automatically restarting it when pressure is reapplied to the throttle.

To help ensure that the Sonata Hybrid is being driven as efficiently as possible, a Hybrid Technology Display is located inside (either on the instrument panel or on the optional navigation display), monitoring which mode the vehicle is being driven in, energy flow inside the vehicle, engine and motor movement, fuel level, battery power level and charge status, and both average and instant mpg.

Much like the gasoline-powered Sonata, Hyundai claims its Sonata Hybrid is a segment leader in many regards, with the lowest curb weight (3457 pounds), most horsepower, and greatest passenger volume (104 cubic feet) of any of its competition from Ford, Nissan, Toyota and Honda. While actual EPA numbers have yet to be released for the Sonata Hybrid, Hyundai is estimating 37/39 city/highway mpg -- figures that place the Sonata right around the top of the pack with Ford's 41/36 mpg Fusion Hybrid. Whether the EPA backs up those figures remains to be seen. Also remaining to be seen is whether cold hard numbers can equate to an all-around better hybrid midsize sedan. For the answer to that question, you'll have to stay tuned

 

By Rory Jurnecka

Hyundai Equus 2011 - Hyundais New Luxury Flagship Checks All the Right Boxes, But Is It Enough?

One year ago, Hyundai placed its Korean-market Equus flagship luxury sedan on its show stand at New York "to test reaction," though validating the decision to bring it here was more the case. Now, with the 2011 Hyundai Equus bound for the U.S. on display at this year's New York show, Hyundai appears to be setting out to accomplish what Lexus did 20 years ago, only this time around, Lexus finds itself a target.

Hyundai has lined up the Lexus LS 460 in the crosshairs in addition to the Mercedes-Benz S550. On paper at least, the Equus is neck-and-neck with both of its main bogeys.

It's worth noting that the Equus is not a clean-sheet design. The car has existed in Korea for more than a decade, so Hyundai has had plenty of time to get it right before launching it in America this fall. If the spec sheet is to be believed, they've succeeded in producing a vehicle that can hang with the top dogs in the segment. The Equus in most cases offers as much or more interior space than either the Benz or the Lexus, comparable power, high-tech suspension and all the requisite luxury features.

Its 4.6-liter Tau V-8, for example, is slightly more powerful than the LS and the S550 with 385 horsepower at your command, though it falls significantly short on torque, with just 333 pound-feet available. With a ZF six-speed automatic sending power to the rear wheels, Hyundai stakes a claim of less than 6.4 seconds to 60 mph, but that puts the big horse a full second behind its Japanese and German competition, despite the fact that all three cars report curb weights within 300 pounds of each other depending on trim. At least Hyundai can say it's kept up on the mileage, matching the LS 460's 16 mpg city and 19 mpg highway and besting the S550.

As if often the case with luxury cars, though, the real measure comes in the handling department. These cars are expected to have dual personalities, excelling in both sporty and chauffeuring conditions. To that end, Hyundai has fitted the Equus with an Electronically-Controlled Air Suspension that's height-adjustable and backed up by electronically-adjusted dampers. Select "Sport" mode and the suspension firms up in anticipation of vigorous cornering. Switch back to "Normal" and the five-link front and rear suspension relaxes to absorb any pavement imperfections you may encounter. Near-perfect 52/48 weight distribution promises neutral and predictable handling, though we won't know for sure until we've had a chance to drive one.

Ride quality is just the beginning, though. A luxury car must feel luxurious from the moment you open the door. To achieve this, the Equus is decked out in leather with fine hides wrapping the seats and dash. Fine wood trim offers classy accents and an alcantara headliner finishes the soft, coddling package.

Luxury cars also need features, and the Equus is again up to the task. A Lexicon sound system is standard and boasts 608 watts from a 13-channel amplifier, which it delivers to your ears via 17 speakers and a 7.1 surround-sound system. Through those speakers comes HD Radio, XM Satellite radio, music from your iPod or other USB-enabled source and voices from your Bluetooth enabled phone. All of this will be enjoyed from the comfort of your power-adjustable, heated and cooled seats with optional massager for the driver. The Equus will come in four- and five-seat configurations depending on preference, and you'll have plenty of room to stretch out either way. The Equus offers slightly more interior space in nearly every dimension than either the S550 or the LS 460.

Once you're comfortable, you'll find that the Equus also offers an array of features specifically for the driver. The electronic parking brake, for example, works as hill-holder any time the vehicle is at a stop regardless of incline, holding the car in place until you touch the gas. Electric power steering works in tandem with a standard rear camera and optional front camera to make parking a breeze, while active cruise control makes long trips effortless. Should those extended trips prove a bit too sedate, a lane departure warning system will illuminate a warning light and sound a chime after one second of lane departure and will further attempt to get your attention with the seat belt after three seconds.

It isn't just about comfort, either. The Equus is loaded to the gills with safety features as well, including nine airbags and active head rests. Electric helpers include stability control, Brake Assist and Electronic Brake-Force Distribution, all of which help keep the 13.6-inch front brakes and their four-piston calipers and the 12.4-inch rear brakes and their one-piston calipers in check as they bite down behind the 19-inch chromed alloy wheels.

Of course, for any of that to win your dollar, Hyundai has to get you behind the wheel first. Here lies the Equus' biggest advantage -- a mid-$50,000 starting price that undercuts the Lexus by $10,000 and the Benz by a whopping $35,000. To further pique your interest, dealers selected to carry the Equus will offer special "Product Champions" to work exclusively on the Genesis and Equus who can bring the car to you for a test drive rather than dragging you into a dealer. If you do set foot in the dealer, you won't find the Equus sitting next to a bargain-basement Accent. The Genesis and Equus will sit in a special store-within-a-store section of the dealer by themselves.

After you've signed the dotted line, Hyundai plans to keep you satisfied with a high-tech approach to service and maintenance. The dead-tree owner's manual is gone, replaced with a touchscreen tablet that's interactive and searchable. You can also schedule service right from the tablet, or online through a Web site linked to your local dealer where you can schedule times to have the car picked up and returned while you use a loaner delivered at pickup. Hyundai's also working on more apps for the tablet to improve customer service, convenience and even provide entertainment.

On paper, the Hyundai Equus is every bit the luxury car its rivals are. At a steep discount compared to the competition, it's easily the most compelling offer...on paper. The $55,000 question, though, is how it will perform when pitted against them in a real-world comparison. We'll get you an answer on that as soon as we can get a harness on one.

By Scott Evans

2010 Hyundai Genesis Coupe 3.8 V6

C’mon, really? Hyundai? No pedigree. No racing history. No factory museum filled with dusty glory machines. Yet here’s what Hyundai dares—dares!—to call the phosphorescent-Slurpee spill of paint on our Genesis coupe: Lime Rock Green.

Puh-leeze! Weren’t these jokers riding around on donkeys when Bob Sharp was running 240Zs at Lime Rock? There’s also Nordschleife Gray and Interlagos Yellow. On a Hyundai? They can’t be serious!

Uh, they’re serious. On sale since March, the Genesis coupe is a revelation, no pun intended. It’s a genuine yardage gain for the yin-yang team and a serious kink in the law dictating that rear-drive hoots must cost big bucks.

Is it HUN-dye, hi-WON-dye, or hi-YOON-day? (Around the factory, at least, it’s the latter). If we can’t concur on a pronunciation, let’s agree that Hyundai has come a long way. Lately, the workmanship has stood with that of the Japanese masters. The designs are fresh, and the dynamics have firmed up and flattened out.

Still, Korean culture works against a Hyundai sports car. Car guys are scarce in a homeland-come-lately to the auto age. Almost everyone drives thrift cubes—often white, always slow—and Korea only built its first racetrack, Everland Speedway about 35 miles south of Seoul, in 1993. In contrast, Japan has a high-performance heritage going back to the A6M5 Zero.

With Hyundai, it has always been about the price, and so it goes with the Genesis twins. The syrupy $33,000 sedan upon which the coupe is based dives for Lexus’s knees. The four-seat coupe also aims below the waist at competitors, with a 210-hp, 2.0-liter turbo four starting at $22,750 and a 306-hp V-6 at $25,750. The standard-equipment list is decent and includes a six-speed manual, power locks and windows, cruise control, stability control, a trip computer, and stereo auxiliary jacks.

The 2.0-liter turbo Premium and V-6 Grand Touring are the middle models, with leather, sunroof, and hot stereo, while the loaded Track version comes with all that, plus a stiffer suspension, Brembo brakes, limited-slip diff, and trunk spoiler. The V-6 Track runs $30,250, right where the foreign rivals start.
The base Nissan 370Z opens at $30,625, a poverty-trim BMW 128i, at $30,225. Only a strip-o Mazda RX-8 swings lower, at $27,105. The Genesis coupe is the first Asian to move into the neighborhood ruled by Mustangs, Camaros, and Challengers. As in the movie Gran Torino, we’re expecting fireworks.