Tuesday, July 17, 2012
Monday, July 16, 2012
5 Questions For: Hyundai CEO John Krafcik
Is Hyundai investigating or planning a premium brand, like Acura to Honda or Infiniti to Nissan?
“We actually thought about launching the Genesis that way, and putting them in their own showrooms, but we’re not going to do standalone premium franchises because costs are so high. If you multiply 200 dealerships by a cost of $10-20 million per dealer to make a new space, it comes out to something like $5000 or $6000 that would have to be added to the price of the car. As far as our Equus ‘experience,’ our customers love it. If Equus were its own brand the satisfaction ratings with customer service would be number two, just behind Cadillac. But would we do it? Probably not.”
Now that the Fluidic Sculpture design language has taken off, what’s its future? How are future models going to differentiate from each other?
“I think if you look at the progression from Sonata to Elantra to Azera, you can see the design mature over time. You’ll see even more maturity with the new Santa Fe, and future cars will feature something we’re internally calling Fluidic Precision, where the forms might be a little less extroverted. You’ll see that with the next Sonata, the design of which has just been frozen.”
What’s the timeframe for the Veloster Turbo? When will it go on sale/arrive at dealers?
“Right now, actually. The Veloster Turbo is shipping to dealers now, and I think we’ve had our first American sale. I know a few models have been sold in Canada. Likewise sales of the Elantra GT and Elantra Coupe started a couple of weeks ago.”
Will we see any future Hyundai models in these bodystyles?
- Premium Crossover: “Maybe”
- Convertible: “Probably Not”
- Minivan: “No”
- “The whole market might be 600,000 units a year, and if we carve out 10 percent of that, that’s what–60,000 units? And it’s generally a North America-only platform. We just don’t have the volume.”
- Pickup Truck: “Not any time soon”
- “It’s more difficult to make a small or mid-size pickup truck and boost your CAFE (Corporate Average Fuel Economy) numbers, thanks to some of the ways those numbers are calculated. But there’s definitely a market for it.”
- All-wheel drive sedan or coupe: “Yes”
- “We learned our lesson with snow-belt buyers and the first Genesis sedan, so the next-generation Genesis (which will be previewed in concept car form later this year) will have AWD capability.”
- BMW 3 Series-beater: “Probably”
- “We’re thinking about it with the next-generation Genesis Coupe, in trying to match the BMW 3 Series (or the 4 Series, in this case).”
- A convertible SUV. Santa Fe CrossCabriolet, maybe?
- “I think we’ll leave that segment to Nissan.”
Do you have any comment on the recent class-action lawsuit about the Elantra fuel economy? Would you consider marketing using the combined fuel economy rating instead?
“The lawsuit, as we see it, focuses on the fact that they thought we didn’t fully disclose that 40 mpg was highway fuel economy. If you look at the way Ford marketed the Fiesta and Focus, Chevy marketed the Cruze Eco, Dodge is advertising its Dart — we’re all doing the same thing. We screen all of our advertisements to meet FTC regulations, and we feel we met the standard.”
“As far as combined numbers go, if you have a car with class-leading fuel economy, more product sales are arguably better for the environment, national fuel consumption, et cetera. And if you’re out there showing the okay number while the other guy is showing the excellent numbers, you’re going to lose sales, and it’s going to be detrimental to the environment, dependence on foreign oil, et cetera. I just don’t think it’s socially responsible to advertise that way. It’s a bold move, but I’m not sure it’s the right move.”
Thursday, July 12, 2012
Making of the Elantra Coupe ZE: The Build
Take a trip to Design Craft Fabrication as they set out to turn the Elantra Coupe into the ultimate Zombie Survival Machine, based on Robert Kirkman's vision. For more exclusive Walking Dead content and a chance to win your own 2013 Elantra GT, go to Hyundaiundead.com
Wednesday, July 11, 2012
Driver's Seat: Unexpected luxury from Hyundai
Conventional wisdom: Korean = econobox.
Reality: Yes, Hyundai can do luxury as well as the rest.
An image problem: In chatting with readers and acquaintances, I find that Hyundais and Kias are often mentioned in passing. The usual refrain is, "And they're getting nicer," followed quickly by, "But I'd never buy one."
But with a few exceptions, I find the cars quite up to the task.
My readership probably skews older, but, still, I think the carmakers continue to have an image problem to overcome.
The Azera ought to help with that.
Outside: I took the Azera on a fairly routine circuit during the week I tested it, and received many compliments on the styling. It's the typical Hyundai swoop — a nice starting point — writ large.
Inside: Like other models, the Hyundai swoop carries inside to the dashboard, as well. The lovely Mrs. Passenger Seat christened it "the Batmobile dashboard" in the Veloster, but the Azera's seems more sedate. The two-tone dash doesn't appeal to everyone, but I thought it was OK.
Blowing in the wind: The real downside to the overdesigned dashboard, though, is the heater vent. Their unusual shape may be attractive, but function lags far behind form. The middle pair don't allow for adjusting the airflow around the cabin. It's in your face, or it's off entirely.
I'd be happier with basic, round vents that twist, turn, and aim in almost any direction.
Comfortable: The driver's seat in the Azera is wide and long, with plenty of thigh support and adjustments.
I happened to hop in my own up-till-now adequate minivan immediately after parking the Azera, and suddenly I found the old Mazda's seats wanting. Short. Lacking adjustment. The Azera's are that good.
On the road: The 3.3-liter V6 delivers 293 horsepower and 255 foot-pounds of torque. The power is distributed through a six-speed automatic transmission with shift capability.
The shifter worked smoothly and gave a feeling of control. Power didn't excite me, as expected, but the car gets on the highway and up hills just fine.
Night shift: The accent lights around the cabin add a nice touch to driving after dark. The gauges are easy to read, and cabin lights are bright and directed where they should be.
In and out: Entry and exit are superb in the Azera, as would be expected in a car aiming for an older buyer.
Friends and stuff: The backseat is super generous with legroom.
A cellphone holder in front of the shifter is tucked behind a door. Like most center-console CD bins, the Azera's features a removable upper auxiliary tray. Usually this does not fit over CDs, but the Azera's bin is one of the few that allows both a stash of CDs and the tray to ride inside.
Trunk room was ginormous. And the seat folds down to make it even ginormouser.
Seating issue: The seat controllers stand out upon initial entry because they are on the door. It seems like a good idea, but they are hard to reach. So adjusting the seat follows this pattern: Reach forward to move seat, move seat, sit back, check seat, decide seat is not in right spot, lather, rinse, repeat.
Too much legroom? The Azera website makes much of its enormous front legroom. It sounds like a great idea until the memory seat slides all the way back upon shutdown. Reaching the brake to start the Azera the next time requires a bit of a stretch.
Fuel economy: I observed 25 m.p.g. in a mix of driving.
Thursday, July 5, 2012
If accordions can get a month, fuel efficiency should too.
There seems to be a day or month devoted to just about everything. Except fuel efficiency. Hyundai thinks little things, like improving your MPG, can help make a big difference. That's why Hyundai wants to get fuel efficiency in the national spotlight by making August "National Fuel Efficiency Month."
Join our cause today at http://on.fb.me/FueledForThought
See what else "America's Most Fuel-Efficient Car Company" has to offer at HyundaiUSA.com
Monday, July 2, 2012
2013 Hyundai Elantra Coupe
It's an interesting time for the compact car class. On one hand, we're seeing the rise of the hatchback. On the other, we're seeing the compact coupe market dwindle. Think about it: When the Chevrolet Cobalt became the Cruze, the coupe bodystyle went away. And when the Ford Focus was redesigned for 2012, the two-door died, but the five-door returned.
That said, it came as no surprise that when Hyundai replaced its Elantra Touring with the stylish new GT, it took on a more traditional five-door shape. But that isn't the only new addition to the model range for 2013. We now have this, the Elantra Coupe, which the Korean automaker hopes will appeal to a younger set of buyers desiring something that's more fashionable than all-around useful. Call it, "cheerleader chic."
With its attractive design and affordable price point, the Elantra Coupe certainly appears to be a hit with that younger, more style-conscious demographic. We donned our best sunglasses and hit the coast of California to see what's what.Unlike the Euro-tweaked GT, the Elantra Coupe is basically the spitting image of its four-door sister, albeit with a few small updates and an additional four-tenths of an inch of overall length. The lower front fascia has been freshened to incorporate more angular, pronounced foglamps that, combined with a blacked-out grille, give the coupe a more aggressive appearance. The new look is rounded off with a small piece of chrome trim around the hexagonal grille. Call it lipstick if you wish, but it really looks nice.
Along the sides, it's more of the same upward-swept Fluidic Design body lines that we're familiar with on the sedan, featuring pronounced wheel arches at the front and rear. Around back, there's a blacked-out diffuser valance, and two new wheel options are available: a standard set of 16-inch alloys on the base GS model or the upscale five-spoke 17-inch rollers fitted with P215/45-series tires that our test car wore.Consider that SE trim a sort of sport package, if you will – at least, a sport package befitting of a compact, front-wheel-drive coupe. In addition to the larger rolling stock, SE models get an integrated decklid spoiler out back, as well as slightly different suspension geometry (similar to what we drove on the five-door), aluminum pedals, leather seating surfaces, a sunroof and more. Combine all that with the holy-moly-that's-red paint of our test car and you have something that looks, shall we say, shopping mall sporty.
Elantra Coupe pricing starts at $17,445 for the base GS with a six-speed manual transmission (not including $775 for destination), but opting up for the SE will cost you $2,300 more. Don't want to row your own gears? That'll be $1,000. Want amenities like navigation, premium audio, and a rear-view camera? Add $2,350 to the price of an SE with the automatic 'box. Altogether, a loaded Elantra Coupe will set you back $23,870 (including destination), or $3,000 less than a similarly equipped Civic Coupe. Yes, a two-door Civic EX-L Navi starts at an MSRP of $23,605, but after adding the optional fog lights and 17-inch alloy wheels – standard kit on the Elantra SE – you arrive at $26,838, including the $790 destination charge.e spent the better part of a day near San Diego driving a fully loaded SE coupe. And despite having the same 1.8-liter inline four-cylinder engine with 148 horsepower and 131 pound-feet of torque as the sedan, along with the same 2,877-pound weight, the coupe feels ever-so-slightly more eager to hug corners and offers a ride quality that's one notch higher on the firmer scale. It's no sports car, this coupe, but it never felt unwilling to be hustled through a corner every now and then. But when it comes to driver engagement, it's not quite as good as what's offered in the Elantra GT.The six-speed automatic transmission is smooth and refined, and we appreciated the Shiftronic function to hold gears while driving down long stretches of downhill slopes. But just like the other Elantra variants, the coupe suffers (relatively speaking) from being geared for fuel economy first and actual performance second. Because of that, you really have to keep the revs high in the range for spirited driving. But considering the target audience, it'll be just fine.
Automatic-equipped coupes will net up to 39 miles per gallon on the highway (28 city). Get the manual, though, and you'll reach the magical 40-mpg mark if you're on your best behavior.Our biggest wish for the Elantra Coupe, though, is that it had the same selectable steering modes as the GT. Instead, the coupe's helm is dialed in for more of a relaxed approach with not a great deal of feedback. That doesn't make it bad, but having driven the coupe back to back with the GT, all we can say is that Hyundai would be smart to employ its selectable steering across the entire Elantra lineup posthaste.
Much as Hyundai would like us to believe this two-door Elantra is a sports coupe, it just isn't. If you really want an engaging driving experience at this price point, buy a Honda Civic Si or one of the Subaru BRZ/Scion FR-S twins. But if you want something that's more pretty than passionate, the Elantra Coupe is a fine choice.There's more to like inside, as well. It may have two fewer doors and a slightly more raked roofline, but the coupe only loses two-tenths of a cubic foot of passenger space compared to the sedan. Not only is it roomier inside than the Civic Coupe, but with 95.4 cubic feet of total interior volume, it bests larger rivals like the two-door Altima and Accord.
The seats in the coupe have slightly better side bolstering, meaning you'll be more comfortable behind the leather-wrapped helm, but everything else from the instrument panel to the center stack to the cup holders is exactly the same as what you'll find in the four-door. Fine by us – as we said in our review of the GT, Hyundai is doing some seriously good stuff when it comes to compact car interior refinement.
But are people really clamoring for compact coupes these days? Look at the Scion tC, for example – just 22,000 were sold in 2011, which is about as many Elantra sedans as Hyundai manages to move in a single month these days. Good thing, then, that the Korean automaker is only estimating the two-door to account for maybe 10 percent of Elantra sales, tops.
So if it's easy enough for Hyundai to create a two-door Elantra, we see no harm. After all, if the four-door Elantra is selling well because of its value and good looks, what's to complain about with a model that better embodies those two qualities? Moreover, by offering the sedan, coupe and GT, Hyundai has expanded its Elantra into a full trifecta of well-rounded compacts. What's not to like about that?
2013 Hyundai Elantra Coupe
That said, it came as no surprise that when Hyundai replaced its Elantra Touring with the stylish new GT, it took on a more traditional five-door shape. But that isn't the only new addition to the model range for 2013. We now have this, the Elantra Coupe, which the Korean automaker hopes will appeal to a younger set of buyers desiring something that's more fashionable than all-around useful. Call it, "cheerleader chic."
With its attractive design and affordable price point, the Elantra Coupe certainly appears to be a hit with that younger, more style-conscious demographic. We donned our best sunglasses and hit the coast of California to see what's what.Unlike the Euro-tweaked GT, the Elantra Coupe is basically the spitting image of its four-door sister, albeit with a few small updates and an additional four-tenths of an inch of overall length. The lower front fascia has been freshened to incorporate more angular, pronounced foglamps that, combined with a blacked-out grille, give the coupe a more aggressive appearance. The new look is rounded off with a small piece of chrome trim around the hexagonal grille. Call it lipstick if you wish, but it really looks nice.
Along the sides, it's more of the same upward-swept Fluidic Design body lines that we're familiar with on the sedan, featuring pronounced wheel arches at the front and rear. Around back, there's a blacked-out diffuser valance, and two new wheel options are available: a standard set of 16-inch alloys on the base GS model or the upscale five-spoke 17-inch rollers fitted with P215/45-series tires that our test car wore.Consider that SE trim a sort of sport package, if you will – at least, a sport package befitting of a compact, front-wheel-drive coupe. In addition to the larger rolling stock, SE models get an integrated decklid spoiler out back, as well as slightly different suspension geometry (similar to what we drove on the five-door), aluminum pedals, leather seating surfaces, a sunroof and more. Combine all that with the holy-moly-that's-red paint of our test car and you have something that looks, shall we say, shopping mall sporty.
Elantra Coupe pricing starts at $17,445 for the base GS with a six-speed manual transmission (not including $775 for destination), but opting up for the SE will cost you $2,300 more. Don't want to row your own gears? That'll be $1,000. Want amenities like navigation, premium audio, and a rear-view camera? Add $2,350 to the price of an SE with the automatic 'box. Altogether, a loaded Elantra Coupe will set you back $23,870 (including destination), or $3,000 less than a similarly equipped Civic Coupe. Yes, a two-door Civic EX-L Navi starts at an MSRP of $23,605, but after adding the optional fog lights and 17-inch alloy wheels – standard kit on the Elantra SE – you arrive at $26,838, including the $790 destination charge.e spent the better part of a day near San Diego driving a fully loaded SE coupe. And despite having the same 1.8-liter inline four-cylinder engine with 148 horsepower and 131 pound-feet of torque as the sedan, along with the same 2,877-pound weight, the coupe feels ever-so-slightly more eager to hug corners and offers a ride quality that's one notch higher on the firmer scale. It's no sports car, this coupe, but it never felt unwilling to be hustled through a corner every now and then. But when it comes to driver engagement, it's not quite as good as what's offered in the Elantra GT.The six-speed automatic transmission is smooth and refined, and we appreciated the Shiftronic function to hold gears while driving down long stretches of downhill slopes. But just like the other Elantra variants, the coupe suffers (relatively speaking) from being geared for fuel economy first and actual performance second. Because of that, you really have to keep the revs high in the range for spirited driving. But considering the target audience, it'll be just fine.
Automatic-equipped coupes will net up to 39 miles per gallon on the highway (28 city). Get the manual, though, and you'll reach the magical 40-mpg mark if you're on your best behavior.Our biggest wish for the Elantra Coupe, though, is that it had the same selectable steering modes as the GT. Instead, the coupe's helm is dialed in for more of a relaxed approach with not a great deal of feedback. That doesn't make it bad, but having driven the coupe back to back with the GT, all we can say is that Hyundai would be smart to employ its selectable steering across the entire Elantra lineup posthaste.
Much as Hyundai would like us to believe this two-door Elantra is a sports coupe, it just isn't. If you really want an engaging driving experience at this price point, buy a Honda Civic Si or one of the Subaru BRZ/Scion FR-S twins. But if you want something that's more pretty than passionate, the Elantra Coupe is a fine choice.There's more to like inside, as well. It may have two fewer doors and a slightly more raked roofline, but the coupe only loses two-tenths of a cubic foot of passenger space compared to the sedan. Not only is it roomier inside than the Civic Coupe, but with 95.4 cubic feet of total interior volume, it bests larger rivals like the two-door Altima and Accord.
The seats in the coupe have slightly better side bolstering, meaning you'll be more comfortable behind the leather-wrapped helm, but everything else from the instrument panel to the center stack to the cup holders is exactly the same as what you'll find in the four-door. Fine by us – as we said in our review of the GT, Hyundai is doing some seriously good stuff when it comes to compact car interior refinement.
But are people really clamoring for compact coupes these days? Look at the Scion tC, for example – just 22,000 were sold in 2011, which is about as many Elantra sedans as Hyundai manages to move in a single month these days. Good thing, then, that the Korean automaker is only estimating the two-door to account for maybe 10 percent of Elantra sales, tops.
So if it's easy enough for Hyundai to create a two-door Elantra, we see no harm. After all, if the four-door Elantra is selling well because of its value and good looks, what's to complain about with a model that better embodies those two qualities? Moreover, by offering the sedan, coupe and GT, Hyundai has expanded its Elantra into a full trifecta of well-rounded compacts. What's not to like about that?
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