Car Craziness

The Hyundai i10 is the best city car around. It’s quiet, roomy, excellent value for money and has a long warranty.

• Quieter and more spacious than rivals

• Cheap to buy and run

• Ideally suited for use in town and squeezing into tight parking spaces

• There are better city cars to drive

• Some rivals look a bit classier inside

• Safety and security standards aren’t class leading

The Hyundai i10 is a classic city car. Short in length, tall in height and with five doors as standard, it’s all about low costs and ease of use.

This is actually the second-generation version, and it's a vast improvement on the original, offering improved efficiency, greater refinement and more stylish looks. It was facelifted in 2016, too, in an effort to keep it competitive with its rivals, with a refresh to both the exterior and interior.

All the good qualities of the i10 remain, however: its class-leading build quality, versatile interior space and strong residual values. The i10 has always been cheap to own and to run, although downsides include the lack of Bluetooth on all but the top-spec trim, and safety standards that fall short of its key rivals. Those rivals include the Volkswagen Up, Skoda Citigo and Toyota Aygo.

Hyundai i10 handling

If there’s a disappointment it’s the steering, which is very vague and overly keen to self-centre. However, it’s light enough to help make parking and town driving easy, and there’s plenty of grip to give you confidence through corners. It’s not as fun to drive as the more communicative Volkswagen Up, but it is stable and easy to drive.

Hyundai i10 refinement

The 1.0-litre engine is exceptionally hushed for a three-cylinder unit. In fact, it’s actually quieter than the four-cylinder 1.2 much of the time. By city car standards, the i10 is also brilliant at shutting out wind and road noise.

The only slight disappointment is that the five-speed manual gearbox isn’t quite as slick as the one used in both the Skoda Citigo and Volkswagen Up. The four-speed automatic changes gear quite slowly, so you’re well aware of the pause in momentum if you’re accelerating hard, but in laid-back use it’s smooth enough, and it’s the best automatic you’ll find in this class.

Interior layout

The interior layout, fit and finish

Hyundai i10 driving position

The driver’s seat is supportive enough, although entry-level cars don’t have seat-height adjustment, and it’s a little disappointing that the steering wheel doesn’t adjust for reach in any version. The seat is set quite high, even in models that have adjustable height (from SE and up), and the backrest is spring-loaded so you can’t be quite so precise with the angle as you can with a rotary-controlled seatback.

Still, the pedals are well placed, the dashboard is logically laid out, with simple ventilation controls close to hand, and the stereo system sits nice and high in the middle of the centre console. There aren’t too many buttons, and the ones that are there are clearly marked.

You have to go for Premium trim to get height-adjustable front seatbelts, so the seatbelt is more likely to rub your neck in lower-spec models.

Hyundai i10 visibility

The forward view in the Hyundai i10 is very good. A tall windscreen and relatively slim pillars make it easy to see what’s going on around the car. However, the windows narrow towards the back of the car, leaving chunky rear pillars, so there is still a blind-spot to be wary of despite the sizeable rectangular door mirrors. Only range-topping Premium SE cars come with rear parking sensors.

i10 owners have also complained in the most recent JD Power survey that the ventilation isn’t very effective at de-misting the windscreen.

Hyundai i10 infotainment

There’s no fancy colour screen on base models, but technophobes will like its simple system, which is easy to use and offers all the important functions. A single CD player and auxiliary and USB inputs are standard across the range, the latter of which allows you to control most MP3 players (including iPods) through the system, with only a few button pushes and some scrolling through your chosen menu.

The big disappointment is that Bluetooth and audio controls on the steering wheel aren’t available, even as an option, on most i10 models. Only the top-spec Premium and Premium SE trims get them, and it’s also this range-topper that gets four speakers (two in the front and two in the back), while all other i10 models get only two in the front. Digital radio isn’t available on the i10.

That said, if you are considering Premium trim, it is well worth stretching to Premium SE, which features a 7.0in touchscreen infotainment system with Apple CarPlay and Android Auto functionality. The integrated satellite navigation system, should you choose to use it, also comes with a seven-year subscription to LIVE services, which adds real-time traffic conditions and local weather updates.

Hyundai i10 build quality

The interior plastics are hard, but they’re nicely textured, which gives the i10 a neat, functional feel that continues with the well-damped switchgear. There are some shiny plastics in evidence if you look around the lower parts of the cabin, the vents feel a touch flimsy and there are some sharp edges around the base of the seats, but generally everything feels solidly put together and of a good quality by class standards.

Space & practicality

How it copes with people and clutter

Hyundai i10 front space

Despite the fact that you sit quite high in the i10, there’s still plenty of headroom even for tall drivers, and the long-legged will be able to get comfortable.

There’s space for your phone to sit in a decent cubby ahead of the gearstick, where the USB-input and 12V socket are housed, and there are two fixed cup holders between the handbrake and the raised housing for the gearstick. Both are deep and perfect for normal-sized takeaway cups or 500ml bottles, but you won't get a large cup or bottle in them. There is, however, a space to put a big bottle in the door pockets.

The glovebox is big enough to store the owner’s manual and a small portable sat-nav.

Hyundai i10 rear space

No city car has more space for rear passengers than the i10. The closest you’ll get is the VW Up, but the i10 has usefully more leg and headroom. You also get three rear headrests as standard in the back (unless you opt for the Blue Drive model, which seats only two in the back), and while there is a slightly raised section in the middle of the floor, passengers will still be more comfortable in the i10 than in any other supermini.

The doors also open wide and the tall roof means you won’t have to duck too far to reach a child seat; two of which can be fitted easily. There’s also room to store a big bottle in both rear door cubbies, though there are no storage pockets in the back of the front seats.

The Hyundai i10’s rear seatbacks are split 60/40 and fold via a lever on the outer shoulder. Before you can do that, though, you’ll have to topple the seat bases forwards by tugging the leading edge up and then lifting them. Then you can fold the seatbacks, which requires a bit of a shove to make the seats lie flat.

The front passenger seat isn’t available with height adjustment; it sits fairly high, and the only adjustment is for the seat back angle and to slide it back and forth.

Hyundai i10 boot space

The i10’s boot is bigger than those of most rival city cars, but the boot lip is fairly high and there’s a bit of a drop to the boot floor. It’s a fairly basic space, with no storage cubbies, but it’s deep and broad, so fitting a single, lightweight buggy should be quite easy. However, while the rear seatbacks lie flat when folded, they do leave a step in the boot floor.

Adding the optional space saver spare wheel doesn’t affect the size of the boot, because there’s space beneath the floor. There’s also a simple boot light on SE trim and above.

Stepping up to the SE Ultimate buys you the best seven-seat Hyundai Santa Fe available, netting goodies such as an 8.0-inch touchscreen display with navigation, leather seats, heated and ventilated front seats, a heated steering wheel, a 12-speaker Infinity audio system, blind-spot monitoring and rear cross-traffic alert, rear parking sensors, proximity key with push-button ignition, 19-inch wheels, and a power-operated panoramic sunroof. The aforementioned Ultimate package is the sole option besides color and drive configuration.

If a six-seat Santa Fe is more your speed, the Limited comes better equipped than the base SE, with a standard power liftgate, leather-wrapped steering wheel and shift knob, proximity key with push-button ignition, an auto-dimming rearview mirror, blind-spot monitoring with rear cross-traffic alert, LED tail lights, and heated front seats. Finally, the Santa Fe Limited Ultimate arrives loaded with the same goodies as the SE Ultimate, plus LED taillights, and similarly offers as its only option the safety-tech-laden Ultimate package.

None of Hyundai’s changes for the 2017 Santa Fe seem destined to disrupt the rig’s fundamentally sound formula of offering a ton of standard features in an attractive, comfortable package. The only difference is that now buyers will have more choices to consider.

If you are in South Africa and would like to consult a reputable Hyundai dealership visit the Group 1 Hyundai website now.

Article source: http://www.caranddriver.com/hyundai/santa-fe

Note 1 from the blogger: “It is good to sometimes stand back and review a vehicle against its competitors. As they say...competition is good."

The Santa Fe is Hyundai’s largest SUV. It offers the rugged go-anywhere ability and high driving position that SUV buyers want, along with a healthy dose of space and practicality.

In fact, it’s one of the few SUVs available with seven seats, making it a genuine alternative to a large MPV, although its natural rivals are the Land Rover Discovery Sport and the Nissan X-Trail. High-end five-seat versions are also priced against the likes of the BMW X3.

Apart from the sheer amount of space it offers, it majors on comfort and a generous equipment list. Every version also comes with four-wheel drive, which will help when towing or when the roads are slippery. It’s not particularly refined, though, and that comfortable ride comes at the expense of sloppy body control; many rivals are better at combining comfort and control.

Also, if you won’t use all seven seats, be absolutely sure you need an SUV this big; slightly smaller alternatives such as the Mazda CX-5 and Nissan Qashqai are still spacious and practical, yet are better to drive and cheaper to buy.

Hyundai Santa Fe performance

Diesel engine is up to the job

There’s no scratching your head over engine choice. The only engine is a 194bhp 2.2-litre diesel, which makes the Santa Fe feel as comfortable climbing steep inclines and overtaking on fast country roads as it does pottering around town. It is a little flat at low revs, but it pulls strongly with no sudden surges as the turbo kicks in, making the Santa Fe usefully faster than rivals such as the Nissan X-Trail.

Every version has four-wheel drive and a six-speed manual gearbox as standard. The gearbox has evenly spaced gears and works well with the engine, but we’d go for the optional six-speed automatic. True, this can be a little slow to respond when you ask for a burst of acceleration, but it’s fine at normal speeds and suits the Santa Fe’s big, effortless SUV feel.

Hyundai Santa Fe ride comfort

Soaks up most of what’s thrown at it

Hyundai’s focus with the Santa Fe was to make it as comfortable as possible – and it has succeeded. It manages to stay composed over speeds bumps and other large intrusions around town, and broken surfaces don’t unsettle it too much.

Get up to motorway speeds and the Santa Fe is similarly impressive, smoothly away most sharp edges well.

In short, when it comes to ride comfort, the Hyundai Santa Fe has rivals such as the Land Rover Discovery Sport and Nissan X-Trail beaten.

Hyundai Santa Fe handling

Not the sharpest SUV on the market, but adequate

Hyundai’s intention to put comfort before agility is evident as soon as you carry anything more than moderate pace through a bend. The Santa Fe’s body leans over quite a way, making it feel cumbersome. There’s a bit of body float over particularly big undulations on the motorway, too. Its steering doesn’t help, either. It’s remote and inconsistently weighted, which makes it hard to judge where the front tyres are pointing and how well they’re gripping.

However, the Santa Fe isn’t really designed to be pushed hard and at least its steering is light enough to make easy work of parking in town. The thing is, a Nissan X-Trail manages this as well, plus it’s sharper to drive at higher speeds, while a BMW X3 is in a different league entirely.

Hyundai Santa Fe refinement

Engine and wind noise are the biggest issues

The Santa Fe isn’t the quietest or most relaxing way to transport you and your family. Engine noise isn’t too intrusive at low revs, but push it beyond around 2000rpm and it becomes gruff. At higher revs, you can also feel a fair amount of vibration through the steering wheel and pedals; in manual models, this comes through the gearlever as well.

The engine has a chance to settle a tad on the motorway, but then you’re more likely to notice the sound of the wind rushing over the large door mirrors.

At least road noise is kept at bay pretty well, while the optional automatic gearbox shifts gear smoothly enough. The manual gearbox has a notchy shift.

Ultimately, a Nissan X-Trail has far better engine refinement than the Santa Fe, while a Land Rover Discovery Sport or BMW X3 do a better job of keeping wind and road noise outside.

Original Article Source: http://www.whatcar.com/hyundai/santa-fe/4x4/review/

With its arched roofline sloping all the way back to the trunk lid, the 2017 Hyundai Elantra almost looks like a hatchback. And that's just one of the deceptively odd things about Hyundai's small sedan.

If you are familiar with older Elantras, you might expect this car to be compact, but it actually classifies as a midsize car according to EPA definitions. Having gained almost an inch in length and a bit more in width, the 2017 Elantra looks and feels larger inside and out.

What really threw me as I drove the new Elantra and examined its spec sheet was the engine. Four cylinders, displacing 2.0 liters, has been pretty standard fare for cars of this size, but Hyundai also notes that this engine uses an Atkinson cycle, a valve timing scheme most often used in hybrids. What is going on here?

Hyundai gave the Elantra sedan a major update for the 2017 model year, with new styling, chassis, engine and electronics. This car slots under the Sonata, Hyundai's larger midsize sedan. I drove a fully loaded Limited-trim version, pricing out at over $27,000 and a big step ahead in features compared to the base SE model. Hyundai will add an Eco model with a smaller, turbocharged engine later this year.

Atkinson diet

In city driving, the Hyundai Elantra pulled just fine up to about 25 mph, but above that I felt it struggle, especially going uphill. At 147 horsepower and 132 pound-feet of torque, the engine's output is in line with typical four-cylinder engines, but the valve timing gives it a slight different character. Atkinson cycle engines leave their intake valves open longer than does a conventional engine, allowing a more complete fuel burn.

While this cycle makes more efficient use of fuel, it generally results in lower torque. Hence, Atkinson cycle engines see the most use with hybrid drivetrains, where electric propulsion can make up for power deficiencies.

In the Elantra, the Atkinson cycle mainly affected acceleration. I was able to hum along on the freeway at 65 mph without a problem, but when I contemplated passing maneuvers, I had to take some more care. The car's six-speed automatic transmission did its best to give me power when I needed it, but its behavior meant more gear changes, which some might describe as "hunting."

The Elantra proves the Atkinson cycle's efficiency, however, with fuel economy ratings of 28 mpg city and 37 mph highway. Those number proved realistic, as I found a consistent mid-30s fuel economy in city and freeway driving.

Over bumps, the suspension felt bouncy as it tried to maintain a comfortable ride quality, but sound deadening improved the overall in-cabin experience. The steering felt reasonably responsive, with a strong pull to center. However, the tuning of this electronic power system wasn't particularly natural.

I wouldn't call the new Elantra a driver's car, but most people will find it a comfortable and economical means of getting to work and running errands.

Tech package upgrade

While the Elantra's driving dynamics should span all trims, moving up to the Limited model and adding the Tech package brings in navigation on an 8-inch touchscreen with support for Apple CarPlay and Android Auto.The touchscreen, larger than on most cars of this class, also shows digital audio sources as well as phone features.

The car's native navigation system shows maps with a clean design and very extensive traffic coverage, with flow information for many surface streets as well as freeways. Although the maps lack a perspective view, only showing a top-down format, I was pleased to find Google search integrated with the destination options. Using it, I entered a search term and quickly got a list of any businesses with that term in the name.

The Elantra's audio system came with the standard list of digital sources, including satellite radio, Bluetooth streaming and a USB port. One clever addition is SoundHound integration. Using it while listening to the radio, I pressed a button and SoundHound sampled the current track, compared it to its online database, then returned the track name and artist. The SoundHound service works well, but ultimately didn't prove that useful for me, as the radio and iPhone sources I tend to use already have that information handy.

I spent some time running Apple CarPlay in the Elantra, which worked much like other Apple CarPlay implementations. There is a convenient Hyundai icon on the CarPlay homescreen, which let me quickly get back to Hyundai's native apps. The CarPlay connection crashed on me a couple of times when I was running navigation and also receiving text messages. Whether that's the fault of Hyundai's implementation or Apple CarPlay itself, I couldn't say.

Ultimate tech

Upping the tech features in this Elantra -- and the price -- was what Hyundai calls the Ultimate package, bringing in dynamic headlights that point into turns, adaptive cruise control which automatically matches speeds with slower traffic ahead, and a lane-keeping assist system to keep the car from drifting across lane lines.

I spent quality time on the freeway, letting the adaptive cruise control take care of braking and acceleration, giving my right leg a rest. However, my fellow Roadshow editor Emme Hall found the system didn't work very well in slower traffic.

The lane-keeping system offered a few different settings, the highest aggressively moving the the steering wheel to keep the car from drifting. In its mid-setting, where I spent the most time, it was not intrusive at all.

The driver-assist feature that impressed me most, the blind-spot monitor, actually comes standard with the Limited trim. Along with showing an icon on the side mirrors to warn me of cars in the lanes next to me, the system also detected a cyclist in a bike lane, warning me that it wasn't safe to make a right turn.

The scrum

The 2017 Hyundai Elantra lives in a very aggressive segment, competing with very popular cars such as the Toyota Corolla, Nissan Sentra and Honda Civic. All of these cars boast base prices well under $20,000, and many in this segment have made the jump from the Compact to Midsize class, giving them ample passenger and cargo room.

Similarly, many of these cars can be optioned up with driver-assist systems and connected features that used to only be available in the premium or luxury segments.

The Hyundai Elantra is beautiful, sleek and sporty. It is a head turner and attention grabber as you cruise by. The streamlined profile is accented by sculpted headlamps that add to the contoured design of the car. Not only is the car one that captures your attention, but it is also a dream to drive. When you slip in behind the heated steering wheel, you will notice the transformation to a command center. The seating is roomy, comfortable and has optional temperature control built in. Even the glove-box has an optional cooling function, that can chill beverages on your drive. The back seats fold down, to give extra space in the cargo area for snow skis or paddle boards. The interior of the car is comfortable, stylish and roomy. Beautiful on the outside, comfortable on the inside and filled with added safety features such as the 6 airbag system, ABS brakes and electronic stability control, the Elantra is the car you have always wanted.

Beauty isn’t everything, but it certainly is more appealing. When you walk up to the sporty exterior, your heart will beat a little faster as you look forward to your drive time. Short trips to the store or long weekend holidays away, the automobile will take you away in luxury and comfort. The HID headlamps with LED lights, illuminates the road and surrounding areas better than standard bulbs, causing less fatigue when driving long distances in the evenings. The external mirrors have the option of LED repeater lights that can be added for additional style and safety. Just looking at the car, quickens your pulse.

When you open the door and slide into the interior, you will feel empowered and in command. The heated steering wheel is control central. Without taking your hands from the wheel, you can control the audio system, automatic cruise control, hands free phone, and Flex Steer system that changes the way the steering wheel feels on different road conditions. On the dash there is the audio system touch screen display and rear view display system. The rear view display system allows you to see what is behind you when you put the car into reverse. The push button engine stop and start button, enables you to never dig your keys out of your pocket or the bottom of your purse again.

The seating in the Hyundai Elantra is especially noteworthy. With heated seats throughout the car, cold winter mornings are more tolerable. In the heat of the summer, there is an optional ventilation system that cools the front seats with the touch of a button. Both back seats fold down to increase the cargo area. The seating is comfortable and roomy in both the front and rear seats.

When beauty, comfort and safety are combined, you get the Hyundai Elantra. Whether your commute is short, or you are away on holiday, you will be transported in style and safely brought to your destination.

To find out more about this amazing car and the Hyundai Elantra price, visit a reputable dealership, such as Group 1 Hyundai, in your area.

The new Hyundai PR video has been released by Hyundai Motor Company Korea earlier this month and we are impressed! Making everything Hyundai stands for perfectly clear as well as combining it with stunning visuals this is one press release video you do not want to miss.

Hyundai's latest commercials for its Tucson SUV are set in a town with a quiet, but incredibly accident-prone, community of inhabitants. That's because they're all crash test dummies.

The bizarre but likable ads from Innocean USA actually take place in a minimalist,white-walled warehouse decorated with street signs, lamp posts and plastic shrubbery. The spots show various dummies getting easily distracted in typical driving situations—they are dummies, after all—and the vehicle's features coming to the rescue.

One vehicle, and more names – symbolically named for almost each market. This Korean automaker takes care to respect each market and potential buyers. Their model Tucson for ten years exists on the car markets around the world. This model is rated as the third vehicle on the list of Hyundai products. Hyundai sales this model labeled as Hyundai JM, in Japan. It means the acronym for Joyful Mover. In Europe, labeled is as Hyundai ix35, while is Tucson, city located in Arizona (US) used for name of model that company distributes on the American car market.

2016 Hyundai Tucson: Changes

Coming soon, the third generation of this model will be published. It is planned that 2016 Hyundai Tucson will have its first presentation next year. According to the spy photos that were taken during testing future models, it has been observed major changes for the future model. 2016 Hyundai Tucson has a completely new design. The similarity with the models Hyundai Genesis and Hyundai Sonata Sedan is reflected in design of grille. Also, the dimensions of the headlights are reduced, which give a very nice overall look of the front end.

This future model will be more aggressive, which has taken from the models produced by German manufacturers. This is competition, and new Tucson is the best answer on tasks that they have set. Rear end of vehicle features dimensionally larger light-groups with 3D effect.

2016 Hyundai Tucson: Engine

According to unofficial data, Hyundai will keep the same line-up of engines for the US car market. Basic model will run either 2.0L or 2.4L GDI I4 engine. Maximum output power will not go over 180 horsepower. Also, new 2016 Hyundai Tucson will borrow proven engine from the Hyundai Sonata model. It is about 2.0L turbo engine, capable to produce up to 245 hp. This could be reduced on maximum of 200 hp, when it comes to new Tucson.

2016 Hyundai Tucson: Diesel

There is possibility for producing 2016 Hyundai Sonata with diesel engines on the US market. This step was expected, based on fact that Audi has great results with diesel models on this market. Also, 2016 Hyundai Tucson Hybrid is one of the planned future vehicles.

With free reign to offer premium comfort for everyday travel, Hyundai went the extra mile to enhance your convenience with the 2016 Tucson. With features that ensure your day-to-day travelling, as well as long distance trips, happen stress-free.

Source: http://2016carsreview.com/2016-hyundai-tucson/

Hyundais aren’t what they used to be. And this one, the Veloster, most certainly isn’t -- albeit largely owing to the fact that it’s never existed in the first place. But the budget Korean brand is definitely evolving, in both engineering and design terms, having knocked out a few cars of late that have left mainstream European brands more than just a little hot under the collar.

The Veloster is the most strikingly alternative Korean curveball yet as either a coupe with an extra orifice or a hatch with one hinge short of a full set. Yep, it has three doors… and that’s not including the trunk. However, unlike the only other three-door oddball, the Mini Clubman, the Veloster wins the toss every time by having the extra door on the correct side of the ride in every country including Britain.

Is it an over-engineered stab at being unique or a genius solution to a question that was rarely raised? We spend a week behind the wheel of the cunning coupe to suss out just that and to see if its pace matches its sporty face.

Inheriting the basic setup from the well-sorted Hyundai i30, the Veloster is off to a good start. Accurate, if sensation-light, steering makes it an easy car to place on the road and a moderately firm ride, encouraged by the generous 18" rims our test car benefited from. These things strike a fine balance for us, and suit the Hyundai’s coupe credentials without pretending to be something it’s not… a sports car.

There’s unfortunately only one engine on offer right now and that’s a 1.6-liter, direct-injection gas unit with a meager 138 hp to its name and a frankly disappointing 167 Nm of max torque at 4,850 rpm. So, to get the most from the Veloster it’s down to you to work the stick shift hard and pump in those revs. The reality is, however, the dynamics of the Veloster don’t really suit a damn good thrashing -- cruising is more its game, and it does that fairly frugally, too, bringing the cash back at an economical 43.5 mpg (combined). It’s worth noting that a dual-clutch autobox with paddle shifters can also be optioned ($1,250) for the lazy of foot, improving the fuel economy slightly but adding a further half-second to its 0-62 mph time.

So while the ride’s not quite as hot as a VW Scirocco or a Vauxhall Astra GTC when it comes to weighing things up with its looks and a lower sticker price, the Veloster catches right back up with the more established sub-premium coupe pack.

The bold styling provides Hyundai with a striking new halo car in its rapidly expanding lineup, too. Muscular wheel arches in the far corners allow for short front and rear overhangs and offer the coupe an appealingly assertive, wide stance. A huge hexagonal graphic dominates the front end, Audi-style, flanked either side, and above on the slightly bulging bonnet, by racy vent mimicking cutaway details.

And there’s no end to stylistic drama round the back either with an expansive and tapering rear window graphic, more vent-style cutaways in the tailgate and sporty, centrally mounted twin exhausts. Our only issue is that those pipes just don’t sound as good as they look.

Inside, Hyundai continues with its trend of using relatively cheap plastics remarkably well, masking them with textures and moldings to convincingly raise perceived quality. It might not be up to VW Scirocco quality quite yet, but those clever Koreans are definitely getting ever closer. Superb sport seats, picked out in blood red for our test car, make an event of the upholstery while the detailed dash looks fresh in daylight and becomes swathed in a hue of soothing blue come evening.

Standard equipment for the top Sport spec we tested was traditionally generous including 18" rims, heated front sports seats, a panoramic glass sunroof, and 7" touchscreen and Bluetooth. An extra $2,000 down buys the premium sound system, satnav, parking cameras and the must-have luscious red leather, too.