Hyundai Verna Car Factfile

Hyundai only just gave its Verna a bit more equipment and a suspension tune-up, but early next year, a more comprehensive tune-up will make its way to India. Recently launched in Russia, this updated version gets quite a big update to its nose. 

 

Hyundai Santro & Chevrolet Spark to end in India

Hyundai Motor India will stop making the Santro in the last week of November, thus bringing to an end, production of the car that launched Hyundai in India. Since its introduction in October 1998, the company has sold over 1.36 million units of the Santro in India, and exported 535,000 units.

Production of the car will be stopped as the company believes the product is nearing the end of its lifecycle, reads the report. Also, with the stoppage of production, it gives Hyundai additional capacity in its plant for future models, or to increase production of hot-selling Grand, Xcent or Elite.

HYUNDAI GRAND i10 - India Price (diesel range): Rs 5.21-6.38 lakh

2014 The Hyundai Grand i10 Car is the Indian-spec and designed i10 that is different from the new global i10. Hyundai has stepped forward with the existing Fluidic Design and the Grand i10 is the first product that gets this. The styling has now.

Hyundai's New Genesis V6

First impressions last. That holds true in the highly competitive world of the automotive industry. With so many variants under your wings and with little space to work on, fighting aggressively for your place under the sun is a key element of staying in the game. Thus, a car not only has to be a head-turner but also makes an indelible imprint on the beholder.

Hyundai Asia Resources Inc. made sure that its new products would leave a mark on the discerning motoring hacks when it staged the “More Than Meets the I” ride-and-drive event leading to an overnight retreat at the luxurious confines of the Anvaya Cove.

“This is just a sneak peek of the i30 and the Genesis,” said Maria Fe Agudo, Hyundai’s chief operating officer. The public can have more of Hyundai’s wonder vehicles and luxury cars in the new few months, Agudo said.

For the out-of-town event, Hyundai gave the participants keys to a number of spanking new Hyundai i10. The idea was to let the gear heads drive up to the venue for a more personal feel with their latest subcompact car. Being used to driving a large sedan, I was both amused and amazed by the performance of this car. Driving the i10 felt like being behind the wheel of a go-kart because it is zippy, agile and fun to thrash around.

To spice up the ride-and-drive event, Hyundai Asia dared the media to consume the least amount of fuel and test how fuel efficient this car really is. My navigator Ira Panganiban of Business Mirror took care of plotting the route as I summoned my fuel economy driving experience to register a 30.3 km per liter rating, or consuming just 2.7 liters of gasoline from the Hyundai showroom along Macapagal Avenue in Pasay City, up to the Shell Gasoline station along the Gapan-Olongapo Highway. Driven at cruising speed of 60 kph, the i10 was amazingly fuel efficient.

On our way to Anvaya Cove, I pushed the i10 to its limits and was able to reach the 140-kph mark. The sudden downpour prevented me from revving up the engine to the max. Driving in the rain or in the sun, safety is, must and will always be the primary consideration. The ride is not what you would normally expect from a subcompact, but you can safely transport crates of farm fresh eggs with the i10.
Upcoming icons
Launched in October 2007, the i10 is exclusively assembled in Hyundai’s Chennai Plant in India. Introduced as the replacement for the decade-old Atoz, the i10 is exported to 70 countries across the globe which includes Europe and North America.

Rafael Batuigas, Hyundai Asia’s marketing guru, said that the i10 is the firm’s response to the rising fuel costs. “It provides us with a solution and freedom from this crippling fuel crisis. This variant is expected to lock horns with the Honda Jazz, Toyota Yaris, Kia Picanto and the Chery QQ,” Batuigas said. The five-door pocket car is also neatly designed with sloping crystal head lamps, fog lamps and a chopped rear end complimented by massive tail lamps. The interiors of the i10 does not disappoint also, which is a mixture of beige and black with chrome and metal accents. The dash board controls are cleverly designed, with the automatic gearshift mounted on the center console to add more cabin space. The three spoke steering wheel has a good grip to it and the white dial speedometer gauge with a chrome ring finish adds a sporty feel to the interiors. The seating fabric is cool to the touch and lumbar support is comfortable enough for long drives. The downside of this car is cargo space which is not big enough to accommodate a sack of rice. But given the dimensions of the i10, you are encouraged to travel light in the first place.

Hyundai’s media event also saw the introduction of upcoming models such as the i30 and the Genesis in a Moroccan-style setting by the beach. It was Hyundai’s unique way of introducing its new car models to the media.

Designed at the Hyundai Technical Center in Russelheim, Germany, the i30 shares mechanical components with the Kia Cee’d. Available in two variants, Hyundai is introducing the 1.6 CRDi hatchback version for the local market. Hyundai’s next bet is the rear-wheel drive Genesis, a car that was initially a concept model when it made its debut at the New York International Autoshow in 2007. “This car is a full-size sedan, and is expected to compete in the executive car segment,” Batuigas said. The Genesis is armed with a potent 3.3-liter V6 which is mated to a six-speed ZF transmission. Based on the design cues, luxury appointments and technological gizmos that come with these two cars, Hyundai may well represent the future of the Korean automotive industry.

Genesis of a luxury car from Hyundai

2009 Hyundai Genesis coupe 

Hyundai first made a name for itself in the U.S. in 1986 with a subcompact $4,995 Excel. After some fits and starts, Hyundai is ready to go upscale with a full-size $40,000 Genesis flagship for 2009.

Genesis was to be a separate division, like Toyota has Lexus, but economics dictated keeping all Hyundais in one showroom.

Besides, says Michael Deitz, manager of product development for Hyundai, this is a "rational progression."

"The midsize Azera has done well at $30,000," he said. "We felt a Genesis starting at $33,000 to $35,000 wouldn't be asking buyers to make a huge leap."

Especially, considering Hyundai is positioning Genesis against the BMW 750i, which costs some $40,000 more, and a Mercedes-Benz S550, at $54,000 more. That $40,000 to $54,000, Deitz points out, "Is at least another car—or two."

Genesis is Hyundai's first rear-wheel-drive, V-8 powered sedan. A two-door comes out in the first quarter of next year.

The sedan offers a choice of a 3.8-liter, 290-horsepower V-6 or a 4.6-liter V-8 that delivers 375 h.p. with premium lead-free fuel or 368 h.p. with regular unleaded. Premium provides optimum performance, but regular gives those who gripe about spending a dime more a gallon one less reason to whine.

read more....

We tested Genesis with both engines, but spent the most time with the V-8. Both are smooth and quiet, but the V-8 takes off like Road Runner in the cartoon, with zero-to-60 m.p.h. acceleration in 5.7 seconds versus 6.2 with the V-6.

Yet Genesis doesn't wiggle as speed builds and follows whatever line you draw for it without wobble over uneven roads. With the V-8, pedal response is immediate; the V-6 needs a nudge. The V-8 is rated at 17 m.p.g. city/25 m.p.g. highway, the V-6 at 18/27, nothing to encourage conservationists.

Ride is luxury smooth. Handling benefits from the sports-tuned suspension. Wide-profile, 18-inch radials cushion the cabin from road blemishes while gripping tight in corners. Steering response is speed-sensitive to sharpen handling.

Deitz says standard electronic stability control along with traction control should provide secure motoring for the RWD sedan in the Snow Belt. AWD is under consideration, but not until Gen II since the current version wasn't designed for it.

"Remember the Chrysler 300 was initially launched without AWD," Deitz said.

The cabin is roomy and spacious. Non-slip perforated leather seats are like easy chairs for the long haul. But why does the driver get an optional heated and cooled seat, the passenger heated only?

The windshield and side windows have an acoustic laminated cover while the roof is treated with anti-vibration material to reduce noise filtering back into the cabin.

A textured finish for the dash, instrument panel and door trim, along with the seat stitching, give the cabin a rich look. Other nice touches include release buttons for the spacious trunk and gas cap in the driver's door, visors with mirrors and parking pass or gas credit card holders, power plug in the dash as well as a power plug/USB outlet and coin holder under the center armrest, power sun shade for the rear window and a ski pass-through from trunk to cabin.

A few gripes, however, one being that the rear seat holds three but the one in the middle has to straddle the drivetrain hump in the floor. Plus, headroom back there can be tight for 6 footers. And the battery is under the trunk floor, a sign the engine compartment is crammed and a challenge for the mechanic.

The Genesis V-8 starts at $37,250 and includes anti-lock brakes, side-curtain air bags, power sunroof, power window/door/seat/mirrors and rain-sensing wipers. Only option on the V-8 is a $4,000 technology package with navigation system, backup camera, Bluetooth phone system, automatic leveling headlamps, front and rear park-assist beepers, cooled driver seat and adaptive lighting in which the headlamps move in the direction of the turn. With that package and $750 for freight, Genesis tops out at $42,000. The V-6 starts at $32,250 and with three option packages totaling $7,000, plus freight, tops out at $40,000.

Electric Hyundai:A conversion from petrol to battery-electric

Imagine a car that you can largely build yourself – or have a company convert for you. A car that uses near silent electric power, and is recharged by simply plugging into a power point. A car that allows you to start from a rest in first or second or even third gears, such is its torque. A car that costs literally cents a day to run – but also has a range equivalent to a car with only a 5 litre petrol tank.

Welcome to the world of converted electric cars
Nathan Bolton has an electric car – and a new business. The car is his beautifully converted 1992 Hyundai Excel Sprint and the business is Convert Ur Car, based in Sydney. Bring a car to him and make available AUD$21,000 to $25,000 and you’ll be able to drive away in a car that plugs into a power point.

We had a detailed tour of the Excel and got to briefly drive the car. First, the tour.
The Excel has lost its petrol engine (which, incidentally, had leaking valve stem seals), clutch, radiator, exhaust and fuel tank. It retains the standard gearbox and driveshafts.

Bolted to the gearbox input shaft is 83hp Advanced DC electric motor, designed specifically for electric cars. The motor is attached to the gearbox by a custom 25mm alloy plate and the shafts are joined by what Nathan calls a third generation fully balanced flex coupling. The motor/gearbox combination is supported by the original engine mounts, with the left-hand one flipped upside-down and using a welded adaptor made from 5mm steel plate.
Also under the bonnet you’ll find seven of the fifteen lead-acid batteries that power the car. The 8V, 170 amp-hour batteries are Trojan deep cycle designs. Each weighs 28kg, giving a total on-board battery weight of 420kg. The underbonnet batteries are mounted in a cradle constructed from 25 x 1mm angle section steel. The cradle is supported at the front by the original radiator mounts and at the rear by the firewall.


The power supplied to the motor is varied by a Curtis pulse-width modulated controller. The accelerator cable, which was shortened to suit, connects to an underbonnet potentiometer that in turn is connected to the Curtis controller. The controller allows anything from a tiny motor output right through to full power – it is a stepless system. A main ‘on-off’ solenoid is also mounted under the bonnet and complements an emergency ‘off’ switch located in the cabin. 
Vacuum for the braking booster is obtained via a 12V Rietschle Thomas vacuum pump that evacuates a reservoir made from PVC pipe. The pump is triggered by a pressure switch, so braking vacuum is always available.

A normal 12V battery supplies all the conventional car systems; this battery is topped-up by a dedicated Statronics DC/DC converter.

Moving towards the rear of the car you’ll find that the back seat is now gone and a neatly carpeted, plywood enclosure is there instead. At the very back of the car the fuel tank and its surrounding metal have been cut out to make room for the rear battery box, which contains eight more batteries. This compartment, which is supported by another angle steel subframe, uses forced air ventilation, with this air exhausting through two rear facing pipes.


The box that’s located where the rear seat once sat contains a large Zivan NG3 smart high voltage battery charger that’s has an output of 18 amps at 120V. The charger, which draws 19 amps from the mains power socket, takes six hours to charge the battery pack. Note that most mains sockets are rated at 10 amps, so a dedicated high current socket needs to be installed. Next to the high voltage charger is a 12V charger for the on-board 12V battery. This enclosure is also forced air ventilated, with these fans running when mains charging is occurring.

From the driver’s seat you’ll see a 600 amp emergency ‘off’ switch and an aftermarket style Curtis LED bar graph battery level gauge. Not visible is the resistive heater that replaces the original heater core. 
To support the extra weight of the batteries, new heavy duty springs have been fitted front and back. These custom KMac springs are teamed with Pedders dampers. The rest of the suspension – and the brakes – are stock.

Workmanship on the car looks excellent – the wiring is neat and well thought out and the packaging has been well accomplished.


After the tour, it was time to hit the road. Nathan turned the key, selected second gear and pushed down on the accelerator. Accompanied only by a high-pitched whine from the motor speed controller, the car moved off. There’s no tacho and so the point at which to change up a gear is largely a matter of experience and watching road speed. The electric motor can be felt to drop a little in power as it passes its peak and that’s the max motor speed at which to change gear. Once moving, the motor speed controller becomes inaudible.

Performance from the passenger seat felt adequate – but no more. Nathan says the car gets to 60 km/h in 10 seconds. The ride quality clearly reflected the high sprung mass – bumps were well absorbed but the oscillations of the heavy duty springs were not quite quelled by the aftermarket dampers. 
Then it was time for my turn behind the wheel. I selected first gear and put my boot into it – only to have my neck snapped back. There’s a reason that Nathan starts off in second gear....

However, even in first gear, the initial acceleration was really only a jerk off the line, rather than being sustained and strong. The change to second gear felt rather odd, not because the car was doing anything wrong but because no clutch is used. The rotating mass of the motor’s armature is so small that the synchros in the gearbox can easily do their job, making up-changes a no-brainer. Think of it like a semi-automatic, rather like the old Porsche Sportmatic system or something like the Mercedes A-class clutchless manual.

At the local speed limit – 70 km/h – the car felt smooth and quiet. Thoughts of vibrations coming from the motor/gearbox coupling were quelled – apart from the NVH you’d expect from the suspension and body of a 1992 Excel, the car felt very good. The road undulated and I lifted off so as not to exceed the speed limit downhill. But the car would have none of that – it kept rolling happily along. Unlike commercial hybrid cars and the one other electric car I have driven, Nathan’s Excel does not use regenerative braking. I really noticed its absence – regen is not only more efficient but also provides excellent real world braking.


We then confronted another hill and Nathan nervously suggested from the passenger seat that with two people onboard and with the steepness of the upcoming hill, a down-change would be required. But he need not have worried – again, the synchros did their job fine. You wouldn’t want to go from fourth to second gear at 80 km/h, but with a touch of driver sensitivity, the clutchless manual is absolutely fine.

Doing a U-turn showed that the extra mass of the car and a lack of power steering are not a good low-speed match – the steering was heavier than most people would today expect. The lack of air conditioning was also a downer – Nathan says he can fit a dedicated electric motor to run the compressor but that range will noticeably suffer.

And its range which is really the Achilles’ heal – even on my short drive, the battery level gauge dropped one full bar (out of perhaps 10). Yes the road was hilly and yes I was using full throttle quite a lot, but they were real world conditions. Nathan quotes range at 60 kilometres but suggests that acceleration starts to fall away after only 30 kilometres. That initially sounds ludicrous (even petrol scooters have more range than that, don’t they?) but so much depends on how the car will be used. Many people have a daily work commute of less than 30 kilometres and in this time of climate change awareness, it would be an unlikely workplace that wouldn’t make available a recharging socket.

So that seems to make the niche clear – a commuting car that has almost no fuel cost. But then again, unless you start with a more modern – and so expensive – car for the conversion, you also have little luxury and safety. Maybe the best approach would be to begin with a small car that originally was of high quality but has dropped a lot in value – get one with a defective engine and then away you go.

Driving a car that’s been converted to electric power is clearly not for everyone, but for some people such a car could be an absolutely ideal commuter. Electric for weekdays and petrol for weekends...

Hyundai snaps up Oscar ad spots

Hyundai Veracruz
Dropping its ad spot during next February's Academy Awards telecast might seem like the least of General Motors Corp.'s troubles compared to tumbling share prices, slow selling trucks and SUVs and even rumours about it selling off its towering Detroit headquarters, but it's a clear sign of the times. Even clearer as to the predicament of North American manufacturers, is the automaker that's purchased each and every available ad spot left behind by GM - Hyundai Motor America.

Advertising Age recently broke the story about GM letting next year's Oscar ad spots go, no doubt partially due to last year's show recording the lowest Nielsen ratings on record. GM announced that it would ditch its Emmy spots too (the Emmys underwhelmed with its second-worst Nielsen ratings ever), while last month the automaker added that it would drop next year's Super Bowl as well.

While viewership of the red carpet shows might be waning, the opportunity for brand association next to Hollywood's hottest names is still more glamour than some automakers can pass up, at least those weathering the current storm more comfortably.

Hyundai would be on that rarified list, and after tapping this year's Super Bowl XLII for two 30-second spots during the 3rd and 4th quarters, an event it hasn't participated in since 1989 and one that not only enjoyed the best Nielsen ratings for a Super Bowl ever with 97.5 million viewers, but with the New York Giants' unexpected victory over the New England Patriots the game became symbolic of the way that unassuming Hyundai is winning on the automotive gridiron. Its choice to snap up the available Oscar advertising real estate drove that point home, albeit targeting a slightly different consumer.

While TVs will likely be turned on to the Oscars in the same homes that they were for the Super Bowl, the former is more appealing to the less aggressive sex (celebrity columnists aside), and therefore Hyundai may give the upscale Veracruz crossover the nod. Then again, the Korean brand may attempt to persuade dozing husbands by osmosis and feature the all-new performance-oriented Genesis luxury sedan or upcoming Genesis Coupe during the breaks. Either way, the fact that Hyundai is spending the money necessary to be there, showing off its impressive new lineup of luxuriously appointed vehicles, and GM is not, despite a strong lineup of cars and crossovers of its own, is a symptom of the times we live in.

GM has been an Oscar sponsor for eleven years running, and last year alone spent about $13.5 million for 10-percent of the allotted advertising time, according to Advertising Age. The magazine noted that GM previously paid a premium to be the excusive automaker at the event, but doesn't know if Hyundai will be opting for exclusivity.

Overall GM's recent advertising pullout is bad for the advertising business, with U.S. car manufacturers the largest category in the industry. During Q2 of this year the aforementioned group has curtailed its collective advertising spend by 18-percent compared to the same period in 2007, says Advertising Age citing TNS; GM having lost a horrific $15.5 billion during this same second quarter. GM's Cadillac brand, which normally slots into the Oscar spots, has experienced a 16.4-percent year-to-date sales slump, while Hyundai, also suffering from the current downturn in US sales, has overall sales that are only off by 5.8-percent. 

continued....

Like GM, Hyundai's SUV and crossover sales are hurting most, with car sales up by 8.8-percent. Cadillac's car sales, comparatively, are down 6.0-percent, says Advertising Age citing Automotive News. Overall the Detroit luxury brand has seen its market share shrink from 1.3-percent to 1.2-percent since last year, while Hyundai has grown it stake in the sector from 2.9-percent in 2007 to 3.1-percent so far this year. And to add insult to injury, Hyundai has increased market share despite spending less in advertising, cutting $25 million from its ad budget, from $107 million for the first eight months of 2007 to $82 million for January through August of 2008.

Another bonus for Hyundai will be an especially interesting Oscar presentation in February of next year, when the late actor Heath Ledger is expected to be nominated for Best Supporting Actor for his role in The Dark Night. In order to qualify, Warner Bros. will re-release the film (which incidentally was the second highest grossing film ever) in January. The Dark Night will be up for Best Picture too, of course.

Geri Wang, senior VP-primetime sales at ABC, told Advertising Age that a special "retrospective montage honoring the late Mr. Ledger", will likely drive up ratings even if there is no Best Supporting Actor nomination. 

Perfect Cars Awaiting

1. Acura NSX
Now expected to appear as an early 2010 model displaying only a hint of the style seen in Acura’s 2007 Advanced Sports Car Concept, the next NSX will have a 5.0-5.5L/500-550-hp V-10 up front, a six-speed dual-clutch manual gearbox, and all of it feeding power to the ground through a new version of Acura’s SH-AWD. Expect a six-figure sticker price.
2. Aston Martin Rapide
The new owners of this storied brand – besides having just won the GT1 class at Le Mans – have announced they’re pressing ahead with the Rapide, a hyper-elegant sedan version of the DB9. The V-12 powertrain will remain juiced to around 470 horses. It’s beautiful and rare, but will it be worth nearly double the cost of Porsche’s upcoming Panamera?
3. Chevrolet Camaro
We’ve been watching for this one a long time now, but it should be worth the wait. The Global RWD architecture that underpins Chevy’s reborn muscle machine is solid stuff, as will be a variety of V-8 and V-6 powertrains. The coupe arrives in early 2009, the convertible as a 2010 model, and a high-horse SS is expected, too.
4. Chevrolet Corvette “Blue Devil”
A hundred grand for a Vette? With 625-650 horsepower, alloy chassis, and lightweight bodywork, it may well be worth it. GM has kept a good lid on the “Blue Devil” Corvette (which may be called the SS when it finally arrives), but info is beginning to leak out. Don’t expect it before late 2008 or early 2009.
5. Hyundai Genesis
On sale this fall, the production version of Hyundai’s Concept Genesis (shown) promises to shake up the entry-lux sedan ranks big time. Based on a new RWD premium platform architecture, it’ll offer a 3.8L/270-hp V-6 and 4.6-L/300-325-hp V-8, ZF six-speed automatic, and a full array of luxury and safety kit, but start “well-below US$30,000.”
6. Jaguar XF
This edgy new sedan can’t arrive soon enough, as the S-Type goes back to the dawn of the New Millennium. The C-XF concept version (shown), and the production variant will be revealed soon. We’re hearing it may be all V-8-powered, with base, supercharged, and high-performance supercharged powerplants. The XF comes to market this fall.
7. Lexus LF-A
Envisioned as a true Ferrari fighter, the sleek LF-A (prototype pictured) is expected to bow for model year 2010. This front-mid-engine/rear-drive ultracoupe is likely to carry a high-tech V-10 with 500-600 horsepower, have a six-speed rear-mounted transaxle, be able to top 200 mph, and ultimately offer a V-8-based hybrid variant. Expect plenty of lux along with supercar performance.
8. Lincoln MKS
This one won’t be as “worth waiting for” as it could’ve been, because Ford has dumped the Yamaha V-8 version. We don’t understand why: Midsize sport sedans from Audi, Mercedes-Benz, BMW, and crosstown rival Cadillac have V-8s. But a turbocharged V-6 should come close performance-wise, and the Volvo S80-based, AWD platform is a good one.
9. Nissan GT-R
This marque’s much-anticipated supercoupe will pack a 450-horse twin-turbo V-6 of around 3.7 liters, AWD, a six- (or seven) speed dual clutch/auto-clutch gearbox with paddle shifters, and 20-inch wheels. Its performance sights will be set squarely on the Porsche 911 Turbo. The wait is nearly over, as its public reveal takes place at the Tokyo show in October.
10. Ford Shelby GT Convertible
We’ll be drowning in cool Mustangs this year and next. The Shelby GT will be offered in ragtop form for 2008, and Ford will launch another round of Bullitt-edition Mustangs for next year, too. Development continues on the Shelby GT500KR, and Ford will give the Mustang lineup a midlife update for 2009.

Hyundai Releases Specs On Genesis Coupe: V6 Hits 310 HP, Turbo Four-Banger Gets 30 MPG

Hyundai has provided a wealth of new details on its upcoming Genesis Coupe, including statements the 2.0-liter turbo four will deliver 210 HP on regular gas and 220 HP on high-test, along with 223 ft-lb of torque at a low, low 2,000 RPM. The kicker, or at least it was until gas dropped down below $3 per gallon, is that those output numbers are available in a car returning 30 MPG on the highway. The 2.0T Coupe will be available in four different trim levels, ranging from base to promising-sounding "R-Spec," with six-speed manual and five-speed automatic transmissions available. Check out everything you ever wanted to know about the Genesis Coupe in the release below the jump.Hyundai RELEASES ADDITIONAL ENGINEERING AND FEATURE INFORMATION FOR THE ALL-NEW 2010 Hyundai GENESIS COUPE

Genesis Coupe Delivers an Estimated 30 MPG

Hyundai released additional engineering and feature information for the all-new 2010 Genesis Coupe today. The Genesis Coupe, and its rear-wheel drive platform-mate the Genesis sedan will make their Specialty Equipment Market Association (SEMA) show debuts next week.

“One of the program targets for the Genesis engineering team was world-class weight efficiency,” said John Krafcik, vice president, Product Development and Strategic Planning, Hyundai Motor America. “When you look at the size and content of both Genesis models, you’ll find we lead all our competitors in weight efficiency. We also target leadership in power-to-weight ratio. We think that’s just smart strategy in today’s world. It pays huge dividends in both performance and fuel economy, and that’s especially important in the segments in which these cars compete.”
Vehicle Engine Curb Weight (pounds) Length (inches)
Genesis sedan 3.8-liter V6 3748 195.9
Genesis sedan 4.6-liter V8 4012 195.9
Genesis Coupe 2.0-liter turbo 3303 182.3
Genesis Coupe 3.8-liter V6 3402 182.3
Both Genesis Coupe and sedan are rich in ultra-high-strength steel, leading to world-class body rigidity. The Genesis sedan is 10-12 percent stiffer in torsion than Lexus and Mercedes-Benz competitors, yet it is lighter than these benchmark sedans, and offers more interior room. At just 3,303 pounds, the Genesis Coupe 2.0T is hundreds of pounds lighter than all of its IRS-equipped rear-wheel-drive competitors, with body-bending rigidity 24 percent higher than BMW E46 M3.
Vehicle Length Curb Weight (lbs.) Horsepower Power-to-weight ratio
Genesis Coupe 3.8 182.3 3402 310 (est.) 11.0
BMW 335i 181.1 3571 300 11.9
Infiniti G37 183.1 3616 330 11.0
Camaro LS 190.4 3780 300 (est.) 12.6
Challenger 197.7 3819 250 15.3

This focus on weight efficiency pays dividends across the board. The Genesis sedan owes its ability to deliver both strong performance (0-60 mph in just 5.7 seconds) and excellent fuel economy (25 mpg EPA highway rating) in great part due to its impressive weight efficiency. Similarly, the Genesis Coupe 2.0T sets a new benchmark for front-engine, rear-wheel-drive gasoline fuel efficiency with a remarkable 30 mpg estimated EPA highway rating, because of its weight-efficient platform and its efficient 2.0-liter, low-pressure, turbocharged four-cylinder engine.

“While some turbochargers sacrifice smooth drivability with high operating boost pressures in the 20 psi range, Genesis Coupe uses a refined, low-boost calibration for smoothness and efficiency,” said Derek Joyce, Genesis Coupe product manager. “We could have opted solely for big performance numbers, but our focus for the 2.0T was a more balanced package.”Genesis Coupe product highlights

With the start of U.S. market production now just a few months away, Hyundai Motor America is releasing model configuration and color choices for the 2010 Hyundai Genesis Coupe.

“Genesis sedan has set a new benchmark for the $35,000-$40,000 premium sedan, and we think Genesis Coupe will do the same in the sport coupe segment,” Krafcik said. “From our 30-mpg 2.0T with its low-pressure intercooled 4-cylinder turbo, to the 3.8 Track model with an estimated 310-hp and Brembo braking system, Genesis Coupe offers a wide range of powertrain and performance choices for driving enthusiasts of all stripes.”There are seven basic Genesis Coupe configurations:
* 2.0T
* 2.0T Premium
* 2.0T Track (6-speed manual transmission only)
* 2.0T R-Spec (late availability, 6-speed manual transmission only)
* 3.8
* 3.8 Grand Touring
* 3.8 Track

Genesis Coupe 2.0T: A more efficient take on the Rear-Wheel drive sport coupeStandard equipment includes:

* 2.0-liter, low-pressure, turbocharged, intercooled 4-cylinder engine with dual continuously variable valve timing delivering an estimated 210-hp (regular), estimated 220 hp (premium), an estimated 223 ft-lbs of torque (at just 2,000 rpm), an estimated 30 mpg EPA highway rating and an estimated top speed of 137 mph
* M6VR1 6-speed manual transmission (Optional: A5SR1 5-speed electronic automatic transmission with lockup torque converter and steering wheel-mounted paddle-shift Shiftronic controls)
* 18-inch Euroflange alloy wheels with staggered Bridgestone Potenza RE92A tires (P225/45VR18 front, P245/45VR18 rear)
* Electronic Stability Control with ABS, Electronic Brake-Force Distribution and Brake Assist
* 12.6-inch ventilated front rotors with 60mm single piston floating caliper
* 12.4-inch solid rear rotors with 43mm single piston floating caliper
* Sport-tuned MacPherson strut dual-link front suspension and five-link rear independent suspension, 24mm front stabilizer bar, 19mm rear stabilizer bar
* Strut brace
* Quick-ratio hydraulic steering (2.7 turns lock-to-lock)
* Tire Pressure Monitoring System
* Front, side, side air curtain air bags
* Active front head restraints
* Driver’s lumbar support
* Black-out front lower fascia
* Trip computer
* Air conditioning
* Satin silver and chrome interior accents
* Keyless entry system
* Leather-wrapped steering wheel and shift knob
* Power windows (one-touch up and down), door locks and mirrors
* AM/FM/XM/CD audio system with six speakers
* USB/iPod/Aux jack connectivity
* Steering wheel audio controls
* Cruise control
* Projector beam headlamps with auto light control
* Integrated Bluetooth including steering wheel controls
* Temporary spare with steel wheel (T135/90D17)The 2.0T Premium model adds or substitutes:

* Power driver seat
* 360-watt AM/FM/XM/CD-changer Infinity premium audio system with 10 speakers including DVC subwoofer, eight-channel external amplifier, and diversity antenna
* Smart Key with push-button start
* Electrochromic mirror with HomeLink and compass
* Sunroof
* Navigation system (mid-year availability)

The factory-tuned 2.0T Track model builds from the 2.0T Premium, adding/substituting:

* 19-inch Euroflange gunmetal finish alloy wheels with staggered high-performance summer-compound Bridgestone Potenza RE050A tires (P225/40YR19 front, P245/40YR19 rear)
* Unique Brembo braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
* Unique track-tuned suspension, higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, strut brace
* Torsen-type limited-slip differential
* Black leather bolster seats with high-friction red cloth insert
* Aluminum pedals
* Aero windshield wipers
* Rear spoiler
* Xenon HID headlamps
* Fog lamps
* Lightweight temporary spare with aluminum wheel (T135/80D18)
* Navigation system (mid-year availability)
* Note: Automatic transmission not available with 2.0T Track

Later in the model year, a tuner-focused performance model, R-Spec, will arrive at Hyundai dealerships. Genesis Coupe R-Spec is meant to be the ultimate upgradeable, affordable, turbocharged rear-wheel drive performance platform. R-Spec equipment includes:

* 2.0-liter low-pressure turbocharged intercooled four-cylinder engine with dual continuously variable valve timing delivering an estimated 210-hp (regular), estimated 220-hp (premium), an estimated 30 mpg EPA highway rating and an estimated top speed of 137 mph
* 6-speed manual transmission
* Electronic Stability Control with ABS, Electronic Brake-Force Distribution and Brake Assist
* 19-inch Euroflange gunmetal finish alloy wheels with staggered high-performance summer-compound Bridgestone Potenza RE050A tires (P225/40YR19 front, P245/40YR19 rear)
* Brembo braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
* Track model suspension tuning (higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, strut brace)
* Torsen-type limited-slip differential
* Quick-ratio hydraulic steering (2.7 turns lock-to-lock)
* Tire Pressure Monitoring System
* Front, side, side air curtain air bags
* Active front head restraints
* Driver’s lumbar support
* Air conditioning
* Keyless entry system
* Leather-wrapped steering wheel and shift knob
* Power windows (one-touch up and down), door locks and mirrors
* AM/FM/XM/CD audio system with six speakers
* USB/iPod/Aux jack connectivity
* Projector beam headlamps
* Lightweight temporary spare with aluminum wheel (T135/80D18)
* Note: Automatic transmission not available with R-Spec

Genesis 3.8: 310 horsepower and standard leather interior – a new benchmark for performance and refinement in its classStandard equipment includes 2.0T equipment, and adds or substitutes:
* 3.8L DOHC V6 engine with dual continuously variable valve timing delivering an estimated 306-hp (regular), 310-hp (premium), and a top speed of 149 mph
* M6VR2 6-speed manual transmission (Optional: ZF 6HP19 6-speed electronic automatic with lockup torque converter and steering wheel-mounted paddle-shift Shiftronic controls)
* Black leather seats
* Fully automatic temperature control
* Premium door sill plates
* Chrome front fascia accentsIn addition to 3.8 equipment, the 3.8 Grand Touring adds or substitutes:
* Unique brown leather seat interior environment
* Power driver seat
* Heated driver and passenger seat
* 360-watt AM/FM/XM/CD-changer Infinity premium audio system with 10 speakers including DVC subwoofer, eight-channel external amplifier, and diversity antenna
* Smart Key with push-button start
* Xenon HID headlamps
* Electrochromic mirror with HomeLink and compass
* Heated mirrors with outside turn signal indicators
* Backup warning system
* Sunroof
* Navigation system (mid-year availability)

The factory-tuned 3.8 Track model deletes backup warning system and chrome front fascia accents from the Grand Touring model, and adds or substitutes:

* Black leather seats
* 19-inch Euroflange gunmetal finish alloy wheels with staggered high-performance summer-compound Bridgestone Potenza RE050A tires (P225/40YR19 front, P245/40YR19 rear)
* Unique Brembo braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
* Unique track-tuned suspension, higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, strut brace
* Torsen-type limited-slip differential
* Aluminum pedals
* Aero windshield wipers
* Rear spoiler
* Black-out front lower fascia
* Xenon HID headlamps
* Fog lamps
* Lightweight temporary spare with aluminum wheel (T135/80D18)Genesis Coupe will be available in nine exterior colors:
* Karussell White
* Bathurst Black
* Silverstone
* Nordschleife Gray
* Acqua Minerale Blue
* Tsukuba Red
* Mirabeau Blue
* Lime Rock Green
* Interlagos YellowGenesis Coupe features four different interior themes:

* Black environment, premium black cloth seats (2.0T, 2.0T Premium, R-Spec)
* Black environment, black leather-bolstered seats with high-friction red cloth insert (2.0T Track)
* Black environment, black leather seats (3.8, 3.8 Track)
* Black environment, saddle brown leather seats (3.8 Grand Touring)

Hyundai i20 now being exported from India

Hyundai Motor India has now started exporting their new model i20 in the European markets.

The company has gained a big order for this premium small car.

Hyundai i20 is expected to be launched in the Indian market in the coming months.

H.S. Lheem, Managing Director, Hyundai Motor India spoke about the prevailing market situation: “We are not able to make any final conclusion on the target for the year due to uncertainty in domestic market and postponement of purchases in export markets. However, we may conclude this year selling 5.1 lakh units.”

Hyundai has announced that they are also working on a new updated Santro model for the Indian market.

A new variant with a smaller engine could be launched in the coming years to compete with the upcoming rival products in India.

Evolution of Hyundai

The rear-wheel-drive, large-class Hyundai Genesis sedan is sold in V-6 and V-8 models, with pricing that ranges from $33,000 to $38,000.

The hotel valet looked at today's test car and said, “It looks like a Lexus – but it's a Hyundai!”

That was an astute 10-second assessment, but I wondered how he saw that my Genesis sedan was a Hyundai.

From the front, there is no Hyundai badge on the grille or any company identifier. And the styling, while contemporary, it is also familiar – and so subtle that even I didn't recognize the car when he pulled it around later in the day after a news conference.

Hyundai is making a big move into the entry-luxury segment with this large-class Genesis. And it can be compared in features and technology with the best luxury marques on sale today. But the company is not just breaking into a new segment, it has to break through a glass ceiling of perception that Hyundai makes economy cars.

Hyundai makes quality vehicles with long warranty coverage through accommodating dealerships. And the company has been gradually moving uplevel with every new generation of its cars and crossovers.

Genesis, like its name, represents the evolution of the company.

If this were the company's first human son, he'd be facing years of therapy to shoulder the stress of family expectations. But as a car, this one makes a good first impression. Hyundai gave Genesis the budget to be a contender.

This large, rear-wheel-drive sedan is sold in V-6 and V-8 models, with six-speed Shiftronic automatic transmissions. Pricing ranges from $33,000 to $38,000.

The standard equipment is considerable, but the $3,000 Premium Plus package adds desirable extras, including a 14-speaker Lexicon surround sound audio system, leather-wrapped dashboard top (not just a steering wheel), power tilt and telescopic steering wheel, auto-defogging windshield and 18-inch Hyper Silver wheels.

Buyers will surely scrutinize this car, as I did. And they will find attention to refinement in the cabin that some top-tier luxury brands overlook.

It is how quietly the windows glide open and closed. It is in the padded cups of the door grabs and the softly padded armrests. The standard leather upholstery looks like leather, not like extra-thick vinyl. The dark-brown leather in the test car was beginning to show a patina like that of a gently worn bomber jacket. It will age well, while most seat leather doesn't.

The interior is an environment of fine stitching, tasteful chrome accents, appealing textures and materials. All controls are in place and easy to figure out. 
I might have wished for more swagger to the exterior styling, but the architecture has extraordinary interior space: 40.4 inches of headroom and 38.6 inches of rear legroom, with a big, easy-to-access trunk. Visibility is good all around. The doors open wide and seat hip height is comfortable for easy entry and exit.

The driving experience is, like Hyundai, efficient and youthful. The suspension is taut and, perhaps, too firm for those shopping for the Korean Buick. Braking is strong and flat from 12.6-inch discs, which was once the specification size for fast sports cars.

The engines are sophisticated, smooth and all aluminum. The 290-horsepower, 3.8 liter V-6 is plenty powerful while returning 27-plus mpg on the highway using regular unleaded gasoline. The 4.6-liter V-8 has 375-hp on premium fuel or 368-hp on regular. With 0-60 mph in 6.2 seconds, this engine is just five-tenths of a second faster than the V-6, and still delivers fuel economy of 17/25 mpg.

The car did everything so well in a week of driving more than 300 miles that I had to look deep for complaints, but, of course, found a few. The center back seat is the size of a kindergartner's chair. The map lights are brilliant white and overwhelming. And now that Suzuki can include a navigation system as standard equipment on its least-expensive car, I expect that type of (standard) differentiator from Hyundai on its most expensive car. Navi with a rearview camera is available in an option package.

The exterior styling is the only vague element to the car. There is some imprint of Lexus – or is it Mercedes-Benz? And the rear quarter has some BMW in it. Hyundai styling is fairly distinct for its mainstream vehicles. You know those Hyundais when you see them. But there needs to be a more distinct DNA for its large and more expensive vehicles, which includes the Veracruz crossover. It is not good enough in today's market to look a little like this one and a little like that one.

As an entry-level luxury sedan, Genesis may not distract a BMW or Lexus buyer, but it will be an ideal step up for the current Hyundai customer, or those from Honda, Toyota or other imports.

Hyundai Genesis Coupe in Super Bowl XLIII Ad Lineup

It seems Hyundai is going to follow up its 2008 Super Ads for the Genesis sedan with spots for the upcoming Genesis coupe. While the sedan ads were a tad sedate, ranking low on most people’s ad meters, the company says the coupe ads will feature precision driving by famed racer Rhys Millen, teamed with music. In the first commercial, the music will be supplied by classical cellist Yo-Yo Ma, while a secret guest artist will be featured in the second ad.

The title of both commercials is “The Epic Lap.” Shot at Road Atlanta, the racetrack didn’t do much damage to the car. The company says the Genesis only needed a new set of tires after three days of filming.

First look : Hyundai Genesis Coupe Super Bowl XLIII ad

Hyundai will debut its 2010 Genesis Coupe in the U.S. during Super Bowl XLIII on Sunday, February 1, using a short television commercial designed to highlight the performance potential of the 310hp car and help build hype for it. Just a day out from the big game, Hyundai has released one of the television spots.

In the clip, championship winning driver Rhys Millen, famous for his drifting prowess and Pike's Peak world record, uses the Genesis Coupe to perform some precision driving around a track. A second spot will be aired tomorrow featuring re-edited precision driving footage matched to a new soundtrack to further highlight Hyundai's theme for the commercials of 'The Epic Lap'.


The first commercial, meanwhile, sees Millen navigate the 2.54-mile, 12-turn race track at Road Atlanta in Northeast Georgia. Additionally Hyundai is also hosting an online contest asking consumers to edit their own version of 'The Epic Lap'.

According to a May report from the Wall Street Journal, a 30-second spot during the Super Bowl in 2009 will cost advertisers at least $3 million - meaning that Hyundai is spending $6 million for one minute of advertising for its Genesis Coupe sports car. Other campaigns to promote the Hyundai Genesis Coupe include a number of tuner-specials for the car that were shown at SEMA last year, including one developed alongside Millen himself. 

Hyundai will make new Kia MPV

The production version of a Kia Geneva show concept, more of which was revealed today, will make a little history for the Hyundai-Kia group here in Europe: it will be the first Kia to be built in the new Hyundai plant in Nosovice in the Czech Republic.

As just-auto reported yesterday, the Kia plant in neighbouring Slovakia is now building Hyundai's Tucson small SUV for Europe, a logical step as it shares its platform with Kia's Sportage version. The Nosovice assembly line, meanwhile, is capable ultimately of assembling up to eight different body styles, and will soon add two B-segment MPV models, one for Hyundai and one for Kia.

The Kia model, codenamed YN, will be launched in November 2009 and will closely resemble this concept car - now called 'No 3' - that will be unveiled at Geneva next week. Hyundai's version follows in early 2011.
Kia announced some details of the concept two weeks ago and has now released more photos. It said then the concept would feature a 'dramatic glass-roof treatment and provide astounding spaciousness in a compact package'. The roof has a diagonal supporting bar and an automatic sun visor.

The 4,045mm long concept is is smaller than a Slovak-built C-segment Ceed, and based on the same platform as the upcoming Soul.

The European mini MPV market segment is occupied by supermini platform based cars such as Vauxhall/Opel's Meriva, Nissan's Note and Fiat's Idea.

The Geneva car is the first Kia to be designed from conception by Peter Schreyer, who formerly worked as a designer for Audi.

It also features the new 'face of Kia' with the front grille, head lamps and brand logo in a new constellation arrangement.

First Test: 2010 Hyundai Genesis Coupe 3.8 Track

Just a year ago, Hyundai pulled out the red carpet to launch the Genesis, a rear-drive, V-8-motivated luxury car with power and grace akin to that of a Lexus LS 460. Its pricetag, however, resembled the one dangling from the rearview of a Chrysler 300C. And wouldn't you know it, just as the original Lexus LS did 20 years ago, the Genesis garnered much attention, plenty of love, and due respect.

It certainly got ours. In fact, had it not been for the extraordinary Nissan GT-R, the Genesis would be reveling in Motor Trend Car of the Year glory for the next seven months. Suffice it to say, the Genesis is one of several top-notch products coming from the now formidable Korean brand.

Don't believe us? Well, Hyundai was one of only four automakers to sell more vehicles in January 2009 than it did in January 2008. In other words, in a month when such terms as "Great Recession" were floating around and Chrysler's sales were down 54.8 percent, GM's 48.9, and Toyota's 31.7, Hyundai's were on the rise. Baby steps? Hyundai is making giant strides.
One such stride -- and it's a big one, especially considering Hyundai's sportiest vehicle to date was the 172-horsepower front-drive Tiburon -- is the all-new 2010 Genesis Coupe. Just as the Genesis sedan's mission was to boldly lead Hyundai into the luxury-car arena, the Coupe's is to unabashedly storm the sports-car field. What's the formula? Try 300-plus-horsepower, rear drive, and styling that'll startle a Town Car. But does it work? Let's explore.

Transmission choices for the Genesis Coupe, which is built alongside the sedan at Hyundai's Ulsan, Korea, assembly plant, include a Hyundai-sourced six-speed manual and a ZF six-speed automatic. The manual utilizes a sporty 3.54 axle ratio while the auto, also used in V-8 Genesis sedans, gets an even more dynamic 3.73 as well as steering-wheel-mounted paddle shifters. Saddled with curb weights within just four pounds of each other (the 3478-pound manual vehicle, surprisingly, weighed more than the auto car), the two 3.8 Track models each hoofed from 0 to 60 in 5.5 seconds, with the negligibly lighter and more aggressively geared auto car clipping the quarter mile two-tenths sooner, at 14.0 at 101.0 mph.

This is a quick coupe, for sure -- a Jag XK needs 5.8 seconds to reach 60 and to 14.3 at 98.3 to nab the quarter -- but not as brisk as several others in its class. The 370Z, 135i, and Mustang GT all put up better numbers. Maybe the onus falls on the engine. The so-called "RS 3800" V-6 (for Rear-drive Sport), which does emit a pleasing growl as it revs effortlessly to the 6500-rpm redline, is no-doubt a refined engine -- arguably more refined than Nissan's VQ -- but it doesn't seem 306 horsepower strong. "I realize that on paper this is a 300-plus-horsepower car," says associate editor Allyson Harwood, "but it doesn't feel like it. It was pretty quick off the line, but I guess I expected a little more thrust."

The six-speed manual also was a bit of a letdown. Its rubbery feel generally led to imprecise experiences, especially when attempting to shift quickly, and its placement on the center console seemed an inch or so too rearward. An RX-8's gearbox will make you jealous. And as editor-at-large Arthur St. Antoine notes, our manual test car suffered from "Lots of driveline lash, making it very difficult to execute smooth shifts and throttle inputs." The manual, alas, left us feeling that the proven ZF slushbox is the transmission of choice, certainly in light of the standard paddle shifters and generally quicker acceleration times.

The last-generation BMW M3 was, and still is, a fantastic GT car. No person in his right mind could say its structure felt like soggy fettuccine. Well, according to Hyundai, the Genesis Coupe boasts a body 24 percent stiffer in bending rigidity than that of the E46 Bimmer. Better than an M3? In this instance, it appears so.

We all agreed the Genesis Coupe feels sapphire solid. Build quality seems first rate. The doors shut with a reassuring thump. Whether navigating a straight highway or a winding byway, the Hyundai comes across tight and well put together. This overall feel of solidity, of course, is a welcome plus, as it not only gave Hyundai engineers a strong starting point, but it also provides the driver with quicker and more communicative responses. Within these realms, the robust Genesis Coupe mostly succeeds. The front strut and rear multilink suspension can be best described as modestly stiff, thanks in part to our Track model's sport-tuned gear, which flaunts firmer springs, larger front and rear anti-roll bars, and 19-inch alloys with summer Bridgestones. The ride is never jarring, but it does act unrefined at times, occasionally crashing onto its bump stops and relaying a wee too much road granularity.

Present the Genesis Coupe with a curvy road, though, and the tautness of the track-tuned chassis pays dividends. The steering, with its relatively rapid 14.7:1 ratio, offers crisp turn-in and solid linearity, but disappoints with a somewhat gluey feel. When the pace quickens, the Hyundai displays modest roll and understeer, but its instinct to stay flat inspires confidence when exploring the limits. Speaking of limits, the Genesis Coupe's standard stability and traction control can be turned completely off. But unless you're impersonating drift champ Rhys Millen, it's probably best to leave that button untouched, as the Track's Torsen LSD can't cheat the laws of physics.

In our instrumented handling tests, the 3.8 Track cars recorded lateral acceleration of 0.90 g (manual) and 0.91 g (auto), and figure-eight runs of 26.2 seconds at 0.67 g and 26.3 at 0.68. Again, these figures outgun those of the upper-echelon Jag XK (0.89, 26.8 at 0.66), but not of its two main rivals, the Mustang GT and 370Z. Ditto for 60-to-0 braking, which, at 111 feet, is just shy of the spans from the Ford (108) and the Nissan (109). As usual, credit goes to the Track model's unfaltering Brembo braking system, which uses meaty monobloc fixed calipers and substantial 13.4-inch front/13.0-inch rear vented rotors.
2010 Hyundai Genesis Coupe 3.8 Track
POWERTRAIN/CHASSIS 
Drivetrain layout Front engine, RWD
Engine Type V-6 alum block/heads
Valvetrain DOHC 4 valves/cyl
Displacement 230.6 cu in/3778 cc
Compression ratio 10.4:1
Power (SAE net) 306 hp @ 6300 rpm
Torque (SAE net) 266 lb-ft @ 4700 rpm
Redline 6500 rpm
Weight to power 11.4 lb/hp
Transmission 6-speed man; 6-speed auto
Axle/final-drive ratios 3.54:1/2.81:1 (6M); 3.73:1/2.58:1 (6A)
Suspension, front; rear Struts, control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar
Steering ratio 14.9:1
Turns lock-to-lock 2.7
Brakes, f;r 13.4-in vented disc; 13.0-in vented disc, ABS
Wheels f;r 8.0x19 in; 8.5x19, cast aluminum
Tires f;r 225/40R19 89Y; 245/40R19 94Y, Bridgestone Potenza RE050A
DIMENSIONS
Wheelbase 111.0 in
Track, f/r 63.0/63.6 in
Length x width x height 182.3x73.4x54.5 in
Turning circle 37.4 ft
Curb weight 3478 lb (6M); 3474 lb (6A)
Weight dist, f/r 55/45%
Seating capacity 4
Headroom, f/r 39.2/34.6 in
Legroom, f/r 44.1/30.3 in
Shoulder room, f/r 56.7/52.8 in
Cargo volume 10.0 cu ft
TEST DATA (6M; 6A)
Acceleration to mph
0-30 1.9; 1.9 sec
0-40 3.1; 2.9
0-50 4.3; 4.1
0-60 5.5; 5.5
0-70 7.5; 7.2
0-80 9.3; 9.1
0-90 11.8; 11.1
0-100 14.3; 13.7
Passing, 45-65 mph 3.0; 2.8
Quarter mile 14.2 sec @ 99.5 mph; 14.0 sec @ 101.0
Braking, 60-0 mph 111 ft
Lateral acceleration 0.90 g (avg); 0.91 g (avg)
MT figure eight 26.2 sec @ 0.67 g (avg); 26.3 sec @ 0.68 g (avg)
Top-gear revs at 60 mph 2250; 2050 rpm
CONSUMER INFO
Base price $30,250
Price as tested $30,250 (6M); $31,750 (6A)
Stability/traction control Yes/yes
Airbags Dual front, front side, front curtain
Basic warranty 5 yrs/60,000 miles
Powertrain warranty 10 yrs/100,000 miles
Roadside assistance 5 yrs/unlimited miles
Fuel capacity 17.2 gal
EPA city/hwy econ 17/26 mpg*, 18/26 mpg*
Co2 emisssions 0.96 lb/mile*, 0.93 lb/mile*
Required fuel Unleaded regular
* Estimated