Wednesday, October 27, 2010
Nothing Says ‘American’ Like A Happy Hyundai
Nothing Says ‘American’ Like A Hyundai?
Which automaker is the most ‘American?’ You might instinctively think of brands like Chevrolet or Ford. But the most American brand may soon become Hyundai.
By next year, the Korean automaker will manufacture 80 percent of the vehicles it sells in the United States domestically. That will be more than any other automaker. By comparison, General Motors says between 60 and 70 percent of vehicles sold in the United States are built here. Ford’s exact figures aren’t available, but it’s estimated to be below 80 percent as well.
“I’m going to build my three best selling cars in the U.S.,” said Hyundai Motor America chief John Krafcik. “Ford builds its best selling car in Mexico.”Technically, a greater percentage of Hyundai’s lineup will soon be produced in the U.S. compared to the Big Three, but the numbers don’t paint the whole picture. The Big Three produce a far greater volume of cars in the U.S. than Hyundai. For example, if GM only built about 66% of the vehicles it sold in the U.S. domestically in 2009 that would mean that GM would have more than tripled the 400,000 cars Hyundai expects to build in the U.S. next year.
There are two reasons why foreign brands like Hyundai are eager to build in the U.S. For starters, it protects them against changes in the value of their own currency relative to the dollar. Secondly, it makes it easier to address rapid shifts in consumer demands. For example, if gas prices suddenly increase and more consumers demand Elantras over Sonatas, domestic factories can alter productive and deliveries to dealers quickly.
Wednesday, October 20, 2010
Honda Chief "Hyundai is awesome" Happy Hyundai Oak Lawn Chicago
Honda Chief: "Hyundai is awesome."
Old Hyundai Excel print ad. Nobody's laughing at Hyundai today.
Japan's automakers know a threat when they see one, and based on their words, it sure isn't in Michigan. Motown is fleeting image in the Japanese carmakers' rearview mirrors, which they're now nervously checking for a budding South Korean juggernaut. Honda CEO Takanobu Ito minced no words when he told the Associated Press, "Hyundai is awesome. They are undoubtedly a threat because their products are cheap, and the quality is improving." The numbers seem to bear that out, as Hyundai and its corporate sibling, Kia, continue to show substantial sales chart improvements in key markets like the Europe and the US, where it continues to show strong growth while many other automakers look at double-digit shortfalls year-over-year. Nissan's Shiro Nakamura echoes Honda's Ito when it comes to identifying Japan's new boogeyman, "Hyundai is the biggest threat for the Japanese automakers. They have the technology, but they seem to have cheaper labour."
Hyundai, once basically a joke (we all remember such legendary products as the Excel, pictured above), is catching the Japanese by beating them at their own game -- offering a mix of value and quality that's hard for shoppers to ignore. Japan knows it needs to defend itself, too. After all, once upon a time, they were what Hyundai is now. In the grand scheme of things, it wasn't too long ago that one could chuckle at Honda's initial foray into the States. We know how that turned out. Now you have to wonder how long it'll be until we see quotes from Hyundai's leadership talking about the Chinese the way Nissan and Japan talk about Hyundai.
HAPPY HYUNDAI your #1 HYUNDAI dealer in Chicago land for sales and service in customer satisfaction . Our website is online and ready for your questions. please visit Happyhyundai.com or just click this HYUNDAI.
The All New Turbo Sonata is here! Happy Hyundai Oak Lawn
Forced Induction Makes For More Family Fun
Here in the U.S., the mid-size sedan market is thought to be all but impregnable to newcomers. Ruled for decades by models that have become icons of the industry, the segment has enjoyed a long and peaceful reign by the likes of the Toyota Camry and Honda Accord. But the funny thing about success is that if you're not very, very careful, it breeds complacency. While the titans of the four-door kingdom have been sleeping on beds of cash made on the innovations of two decades ago, Hyundai has been busily polishing its reputation and pouring over $550 million into fresh research and development for new and advanced drivetrains for its 2011 Sonata.
One of the long accepted tenants of the mid-size sedan is "Thou Shalt Have a Six-Cylinder Option." Ironically enough, this mode of thought arose as a challenge to the previously held belief that if you wanted to move four-doors in America, you had to offer a V8 under the hood. But when Japan's Big Three proved they could dish out V8 horsepower with six-cylinder fuel economy, the eight-cylinder family hauler all but disappeared from the scene. Now, Hyundai is out to repeat history by debuting a turbocharged four-cylinder designed to rattle the cages of Toyota, Honda and Nissan.
Photos copyright ©2010 Zach Bowman / AOL
From the exterior, there's little to differentiate the Sonata 2.0T from its non-turbocharged siblings other than a few subtle badges. The sedan retains the same beautiful "fluidic sculpture" design as the 2.4-liter four-cylinder variant, so buyers can expect the same swept nose, complete with artfully-pointed headlights and sculpted hood up front. Likewise, the profile is still dominated by a single, arching crease that reaches from just below the front fender well to meet the wrapped taillights at the rear. In all, the look is cohesive and is about as far from the copycat designs of the company's past as you can get. We dig it.
Inside, buyers won't find the interior any different from what's available in the base Sonata. The same high-quality soft-touch dash remains in place, as does the smattering of piano black accents along the door panels and center stack. Speaking of the door panels, soft material insets just above the armrest do much to improve their feel.
The Sonata's center stack is dominated by easy-to-navigate dual climate controls and an attractive navigation/entertainment touchscreen. While we typically rail against the easily-scratched faux-metal trim that frames the rest of the waterfall, it serves the Sonata cabin well. Perhaps the best praise we can lay on the interior of the Sonata is that it has its own personality – you're simply not likely to mistake the cabin for that of a Toyota or a Honda, despite the fact the material quality is finally on par with those makes.
That's not to say that everything's right as rain inside. The Sonata 2.0T packs a heap of intelligent engineering solutions under the hood, and those tricks had to have cost some serious money. Even so, Hyundai has kept the vehicle's base MSRP down to a miserly $24,145 without destination (compared to $19,195 for the basest of naturally aspirated Sonatas). That means that some things had to be done to keep the price point at an acceptable level, and while most of those concessions remain well out of sight of both driver and passengers, the Sonata's gear selector feels more than a little flimsy. The shifter lock button comes across as light and hung-up more than once during our time behind the wheel. Likewise, the overall action of the transmission stalk felt sloppy and lacked the precision inherent in the rest of the vehicle.
Still, we think we can forgive Hyundai for a cheap-feeling shifter given all that's going on under the hood. The company has managed to successfully blend its direct-injection system with forced induction to create a turbocharged 2.0-liter four-cylinder good for a dizzying 274 horsepower and 269 pound-feet of torque. Even better, all of that twist comes in at a low 1,750 rpm, so you can nearly forget about turbo lag. Of course, slapping a turbo onto a small-displacement, direct-injection engine and calling it a day is nothing new – look no further than the Ford line of EcoBoost mills or some excellent-but-unbranded engines from General Motors as proof – but Hyundai has chucked in a few of its own tricks to both improve response and ensure the engine is as bulletproof as any of the company's other powerplants.
The little 2.0-liter engine packs some pretty advanced tech, including a cast stainless-steel exhaust manifold. In addition to boasting slightly better thermal properties than a standard cast-iron piece, Hyundai says that the manifold was specifically built to handle pressures well in excess of what the Hyundai-designed, Mitsubishi-built twin-scroll turbo can handle. Why? Longevity. The engineers say this engine has been put through a grueling 300 hours of testing at wide-open throttle. Once that was wrapped up, the powerplant was then subjected to a further 20 hours of testing at engine speeds above the redline.
Of course, that stout manifold is only a small part of the recipe. In order to help keep the engine's temperature under control, Hyundai has implemented something it calls "aluminum thermal sprayed counter spiny liner," which is essentially a new way of layering aluminum onto the exterior of the cylinder sleeve to increase surface area. That greater surface area allows for improved cooling efficiency. According to Hyundai, this is the first application of the counter-spiny liner in the automotive industry.
Speaking of keeping things cool, Hyundai is also using a unique air channeling system on the vehicle's intercooler. The guide routes air to the intake and outlet areas of the intercooler, and Hyundai claims it keeps intake air up to 50 degrees cooler than with no guide. All these refinements help contribute to that nearly instantaneous throttle response and lofty horsepower figures.
But here's the real shocker. Hyundai has tuned the four-cylinder to have a compression ratio of just 9.5:1. That means that even with all of that grunt on tap, this engine drinks regular unleaded gasoline. Even better, it drinks very little of it. Fuel economy sits at 23 mpg city and 33 mpg highway, though the company has included an Active Eco button that helps flatten out throttle fluctuations to keep fuel consumption as low as possible.
Bolted behind the engine is the same proprietary six-speed automatic transmission found in the regular 2.4-liter Sonata. Hyundai has thrown in a set of steering wheel-mounted paddle shifters for manually rifling through the gears, and while the pieces serve up a satisfying click and feel solid enough, the gear changes are a bit too reluctant to be worth using all the time. Our recommendation is to simply leave the car in Drive and let the computer do the thinking. The shift logic on the Sonata 2.0T is crisp, putting the car in the right cog for the right speed no matter what your driving style.
We spent our time behind the wheel of a Limited model, which comes packed to the gills with all kinds of interior niceties, though Hyundai also offers up an SE model with sport-tuned dampers and springs. Even so, the Limited simply feels good to drive. It has the sort of confident, planted feel that has all but evaporated from the mid-sized import sedan segment, and we have to admit that we're glad to have it back. The ride is comfortable without being marshmallowy soft, and the four-door moves well through bends despite its substantial size. Curb weight has been kept to around 3,400 pounds depending on equipment, and the Sonata 2.0T comes with brakes that are more than capable of handling the tonnage.
And there's more than enough power to get this show moving, too. The four-door dispatches traffic with glee, all without so much as a peep from under the hood. The revs swell, and there's a slight sense of urgency from under the hood, but the cabin isn't inundated with buzzing from the thrash of four tiny pistons out front nor any whine from the turbo. You simply dart quickly away from surrounding traffic. Hyundai says that the jump to 60 mph from a dead stop takes just 6.8 seconds, and we're inclined to believe them. Even better, there's next to no torque steer, even when your right foot gets overzealous.
It's hard not to be genuinely surprised by the 2011 Hyundai Sonata 2.0T. With more power and better fuel economy than the V6 variants of the Camry, Accord and Altima, all at around $3,000 less than the majority of its major competitors, we just can't find a coherent all-around argument against the turbo'd Korean. Regardless of how many of the cars hop off of the lot when they go on sale this week, it looks like the days of the V6 mid-sized sedan are numbered.
Happy Hyundai is located in Oak Lawn IL and proudly serving all of Chicagoland. We are your #1 Hyundai Dealer in the Chicagoland market for sales and service in customer satisfaction. Please click here to visit our website HYUNDAI.
2011 Hyundai Sonata 2.0T – Click above for high-res image gallery
Here in the U.S., the mid-size sedan market is thought to be all but impregnable to newcomers. Ruled for decades by models that have become icons of the industry, the segment has enjoyed a long and peaceful reign by the likes of the Toyota Camry and Honda Accord. But the funny thing about success is that if you're not very, very careful, it breeds complacency. While the titans of the four-door kingdom have been sleeping on beds of cash made on the innovations of two decades ago, Hyundai has been busily polishing its reputation and pouring over $550 million into fresh research and development for new and advanced drivetrains for its 2011 Sonata.
One of the long accepted tenants of the mid-size sedan is "Thou Shalt Have a Six-Cylinder Option." Ironically enough, this mode of thought arose as a challenge to the previously held belief that if you wanted to move four-doors in America, you had to offer a V8 under the hood. But when Japan's Big Three proved they could dish out V8 horsepower with six-cylinder fuel economy, the eight-cylinder family hauler all but disappeared from the scene. Now, Hyundai is out to repeat history by debuting a turbocharged four-cylinder designed to rattle the cages of Toyota, Honda and Nissan.
Photos copyright ©2010 Zach Bowman / AOL
From the exterior, there's little to differentiate the Sonata 2.0T from its non-turbocharged siblings other than a few subtle badges. The sedan retains the same beautiful "fluidic sculpture" design as the 2.4-liter four-cylinder variant, so buyers can expect the same swept nose, complete with artfully-pointed headlights and sculpted hood up front. Likewise, the profile is still dominated by a single, arching crease that reaches from just below the front fender well to meet the wrapped taillights at the rear. In all, the look is cohesive and is about as far from the copycat designs of the company's past as you can get. We dig it.
Inside, buyers won't find the interior any different from what's available in the base Sonata. The same high-quality soft-touch dash remains in place, as does the smattering of piano black accents along the door panels and center stack. Speaking of the door panels, soft material insets just above the armrest do much to improve their feel.
The Sonata's center stack is dominated by easy-to-navigate dual climate controls and an attractive navigation/entertainment touchscreen. While we typically rail against the easily-scratched faux-metal trim that frames the rest of the waterfall, it serves the Sonata cabin well. Perhaps the best praise we can lay on the interior of the Sonata is that it has its own personality – you're simply not likely to mistake the cabin for that of a Toyota or a Honda, despite the fact the material quality is finally on par with those makes.
That's not to say that everything's right as rain inside. The Sonata 2.0T packs a heap of intelligent engineering solutions under the hood, and those tricks had to have cost some serious money. Even so, Hyundai has kept the vehicle's base MSRP down to a miserly $24,145 without destination (compared to $19,195 for the basest of naturally aspirated Sonatas). That means that some things had to be done to keep the price point at an acceptable level, and while most of those concessions remain well out of sight of both driver and passengers, the Sonata's gear selector feels more than a little flimsy. The shifter lock button comes across as light and hung-up more than once during our time behind the wheel. Likewise, the overall action of the transmission stalk felt sloppy and lacked the precision inherent in the rest of the vehicle.
Still, we think we can forgive Hyundai for a cheap-feeling shifter given all that's going on under the hood. The company has managed to successfully blend its direct-injection system with forced induction to create a turbocharged 2.0-liter four-cylinder good for a dizzying 274 horsepower and 269 pound-feet of torque. Even better, all of that twist comes in at a low 1,750 rpm, so you can nearly forget about turbo lag. Of course, slapping a turbo onto a small-displacement, direct-injection engine and calling it a day is nothing new – look no further than the Ford line of EcoBoost mills or some excellent-but-unbranded engines from General Motors as proof – but Hyundai has chucked in a few of its own tricks to both improve response and ensure the engine is as bulletproof as any of the company's other powerplants.
The little 2.0-liter engine packs some pretty advanced tech, including a cast stainless-steel exhaust manifold. In addition to boasting slightly better thermal properties than a standard cast-iron piece, Hyundai says that the manifold was specifically built to handle pressures well in excess of what the Hyundai-designed, Mitsubishi-built twin-scroll turbo can handle. Why? Longevity. The engineers say this engine has been put through a grueling 300 hours of testing at wide-open throttle. Once that was wrapped up, the powerplant was then subjected to a further 20 hours of testing at engine speeds above the redline.
Of course, that stout manifold is only a small part of the recipe. In order to help keep the engine's temperature under control, Hyundai has implemented something it calls "aluminum thermal sprayed counter spiny liner," which is essentially a new way of layering aluminum onto the exterior of the cylinder sleeve to increase surface area. That greater surface area allows for improved cooling efficiency. According to Hyundai, this is the first application of the counter-spiny liner in the automotive industry.
Speaking of keeping things cool, Hyundai is also using a unique air channeling system on the vehicle's intercooler. The guide routes air to the intake and outlet areas of the intercooler, and Hyundai claims it keeps intake air up to 50 degrees cooler than with no guide. All these refinements help contribute to that nearly instantaneous throttle response and lofty horsepower figures.
But here's the real shocker. Hyundai has tuned the four-cylinder to have a compression ratio of just 9.5:1. That means that even with all of that grunt on tap, this engine drinks regular unleaded gasoline. Even better, it drinks very little of it. Fuel economy sits at 23 mpg city and 33 mpg highway, though the company has included an Active Eco button that helps flatten out throttle fluctuations to keep fuel consumption as low as possible.
Bolted behind the engine is the same proprietary six-speed automatic transmission found in the regular 2.4-liter Sonata. Hyundai has thrown in a set of steering wheel-mounted paddle shifters for manually rifling through the gears, and while the pieces serve up a satisfying click and feel solid enough, the gear changes are a bit too reluctant to be worth using all the time. Our recommendation is to simply leave the car in Drive and let the computer do the thinking. The shift logic on the Sonata 2.0T is crisp, putting the car in the right cog for the right speed no matter what your driving style.
We spent our time behind the wheel of a Limited model, which comes packed to the gills with all kinds of interior niceties, though Hyundai also offers up an SE model with sport-tuned dampers and springs. Even so, the Limited simply feels good to drive. It has the sort of confident, planted feel that has all but evaporated from the mid-sized import sedan segment, and we have to admit that we're glad to have it back. The ride is comfortable without being marshmallowy soft, and the four-door moves well through bends despite its substantial size. Curb weight has been kept to around 3,400 pounds depending on equipment, and the Sonata 2.0T comes with brakes that are more than capable of handling the tonnage.
And there's more than enough power to get this show moving, too. The four-door dispatches traffic with glee, all without so much as a peep from under the hood. The revs swell, and there's a slight sense of urgency from under the hood, but the cabin isn't inundated with buzzing from the thrash of four tiny pistons out front nor any whine from the turbo. You simply dart quickly away from surrounding traffic. Hyundai says that the jump to 60 mph from a dead stop takes just 6.8 seconds, and we're inclined to believe them. Even better, there's next to no torque steer, even when your right foot gets overzealous.
It's hard not to be genuinely surprised by the 2011 Hyundai Sonata 2.0T. With more power and better fuel economy than the V6 variants of the Camry, Accord and Altima, all at around $3,000 less than the majority of its major competitors, we just can't find a coherent all-around argument against the turbo'd Korean. Regardless of how many of the cars hop off of the lot when they go on sale this week, it looks like the days of the V6 mid-sized sedan are numbered.
Happy Hyundai is located in Oak Lawn IL and proudly serving all of Chicagoland. We are your #1 Hyundai Dealer in the Chicagoland market for sales and service in customer satisfaction. Please click here to visit our website HYUNDAI.
Monday, October 18, 2010
2010 Hyundai Tuscon Happy Hyundai
2010 Hyundai Tuscon New Car Review
by Bob Plunkett
A car-based CUV redesigned for a smooth ride
Pitched in the foothills of the Cascade Range southeast of Seattle, the Washington state route 169 winds
through crossroads communities like Maple Valley and Morganville on the way to Black Diamond.
This twisty asphalt strip, rolling over fir-tipped hills and cutting more than a few acute-angled corners,
seems like it was designed expressly to show off the road-hugging agility and sticky tire traction of the
agile Tucson, Hyundai's crossover utility vehicle for the compact class.
Formatted with swoopy lines which completely disguise the two-box body of a five-door hatchback
wagon, Tucson rides on a car's chassis and scores a radical make-over for 2010 with an expanded
structure, bold new Euro-style body design and the passenger compartment laced with more safety
equipment and downright fancy features.
The 2010 Tucson measures 3.3 inches longer and an inch wider than the previous edition, yet its 61
pounds lighter.
A generous wheelbase length of 103.9 inches and a wide wheel track of 64.2 inches up front and 62.4
inches in back set up a long and broad foundation for stability when steering through a set of curves.
And, unlike some wagons with a solid rear truck axle and crude leaf springs, Tucson carries four-wheel
independent suspension components -- a MacPherson strut-type front suspension with gas-charged
hydraulic shocks and stabilizer bar and an independent multi-link design in the rear using coil springs
and gas-charged hydraulic shocks and stabilizer bar -- which bring more control over the vehicle for a
driver and more comfortable ride sensations for passengers.
As a result, Tucson offers the easy-to-drive manners of a refined sedan.
Tucson also brings a forceful four-cylinder powertrain distributed across two tiers of trim -- the base
GLS and deluxe Limited.
And the wagon supports two traction formats for both trims with front-wheel-drive (FWD) or all-wheeldrive
(AWD).
The optional electronic AWD system normally directs all power from the engine to the front wheels, thus
reducing the fuel consumption. When front wheels slip, however, the device can divert some of the power
to turn the rear wheels. A driver-activated locking switch for the center differential fixes the torque split
evenly at 50/50 front/rear for tackling slippery dirt trails.
Hyundai packs the 2010 Tucson with a long list of safety gear.
Each trim edition stocks passive safety systems like frontal air bags and seat-mounted side-impact air
bags front and rear plus curtain-style air bags above outboard seats on two rows. And Hyundai adds
active adjustable head restraints for the front seatbacks.
For active safety, every issue also has a disc brake at every wheel, with electronic linkage to a fourchannel
anti-lock brake system (ABS) with electronic brake force distribution (EBD), plus hill-start assist
control (HSC) and downhill brake control (DBC).
Each Tucson trim also carries an electronic stability control (ESC) device which automatically
coordinates the brakes and throttle to check against lateral wheel skidding.
All versions pull from one eco-efficient powertrain.
The dual-cam four-cylinder Theta II engine displaces 2.4 liters and has Hyundai's CVVT (continuously
variable valve timing) equipment on both camshafts and VIS (variable induction system) for better
engine breathing.
The Tucson GLS edition comes with a standard six-speed manual transmission or optional six-speed
electronic automatic rigged with Hyundai's Shiftronic manual mode.
Tucson Limited edition gets the six-speed Shiftronic automatic exclusively.
EPA fuel economy figures reach as high as 31 mpg for highway driving using the automatic transmission,
or 28 mpg for highway driving with AWD traction.
Tucson's slick body styling comes out of Hyundai's European design and technical center in Frankfurt,
Germany.
Theme for the exterior is a fluidity of lines drawn in rectangular format but with curt prow and radically
canted windshield and a tapered canopy over the cabin with narrow windows and side pillars muted to
forge the profile of a slinky two-door coupe.
Hyundai labels the design language for Tucson as "Fluidic Sculpture" inspired by nature to produce the
illusion of motion from curvy shapes of rigid surfaces.
Still, you can't miss that brash face sporting narrow eye-slit headlamp clusters on front corners flanking
a trapezoidal grille with chrome bar and black fins.
Side panels are chiseled with ripples and bulges for the swollen wheel wells fore and aft.
The blunted rump looks clean with a disguised hatchback door, twin-lamp taillight assemblies wrapping
around corners and a body-colored bumper swooping low.
Tucson's rigid structure whittles out a rather spacious cabin and a utilitarian cargo bay.
Door sills are set low like the sills on a car so you can slip aboard easily.
Seats are tall so you sit up for good visibility.
Eace cabin layout pitches a pair of bolstered buckets in front
flanking a versatile console. On the second row a bench is designed
to seat two comfortably but hold three riders if necessary. The
seatback splits 60/40 and folds down to expand the cargo area.
The storage area is generous at 25.7 cubic feet but with rear
seatbacks folded it expands to 55.8 cubic feet.
It also has under-floor cargo storage with a reversible cover.
Tucson GLS comes with a load of standard equipment, including
air conditioning, power controls for windows and door locks and
mirrors, a remote keyless entry system with alarm, tilting steering wheel, two power outlets (front and
cargo area), bottle holders in all four doors, rear wiper and washer, and an audio system with
M/FM/CD/MP3/Satellite Radio and six speakers plus iPod/USB input jacks.
Optional packages load more gear -- Popular Equipment, Navigation, Premium Equipment.
Price points for the 2010 Tucson begin at $18,995 for a GLS FWD M/6. Top model Limited AWD A/6
lists at $25,845.
by Bob Plunkett
A car-based CUV redesigned for a smooth ride
Pitched in the foothills of the Cascade Range southeast of Seattle, the Washington state route 169 winds
through crossroads communities like Maple Valley and Morganville on the way to Black Diamond.
This twisty asphalt strip, rolling over fir-tipped hills and cutting more than a few acute-angled corners,
seems like it was designed expressly to show off the road-hugging agility and sticky tire traction of the
agile Tucson, Hyundai's crossover utility vehicle for the compact class.
Formatted with swoopy lines which completely disguise the two-box body of a five-door hatchback
wagon, Tucson rides on a car's chassis and scores a radical make-over for 2010 with an expanded
structure, bold new Euro-style body design and the passenger compartment laced with more safety
equipment and downright fancy features.
The 2010 Tucson measures 3.3 inches longer and an inch wider than the previous edition, yet its 61
pounds lighter.
A generous wheelbase length of 103.9 inches and a wide wheel track of 64.2 inches up front and 62.4
inches in back set up a long and broad foundation for stability when steering through a set of curves.
And, unlike some wagons with a solid rear truck axle and crude leaf springs, Tucson carries four-wheel
independent suspension components -- a MacPherson strut-type front suspension with gas-charged
hydraulic shocks and stabilizer bar and an independent multi-link design in the rear using coil springs
and gas-charged hydraulic shocks and stabilizer bar -- which bring more control over the vehicle for a
driver and more comfortable ride sensations for passengers.
As a result, Tucson offers the easy-to-drive manners of a refined sedan.
Tucson also brings a forceful four-cylinder powertrain distributed across two tiers of trim -- the base
GLS and deluxe Limited.
And the wagon supports two traction formats for both trims with front-wheel-drive (FWD) or all-wheeldrive
(AWD).
The optional electronic AWD system normally directs all power from the engine to the front wheels, thus
reducing the fuel consumption. When front wheels slip, however, the device can divert some of the power
to turn the rear wheels. A driver-activated locking switch for the center differential fixes the torque split
evenly at 50/50 front/rear for tackling slippery dirt trails.
Hyundai packs the 2010 Tucson with a long list of safety gear.
Each trim edition stocks passive safety systems like frontal air bags and seat-mounted side-impact air
bags front and rear plus curtain-style air bags above outboard seats on two rows. And Hyundai adds
active adjustable head restraints for the front seatbacks.
For active safety, every issue also has a disc brake at every wheel, with electronic linkage to a fourchannel
anti-lock brake system (ABS) with electronic brake force distribution (EBD), plus hill-start assist
control (HSC) and downhill brake control (DBC).
Each Tucson trim also carries an electronic stability control (ESC) device which automatically
coordinates the brakes and throttle to check against lateral wheel skidding.
All versions pull from one eco-efficient powertrain.
The dual-cam four-cylinder Theta II engine displaces 2.4 liters and has Hyundai's CVVT (continuously
variable valve timing) equipment on both camshafts and VIS (variable induction system) for better
engine breathing.
The Tucson GLS edition comes with a standard six-speed manual transmission or optional six-speed
electronic automatic rigged with Hyundai's Shiftronic manual mode.
Tucson Limited edition gets the six-speed Shiftronic automatic exclusively.
EPA fuel economy figures reach as high as 31 mpg for highway driving using the automatic transmission,
or 28 mpg for highway driving with AWD traction.
Tucson's slick body styling comes out of Hyundai's European design and technical center in Frankfurt,
Germany.
Theme for the exterior is a fluidity of lines drawn in rectangular format but with curt prow and radically
canted windshield and a tapered canopy over the cabin with narrow windows and side pillars muted to
forge the profile of a slinky two-door coupe.
Hyundai labels the design language for Tucson as "Fluidic Sculpture" inspired by nature to produce the
illusion of motion from curvy shapes of rigid surfaces.
Still, you can't miss that brash face sporting narrow eye-slit headlamp clusters on front corners flanking
a trapezoidal grille with chrome bar and black fins.
Side panels are chiseled with ripples and bulges for the swollen wheel wells fore and aft.
The blunted rump looks clean with a disguised hatchback door, twin-lamp taillight assemblies wrapping
around corners and a body-colored bumper swooping low.
Tucson's rigid structure whittles out a rather spacious cabin and a utilitarian cargo bay.
Door sills are set low like the sills on a car so you can slip aboard easily.
Seats are tall so you sit up for good visibility.
Eace cabin layout pitches a pair of bolstered buckets in front
flanking a versatile console. On the second row a bench is designed
to seat two comfortably but hold three riders if necessary. The
seatback splits 60/40 and folds down to expand the cargo area.
The storage area is generous at 25.7 cubic feet but with rear
seatbacks folded it expands to 55.8 cubic feet.
It also has under-floor cargo storage with a reversible cover.
Tucson GLS comes with a load of standard equipment, including
air conditioning, power controls for windows and door locks and
mirrors, a remote keyless entry system with alarm, tilting steering wheel, two power outlets (front and
cargo area), bottle holders in all four doors, rear wiper and washer, and an audio system with
M/FM/CD/MP3/Satellite Radio and six speakers plus iPod/USB input jacks.
Optional packages load more gear -- Popular Equipment, Navigation, Premium Equipment.
Price points for the 2010 Tucson begin at $18,995 for a GLS FWD M/6. Top model Limited AWD A/6
lists at $25,845.
Sonata Hybrid is almost here Happy hyundai Oak Lawn.
Second Drive: 2011 Hyundai Sonata Hybrid
by Zach Bowman on Oct 18th 2010 at 11:57AM
Hyundai Aims To Lead The Mid-size Hybrid Pack
2011 Hyundai Sonata HybridAt some point, the minds at Hyundai got serious about the company's mid-sized sedan game. Seemingly in a
heartbeat, the Korean manufacturer went from being completely under the radar of the average American
family sedan buyer to a viable alternative to default buys like the Honda Accord and Toyota Camry. That jump
fell solely on the shoulders of the all-new 2011 Sonata, a sedan that has so far delivered the kind of styling,
efficiency and low MSRP that sends consumers scrambling for their checkbook. But if you want to go the full
distance in this segment, you had better come to the fight packing more than just a competent base model.
That's something you don't need to tell Hyundai. The company has shored up its Sonata line with a potent
turbocharged 2.0-liter model designed to tango with V6-equipped competitors as well as the car you see above
– a hybrid model that comes loaded with nearly all of the latest and greatest tech to keep fuel consumption at a
minimum. Is it enough to put the Sonata Hybrid ahead of the electrified versions of the heavy hitters already
prowling the scene? We took the wheel to find out.
Continue reading...
Photos copyright ©2010 Zach Bowman / AOL
The mid-size hybrid segment is a funny little corner of the automotive world. Most of the players at this table
are little more than standard sedans that have had their mechanical innards gutted and replaced with mutant
internal combustion/electric motor mashups. From their exteriors, there's generally been little to distinguish
hybrid from V6 models other than wheel options and maybe a badge or two. But Hyundai has waded into
somewhat uncharted waters by offering the hybrid version of the Sonata with bodywork that goes a long way
toward separating the car from its siblings.
The keen-eyed out there are likely to pick up on a handful of small details that both add a bit of funky, slightly
futuristic styling to the mix and help slim the vehicle's shape as it cuts through the air. Up front, Hyundai's
designers and engineers worked together to come up with that slightly agape front fascia. There's more than a
little catfish in that hexagonal opening, but it serves the purpose of setting the Sonata Hybrid apart from the
rest of the family. (Note, too, that the 'bumper' bar has been subtly altered from the model that debuted at the
New York Auto Show). Additionally, LED daytime running lights grace the front headlights and the low-set fog
lights now boast a stylish upkick that wraps around the front fascia.
The profile of the 2011 Sonata Hybrid reverts to more well-established tricks of the mid-size hybrid trade,
including re-sculpted side skirts and small but effective badges on the front fenders. Hyundai has also graced
its hybrid with two unique wheel selections, a smaller 16-inch roller that shouts, "I'll see you at Mac World," and
an optional, more attractive 17-inch five-spoke design like the one on our tester.
Move around back, and if you're paying close attention, you'll notice that the rear fascia is slightly squared-off
on both sides. Those sharp edges help the Sonata Hybrid achieve its dizzyingly low .25 coefficient of drag. The
standard Sonata makes do with a still enviable .28(Cd). To complete the futuristic picture, Hyundai has also
thrown in reworked taillights that are designed to evoke the image of an atom when lit.
But as different as the exterior of the Sonata Hybrid is from its standard internal-combustion brethren, things
have been left largely untouched inside. Buyers will still find the comfortable thrones, attractive dash and heaps
of soft-touch goodies layered over almost every surface just like in the base Sonata. One difference between
the base Sonata and the hybrid comes in the form of decreased trunk space. While the standard Sonata yields
an EPA-rated cargo volume of 16.4 cubic feet, the compact battery pack soaks up a full 5.7 cubes all by itself.
But the largest change comes at the instrument cluster, where a helpful full-color LCD screen delivers pertinent
information on the vehicle's battery state of charge, fuel economy and an "Eco Score." Likewise, the left
instrument bezel has forsaken the standard tachometer in favor of a helpful guide that lets drivers know when
the vehicle can be driven in all-electric mode.
And when is that, exactly? Officially, Hyundai says that the Sonata Hybrid can cruise on all-electric go-go at
speeds of up to 62 mph, though in our testing we saw electric-only driving at 65 mph under light acceleration
downhill. and there was some indication from the company's engineers that the car may be capable of doing
even better. How do they do it? Under the hood, Hyundai has converted its 2.4-liter four-cylinder engine to the
Atkinson Cycle and added a 40-horsepower electric motor. The duo is good for a combined 206 horsepower
and 193 pound-feet of torque, but the real star of the show is the car's battery pack.
Instead of opting for the cheaper nickel-metal hydride cells used in cars like the Ford Fusion Hybrid, Toyota
Camry Hybrid and Nissan Altima Hybrid, Hyundai has gone for costlier lithium-polymer cells. The company has
crammed a total of 72 cells into the pack, each about the size of a cigar box lid and the weight of a roll of
quarters. Throw in all of the necessary electronic wizardry to manage the LiPo goodies and a structure to
support them, and you're looking at a battery pack that weighs a relatively svelte 96 pounds.
Hyundai decided to opt for the more expensive battery cells for several reasons, the largest of which is the fact
that the lithium-polymer pack weighs considerably less than other materials available right now. In addition, the
automaker's engineers note that the cells have no memory, generate less heat than comparable tech and take
up less room. Unfortunately, the lithium-polymer tech is also expensive. Hyundai isn't saying how much the
company is shelling out for the battery pack in the Sonata Hybrid, but other automakers are looking to use
lithium-based cells in their new vehicles, so the automaker is just riding the edge of the technological curve
here.
Hyundai says that the Sonata Hybrid is good for 36 miles per gallon in the city and 40 mpg on the highway,
and the high-tech battery pack is only a portion of that story. The company's engineers have also rolled in a
host of tricks to keep the fuel-economy numbers as high as possible, including what they call an "active air
flap" behind that gaping hexagonal inlet in the front fascia. At low speeds, the flap is open to assist in cooling
the gas engine, but once the vehicle speeds up, the flap closes to decrease the Sonata Hybrid's coefficient of
drag by as much as 10 percent.
In addition, the sedan makes use of an engine clutch that can separate the gasoline engine from the electric
motor, helping the hybrid to clip along on electric power even at highway speeds, all without using an ounce of
fuel. Hyundai has also made the interesting step of shutting off the gasoline engine entirely when the vehicle
decelerates, further conserving fuel and allowing the regenerative brakes to recharge the batteries.
And what does all of that translate into once on the road? During our time behind the wheel, we saw just over
36 mpg in intermittent stop and go driving, though if you're ginger with the accelerator, numbers closer to 40 in
combined driving weren't unheard of among the gaggle of writers the company had out to sample the Sonata
Hybrid. Just out of morbid curiosity, we spent the last 30 miles of our drive hypermiling the hybrid. When all
was said and done, we walked away with a sweaty 60 mpg, further proving that by and large, fuel economy
falls on the shoulders of the nut behind the wheel.
When you're not treating the throttle like a hair trigger, the Sonata Hybrid rewards with a surprisingly normal
driving experience. The run to 60 mph takes around 9.2 seconds, and thanks to the clutch separating the
engine from the electric motor, transitions between internal combustion power and electric go-go are some of
the most seamless in the industry. Part of the sensation that you're driving a real vehicle and not some slot-car
track escapee comes from the fact that Hyundai opted for the company's proprietary six-speed automatic
gearbox instead of a continuously variable transmission. Engineers may have been able to eek out a bit of
additional fuel savings had it gone with a CVT, but selecting a conventional torque-converter equipped cogbox
has gone a long way toward making this hybrid a more satisfying craft to pilot.
Impressively, despite the fact that this is Hyundai's first shot at a production hybrid, the electrified Sonata
successfully avoids one of the biggest pitfalls of throwing an electric motor into an otherwise solid chassis. The
regenerative brakes are progressive and feel just like what we expect stoppers to feel like. There's no danger
of having your dental work ripped from your mouth thanks to an overly sensitive second pedal.
But that's not to say that Hyundai hasn't left room to grow in the Sonata Hybrid. Interestingly enough, the
company chose to forsake its new line of direct-injection engines in favor of its old 2.4-liter mill. A little bit less
displacement paired with forced induction would probably help squeeze a few more mpgs out of this equation,
but it undoubtedly would have swelled the per-unit cost on a model that's unlikely to make any money to begin
with.
Even with that shortcut under its belt, the 2011 Sonata Hybrid is an impressive first showing from Hyundai in
the hybrid game. As it sits, the car is eligible for a $1,300 federal tax credit, at least for the first month it's on
sale. Hyundai says that buyers can snap up their own Sonata Hybrid starting this December, but unfortunately,
the federal tax incentive program for hybrid vehicles is scheduled to dry up at the end of 2010, so interested
parties would do well not to dawdle.
Hyundai hasn't yet said how much we can expect to pay for its new hybrid four-door, nor what kind of warranty
the model will carry when it does hit dealer lots. Given the company's long history of providing copious content
and an industry-beating warranty for reasonable money, we're guessing that neither will be a point of
contention when the car goes on sale. Even with those questions left blank, the 2011 Sonata Hybrid has
proven itself more than capable of running with the rest of the mid-size hybrids. Is it the best of the breed?
We'll need some back-to-back time to know for sure.
by Zach Bowman on Oct 18th 2010 at 11:57AM
Hyundai Aims To Lead The Mid-size Hybrid Pack
2011 Hyundai Sonata HybridAt some point, the minds at Hyundai got serious about the company's mid-sized sedan game. Seemingly in a
heartbeat, the Korean manufacturer went from being completely under the radar of the average American
family sedan buyer to a viable alternative to default buys like the Honda Accord and Toyota Camry. That jump
fell solely on the shoulders of the all-new 2011 Sonata, a sedan that has so far delivered the kind of styling,
efficiency and low MSRP that sends consumers scrambling for their checkbook. But if you want to go the full
distance in this segment, you had better come to the fight packing more than just a competent base model.
That's something you don't need to tell Hyundai. The company has shored up its Sonata line with a potent
turbocharged 2.0-liter model designed to tango with V6-equipped competitors as well as the car you see above
– a hybrid model that comes loaded with nearly all of the latest and greatest tech to keep fuel consumption at a
minimum. Is it enough to put the Sonata Hybrid ahead of the electrified versions of the heavy hitters already
prowling the scene? We took the wheel to find out.
Continue reading...
Photos copyright ©2010 Zach Bowman / AOL
The mid-size hybrid segment is a funny little corner of the automotive world. Most of the players at this table
are little more than standard sedans that have had their mechanical innards gutted and replaced with mutant
internal combustion/electric motor mashups. From their exteriors, there's generally been little to distinguish
hybrid from V6 models other than wheel options and maybe a badge or two. But Hyundai has waded into
somewhat uncharted waters by offering the hybrid version of the Sonata with bodywork that goes a long way
toward separating the car from its siblings.
The keen-eyed out there are likely to pick up on a handful of small details that both add a bit of funky, slightly
futuristic styling to the mix and help slim the vehicle's shape as it cuts through the air. Up front, Hyundai's
designers and engineers worked together to come up with that slightly agape front fascia. There's more than a
little catfish in that hexagonal opening, but it serves the purpose of setting the Sonata Hybrid apart from the
rest of the family. (Note, too, that the 'bumper' bar has been subtly altered from the model that debuted at the
New York Auto Show). Additionally, LED daytime running lights grace the front headlights and the low-set fog
lights now boast a stylish upkick that wraps around the front fascia.
The profile of the 2011 Sonata Hybrid reverts to more well-established tricks of the mid-size hybrid trade,
including re-sculpted side skirts and small but effective badges on the front fenders. Hyundai has also graced
its hybrid with two unique wheel selections, a smaller 16-inch roller that shouts, "I'll see you at Mac World," and
an optional, more attractive 17-inch five-spoke design like the one on our tester.
Move around back, and if you're paying close attention, you'll notice that the rear fascia is slightly squared-off
on both sides. Those sharp edges help the Sonata Hybrid achieve its dizzyingly low .25 coefficient of drag. The
standard Sonata makes do with a still enviable .28(Cd). To complete the futuristic picture, Hyundai has also
thrown in reworked taillights that are designed to evoke the image of an atom when lit.
But as different as the exterior of the Sonata Hybrid is from its standard internal-combustion brethren, things
have been left largely untouched inside. Buyers will still find the comfortable thrones, attractive dash and heaps
of soft-touch goodies layered over almost every surface just like in the base Sonata. One difference between
the base Sonata and the hybrid comes in the form of decreased trunk space. While the standard Sonata yields
an EPA-rated cargo volume of 16.4 cubic feet, the compact battery pack soaks up a full 5.7 cubes all by itself.
But the largest change comes at the instrument cluster, where a helpful full-color LCD screen delivers pertinent
information on the vehicle's battery state of charge, fuel economy and an "Eco Score." Likewise, the left
instrument bezel has forsaken the standard tachometer in favor of a helpful guide that lets drivers know when
the vehicle can be driven in all-electric mode.
And when is that, exactly? Officially, Hyundai says that the Sonata Hybrid can cruise on all-electric go-go at
speeds of up to 62 mph, though in our testing we saw electric-only driving at 65 mph under light acceleration
downhill. and there was some indication from the company's engineers that the car may be capable of doing
even better. How do they do it? Under the hood, Hyundai has converted its 2.4-liter four-cylinder engine to the
Atkinson Cycle and added a 40-horsepower electric motor. The duo is good for a combined 206 horsepower
and 193 pound-feet of torque, but the real star of the show is the car's battery pack.
Instead of opting for the cheaper nickel-metal hydride cells used in cars like the Ford Fusion Hybrid, Toyota
Camry Hybrid and Nissan Altima Hybrid, Hyundai has gone for costlier lithium-polymer cells. The company has
crammed a total of 72 cells into the pack, each about the size of a cigar box lid and the weight of a roll of
quarters. Throw in all of the necessary electronic wizardry to manage the LiPo goodies and a structure to
support them, and you're looking at a battery pack that weighs a relatively svelte 96 pounds.
Hyundai decided to opt for the more expensive battery cells for several reasons, the largest of which is the fact
that the lithium-polymer pack weighs considerably less than other materials available right now. In addition, the
automaker's engineers note that the cells have no memory, generate less heat than comparable tech and take
up less room. Unfortunately, the lithium-polymer tech is also expensive. Hyundai isn't saying how much the
company is shelling out for the battery pack in the Sonata Hybrid, but other automakers are looking to use
lithium-based cells in their new vehicles, so the automaker is just riding the edge of the technological curve
here.
Hyundai says that the Sonata Hybrid is good for 36 miles per gallon in the city and 40 mpg on the highway,
and the high-tech battery pack is only a portion of that story. The company's engineers have also rolled in a
host of tricks to keep the fuel-economy numbers as high as possible, including what they call an "active air
flap" behind that gaping hexagonal inlet in the front fascia. At low speeds, the flap is open to assist in cooling
the gas engine, but once the vehicle speeds up, the flap closes to decrease the Sonata Hybrid's coefficient of
drag by as much as 10 percent.
In addition, the sedan makes use of an engine clutch that can separate the gasoline engine from the electric
motor, helping the hybrid to clip along on electric power even at highway speeds, all without using an ounce of
fuel. Hyundai has also made the interesting step of shutting off the gasoline engine entirely when the vehicle
decelerates, further conserving fuel and allowing the regenerative brakes to recharge the batteries.
And what does all of that translate into once on the road? During our time behind the wheel, we saw just over
36 mpg in intermittent stop and go driving, though if you're ginger with the accelerator, numbers closer to 40 in
combined driving weren't unheard of among the gaggle of writers the company had out to sample the Sonata
Hybrid. Just out of morbid curiosity, we spent the last 30 miles of our drive hypermiling the hybrid. When all
was said and done, we walked away with a sweaty 60 mpg, further proving that by and large, fuel economy
falls on the shoulders of the nut behind the wheel.
When you're not treating the throttle like a hair trigger, the Sonata Hybrid rewards with a surprisingly normal
driving experience. The run to 60 mph takes around 9.2 seconds, and thanks to the clutch separating the
engine from the electric motor, transitions between internal combustion power and electric go-go are some of
the most seamless in the industry. Part of the sensation that you're driving a real vehicle and not some slot-car
track escapee comes from the fact that Hyundai opted for the company's proprietary six-speed automatic
gearbox instead of a continuously variable transmission. Engineers may have been able to eek out a bit of
additional fuel savings had it gone with a CVT, but selecting a conventional torque-converter equipped cogbox
has gone a long way toward making this hybrid a more satisfying craft to pilot.
Impressively, despite the fact that this is Hyundai's first shot at a production hybrid, the electrified Sonata
successfully avoids one of the biggest pitfalls of throwing an electric motor into an otherwise solid chassis. The
regenerative brakes are progressive and feel just like what we expect stoppers to feel like. There's no danger
of having your dental work ripped from your mouth thanks to an overly sensitive second pedal.
But that's not to say that Hyundai hasn't left room to grow in the Sonata Hybrid. Interestingly enough, the
company chose to forsake its new line of direct-injection engines in favor of its old 2.4-liter mill. A little bit less
displacement paired with forced induction would probably help squeeze a few more mpgs out of this equation,
but it undoubtedly would have swelled the per-unit cost on a model that's unlikely to make any money to begin
with.
Even with that shortcut under its belt, the 2011 Sonata Hybrid is an impressive first showing from Hyundai in
the hybrid game. As it sits, the car is eligible for a $1,300 federal tax credit, at least for the first month it's on
sale. Hyundai says that buyers can snap up their own Sonata Hybrid starting this December, but unfortunately,
the federal tax incentive program for hybrid vehicles is scheduled to dry up at the end of 2010, so interested
parties would do well not to dawdle.
Hyundai hasn't yet said how much we can expect to pay for its new hybrid four-door, nor what kind of warranty
the model will carry when it does hit dealer lots. Given the company's long history of providing copious content
and an industry-beating warranty for reasonable money, we're guessing that neither will be a point of
contention when the car goes on sale. Even with those questions left blank, the 2011 Sonata Hybrid has
proven itself more than capable of running with the rest of the mid-size hybrids. Is it the best of the breed?
We'll need some back-to-back time to know for sure.
Hyundai Fuel Cell Effort seems to be a reality. Happy Hyundai Oak Lawn
Hyundai Hints at Taking U.S. Fuel Cell Effort Beyond Mere Demonstration Project
By Rick Popely, Contributor
CHICAGO - A Hyundai Motor America official hinted Thursday that when the automaker introduces its fuel cell vehicle in 2012 the program could consist of limited retail sales rather than placing the hydrogen-powered electric cars in a demonstration project.
"We intend to do it on a small-scale, perhaps beyond a demonstration program," Deborah Bakker, Hyundai's senior manager for regulation and certification, said at a public hearing on the EPA's proposed new fuel economy window stickers.
--------
Hyundai has been developing its fuel cell system for more than 15 years and presently is testing it in California in these older Tuscon SUVs.
----------
Hyundai has previously said it would launch fuel cell vehicles starting in 2012, but also had said the initial market would be in South Korea ad that it would only be making about 1,000 of the vehicles a year at first.
Bakker dropped the hint of a possible U.S. retail effort in response to questions from EPA and National Highway Traffic Safety Administration officials during the public hearing held to gather industry and public input on proposal for redesigning the EPA's fuel economy window sticker.
During the hearing, Bakker urged regulators to establish a fuel economy rating methodology for fuel-cell electric vehicles in the U.S. before Hyundai launches its program in 2012 - a further clue that the company may be planning to begin retail sales right away.
Several automakers, including General Motors and Honda, already have fuel-cell vehicle demonstration programs underway, but have not asked for an official EPA fuel economy rating because their cars are not considered retail models.
For more information about Hyundai please visit Happy Hyundai on the web. http://www.myhappyhyundai.com
Friday, October 15, 2010
Hyundai Gets Greener With New BlueOn Happy Hyundai oak lawn
Hyundai, already the most fuel-efficient automaker in the U.S., has taken another big step forward by introducing South Korea’s “full-speed electric vehicle,” the BlueOn.
Based on the Hyundai i10 city car (not currently available in America), the BlueOn gets its power from a high-efficiency electric motor that’s hooked up to an innovative, lightweight battery pack. The batteries themselves leverage the latest lithium-ion polymer technology, which delivers the same power as the nickel-metal hydride batteries used in many of today’s current EVs, but with 30 percent less weight and 40 percent less volume. The result is both increased efficiency and more interior space for the car’s cabin.
But that’s just one example of how Hyundai designed the BlueOn to be a practical package for real-world drivers. The car also has a top speed of more than 80 mph and an all-electric, emissions-free driving range of more than 86 miles, making it perfectly suitable as an everyday driver, and there are two different recharging options for added convenience. The BlueOn can be recharged to about 80 percent of its full capacity in under 25 minutes with a industrial quick-charge unit or get completely “refueled” within six hours using a 220-volt home charger.
The next phase in the BlueOn’s development will be the launch of a 30-car demonstration fleet that Hyundai plans to have on the road in South Korea by the end of October. These vehicles will be used for further testing and to help the country prepare its infrastructure for the expected onslaught of mass-produced EVs. By the end of 2012, Hyundai expects to have some 2,500 BlueOn vehicles in operation in South Korea, and while the automaker didn’t provide production details, it would be a major shock if Hyundai’s EV wasn’t on sale to the public soon after.
“We are proud to introduce the world to BlueOn, which was fully developed in Korea and displays Hyundai’s latest technological advancements,” said Dr. Hyun-Soon Lee, vice chairman at Hyundai’s corporate R&D center. “Consumers’ interests and demand for eco-friendly cars are rising, and Hyundai is dedicated to reducing its carbon footprint and satisfying market needs.”
For more information about Hybrid autos and new Hyundai products please visit Happy Hyundai of Oak Lawn IL. Your #1 Hyundai dealer for customer satisfaction since 2009 leading the way on how customers should be treated.
Thursday, October 7, 2010
Hyundai earns top honors again.. Happy Hyundai Oak Lawn
MOST FUEL-EFFICIENT AUTOMAKER IN AMERICA, HYUNDAI, SAYS LINEUP TO AVERAGE MINIMUM 50 MPG BY 2025
• Since 2008 Hyundai has been the most fuel-efficient manufacturer in the U.S.• Since becoming the leader in fuel economy, Hyundai market share is up 50 percent
• Hyundai’s next goal: Average at least 50 mpg by 2025 through innovative Blue Drive™ technologies
Hyundai Motor America, the leading fuel economy auto manufacturer in the U.S., announced plans to maintain its leadership and achieve a corporate average fuel economy (CAFE) rating of at least 50 miles per gallon (mpg) by 2025 for its lineup of passenger cars and light duty trucks.
Current National Highway Traffic Safety Administration (NHTSA) regulations require automakers to achieve a CAFE rating of 35.5 mpg by 2016. Before those rules were enacted last year, Hyundai had already announced its own plan to reach 35 mpg by 2015. Hyundai’s announcement of this longer-term goal of delivering a minimum 50 mpg CAFE rating by 2025 is consistent with its philosophy of setting stretch objectives that align its resources, challenge its team members, and delight consumers and society.
“We’re committed to setting the pace in this industry on fuel economy, and we’re inspired by the possibilities that our advanced Blue Drive technologies afford,” said John Krafcik, Hyundai Motor America president and CEO. “Getting to 50 mpg and beyond seems like a huge leap, but by making this commitment and aligning our R&D initiatives now, we know we can get there.”
Hyundai has shown that customers will flock to high-quality, stylish products offering high fuel economy. The game-changing all-new 2011 Hyundai Sonata is the first mid-size family sedan to offer only 4-cylinder engines. Sonata achieves an EPA highway rating of 35 mpg, yet leads competitors in power output through the use of advanced gasoline direct injection (GDI). Sonata’s sales were up 48 percent in the first half of 2010, while its transaction prices and residual values now exceed those of most mid-size competitors. The Sonata and its 2.4-liter Theta II GDI engine are built at Hyundai Motor Manufacturing Alabama.
“This is our simple formula for success in the automobile industry,” said Krafcik. “Rather than fighting fuel economy regulation, we encourage our Hyundai engineers to deliver more fuel efficiency, faster, accelerating the benefits to our customers, society, and the planet.”
Since becoming the fuel economy leader in the 2008 model year, Hyundai Motor America market share is up more than 50 percent.
A Global Research and Development Effort
Hyundai’s plan to achieve an average of 50 mpg or better encompasses a full line of products, from small cars to larger family haulers. It leverages Hyundai’s global Blue Drive strategy, aligning R&D resources at its engineering centers in California, Michigan, Korea, India and Germany to develop more fuel-efficient vehicle technologies. Key enablers are improvements and innovation in powertrains including gasoline direct injection, turbocharging, electric hybrids, plug-in hybrids, light-weight materials and design, and more.
2011 Sonata Leads the Way
The 2011 Sonata, which went on sale earlier this year, features a 2.4-liter Theta II GDI 4-cylinder as its base engine, offering up to 200 horsepower and 35 miles per gallon on the highway. By offering only 4-cylinder engines and through other weight optimization efforts, Hyundai engineers were able to reduce the weight of the Sonata by 130 pounds.
This fall, Hyundai will launch the 2.0T 4-cylinder turbo option for the 2011 Sonata and the company’s first hybrid in the United States. The Sonata Hybrid features a 2.4-liter Theta II 4-cylinder gasoline engine mated to an electric motor-boosted 6-speed automatic transmission. The Sonata Hybrid incorporates an industry-first lithium polymer battery, which packs greater power density and stability into a smaller, more package-efficient space.
Sonata’s Hybrid Blue Drive system eschews the typical continuously variable transmission for a more consumer-friendly step-shift 6-speed transmission, which makes the system more cost-effective and more readily adaptable to other future applications. Sonata exemplifies Hyundai’s efforts to bring advanced power train technologies to the mainstream.
Fuel Economy Leadership Since 2008 Model Year
Hyundai achieved fuel economy leadership by topping the U.S. Environmental Protection Agency fuel economy report for the 2008 model year. The EPA 2009 Light-Duty Automotive Technology and Fuel Economy Trends Report indicates that Hyundai has the highest 2008 model year laboratory 55/45 fuel economy at 30.9 mpg. Hyundai passed all major manufacturers in combined passenger car and light duty truck fuel efficiency including traditional leaders like Honda and Toyota. The report demonstrates the effectiveness of Hyundai’s value-driven fuel-efficiency strategy, which focuses on the intelligent application of cost-effective technologies.
Hyundai is poised to maintain its fuel-economy leadership as projected data for the 2009 model year shows Hyundai retaining its edge over the industry. Forecasts show a 2009 model-year fuel economy rating of 30.1 mpg for passenger cars and light duty trucks. Hyundai is also the only automaker to top 30 mpg in the 2009 projections.[1]
Environmental Protection Agency Fuel Economy Reports
*From EPA Table A-7 2009 Trends Report (Appendix A) http://www.epa.gov/otaq/cert/mpg/fetrends/420r09014-appx-a.pdf
**Includes ten highest-volume manufacturers. Based on sales projections for the ten highest volume manufacturers. EPA Light-Duty Automotive Technology, Carbon Dioxide and Fuel Economy Trends: 1975-2009 Report. Honda includes combined Honda and Acura brands. Hyundai excludes Kia brand.
Current National Highway Traffic Safety Administration (NHTSA) regulations require automakers to achieve a CAFE rating of 35.5 mpg by 2016. Before those rules were enacted last year, Hyundai had already announced its own plan to reach 35 mpg by 2015. Hyundai’s announcement of this longer-term goal of delivering a minimum 50 mpg CAFE rating by 2025 is consistent with its philosophy of setting stretch objectives that align its resources, challenge its team members, and delight consumers and society.
“We’re committed to setting the pace in this industry on fuel economy, and we’re inspired by the possibilities that our advanced Blue Drive technologies afford,” said John Krafcik, Hyundai Motor America president and CEO. “Getting to 50 mpg and beyond seems like a huge leap, but by making this commitment and aligning our R&D initiatives now, we know we can get there.”
Hyundai has shown that customers will flock to high-quality, stylish products offering high fuel economy. The game-changing all-new 2011 Hyundai Sonata is the first mid-size family sedan to offer only 4-cylinder engines. Sonata achieves an EPA highway rating of 35 mpg, yet leads competitors in power output through the use of advanced gasoline direct injection (GDI). Sonata’s sales were up 48 percent in the first half of 2010, while its transaction prices and residual values now exceed those of most mid-size competitors. The Sonata and its 2.4-liter Theta II GDI engine are built at Hyundai Motor Manufacturing Alabama.
“This is our simple formula for success in the automobile industry,” said Krafcik. “Rather than fighting fuel economy regulation, we encourage our Hyundai engineers to deliver more fuel efficiency, faster, accelerating the benefits to our customers, society, and the planet.”
Since becoming the fuel economy leader in the 2008 model year, Hyundai Motor America market share is up more than 50 percent.
A Global Research and Development Effort
Hyundai’s plan to achieve an average of 50 mpg or better encompasses a full line of products, from small cars to larger family haulers. It leverages Hyundai’s global Blue Drive strategy, aligning R&D resources at its engineering centers in California, Michigan, Korea, India and Germany to develop more fuel-efficient vehicle technologies. Key enablers are improvements and innovation in powertrains including gasoline direct injection, turbocharging, electric hybrids, plug-in hybrids, light-weight materials and design, and more.
2011 Sonata Leads the Way
The 2011 Sonata, which went on sale earlier this year, features a 2.4-liter Theta II GDI 4-cylinder as its base engine, offering up to 200 horsepower and 35 miles per gallon on the highway. By offering only 4-cylinder engines and through other weight optimization efforts, Hyundai engineers were able to reduce the weight of the Sonata by 130 pounds.
This fall, Hyundai will launch the 2.0T 4-cylinder turbo option for the 2011 Sonata and the company’s first hybrid in the United States. The Sonata Hybrid features a 2.4-liter Theta II 4-cylinder gasoline engine mated to an electric motor-boosted 6-speed automatic transmission. The Sonata Hybrid incorporates an industry-first lithium polymer battery, which packs greater power density and stability into a smaller, more package-efficient space.
Sonata’s Hybrid Blue Drive system eschews the typical continuously variable transmission for a more consumer-friendly step-shift 6-speed transmission, which makes the system more cost-effective and more readily adaptable to other future applications. Sonata exemplifies Hyundai’s efforts to bring advanced power train technologies to the mainstream.
Fuel Economy Leadership Since 2008 Model Year
Hyundai achieved fuel economy leadership by topping the U.S. Environmental Protection Agency fuel economy report for the 2008 model year. The EPA 2009 Light-Duty Automotive Technology and Fuel Economy Trends Report indicates that Hyundai has the highest 2008 model year laboratory 55/45 fuel economy at 30.9 mpg. Hyundai passed all major manufacturers in combined passenger car and light duty truck fuel efficiency including traditional leaders like Honda and Toyota. The report demonstrates the effectiveness of Hyundai’s value-driven fuel-efficiency strategy, which focuses on the intelligent application of cost-effective technologies.
Hyundai is poised to maintain its fuel-economy leadership as projected data for the 2009 model year shows Hyundai retaining its edge over the industry. Forecasts show a 2009 model-year fuel economy rating of 30.1 mpg for passenger cars and light duty trucks. Hyundai is also the only automaker to top 30 mpg in the 2009 projections.[1]
Environmental Protection Agency Fuel Economy Reports
*From EPA Table A-7 2009 Trends Report (Appendix A) http://www.epa.gov/otaq/cert/mpg/fetrends/420r09014-appx-a.pdf
**Includes ten highest-volume manufacturers. Based on sales projections for the ten highest volume manufacturers. EPA Light-Duty Automotive Technology, Carbon Dioxide and Fuel Economy Trends: 1975-2009 Report. Honda includes combined Honda and Acura brands. Hyundai excludes Kia brand.
Hyundai To Build A Pick Up truck for North America Happy Hyundai Oak Lawn
Once known only for tiny, cheap economy cars, Hyundai has grown in recent years to build everything from midsize SUVs to luxury cars – but a pickup? That’s the rumor.
PickupTrucks.com reports, “The Korean automaker, which has made major inroads recently into the American car and crossover markets with critically acclaimed new products, recently held research clinics with truck buyers in California and Texas using a [Dodge] Ram 1500 customized with a Hyundai-style grille and interior tweaks.” Prospective customers reportedly showed enough interest “to keep the project moving forward.” Automakers considering moving into a new type of product will often modify a competitor’s version first, to test ideas.
A spokesman Hyundai’s American arm told PickupTrucks.com “pickup trucks are not a high priority for us.” But that doesn’t explain the focus groups.
Autoblog sees too much risk in the project to make it worthwhile. “Nissan never made a significant dent in the big truck segment with the six-year-old Titan,” they note. Meanwhile, “The enormous resources that Toyota has poured into the development and production of the Tundra are considered by some analysts to be one of the causes of the automaker's recent spate of quality problems and recalls.”
But few analysts thought Hyundai could pull of a luxury car or a legitimate rear-wheel drive sports car, either – so the success of the Genesis sedan and coupe took many critics by surprise.
If you're in the market for a new car, check out the U.S. News rankings of this year's best cars as well as this month's best car deals.
For more information on New Hyundai or uop to minute news visit Happy Hyundai of Oak Lawn your #1 Hyundai Dealer in customer satidfaction in Chicago Land. http://www.myhappyhyundai.com/
PickupTrucks.com reports, “The Korean automaker, which has made major inroads recently into the American car and crossover markets with critically acclaimed new products, recently held research clinics with truck buyers in California and Texas using a [Dodge] Ram 1500 customized with a Hyundai-style grille and interior tweaks.” Prospective customers reportedly showed enough interest “to keep the project moving forward.” Automakers considering moving into a new type of product will often modify a competitor’s version first, to test ideas.
A spokesman Hyundai’s American arm told PickupTrucks.com “pickup trucks are not a high priority for us.” But that doesn’t explain the focus groups.
Autoblog sees too much risk in the project to make it worthwhile. “Nissan never made a significant dent in the big truck segment with the six-year-old Titan,” they note. Meanwhile, “The enormous resources that Toyota has poured into the development and production of the Tundra are considered by some analysts to be one of the causes of the automaker's recent spate of quality problems and recalls.”
But few analysts thought Hyundai could pull of a luxury car or a legitimate rear-wheel drive sports car, either – so the success of the Genesis sedan and coupe took many critics by surprise.
If you're in the market for a new car, check out the U.S. News rankings of this year's best cars as well as this month's best car deals.
For more information on New Hyundai or uop to minute news visit Happy Hyundai of Oak Lawn your #1 Hyundai Dealer in customer satidfaction in Chicago Land. http://www.myhappyhyundai.com/
Hyundai Motor Aims to Boost U.S. Sales Gains With New Turbo, Hybrid Sonata
Hyundai Motor Co., headed for record U.S. sales, said new turbo-charged and hybrid-electric versions of the Sonata midsize sedan may help boost deliveries of the model to at least 200,000 as early as next year.
South Korea’s largest automaker may sell about 190,000 Sonatas in the U.S. this year, said John Krafcik, chief executive officer of Seoul-based Hyundai’s U.S. unit. That’s 58 percent more than last year and 27 percent more than its previous record. Capacity constraints make it tough to expand much beyond 200,000 units, Krafcik said.
“If we had more capacity, I’d be comfortable in saying the Turbo is going to generate remarkable” incremental sales, he said in an interview yesterday in La Jolla, California. The Montgomery, Alabama, plant that makes the car begins building Elantra compacts late this year, moderating production of the Sonata.
Hyundai’s push to overhaul model designs, boost quality and maintain 10-year/100,000 mile warranties on U.S. models, which typically sell for less than rivals Toyota Motor Corp. and Honda Motor Co.’s vehicles, has fueled a 19.8 percent expansion this year through September. U.S. deliveries should top 500,000 this year and grow further in 2011 with the added Sonata models, Equus luxury car and revamped Elantra, Krafcik said.
Hyundai was unchanged in Seoul trading as of 12:02 p.m. The stock has gained 33 percent in 2010.
274-Horsepower Sonata
The 2.0-liter, 274-horsepower Sonata Turbo sedan, which began shipping to U.S. dealers this week, has a base price of $24,145, or about $1,500 more than the 2.4-liter engine Sonatas already on sale.
“This is extending Sonata into a little bit richer segment, so there will be a little bit more profit for the Turbo,” Krafcik said, without elaborating.
The hybrid Sonata, which will be built in South Korea, arrives in “late November or early December,” and has “a bit more of a premium” price than the Turbo grade, Krafcik said. He declined to give a volume goal for the car, which uses a lithium-polymer battery pack rather than the nickel-metal hydride type used in Toyota and Honda hybrids.
For more information or to order you car today please visit Chicago's #1 Hyundai dealer in sales satisfaction visit us on the web at http://www.myhappyhyundai.com/
South Korea’s largest automaker may sell about 190,000 Sonatas in the U.S. this year, said John Krafcik, chief executive officer of Seoul-based Hyundai’s U.S. unit. That’s 58 percent more than last year and 27 percent more than its previous record. Capacity constraints make it tough to expand much beyond 200,000 units, Krafcik said.
“If we had more capacity, I’d be comfortable in saying the Turbo is going to generate remarkable” incremental sales, he said in an interview yesterday in La Jolla, California. The Montgomery, Alabama, plant that makes the car begins building Elantra compacts late this year, moderating production of the Sonata.
Hyundai’s push to overhaul model designs, boost quality and maintain 10-year/100,000 mile warranties on U.S. models, which typically sell for less than rivals Toyota Motor Corp. and Honda Motor Co.’s vehicles, has fueled a 19.8 percent expansion this year through September. U.S. deliveries should top 500,000 this year and grow further in 2011 with the added Sonata models, Equus luxury car and revamped Elantra, Krafcik said.
Hyundai was unchanged in Seoul trading as of 12:02 p.m. The stock has gained 33 percent in 2010.
274-Horsepower Sonata
The 2.0-liter, 274-horsepower Sonata Turbo sedan, which began shipping to U.S. dealers this week, has a base price of $24,145, or about $1,500 more than the 2.4-liter engine Sonatas already on sale.
“This is extending Sonata into a little bit richer segment, so there will be a little bit more profit for the Turbo,” Krafcik said, without elaborating.
The hybrid Sonata, which will be built in South Korea, arrives in “late November or early December,” and has “a bit more of a premium” price than the Turbo grade, Krafcik said. He declined to give a volume goal for the car, which uses a lithium-polymer battery pack rather than the nickel-metal hydride type used in Toyota and Honda hybrids.
For more information or to order you car today please visit Chicago's #1 Hyundai dealer in sales satisfaction visit us on the web at http://www.myhappyhyundai.com/
Saturday, October 2, 2010
Supercar-Inspired Sonata Turbo to Make SEMA Debut Happy Hyundai
To build excitement around the recently launched 2011 Sonata Turbo, Hyundai Motor America teamed up with RIDES and 0-60 magazines to trick out one of the first turbos off the assembly line of its Alabama plant for a debut at this year’s SEMA show. Inspired by Ferrari, Mercedes and Porsche, the modified Sonata 2.0T will feature performance parts from leading aftermarket companies and custom fabrication work from RIDES’ and 0-60’s team of expert builders.
“The Sonata Turbo is an ideal platform for us to bridge the worlds of performance, aesthetics, luxury, technology and style,” said Ben Harris, executive publisher, RIDES and 0-60 magazines. “The design we’ve chosen will accentuate the car’s lines and style, using influences from exotic supercars.”
The vehicle’s exterior modifications will be modest and tasteful, using influences from the four-door Brabus Mercedes CLS Rocket sport coupe to broaden and draw attention to the vehicle’s body lines from the factory. Key elements consist of 20-inch concave monobloc wheels, matte pearl white paint and a slew of carbon fiber components including the roof, grill, interior trim, side mirrors and rear diffuser. To complete the design, fabricators will incorporate custom LED fog lights into the bumper.
Inspiration for the sporty interior design came from the Ferrari F430, with strategically placed stitched leather throughout and carbon fiber trim accents. Those strapped into the leather driver’s seat will take pleasure in performance upgrades including turbo and intake enhancements, and a quad tip dual exhaust.
The Sonata Turbo will be shown in the Hyundai Booth between November 2-5, 2010 (Booth #24387), among other vehicles from Hyundai Motor America. Outside of SEMA, the 2011 Sonata Turbo will be arriving in dealer showrooms later this year, with 274 hp and 269 lb-ft of torque.
RIDES MAGAZINE
RIDES is the premiere urban automotive enthusiast magazine and represents the worlds of “Street, Speed, Sound and Style.” Bridging the worlds between enthusiast and consumer magazines, RIDES captures the essence of today’s automotive lifestyle. From the hottest cars, trucks and customizations to celebrity cars, the ultimate in high-end performance, old school classics, new car reviews and the latest trends, if it represents the best in automotive, it’s in RIDES. RIDES is published by Harris Publications, one of the country¹s largest special interest enthusiast publishers with over 70 different titles, including such young men’s magazines as XXL, 0-60 and Antenna.
0-60 MAGAZINE
0-60 is a new generation of car magazine for today’s performance enthusiasts who are looking for the latest in speed, power and fast cars. 0-60 fills the void between mainstream and enthusiast titles, connecting the reader with the latest in everything performance related. From the aftermarket to the OEMs, 0-60 looks at the cars, products, and go-fast bits that help create a bold, aggressive driving experience. 0-60 is published by Harris Publications, one of the country¹s largest special interest publishers with over 70 different titles, including such young men’s magazines as XXL, RIDES and Antenna.
HAPPY HYUNDAI
Chicago's only Hyundai dealer to be #1 in Sales and Service for customer satisfaction. Stop by Happy Hyundai in Oak Lawn to see why we are your best choice for your next car. You can visit us on the web at http://www.myhappyhyundai.com/
“The Sonata Turbo is an ideal platform for us to bridge the worlds of performance, aesthetics, luxury, technology and style,” said Ben Harris, executive publisher, RIDES and 0-60 magazines. “The design we’ve chosen will accentuate the car’s lines and style, using influences from exotic supercars.”
The vehicle’s exterior modifications will be modest and tasteful, using influences from the four-door Brabus Mercedes CLS Rocket sport coupe to broaden and draw attention to the vehicle’s body lines from the factory. Key elements consist of 20-inch concave monobloc wheels, matte pearl white paint and a slew of carbon fiber components including the roof, grill, interior trim, side mirrors and rear diffuser. To complete the design, fabricators will incorporate custom LED fog lights into the bumper.
Inspiration for the sporty interior design came from the Ferrari F430, with strategically placed stitched leather throughout and carbon fiber trim accents. Those strapped into the leather driver’s seat will take pleasure in performance upgrades including turbo and intake enhancements, and a quad tip dual exhaust.
The Sonata Turbo will be shown in the Hyundai Booth between November 2-5, 2010 (Booth #24387), among other vehicles from Hyundai Motor America. Outside of SEMA, the 2011 Sonata Turbo will be arriving in dealer showrooms later this year, with 274 hp and 269 lb-ft of torque.
RIDES MAGAZINE
RIDES is the premiere urban automotive enthusiast magazine and represents the worlds of “Street, Speed, Sound and Style.” Bridging the worlds between enthusiast and consumer magazines, RIDES captures the essence of today’s automotive lifestyle. From the hottest cars, trucks and customizations to celebrity cars, the ultimate in high-end performance, old school classics, new car reviews and the latest trends, if it represents the best in automotive, it’s in RIDES. RIDES is published by Harris Publications, one of the country¹s largest special interest enthusiast publishers with over 70 different titles, including such young men’s magazines as XXL, 0-60 and Antenna.
0-60 MAGAZINE
0-60 is a new generation of car magazine for today’s performance enthusiasts who are looking for the latest in speed, power and fast cars. 0-60 fills the void between mainstream and enthusiast titles, connecting the reader with the latest in everything performance related. From the aftermarket to the OEMs, 0-60 looks at the cars, products, and go-fast bits that help create a bold, aggressive driving experience. 0-60 is published by Harris Publications, one of the country¹s largest special interest publishers with over 70 different titles, including such young men’s magazines as XXL, RIDES and Antenna.
HAPPY HYUNDAI
Chicago's only Hyundai dealer to be #1 in Sales and Service for customer satisfaction. Stop by Happy Hyundai in Oak Lawn to see why we are your best choice for your next car. You can visit us on the web at http://www.myhappyhyundai.com/
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