The 2013 Hyundai Elantra Coupe: Zombie Survival Edition

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HYUNDAI INVITES CONSUMERS TO PETITION FOR FUEL EFFICIENCY MONTH

As Americans hit the road this summer, Hyundai Motor America aims to bring more attention to the environmental and economic benefits of driving more fuel efficiently, with the launch of its initiative to make August “National Fuel Efficiency Month.” Hyundai plans to put a spotlight on fuel economy this summer with consumer tips and compelling content which inspire consumers to embrace more fuel-efficient driving, saving dollars and reducing greenhouse gas emissions. Hyundai will petition Washington to deem August the official awareness month for fuel efficiency by encouraging fuel-conscious consumers to sign a petition at http://wh.gov/zAa.
“As America’s most fuel-efficient car company, we want to inspire people and show them how fuel efficiency can help their wallets and the planet at the same time, no matter what kind of car they drive,” said John Krafcik, president and CEO, Hyundai Motor America. “There’s a day, week or month for just about everything else, so we feel the time is right for a national Fuel Efficiency Month to help shine a spotlight on the ecological and economic benefits here.”
Fuel Efficiency Month will focus national attention on the need for everyone to take simple measures to improve fuel efficiency such as keeping tires properly inflated, making sure the vehicle is well tuned, improving driving habits and using features like cruise control. The program also includes information about making wise decisions in the vehicle purchase process. These measures will help the U.S. reduce fuel consumption and emissions from fossil fuels.
The multi-faceted campaign kicks-off on June 5, World Environmental Day, with four simultaneous events in New York, Austin, Chicago and Las Vegas, where consumers can witness firsthand the benefits of driving a more fuel-efficient vehicle, while receiving real-world tips on improving fuel economy. To support the campaign, consumers are encouraged to visit Hyundai’s Facebook page for updates on the petition progress, fuel efficiency driving tips and a chance to win free gas for a year.

Hyundai Motor America ranked number one in fuel economy and CO2 emissions in America, topping the U.S. Environmental Protection Agency (EPA) 2011 Light-Duty Automotive Technology and Fuel Economy Trends Report for the 2010 model year. This is the second time Hyundai has led in both categories, having achieved this distinction previously for the 2008 model year. The EPA 2011 Trends Report also indicates that preliminary 2011 model year values suggest that Hyundai will maintain its fuel economy leadership.
Hyundai’s Fuel Economy CommitmentIn 2010, Hyundai announced plans to maintain its fuel economy 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 in 2009, Hyundai had already announced its own plan to reach 35 mpg by 2015. In fact, so far in 2012 Hyundai is achieving 37.3 mpg across its fleet through May. In 2011, Hyundai endorsed an even higher industry standard of 54.5 mpg for 2025.
Hyundai’s plan to exceed fuel economy requirements 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.
Fuel-Efficient SolutionsHyundai is currently the only manufacturer with four models achieving 40 mpg EPA ratings on the highway – Accent, M/T Veloster, Sonata Hybrid and the 2012 North American Car of the Year, Elantra. Last year, Hyundai sold more 40 mpg highway vehicles than Toyota, Nissan, Honda, Ford and Chevrolet combined.
Powered by an all-new 1.8-liter Nu four-cylinder engine weighing 74 pounds less than the previous generation and an all-new six-speed transmission, Elantra achieves a 29 mpg city and a 40 mpg highway EPA fuel economy rating. Thanks to advanced clean engine technology, most Elantras sold in California, Oregon and several Northeast states are certified as Partial Zero Emission Vehicles (PZEV) by the EPA. The PZEV Elantra is as clean as many hybrid electric vehicles. The PZEV Elantra helps Hyundai meet its environmental commitments, while in other states the Elantra is available as an Ultra Low Emission Vehicle.

In 2010, Hyundai launched its first gas-electric full hybrid, the Sonata Hybrid. The Sonata Hybrid features Hyundai’s proprietary parallel hybrid drive system which pairs the already fuel-efficient 2.4-liter Theta II engine to a six-speed automatic transmission and a 30kW electric motor for maximum fuel economy. In addition, Sonata Hybrid uses the industry’s first lithium polymer battery, leapfrogging in-market nickel-metal hydride and lithium-ion applications.

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Rhys Millen displays the power and performance of the 2013 Hyundai Genesis Coupe

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HYUNDAI SONATA HYBRID TOPS SEGMENT IN AUTOPACIFIC VEHICLE SATISFACTION AWARDS

The Hyundai Sonata Hybrid topped the Hybrid Car/EV category in the 2012 AutoPacific Vehicle Satisfaction Awards (VSA). AutoPacific’s VSA survey measures how satisfied an owner is with his/her new car or light truck. This study by the Southern California-based automotive research firm summarizes the results of more than 75,000 surveys completed by owners of new cars and light trucks in the United States in the first quarter of 2012. Additionally, Hyundai finished fifth overall in the Popular Brand rankings.

“Owners have made the Sonata a star in AutoPacific’s Vehicle Satisfaction Awards. In fact, when the all-new Sonata first launched in 2010, owners gave it the highest Vehicle Satisfaction Score we have ever recorded,” notes Daniel Hall, Vice President of AutoPacific. “The Sonata Hybrid appears to be carrying on the tradition.”

The 2012 Vehicle Satisfaction Awards are based on scores developed using results from AutoPacific’s national New Vehicle Satisfaction Survey. Respondents to this survey are owners of new 2012 model year cars and trucks purchased from September through December 2011. Respondents rate 48 attributes for importance in the purchase decision and satisfaction after purchase.

“Having our models recognized in AutoPacific’s 2012 Vehicle Satisfaction Awards is a testament to the hard work and dedication that goes into all the vehicles in the Hyundai lineup,” said Scott Margason, director, Product Planning, Hyundai Motor America. “At Hyundai, we strive to exceed customer expectations in safety, quality, value and performance, and look forward to continuing to develop more award winning vehicles as we bring the 2013 Santa Fe to market this year.”

The Sonata Hybrid features Hyundai’s Hybrid Blue Drive system with a powertrain entirely developed in-house. The Sonata Hybrid can be driven in zero emissions, fully electric drive mode at speeds up to 72 miles per hour or in blended gas-electric mode at any speed. The Hybrid Sonata also features a lithium polymer battery pack, making Hyundai the first automaker in the world to incorporate this remarkably efficient battery technology into production vehicles. All Sonata Hybrids are covered by Hyundai’s Lifetime Hybrid Battery Replacement Guarantee. To view the complete 2012 VSA results, visit: http://www.autopacific.com.

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Hyundai provides Hope on Wheels

 

Meet 2012-2013 Hope on Wheels National Youth Ambassador, CJ George, as he shows us how Hyundai is helping fund the fight against pediatric cancer.

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Hyundai’s 2012 Azera Earns a IIHS Top Safety Pick

The 2012 Hyundai Azera has only been available for a short period but it has already joined its brothers and sisters in safety club.  Earning the Insurance Institute for Highway Safety’s (IIHS) most prestigious rating, the Azera recently became the seventh Hyundai model to gain a Top Safety Pick.  Not an easy group to please, the IIHS only gives out the stamp to vehicles that receive good scores on all four crash tests.

For its debut year, the current generation Azera is making strides to become more well known in the U.S.  With the news of the car being safe up front, at the back, around the sides and even on its roof, Hyundai might just accomplish their goal.  It fits properly in with the rest of its family and is now proven just a secure as the Genesis, Sonata, Elantra, Equus, Tuscon and Sante Fe.

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A First Look at the 2013 Hyundai Santa Fe

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2013 Hyundai Sonata: What's Changed

For the new model year, Hyundai adds more available features to Sonata's base trim level. Most prices increase by $100 to $150 or more per trim for 2013.

All 2013 Sonatas now come standard with a six-speed automatic transmission; the manual-transmission GLS is no longer available. Without the manual transmission, all Sonatas now get 24/35 mpg city/highway.

The Popular Equipment Package on the GLS now costs $825 and includes features like fog lights and heated seats, for a total cost of $21,720.

The SE trim now comes standard with heated front seats, and the Limited trim no longer comes with a panoramic sunroof. Instead, it gets a regular sunroof. The Limited trim is $600 less expensive this year because of the change. If you still want a panoramic sunroof, it's been added to a $2,900 Limited Premium Package. Ultimately, a 2013 Hyundai Sonata tops out at $31,270, which is just $100 more than last year's model.

The 2013 Hyundai Sonata is already on sale. Continue reading below for more pricing details.

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2013 pricing (2012 pricing)

GLS —  manual: Discontinued ($19,795) 
GLS —  automatic: $20,895 ($20,795) 
SE: $23,345 ($23,195) 
SE Turbo: $24,895 ($24,745) 
Limited: $25,845 ($26,445) 
Limited Turbo: $27,595 ($28,195) 
Destination fee: $775 ($775)

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Take a tour of the beautiful 2012 Hyundai Elantra

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You've seen the 2012 Sonata, now see the revolutionary 2012 Sonata Hybrid!

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See why Hyundai's 5.0 L High-performannce Tau V8 was named to Ward's 10 Best Engines list.

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Check out this tour of the 2012 Hyundai Sonata Limited

Three new Hyundai vehicles added to the Hyundai Assurance Plan.

Future Trade-In Value Guarantee now standard on Equus, Genesis, and Genesis Coupe!

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HYUNDAI MOTOR AMERICA BREAKS ALL-TIME MONTHLY SALES RECORD

Hyundai Motor America, the most fuel efficient automaker in the U.S., today announced an all-time monthly sales record of 69,728 units, up 13 percent over last March, which held the previous record. For the first quarter, Hyundai sales were up 15 percent over 2011.

"March was the best month in Hyundai's history and capped the best first quarter we've ever recorded," said Dave Zuchowski, Hyundai Motor America's executive vice president of national sales. "Improving vehicle availability, particularly among our most fuel-efficient vehicles, Sonata, Elantra, Accent and Veloster, has fueled this record growth.”

Overall retail sales through dealerships rose 33 percent over last March. Sales of Accent, Sonata and Elantra saw sales increases y-o-y of 28 percent, six percent and eight percent, respectively. Fleet mix remains low at 11 percent for the month.

“As Hyundai continues to offer more fuel-efficient vehicles, we are seeing more and more consumers in our showrooms, resulting in greater 40-mpg highway vehicle sales than ever before,” said John Krafcik, president and CEO of Hyundai Motor America. “Our 40-mpg vehicle sales are up an astonishing 67.5 percent over last March.”

Hyundai’s RWD premium products, Genesis and Equus, saw an outstanding sales increase of 30 percent over March 2011 and are up 35 percent over February. While sales in the CUV segment remained relatively flat, the launch of the all-new 2013 Santa Fe at the New York International Auto Show will bring increased interest and demand in Hyundai’s CUV segment.

Hyundai achieved a corporate average fuel economy level of 37.7 MPG (28.4 MPG label value) in March, while selling 28,636 vehicles (41 percent of total sales) with 40 MPG window label highway fuel economy ratings.

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Hyundai debuts the new 2013 Santa Fe...twice

Today at the 2012 New York auto show, Hyundai debuted not one, but two new versions of the 2013 Hyundai Santa Fe for two different kinds of crossover buyers.

The first debut was the Santa Fe Sport, a small crossover that seats five. Under its hood, drivers have a choice between either a 190 horsepower direct-injected 2.4-liter engine that should net an estimated 33 highway mpg or the turbocharged and direct-injected 2.0-liter engine that outputs 264 horsepower at the expense of a pair of highway mpg. If these engines sound familiar, it's because they're the same that you can find powering the Hyundai Sonata. Whether this shared architecture means we'll ever see a Santa Fe Hybrid, remains to be seen.

Like the Sonata, the Santa Fe defaults to a front-wheel-drive configuration with a six-speed automatic transmission. Unlike the sedan, however, Hyundai's new crossover can be optioned with an all-wheel drive system that sends power on demand to the rear axle. Through a combination of true torque vectoring and torque braking, Hyundai claims that the Santa Fe Sport can control traction to each individual wheel without the driver ever knowing the system has intervened.

Hyundai also features an interesting Driver Selectable Steering Modes (DSSM) feature that gives users the choice between three settings for the power-steering system. Comfort decreases steering effort by 10 percent from the baseline normal mode for easy one-handed parking lot cruising. Likewise, the Sport setting increases steering effort by 10 percent, while also increasing steering feel for tackling winding roads.

In the cabin, the Santa Fe features the third generation of its navigation and infotainment system and the automaker's BlueLink telematics service, displaying its interface on what is rapidly becoming an industry standard, a large 8-inch touch screen. There's also a mid-tier cabin tech package that uses a smaller 4.3-inch display. However, stepping down from the top-tier also ditches the Santa Fe's Infinity 550-watt, Logic 7 audio system with 11 speakers and an 8-inch powered subwoofer.

When it was done showing off the Santa Fe Sport, Hyundai gave us "one more thing" and pulled the wraps off of a second, long wheelbase version of the crossover, dubbed plainly the Santa Fe. The longer wheelbase makes room for a third row of seats, bumping the capacity up to seven passengers. The bigger vehicle also gets a bigger heart in the form of the 3.3-liter GDI V-6 engine that we saw previously debut under the hood of the Hyundai Azera. Power is estimated at 290 horsepower and the towing capacity is increased to 3,500 pounds. The Santa Fe also gains blind-spot detection to help users cope with the longer chassis. (Blind-spot detection is not available on the smaller Sport.)

Otherwise, the Santa Fe is identical to the Santa Fe Sport, offering the same cabin tech options and all-wheel drive system. Expect to see the 2013 Hyundai Santa Fe Sport hit dealerships in late summer of this year with the larger seven-passenger Santa Fe going on sale in January 2013. Hyundai has yet to release pricing for either model.

http://cnet.co/HsBudI

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Hyundai's Tucson is a dynamic drive

One of the oft-touted attributes of early crossover-type vehicles was their “car-like” handling qualities, but in the case of most auto makers’ offerings in this new category, the cars their comparisons were based on must have been models that didn’t win many kudos for on-road prowess.

Only recently have most crossover suspension designers managed to arrive at a better balance between the size, weight, higher centre of gravity and additional load-carrying requirements of these new-age station wagons and the provision of improved levels of ride comfort allied to handling qualities that actually make them more enjoyable to drive.

Which is the case with the 2012 Hyundai Tucson in its redesigned second-generation form, shape-shifted from SUV-pretender stodgy into something very tasty looking. It also acquired an improved interior and enhanced mechanicals.

Way back in the 1980s, when Hyundai first began to lay down some rubber on the world market skid-pad (and for too long afterwards), it seemingly based its notion of handling on manoeuvring through traffic in congested downtown Seoul and its ride comfort target on 1960s-era Buicks.

And its passenger car suspension tweaks still haven’t entirely managed to find the sweet spot in this balancing act. But the Tucson, perhaps because this generation’s design and driving dynamics were created in Germany rather than South Korea, now has a more competent and confident feel. And a subtler approach to dealing with pavement disturbances.

The suspension design didn’t change significantly, it’s still MacPherson struts up front and an independent multi-link system at the back, although it is attached to a much stiffer body structure. But you sense a more refined orchestration of the interplay between spring rates and dampers (SACHS Amplitude Selective type on the LTD), sway bars and bushings when you take it through an on-ramp arc or a bumpy back-road corner. Or down a typically lumpy city street.

At least in the almost top-of-the-line $32,349 LTD AWD tested. The ride is still decidedly firm as the springs have to support a 1,582-kilogram curb weight, a few kilos more than a loaded mid-size Sonata. And it does cause your body to react to spring road surface frost heaves but it absorbs sharper jolts without transmitting nasty shocks to your personal on-board sensor system.

What’s more to the point is that it brakes hard without front-end-dive, turns-in to corners, even on winter tires, with admirable directness, and stays flat through them. The only thing that lets things down a bit is the electric power steering that changes effort level with engine rpm. Most of the time effort is okay, but at highway velocities it has an artificially heavy feel and odd on-centre behaviour that requires almost constant niggling corrections, particularly in cross winds.

The other major mechanical components in the driving mix are, of course, the engine and transmission. With the second-gen Tucson, Hyundai eighty-sixed its 2.7-litre V-6 in favour of a 2.4-litre four that makes 176 hp and 168 lb-ft of torque, a little more power but a tad less torque than the V-6.

But the power is fed to the wheels more effectively through the new six-speed automatic that can also be shifted manually. Acceleration from 0-100 km/h is in the mid-10-second range, about average for the class, and drivability is good in city traffic.

New for 2012 is ActiveECO mode that electronically manages engine and transmission response and promises an up to 7 per cent improvement in fuel economy. Response using this system isn’t as prompt, but you can live with it, although I’d switch to normal mode around town.

Fuel economy ratings are 10.1 litres/100 km city, 7.1 highway and 8.7 combined. With ActiveECO engaged, I averaged 10.1 litres/100 km over a week and 9.2 at cruising speed on a long section of four-lane highway through rolling hills.

The Tucson’s all-wheel-drive system is of the on-demand type and operates in front-drive mode until it senses a traction need and sends power to the rear wheels. It also has a 50/50 lock mode for serious traction situations.

The cabin is roomy, attractive and functional; with the sunroof and fixed glass rear panel, it’s also bright and open, although rear vision is a bit restricted for the driver.

Front seats are well-shaped and the rear seat fits two comfortably with the hatch out back accessing a useful-sized load area. And on LTD versions there’s lots of stuff, including auto climate control and a good sound system.

There may be some other small crossovers out there that offer a little more practicality but the Hyundai Tucson likely delivers enough of this commodity to suit most needs and wraps it up in one of the most stylish packages available. But what really won me over were its driving dynamics.

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The 2013 Hyundai Genesis Coupe Has All The Right Moves

If you were to put your right hand on a perfectly placed shift knob, select first gear and free-rev the throttle to hear the song of a throaty dual cam four cylinder, you might think you were in a sports car.  If you were to continue to rev the loud pedal enough to hear a “whoosh” from the wastegate, you would probably think you were sitting in a fast sports car.  In order to confirm your suspicions, you place your left hand firmly around the quality leather steering wheel and bring the revs to the perfect launch range.  A quick release of the well-weighted clutch pedal followed by a meeting between the throttle and the firewall is all that is needed to turn your hypothesis into a truth as the howling coupe drops your stomach with pure, organic thrust.  As you shift into second gear, chirp the rear tires and watch the boost gauge quickly build back up to 15 psi, you may find yourself thinking, “what am I driving!?!”  A decade ago, one of the last answers to that question would have been a Hyundai.  For the present and 2013 model year, change your thinking as the Genesis Coupe is indeed, a fast sports car.

The time has come for Hyundai’s first rear drive sports coupe to evolve.  That evolution has come about by not a generation change, but a thorough refresh.  For the 2013 model year, the same 111 inch wheelbase, front engine, 2+2 layout that was found back in 2009 is still present.  The car still offers two engines that can be paired up with two transmissions and all motivation still spins the rear wheels.  Considering the Genesis Coupe has continued to increase its sales year after year, it probably was a smart move on Hyundai’s part to not mess with success.  Even still, there were always a few gripes with the first run cars and the refresh was implemented to deal with some of the big ones.  More power is usually always a good thing, especially in the sports car segment, so the engineers at Hyundai gave the 2013 car more oomph in both four and six cylinder form.  To counteract any complaints that more power breeds less efficiency, the new car sports better fuel economy via more effective engine and transmission technology.  A revised dash layout should put any low-budget complaints to rest while a new face has been added; even though no one was really calling the car ugly before.  If looking at the 2013 Genesis Coupe at a glance, one would think that it has simply gotten better with time.  Assumptions are usually just that, so in order to find out just how revised the new car is, we traveled to New Orleans to sample the Coupe for ourselves on the twisting roads and endless highways of the southern coast. More often than not, when manufactures put a car through a refresh, they give it 5 more horsepower, a stripe and a new interior color and call it done.  Hyundai wanted to go much further than that and they did so by first addressing the car’s outward appearance.  The 2009-2012 Coupe was always attractive, but in a modern and sporting way that sometimes lacked the muscular aggression of other two-door rivals.  Injecting the front fascia with a shot of boldness has created a much wider grille which borrows style cues from the Veloster hatchback.  The bumper cover seems much lower than before and in profile view, the 2013 car looks to have a more squared-off nose, giving it the presence of an over-the-sea muscle car.  If fitted with the big six cylinder engine, the new fog light housings get filled with LED daytime running lights and all Genesis Coupes feature a new and much more aggressive cut hood.  Fortunately, the same teardrop rear roof foud on last year’s car still blends perfectly with the same wide, rear fenders to drap over similar but new rear tail lamps that now house LEDs.  Filling in those big fenders are new 18 inch standard wheels with 19 inch multi-spokes as an option.  In all honesty, the Hyundai is by no means unique in its looks as it models such rivals as the Nissan 370Z, Mazda RX-8 and Infiniti G37.  This isn’t really a bad thing as afterall, not too many people are calling any of those sports cars ugly and Genesis Coupe has enough exclusive features that if set side-by-side, it can separate itself from the pack.Not to be outdone by the outside, Hyundai put plenty of new tricks into the interior of the Genesis Coupe.  The idea behind the rework was to give it a premium sport feel that has been enhanced rather than changed.  A new center stack design features better materials and a better managed layout.  Piano black finish has been added to the buttons while the premium stitching surrounding the cockpit is actual stitching.  The shift knob has been altered and features a more modern, straight design instead of the older car’s round button.  Of all of the enhancements, the new multi-gauge analog cluster placed smack-dab in the center is easily the coolest.  The left most reads instantaneous fuel economy while the right most displays oil temperature.  In the V6 car, the center gauge reads off torque while in the 2.0 version, the turbo’s boost pressure is shown.  Usually reserved for the aftermarket, the tri-pod dials look absolutely fantastic, especially compared to the previous car’s rather boring layout.  Each piece of the Coupe’s interior feels actually made, even down to the somewhat loose-fitting shift knob.  It’s obvious that this car received a lot of engineering attention and more importantly, love.The Genesis Coupe looks like a fast sports car on the outside and on the inside, but looks have a funny way of being deceiving.  Hyundai didn’t just add a new intake and call it quits but instead, they made both versions actually fast by adding serious high-end technologies. Just to make sure that the Nissan 370z won’t bully the Korean hot-rod, the top-tier 3.8 liter V6 sees both a boost in power and economy.  Just like the mill found in the base 2012 Genesis Sedan, the coupe’s Lambda benefits from Gasoline Direct Injection but pumps out an even more stout 348 horsepower and 295 lb-ft of torque on premium fuel.  It can still run on regular grade, but output figures drop to 344 horsepower and 292 lb-ft of torque.  Letting the DOHC big six breath better is a 2-step variable induction intake, a larger exhaust system and variable valve timing while a timing chain ensures that it does so for years to come.  In an attempt to stay out of the Lambda’s shadow, the base 2.0 has been given a new lease on life.  Before, the turbocharged straight four put out a slightly disappointing 210 horsepower but for 2013, power figures have jumped up to 274 horsepower and 275 lb-ft of torque on premium fuel.  The Theta is still 2.0 liters in displacement and is still very similar to the 2011 we tested last year but it has returned with a vengeance and direct injection.  Aiding the higher pressure fuel system is a twin scroll turbocharger shoving a maximum 15 psi of pressure into the intake.  Variable valve timing remains while the intercooler is 53 percent larger in capacity.  To save weight, the exhaust manifold is integrated into the turbine housing which also transfers heat more efficiently.  Both engines can be matched to either the six speed manual or eight speed automatic transmission.  Borrowed from the Genesis Sedan and Equus, the in-house built slushbox has been specifically tuned for the Coupe’s performance with a manual shift mode and steering wheel mounted pedals for lightning quick shifts.  The eight speed bumps fuel economy for both engines and in 2.0 form, the automatic can average 31 mpg on the highway.  For the do-it-yourselfer, the six speed manual has been given a few trick changes to improve its operations such as a less effort-filled shifter, a bolt type drive shaft connector to reduce shift shock and a lighter clutch pedal.  Everything adds up to strong and capable drivetrain that could be made even better by the aftermarket.  To make a long story short, the Genesis coupe in both forms is faster than ever before.

 

Taking the media spot light is usually always the top trim level for a sports car such as the GT Mustang and SS Camaro.  But as amazing as the 3.8 Genesis is, we spent the majority of our time bonding with a 2.0 R-Spec.  Just as before, there are a little more than just one Genesis Coupe to pick from; each with their special traits and talents.  For gobbling up miles on the highway, the eight speed 3.8 Grand Touring is the way to go.  For cheap sideways fun, the base 2.0T six speed might be the ticket.  For all out Z-Car embarrassing, the ultimate 3.8 Track manual should do the trick.  But for becoming one with a machine and bonding with something that will actually listen, the 2.0T R-Spec is just right.  When we drove the 2011 R-Spec with the four-cylinder, we left with thoughts of “what if there was more?”  For the 2013 model year, that more has been brought by keeping the same things that made the R-Spec special, and simply making them faster.  Not included on the track-rat’s list are automatic headlights, cruise control and chrome interior accents and in their place, nothing more that pure apex carving hardware.  The fully independent suspension uses struts up front and a multi-link set up in the rear while the dampers and springs have been tuned for track use.  Summer tires are wrapped around the larger 19 inch wheels and house big, Brembo-supllied brakes.  In the back, a Torsen limited slip differential is present to keep things controlled while sideways.  Another R-Spec exclusive are adjuster bolts for the front camber so that drivers can dial in there set up right from the factory.  Red accents for the interior and special badging round off the package and it can roll off the showroom floor with one transmission and one price: three pedals and $26,500.

For just around a grand more than the 2011-2012 car, the 2013 can be had and you really do get so much more.  Laying into the throttle should be justification enough as the new 2.0 is an absolute delight.  Torque is present early on and allows for the small displacement engine to build boost rather quickly.  At around 2,800 rpms, things start to squat while the exhaust note burbles and howls alongside the needle’s climb to redline.  With the windows down, the turbine’s spin can be heard which makes each shift that much more enjoyable.  Banging off rocket fast gear changes could be easier though, but the light action lever is appreciated at lower speeds.  Even still, rolling out the throttle is so intoxicating that watching the fuel economy meter fall as the boost gauge increases doesn’t seem to hurt as much.  Unlike the previous 2.0, turbo lag isn’t as present in the 2013 car and unless you truly lug the engine in a high gear, it should never show its face.  There is always enough grunt to get around town and even at low rpms, the engine and transmission don’t buck or judder.  If left out of boost and driven like a normal car, the R-Spec acts like a normal car: cool, composed and confident.  It doesn’t feel like it could break and it’s not so raw that a driver would dread a simply trip to the corner store.  Instead, they would take the long way and merge into traffic using the throttle as a steering wheel.  Getting on it in second gear will kick the tail out, but the Torsen diff and well tuned suspension make sure to tell the driver just what’s going on.  The story is the same when the roles are reversed.  When you ask the Genesis to do something, it will listen and respond with a wagging tail and silly grin on its face.  Simply put, the 3.8 might need to step its game up even more so now that the 2.0 R-Spec is this good.

When fully released, the 2013 Genesis Coupe will consist of eight different trim levels with eight different prices, ranging from $24,250 for the base, to $34,250 for the 3.8 Track eight speed.  This is one of the reasons why Hyundai has been so successful with the car as there is a version available for any type of buyer.  In the past, the upper cars were always a bit more sot after as the first run 3.8 models were noticeably faster and much more well-rounded than their four cylinder brethren.  There were always some grumblings, especially from enthusiasts, that Hyundai was purposefully holding back the 2.0T in order bump up six cylinder sales and thus, the first run turbo cars were never as satisfying as they “could be.”  Whether or not the company actually did just that, we may never know; but now that the 2013 model year is upon us, the old car’s shortcomings are quickly being forgotten.  No longer a slouch, the 2.0T is a serious contender in one of the most competitive segments the automotive industry has ever given birth to.  When a pretty sports car turns out to be actually quick, well made, comfortable in all situations and backed up by its parents (it gets Hyundai’s 10 year/100,000 mile warranty), a recipe for success has been written out and put in the book of performance bargains.  As impressive as the new enhancements to the turbo are on paper, they’re more so in the real world as the R-Spec does the most important thing a sports car can do: put a smile on the driver’s face.  Hyundai’s do better, fight harder spirit that has put them in the industry spotlight is coated in their products and thus, they drive in an utterly happy manner.  A driver can quickly find the right position, grab ahold of the communicative, non-electric steering, rev the built engine, release the easy-to-manage clutch and listen to the turbo as it shoves joy into their soul.  On paper, it may still be slower than its now-even-faster 3.8 sibling but off paper, the 2.0T R-Spec is perfectly capable of exceeding that version in its ability to speak to a driver.  Hyundai has given proof that they indeed know what they are doing as the 2013 Genesis Coupe’s refresh did nothing but improve upon an already impressive sports car.

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We would like to thank this happy customer for their five-star review

"I have had such a wonderful experience with the sales and service department! Jerry Don Mackie, Henri, Phil and James were absolutely phenomenal to work with. After many poor experiences with other dealers and brands I had easily determined that I would be buying a car from Parkway Hyundai. Not only was this my first stop--it was also my last as it was so nice to speak with these gentlemen! I sure hope the owner of this business knows what a valuable team he has at Parkway Hyundai. I love my new Hyundai Veracruz Limited and hope to buy our next car from them in the not too distant future. Jerry Don Mackie has such a warm, friendly, accomodating and honest nature and Henri, my salesman, was so kind, pleasant and knowledgeable about the vehicles. It was such a breath of fresh air to deal with someone who actually knew all about the options in the car and could answer all of my questions. I will definitely be back and will probably visit often based on the relationships I have already developed with these great guys!"

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Hyundai Named Leader in Fuel-Efficiency and C02 Emissions in America

In a government-issued reporttoday,Hyundai Motor America was named number one in fuel economy and CO2 emissions in America by topping the U.S. Environmental Protection Agency (EPA) fuel economy rankings for the 2010 model year, beating out traditional leaders Honda and Toyota. No make scored higher than Hyundai. This is the second time Hyundai has led in both categories, having achieved this distinction previously for the 2008 model year.

The EPA 2011 Light-Duty Automotive Technology and Fuel Economy Trends Report identified Hyundai as the top 2010 brand with an adjusted[1] fuel economy rating of 27.0 miles per gallon. In addition to being named the most fuel efficient brand, Hyundai also had the lowest fleet-wide adjusted composite CO₂ emissions performance (329 g/mi) for the 2010 model year.

The EPA 2011 Trends Report also indicates that preliminary 2011 model year values suggest that Hyundai will maintain its fuel economy leadership. Forecasts show that Hyundai will achieve an adjusted fuel economy rating of 27.5 miles per gallon in the 2011 model year.

With a strong offering of fuel efficient models, including Elantra, Sonata Hybrid, Accent and Veloster M/T all achieving estimated 40 mpg highway fuel economy ratings, Hyundai continues to set the industry bar in fuel efficiency. In 2011, Hyundai achieved a corporate average fuel economy level of 36.1 mpg and sold 214,132 40 mpg vehicles, representing one-third of total sales.

“The 2011 EPA data demonstrates Hyundai’s commitment to fuel economy leadership and validates the effectiveness of our Blue Drive strategy,” said John Krafcik, Hyundai Motor America president and CEO. “We are committed to developing a suite of smart fuel-efficient strategies – from hybrids to new solutions in high-technology gasoline vehicles. Gas prices are expected to hit record highs this summer and consumers are looking for ways to cut back on fuel costs with cars that offer improved fuel economy. Through innovations such as light-weight steel, direct injection technology, turbocharging and advanced transmissions we are able to improve the efficiency and performance of all our vehicles, allowing us to achieve best-in-class fuel economy and emissions levels for the Hyundai brand.”

Environmental Protection Agency Fuel Economy Report

MY 2009-2011 Manufacturer Fuel Economy and CO2 Emissions(Adjusted Composite Values)
Manufacturer	MY2009MPG	MY2009CO2 (g/mi)	MY2010MPG	MY2010CO2 (g/mi)	MY2011MPG	MY2011CO2 (g/mi)
Hyundai	25.1	355	27.0	329	27.5	323
Kia	24.2	367	27.0	330	27.2	327
Toyota	25.4	349	25.4	350	25.1	354
Honda	24.6	361	24.9	357	25.7	345
VW	23.8	379	25.0	363	25.2	360
Mazda	23.2	383	24.4	364	25.0	355
Subaru	22.6	393	23.4	379	23.9	371
Nissan	23.6	377	23.1	384	24.2	368
BMW	21.9	407	22.1	404	23.0	389
GM	20.6	432	21.3	418	20.6	431
Ford	20.3	437	20.4	435	21.3	417
Chrysler	19.2	464	19.5	455	19.7	451
Daimler	19.5	457	18.9	471	20.0	447
All	22.4	397	22.6	394	22.8	391

*From EPA Light-Duty Automotive Technology, Carbon Dioxide Emissions and Fuel Economy Trends Report (Highlight #4, page vii) http://www.epa.gov/otaq/cert/mpg/fetrends/2012/420r12001.pdf
**Adjusted CO2 emissions and fuel economy values are shown for the 13 highest-selling manufacturers, which accounted for 99 percent of the market in MY 2010, in order from lowest to highest CO2 emissions for MY 2010.

***MY2010 data is final, while projections for the MY2011 are uncertain and EPA will not have final data for the 2011 model year until next year’s report.

*From EPA Light-Duty Automotive Technology, Carbon Dioxide Emissions and Fuel Economy Trends Report (Highlight #4, page vii) http://www.epa.gov/otaq/cert/mpg/fetrends/2012/420r12001.pdf
**Adjusted CO2 emissions and fuel economy values are shown for the 13 highest-selling manufacturers, which accounted for 99 percent of the market in MY 2010, in order from lowest to highest CO2 emissions for MY 2010.

***MY2010 data is final, while projections for the MY2011 are uncertain and EPA will not have final data for the 2011 model year until next year’s report.

Hyundai’s Fuel Economy Commitment

In 2010, Hyundai announced plans to maintain its fuel economy 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 in 2009, Hyundai had already announced its own plan to reach 35 mpg by 2015.

Hyundai’s plan to achieve an average of at least 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.

Fuel-Efficient Solutions

Hyundai is currently the only manufacturer with four models achieving 40 mpg ratings on the highway – Accent, M/T Veloster, Sonata Hybrid and the recently named North American Car of the Year, 2011 Elantra. Powered by an all-new 1.8-liter Nu four-cylinder engine weighing 74 pounds less than the previous generation and an all-new six-speed transmission, Elantra achieves a 29 mpg city and 40 mpg highway fuel economy rating – a highway-only driving range of up to 500 miles. Thanks to advanced clean engine technology, most Elantras sold in California, Oregon and several Northeast states are certified as Partial Zero Emission Vehicles (PZEV) by the EPA. The PZEV Elantra is as clean as many hybrid electric vehicles. The PZEV Elantra helps Hyundai meet its environmental commitments. Outside of these “green” states, the Elantra is available as an Ultra Low Emission Vehicle (ULEV).

In 2010, Hyundai launched its first gas-electric full hybrid, the Sonata Hybrid. The Sonata Hybrid features Hyundai’s proprietary parallel hybrid drive system which pairs the already fuel efficient 2.4-liter Theta II engine to a six-speed automatic transmission and a 30kW electric motor for maximum fuel economy. In addition, Sonata Hybrid uses the industry’s first lithium polymer battery, leapfrogging in-market nickel-metal hydride and lithium-ion applications.

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2013 Hyundai Genesis Coupe leads the way

Not a car company to rest on its laurels, Hyundai is giving its Genesis Coupe a major shot in the arm for the 2013 model year. Rolling into showrooms now, this refresh is immediately identified by its big black grille, new design alloys, reformed hood with faux intakes and LED taillights. But it goes well beyond the cosmetics.

With the addition of direct fuel injection to the 3.8-litre V6, it now kicks out 348 hp (up 42 hp) and 295 lb.-ft. (up 29) while returning marginally better fuel economy. The 2.0T turbo four gains a larger twin-scroll turbo and a 30 per cent jump in power to 274 hp, with 275 lb.-ft. of torque on tap at 2,000 rpm. In a clever move, Hyundai says both engines will run on regular gas if you don’t mind a slight drop in power and torque.

The V6 and I4 Coupes now share two trannies – a base six-speed manual featuring improved shift action and an optional $1,800 Hyundai-developed smooth 8-speed auto with paddle shifters. Previously, the 2.0T was fitted with a five-speed manual and the auto for both models had six cogs.

The good news continues inside with more soft-touch surfaces, better padding on the door armrest, a tilt/telescoping steering wheel and a handsome redesign of the centre stack incorporating a trio of performance gauges (oil temperature, fuel economy and boost pressure or torque output depending on the model). It feels richer inside and thankfully Hyundai has stepped away from its radical console designs of late, giving the Coupe’s cabin a more mature ambience.

Price for the well-equipped base 2.0T with six-speed manual jumps $1,800 to $26,449. The 3.8 V6 comes only in premium GT trim and sees a $500 increase to $36,999.

I spent the better part of the day driving the new 2.0T R-Spec model which is geared for the enthusiast on a budget. While you don’t get a sunroof or auto climate control in this $28,799 scrapper, all the important bits are present – staggered 19-inch alloys with performance rubber, Brembo brakes, GT suspension, sport seats and a limited slip differential. The R-Spec can only be had with the manual gearbox.

If you think this is a recipe for driving fun, you’d be correct. The 274-hp turbo four has a lot more punch than last year’s car, and it makes a satisfying snarl when you lean on it. Yes, there’s still a bit of turbo lag and the shift throws are a tad long, but the chassis is brilliant and now more exploitable with a new intermediate stability control setting that allows you to describe graceful arcs with the Coupe’s fetching derriere. Progressive and manageable breakaway is here for the taking.

Additionally, the damping and spring rates have been retuned, eradicating the flinty harshness of the old car. Hyundai has stuck with hydraulic steering here, making for a well-weighted and communicative helm. The R-Spec’s fabric sport seats with leather side bolsters kept me and my driving partner in place while we coursed through the lovely winding roads up to Mount Charleston.

The back seats are usable for average-sized adults, but why, oh why won’t the front seats return to the rake you have so carefully selected after they are flipped forward to allow back seat access? Shouldn’t we be beyond this in 2012?

At the private Spring Mountain Motorsports Ranch about 50 miles from Sin City, we got to sinfully thrash these cars on the sweeping road course and a wet auto-cross circuit.

The V6 GT with its sharp and more linear throttle response seemed happiest on the big track, whereas the 2.0T with its lighter front end and less power consistently turned in the fastest times at the autocross. It’s easy to find a rhythm in these Coupes. They are a true hoot on the track, showing no vices or nasty surprises when exploring the limits.

As far as aural pleasures go, the 3.8L V6 wins the prize with its throaty wail. Adding to this is underhood ductwork that pipes some intake sound into the cabin.

With its newfound gusto, the 3.8 GT now competes directly with the 332-hp, $40,978 Nissan 370Z, and while not as hard core as the Nissan, the Hyundai is considerably more refined and a much easier car to live with day-to-day. Same deal when looking at the Mustang, Camaro and Challenger.

The 2.0T Coupe sees two fresh opponents in the upcoming rear-drive category: Subaru BRZ and Scion FR-S, but the Hyundai soundly trounces this 200-hp naturally-aspirated pair on power and torque; and possibly on price.

The Hyundai Genesis Coupe is the best selling car in its class, and now with ramped-up power, sophistication and a more exploitable chassis, expect this trend to continue.

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2012 Accent places 1st in Motor Trends "Economy Five-Door Hatchback" test

Once upon a time, not all that long ago, if you were in the market for a small, five-door economy hatchback, you were swimming in cheap-infested waters. Automakers seemed to think of the buyers of small, inexpensive cars as nothing more than an inconvenience, a market that had to be pacified through the cheapest means possible.

Well, no longer. Today's economy car market has grown by leaps and bounds, especially in the past five years. The Honda Fit had something to do with that, showing consumers and other automakers that an economy car need not be a penalty box. Predictably, the Fit achieved meteoric sales, and the rest of the industry was forced to catch up.

Today, the Fit is several years into its second iteration, and the industry is, in fact, catching up. Since our last look at this market niche in mid-2010, Toyota, Kia, Hyundai, Chevrolet, and Mazda have all released brand-new players, while the current Fit is three years into its life cycle. Who stands ahead of the pack in 2012? To find out, we invited the Ford Fiesta, Toyota Yaris, Kia Rio, Hyundai Accent, Mazda2, Chevrolet Sonic, Honda Fit, and Suzuki SX4 out for a couple days of testing and driving. The cars had to be five-door hatchbacks, and, to be equal, each had to have a manual gearbox. Ford said it didn't have a Fiesta for us, and neither did any rental agencies, but the other seven automakers were game.

And so the shiftbox revolution was upon us, as we set out to determine where your money would be best spent. The results may surprise you.

 

 

SEVENTH PLACE: Kia Rio

Sometimes, relegating a car to last place is a tricky proposition, forcing us to ignore our hearts and follow our heads. Not so with the Kia Rio. The majority of judges had no trouble whatsoever giving Kia the bottom-of-the-barrel prize.

Initial impressions were positive, with several judges preferring the Kia's exterior styling to that of others in the group. But as each climbed behind the wheel for some time on the road, discouraging comments became all too frequent.

"I am more and more convinced that Hyundai and Kia are not in any way related," said senior features editor Jonny Lieberman. "No rational person would ever think the Rio is related to the Accent."

That was a remark heard time and time again in a multitude of ways over the course of our driving loops, which included city streets, winding roads, and plenty of freeways. Though both the Kia and Hyundai are equipped with the same 138-hp, 123-lb-ft 1.6-liter direct-injected engine and in-house six-speed manual transmission, the driving dynamics of the two cars were night-and-day different.

"Wobbly, jarring ride at all speeds, especially on the highway," groaned Jason Davis, an online editor we borrowed from sister site Automotive.com, after a stint in the Rio. "Much louder engine and road noise and not nearly as refined as the Accent."

"Thrashy, thrashy drivetrain. No grip, no road feel, very noisy," echoed Lieberman.

Kia's hyperactive traction control sapped any chance of a quick start. Two editors discovered the deficit after trying to launch the Kia through a busy, blind intersection.The Kia was also able to manage only mid-pack fuel economy with an average of 30.8 mpg, placing it fourth behind the five-speed Honda Fit.

The biggest asset the Rio has is its price tag. At a shade over $14,000, the Rio was the cheapest car of the group. Unfortunately, that cheapness was evident in much more than the window sticker. Our base model LX had no cruise control, power door locks, or electric windows, features common in other entry-level cars. Satellite radio is standard, making us wonder about Kia's priorities.

"The cheapest interior here by a mile," summed up associate editor Mike Febbo. "I hate to say this, but I can't imagine anyone ever being proud to say 'I just got a new car' when referring to this Rio."

 

SIXTH PLACE: Suzuki SX4

"If the Kizashi midsize sedan is New Suzuki, then the SX4 is still Old Suzuki," I scrawled in my notebook after exiting the SX4. "This thing is full of character, but it's hard to make a case for character alone in this segment."

The front-drive Suzuki (all-wheel drive is still available) felt to many like an underdog in this comparison. The car dates back to 2005 in Europe (2006 in the U.S.), and though a 2010 refresh on the original Giugiaro-penned design has helped keep its styling current, the rest of the car -- save for the new transmission -- can't help but feel a little old by now.

"With the exception of the slick shifter, everything about the SX4 feels tired and ponderous," lamented Lieberman. "If Suzuki doesn't care, why should we?"

With a displacement of 2.0 liters, the SX4's engine was the largest in the group. It also made the most power, at 150 hp and 140 lb-ft of torque. Unfortunately, due in part to having the heaviest curb weight of the group at 2769 pounds, acceleration was decidedly mid-pack, while observed fuel economy was a dismal 27.8 mpg -- good enough for second-to-last place, ahead of the Mazda2.

Gripes also were voiced about the Suzuki's soft, uncontrolled ride; excessive wind noise around the A-pillar windows; vague clutch take-up; and a somewhat rough-revving engine. Despite these complaints, some felt the Suzuki possessed a very honest quality that was lacking in several other contenders.

"Although it definitely feels cheap, there's something about the Suzuki that feels more rugged and solid than the other cars here," opined Febbo. "The Suzuki feels like it will shake abuse off and keep going for years."

Associate online editor Nate Martinez eloquently summed up the Suzuki: "The SX4 has been surpassed by a competitive set made up of more comfortable, more efficient, less expensive alternatives. You want to root for a tiny automaker, but there are so many better choices in today's market. Too bad the new global Swift isn't here."

 

FIFTH PLACE: Mazda2

Not only does the Mazda2 have the shortest wheelbase of any of our competitors, it also has the lowest curb weight (2266 pounds), the least potent engine (100 hp, 98 lb-ft from a 1.5-liter I-4), and the smallest amount of cargo room (13.3 cubic feet). What other distinction does the Mazda2 have in this group? Besides being many judges' pick for most fun to drive, it also achieved the worst fuel economy. Yes, worst as in last place. When the dust cleared and the mpgs were tallied, the Mazda2 rolled away with a score of just 27.0 observed.

What was it about the '2 that kept its fuel mileage so low? That modest engine and short-geared five-speed transmission were working harder to keep up.

Per Lieberman: "The poor '2 had to run around at 5500 rpm for most of the loop. Seriously, where's the torque?"

"In this thing, you really notice the lack of power. There's nowhere in the rpm band where it feels quick," agreed Febbo.

That short wheelbase combined with firmer-tuned dampers also gave the Mazda2 one of the rougher freeway rides, with every crack, dip, and expansion joint in the road surface making itself known.

Interior space was another concern. Associate online editor Benson Kong, not a bear of a man by any stretch, even felt a little cramped.

"The Mazda2 definitely felt the tightest from the driver's seat," said Kong. "The door panel is constantly hugging your left side, and the small footprint makes all the surrounding traffic seem extra-close."

But that's not saying the '2 wasn't entertaining. It was. Judges raved about the short, precise shifter, the direct steering, pleasing interior ergonomics, and the amount of road feel that all contribute to a lot of fun on the back roads. Unfortunately, fun to drive isn't much of a judging point this time around, where we placed an emphasis on practicality, comfort, and economy, just as the majority of B-segment car buyers would.

In the end, Febbo pinned down the ideal Mazda2 buyer: "The '2 is a great city car. If you're buying it as an in-town commuter or you live in an area with restricted parking, it would make a great choice." Funny -- the design was optimized for the European market.

 

FOURTH PLACE: Honda Fit

There's no denying the Honda Fit is a benchmark and a giant in the small-car game. We even crowned it the subcompact car king back in our Summer 2010 test, where it ranked ahead of the last-gen Toyota Yaris, Ford Fiesta, and Nissan Versa. Today, the Fit is the one to beat, but it's looking a little long in the tooth.

For example, Honda still hasn't given the little Fit a six-speed manual. Equipped with only five speeds and a not-too-tall fifth gear, the Honda buzzes along at over 4000 rpm at freeway speed. It still places third in observed fuel economy with a 31.0-mpg rating, but that's over a full mpg less than both Yaris and Accent. That also doesn't make up for the fact that the Fit is anything but a relaxed freeway cruiser.

"It's annoyingly loud," commented Kong. "The road noise paired with the zinging engine on the freeway really kills the Fit for me."

Still, similar to the Mazda2, the Fit was seen as one of the sportier-feeling offerings, with steering and handling that made back road driving a pleasure. Unfortunately, the stiffer suspension (second only to the Mazda's) and high-strung attitude didn't win the Fit any points with our utilitarian judging criteria.What did score the Fit some points was its interior packaging. We were impressed in 2010, and we're still impressed today. Honda has managed to cram an amazing amount of usable capacity into a relatively small box, giving it the largest cargo capacity of any of our contenders at 57.3 cubic feet with the seats folded. "The Fit feels like a real car inside, not something you'd expect to see a dozen clowns falling out of (though there's probably enough room for them)," this author jotted. "The use of space is just incredible and still sets a benchmark for the segment." Positive remarks were also made about the Fit's comfy seats and tactile knobs and switches. Unfortunately, those weren't enough to triumph over the car's shortcomings.In the end, many judges felt that the Fit is a significant refresh away from again being top dog in its class. If Honda ups the ante by adding a sixth gear and a little refinement to the package, the Fit will again be the one to beat. 

THIRD PLACE: Toyota Yaris

As editor-in-chief Edward Loh has noted before, Motor Trend's collective staff is perhaps the youngest in the industry. Judges in this comparison ranged from mid-20s to mid-30s, and it wasn't surprising that the younger staffers preferred the styling of the Yaris to that of the Accent, while the "older" staffers felt quite the opposite, thank you very much.

As Febbo (among the 30-somethings in this group) put it, "I might look silly driving this at my age. It looks like it should be sliding around the streets of Tokyo chased by a giant robot."

 

Exterior styling aside, the Yaris was an entrant that comes across significantly better than it looks on paper. With just 106 hp and 103 lb-ft on tap from its 1.5-liter engine, acceleration isn't what you'd call brisk. But the gearing makes the most of the Yaris' capability, providing acceptable acceleration in lower gears. A tall enough fifth gear makes freeway cruising more relaxed than in the Fit. Would we like a little more torque? Sure, we would, but we could make the same argument for nearly every car here. As the second-lightest car of the group, the Yaris is able to make do with what it has.

The Yaris' interior was a mixed bag, with bonus points for partial soft-touch door tops, Bluetooth connectivity, and a leather-wrapped steering wheel, though not all were fans of the "rice paper"-pattern dash plastic or the driving position. The steering wheel was mounted a bit low for some. Some editors thought the shifter felt vague, and while a few of us rated the interior materials as below average, others ranked them as above average. Passenger space was also on the list of pros.

"The back seat is large and might be the very biggest in the test," said Lieberman.

What really solidified the Yaris' position in the top three is a little party trick called mega fuel economy. At the end of our drive loop, the little Toyota managed an observed fuel economy of 32.3 mpg, good enough for second place behind the Hyundai Accent. Along just the freeway portion of our loop, the Yaris managed to pull off a heady 40 mpg -- 2 mpg better than its EPA rating. Color us impressed.

 

SECOND PLACE: Chevrolet Sonic

It's been a long time since GM had a serious competitor in the econocar segment, and the Sonic proved itself to be just that. From its aggressive styling to its feature-packed spec sheet, the Sonic marks a clear departure from past Chevrolet failures (cough*Aveo*cough). At day's end, the red-orange Chevy was the one that gave our winner its biggest challenge.

Perhaps the Sonic's most impressive characteristic was its quiet, composed, relaxed freeway ride. A combination of a six-speed transmission, effective noise insulation, and a well-composed suspension had us sailing along with traffic in silent comfort and with a mere 2300 rpm registering on the motorcycle-inspired tach.

"I'd say it's status quo for manufacturers to underrate the importance of ride quality in this segment," Kong said. "For Chevrolet to take it more seriously deserves commendation."

Other editors agreed, including Herr Lieberman.

"By far the most relaxed and comfortable on the freeway because of the turbo torque and a sixth gear," he noted. "Much quieter at speed than the others as a result."

We also found the engine one of the most refined in this group, though a little turbo lag and lack of top-end power were somewhat disappointing. Cargo space was impressive, with the Sonic placing second to the Fit at 19.0 seats-up cubic feet. Kudos also went to the clear motorcycle-inspired gauge layout, though feelings were mixed on the exterior styling, ranging from overdone to just right.

Where did the Sonic fall behind? It had more torque than any other car in this comparison at 148 lb-ft and tied for second in the horsepower race with 138 hp, but it was third-slowest in acceleration. It also scored just fifth place in fuel efficiency, eking out 30.6 observed mpg.

The tall gearing required frequent sixth-to-third shifts, and the Sonic's curb weight was just 4 pounds shy of the heavy Suzuki. Also, the Sonic was the most expensive contender here by nearly $1400, something even heated seats and Bluetooth connectivity can't quite justify.

"The Sonic is a solid effort, overall," my notes read. "It's not quite as exciting to drive as I'd hoped, but it more than makes up for it in refinement."

 

FIRST PLACE: Hyundai Accent

Consider these facts: The Accent achieved the greatest observed fuel economy of the group at 32.4 mpg, has the quickest 0-60-mph acceleration of the group, the strongest quarter-mile acceleration, has the shortest stopping distance of all contenders, the second cheapest as-tested MSRP, and ties the Kia for longest warranty. Impressive, no?

Plus, pretty much all the techy college-kid turn-ons are present and accounted for. Bluetooth, iPod integration, satellite radio -- all here. The engine is the same 138-hp direct-injection mill found in the Rio, but here it feels stronger, smoother, and less noisy (improved sound insulation is likely to thank for the last two), and the six-speed transmission helps the Accent stay relaxed at freeway speeds. While not quite as quiet and comfortable at a high-speed cruise as the Sonic, the Accent is really the only contender that comes close.

In fact, the Accent seemed to drive more like a small C-segment car than a B-segment car, an impression partially explained by its longer wheelbase. At 101.2 inches, the Hyundai and Kia Rio have the only wheelbases over 100 inches in this comparison. That fact, plus a fairly compliant suspension tune, leave the Accent feeling like a more grown-up car than its subcompact brethren.

"In many ways, the Accent is the most mature car here," concurs Lieberman.

The Accent's styling helps, too. Love or hate Hyundai's "Fluidic Sculpture" design language, most judges thought the Accent's interpretation was the best yet (Veloster excluded), appearing much more subtle and restrained than the Sonata. Interior styling had some takers and some passers, with plenty of praise for Hyundai's build quality but a few thinking the layout was a bit too busy.

We had other gripes. The Accent's steering continues to be a blemish on an otherwise solid car, with off-center response lacking in feel and precision. We also noticed a bit of extra movement in the car's suspension over certain surface imperfections, as is common with other Hyundai/Kia models. Still, the car remained reasonably well composed over twistier sections of our road loop, and was even called "sporty" by one evaluator, who rationalized his remark with, "though I suspect it's by accident."

"The Accent hits the mark on blending value, performance, and efficiency, so my hat's off," Kong summed up.

Well done, Hyundai.

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