Is this the 2013 Hyundai Genesis Coupe? Image: Hyundai Blog

We’ll apologize in advance that we can’t give you a whole lot of detail on the above photo. It first appeared on Hyundai Blog, under the title of “2013 Hyundai Genesis Coupe,” and the styling does indeed tie the Coupe into Hyundai’s latest “fluidic sculpture” design language. There’s the now-familiar hexagonal grille, along with the sculpted hood and character lines running from the front fenders and across the door. I’m even seeing a bit of the Nissan GT-R in the front end design, although I don’t think the resemblance is intentional.

The current Genesis Coupe has been the red-headed stepchild of Hyundai’s lineup, getting minimal refreshes since its launch in 2009 as a 2010 model. The Genesis sedan has gotten more power and new engine choices, as well as an eight speed automatic. The Genesis Coupe, meanwhile, has gotten one new variant (the 3.8-liter Genesis Coupe R-Spec), leading many to believe that Hyundai wasn’t serious about targeting the enthusiast market.

There’s no word yet on what the new Genesis Coupe may be packing under its hood, but the revised 3.8 liter V-6 in the Genesis Sedan got a boost in horsepower from 290 to 333 for the 2012 model year. That same engine should be used in the Genesis Coupe, which means a gain of some 27 horsepower from 2011 to 2012. We really want to know if Hyundai is planning to fit the new 5.0-liter Tau V-8 in the 2013 Genesis Coupe, since the engine’s 429 horsepower could make the updated Genesis Coupe a legitimate challenger to the Ford Mustang and Chevy Camaro.

Hyundai still has 2012 Genesis Coupes to sell (and plenty of leftover 2011s, I’m sure), so don’t expect a lot of details on the 2013 Genesis Coupe in the near future.

Source: Hyundai Blog, via Straightline

The 2011 Hyundai Genesis Coupe. Image: Hyundai

Need an excuse to visit Detroit in January? How about this: Hyundai will be launching an all-new Genesis Coupe at the 2012 North American International Auto Show. Details are still sketchy, and Hyundai isn’t saying much to confirm or deny rumors, but we know the sports-car-of-the-Hyundai-family will be getting new exterior sheet metal. It’s hard to tell from the spy photos circulating on the internet, but it doesn’t look like the car will be radically changed in either size or shape, and we say that’s a good thing.

The car’s also rumored to be getting more power, which makes sense considering the 3.8 liter V-6 in the Genesis sedan has already received a bump in output. For 2012, the Genesis sedan jumped from 290 horsepower to 333, so it’s logical to expect the same with the Genesis Coupe. The 2.0-liter turbo four should be getting more grunt as well, but details are sorely lacking at the moment. Expect the four-banger to make more horsepower than last year’s 210 and possibly as much as 274, which is what the Theta II turbo engine produces in the Hyundai Sonata Turbo.

Source: Inside Line

Image: Hyundai

In the interest of full disclosure, I admit I am not a typical automotive journalist.  I don’t test new press fleet vehicles, don’t evaluate a new interior every week, and the majority of my knowledge comes from my own extensive research and a bit of real-world experience.  Call me an armchair journo, like I would imagine many enthusiasts to be.  I don’t often get to see the shiny new toys up close and personal, let alone get my hands on them.  Being naturally skeptical, I often wonder just how close to MY reality many car reviews are.

You see, at the end of the day I’m a working mom who happens to love cars, with issues of practicality to consider for my next vehicle.  I’m not yet at the point where I can pick what I WANT, but rather need to pick what best fits life’s demands at the moment.  Budget, space, and maintenance costs all trump the “fun to drive” factor even though I’d rather it be the other way around.  And so, I’ve often felt I will have to compromise on my next set of wheels.

A few weeks ago, my family and I returned to my husband’s shiny new (like, 800 miles on the odo new) Mazdaspeed3 in a parking garage to find that some jackwagon had scraped the back bumper as they reversed (we’re guessing).  The Mazda went into the shop and he was given a 2011 Elantra GLS as a rental.  I’ve been itching to test one out since seeing all the positive buzz, and have been waffling back and forth with putting the E on my shopping list.  One hundred and forty-eight horsepower sure does look puny next to the Speed3′s two hundred and sixty-three.  Unfortunately, the Speed3 doesn’t meet the “space” requirement as above, so it’s not a contender for me but I digress.

Coming from my own ride, a Mazda6, the Elantra looks petite and low to the ground.  The paint is beautiful, or would have been if the rental agency had slapped a decent coat of wax on the thing (this one was Phantom Black, but I have also seen the Indigo Blue Pearl in person and it’s outstanding).  Getting in, I noticed the seats were nicely bolstered and supportive and everything seemed to fit around me just right.  It had a weird “fossilized french fry” smell but I’ll chalk that up to rental car funk.  This was the base model with auto transmission and no other packages but still well-equipped.   I ended up driving it for its three-day tenure with us.  I had pretty low expectations – after all, this thing has less power than my ’03 base model 6 and is geared to achieve up to 40mpg on the highway.

Image: Autoblog

Consider my expectations surpassed, to say the least.  I often wonder if some automotive writers have become jaded over the years, after having driven so many wonderful machines.  What, I wondered, would someone in the “real world” think of it?  What’s it like in everyday driving, not on a closed track?  The first thing I noticed was the brakes were rather touchy and it didn’t take much gas to get the car to move.  I pulled into traffic expecting to floor it and was pleasantly greeted with a burst of speed.  The next thing was to take it on the highway where I had no trouble merging with those doing 80mph, and the E happily downshifted when I needed to pass some crawlers.

At this point, I was trying the sport-shift but it’s set up backward from the 6 – up to upshift, down to downshift.  Seems logical but not at all what I was used to.  Something else I wasn’t used to was two more gears than I normally have.  Slushbox or no, six speeds certainly helped make it more fun.  I took the curving off-ramp cautiously not knowing how the tires would respond but they held their own.  Not on-rails smooth like the Speed3 but definitely minimal body roll and I never felt out of control (the ESC may have been helping here…my 6 doesn’t have it and I’m not used to cars that do).

Inside, the base stereo provided plenty of enjoyment to my commute and I am curious how the 360-watt in the Limited sounds.  My inner geek was thrilled with the option of plugging in a USB stick for music.  The plastics were to my liking and I even pushed my finger into the dash – squishy – something I never would have even thought to do a few years ago before every car-related outlet started harping on it.  The backseat was spacious and accommodating for my family’s needs and the trunk, cavernous.  I was overjoyed to find how easily the Hyundai turned into parking spaces, although the very light steering at low speeds took some getting used to (sort of like the wheel in an arcade game).  That being said, it did weight up nicely at speed.  I am pretty sure the rental was out of alignment so my assessment of the suspension isn’t totally fair, but it did soak up the potholes of my daily trips easily.  I’m used to harsher setups, and going over railroad tracks in the Elantra actually felt better than in the 6.

Image: Hyundai

It doesn’t have the sweetest-sounding exhaust note and the horn elicits a polite “meep!” when pressed, but in the grand scheme of things those aren’t considerations I find important anyway.  HIDs are the only option missing from my wish list.  If I did buy one, it would likely be the Limited with nav (in Red Allure, please).  I understand it’s not an apples-to-apples comparison, but for me it has come down to the Elantra and the 2012 Civic Si.  I still plan to test an Si one day, of course, but I have been more than impressed with the E.  I figure it’s got to be a good car when you’re sad to turn in a base model rental that smells like old cooking oil, right?  If you’re looking for raw power and RWD then obviously this is not for you.  But if you’re looking to replace your old Civic or Corolla (or even “downsize” from a bigger car if you don’t need the space), want something for decent gas mileage, and see your car as something more than an appliance, I definitely recommend the new Elantra.   Now, if they would just throw a turbo in there, badge it an R-Spec, and sell it here I would be set for the next ten years.

The 2012 Hyundai Veloster. Image: Hyundai Motor America

When it comes to automakers who think outside of the box, it’s tough to beat Hyundai. Their “Hyundai Assurance” program began by offering buyers a 10 year, 100,000-mile powertrain warranty, removing any concerns potential buyers may have had over Hyundai’s durability. Next, their Assurace program addressed the economic meltdown by (temporarily) offering to take back cars, with no financial or credit penalty, in the event of job loss. Next up for Hyundai? Their Assurance program will now guarantee a trade-in value on your new Hyundai (purchased after May 1), from months 24 through 48 of your loan. What better way to give buyers peace of mind than by telling them what their car will be worth in two to four years?

Some owners take better care of their vehicles than others, and Hyundai’s Assurance program addresses this. If your car is appraised by the dealership at a higher value than the original quote, you get the higher trade-in amount. If it appraises lower, don’t worry: you’ll still get the guaranteed amount towards the purchase of a new Hyundai.

There’s fine print, to be sure, and the program is pure marketing genius on the part of Hyundai. First, you need to finance all eligible vehicles through Hyundai Credit, ensuring that Hyundai earns interest on your loan, not some other financial institution. Next, and perhaps most obvious, you need to trade your Hyundai in on another Hyundai, so you can’t just sell your car back to the dealership and buy another brand. Here’s the genius part, though: to be eligible for the program, cars must be serviced at scheduled intervals by an authorized Hyundai dealership. In other words, Hyundai is capturing your business for the car sale, financing and service throughout the first 48 months of ownership. If that’s not genius, then I don’t know what is.

Hyundai's Veloster, soon available in extra strength? Image: Hyundai Motor America.

When I toured Hyundai’s Montgomery, AL manufacturing plant as part of the 2011 Elantra launch, I pitched them the idea of an Elantra Type R. “Just throw in the motor from the Sonata Turbo and offer it with a six speed manual,” I said, but Hyundai shot down my request quicker than Scarlett Johansson would shoot down my request for a three-way. When it comes to building sporty compact cars, Hyundai has big plans (and a laser-like focus) on their Veloster. The Veloster introduced in Detroit wasn’t much to make enthusiasts sit up and take note; after all, how entertaining could 138 horsepower really be? Now comes word that Hyundai has a Veloster-ace-up-their-sleeve in store for the upcoming New York Auto Show, in the form of a 208 horsepower Veloster Turbo.

Details are sketchy, but I’m inclined to believe the rumors based on Hyundai’s market positioning (and expectations) of the Veloster. The Veloster Turbo reportedly uses the same 1.6 liter, inline four engine as the base Veloster, but with forced induction giving it an additional 70 horsepower. Better yet, rumors say the Veloster Turbo is more than just a concept, and that inventory will hit dealer showrooms later this year alongside the normally aspirated Veloster. We’ll have more details when the New York Auto Show begins next week.

Source: Left Lane News

Hyundai's plant in Montgomery, AL

Hyundai is in an enviable position among automakers: sales of its vehicles are so good that Hyundai’s considering the possibility of building a second manufacturing plant on U.S. soil to boost capacity. Hyundai’s existing plant, in Montgomery, AL, has already farmed out production of the Santa Fe SUV to Kia, who builds in in their West Point, GA, manufacturing plant. That’s freed up Montgomery to focus on building the Sonata, but Hyundai also has serious expectations for sales of the redesigned Elantra. If sales continue to grow, even running three shifts per day in Montgomery may not be enough to satisfy customer demand for product. While lack of capacity isn’t a limiting factor today, clearly the writing is on the wall.

Hyundai’s U.S. sales grew nearly 25% in 2010, fueled by a freshened mix of product and a growing base of loyal supporters. It’s entirely likely that their sales will grow in 2011 as well, with the only real question being, “by how much?” That said, funding construction of a new manufacturing plant is a major risk, unless you’re absolutely certain that you can sustain the momentum of sales growth that you’re currently experiencing. Hyundai executives aren’t going to rush into any decisions, and will take the remainder of this year to compile the information necessary to make a go / no go decision on a new plant. A formal decision isn’t expected until some time in 2012, but I suspect that Hyundai can move very quickly is the right answer is “build”. If sales continue to grow at 25% annually, the company won’t have much of a choice but to expand manufacturing in the U.S., but that’s a good problem to have.

Source: Autoblog

Let’s keep this simple: if you want to look at gorgeous, semi-naked women or read insightful reporting, go to Playboy.  If you want accurate information on cars and trucks, come to Automotive Addicts.  We don’t do the whole pictures of naked women thing (although we have been known to look at them admiringly), because it’s just not what we do best.  Likewise, when Playboy publishes a list of the “Hottest Rides” of the year, you need to read it with some skepticism.

Here are Playboy’s picks for the hottest cars of 2011, along with our feedback.  Some we agree with, others we don’t, but then again we don’t get big fat advertising checks from automakers.  Read on to find out what made the list.

Playboy’s 2011 Car Of The Year: Mercedes-Benz SLS AMG.

Not much to argue with here, and I’m glad to see a publication pick a car other than the Chevy Volt or the Nissan Leaf as car of the year.  I’m not a huge fan of the SLS AMG’s styling, since only the front 55% of the car looks good; the rear looks like the stylists just gave up.  Performance wise, the SLS AMG is the real deal, and its 6.2 liter V8 will run with the big dogs.  Zero to sixty comes up in about 3.7 seconds, and the gullwing coupe tops out at 197 miles per hour.  If you’ve got the coin, the SLS AMG will get you noticed.

Best Hybrid: The Honda CR-Z

This category really should have been titled the “Least Worst Hybrid”, since enthusiast driving and hybrids go together like Ellen Degeneres and Tiger Woods. Yes, the Honda CR-Z is hands-down the best hybrid (if you opt for the six speed manual transmission), much the same way as waterboarding is much better than having your fingernails pulled off with pliers. If I had an option for “C, none of the above”, I’d pick that.

Best Sport Sedan: Aston Martin Rapide

If the category was “sport sedan most likely to get you heels-to-Jesus”, I’d agree. I don’t know too many who can shell out the Rapide’s $200,000 price of admission, and I can’t help but thinking that kind of money would buy three Cadillac CTS-V sedans, or two Hennessey tuned CTS-V sedans. Give me the Caddy, in White Diamond Tricoat with Dark Graphite wheels, and I’ll use the $130,000 I save to pay for gas, tires and speeding tickets.

Best Sports Coupe: Cadillac CTS-V

Don’t get me wrong: I love the looks of the CTS-V coupe, but I can’t live with the concessions it asks you to make. The rear seat, for example, is for midget acrobats only. Full size humans with normal muscles and joints simply don’t fit back there, and the coupe’s added width actually makes it slower than the sedan (courtesy of parasitic drag, if you want some science). My pick? The 2011 Shelby GT500 Mustang. It’s the automotive equivalent of rough sex with a six foot tall Scandinavian blond; it doesn’t work well if you treat it nice, but throw it down, stomp it hard and it just comes back for more. Like the blond, it’ll either kill you or make you stronger, and you won’t care much either way.

Best Convertible: Porsche Boxster Spyder

Maybe I’m not a big fan of the whole “less is more” thing, which is why I have a hard time grasping the logic of paying more for a Porsche Boxster with a Pontiac Solstice folding roof. Yes, it’s fast, but it’s also impractical for the real world; I’ll pass, and opt for the STaSIS-tuned Audi R8 V10 convertible. It’s wretched excess in every way, and it comes with a real top.

Best Bang For The Buck: Mazda 2

This is a tough category, since so many automakers are making good, inexpensive cars these days. The Ford Fiesta is roughly the same as the Mazda 2, and both need a serious infusion of horsepower to be appealing to enthusiasts. The Chevy Cruze has potential, if and when Chevy builds a Cruze SS version. Until they do, sign me up for the Hyundai Sonata Turbo as the best bang for the buck. Where else can you get 274 horsepower for a sticker price in the mid-twenties?

Best SUV: Jeep Grand Cherokee

This is another tough call, because the best depends on your expectations. If you use you $40,000 SUV for serious off-roading and plan on tackling the Rubicon Trail just as soon as you have two weeks of vacation saved up, then your best choice is Playboy’s pick. If you live in the real world and spend 90% of your time on-road, with occasional trips to the beach and up to your uncle’s mountain cabin, my pick would be the new Ford Explorer. It’s still capable of going off-road (except for the whole rock-crawling thing), and it’s much better on road. For the vast majority of SUV buyers, it’s simply a better option.

Best Commuter: Nissan Leaf

I’ve never had a job where the Nissan Leaf would have been a sensible choice for commuting. Most of my drives have been 50 miles or so round trip, which may or may not exceed the Leaf’s range, depending on traffic, road conditions, weather and electromagnetic disturbances in the upper atmosphere. I don’t want to spend the last ten miles of my commute wondering if I’ll make it home, so a pure electric car makes no sense to me. Give me a Chevy Volt, and I’ll go as far as I can on batteries every day. When the batteries run down, the generator fires up to ensure I’ll get the rest of the way home. The Volt is comfortable, it’s relatively entertaining to drive and (above all) it’s practical. I can’t say the same for the Nissan Leaf.

Best Plug-In: Chevrolet Volt

I already picked the Volt for “Best Commuter”, so I can’t pick it twice. Instead, I’ll select the Tesla Roadster 2.0 for “Best Plug In”, because it’s currently the only electric car worth drooling over. I still don’t think it’s worth the price, and it’s still too heavy to be a real sports car, but it is a step in the right direction. For now, that’s as good as a plug in car gets.

Most Likely To Succeed: Hyundai Equus

I couldn’t agree more with Playboy’s pick in this category. I’ve driven the Equus, and it’s good, very good. Once you get past the Hyundai name, the Equus will make you wonder why spending $10k to $30k more for the equivalent Lexus, BMW or Mercedes was even a consideration. Hyundai knows what’s riding on this, and they’re going to make every effort to do things right the first time. World class luxury for the price of a well-equipped Lincoln? Sign me up.

[source: Playboy]

Love it or hate it, this is really it, the new 2011 Hyundai Sonata. We have witnessed several renditions of what the new Hyundai Sonata would look like and some of them were not off by far. The new stylish design resembles that of a VW Passat CC or even the Benz CLS with roof lines that mimic a coupe. Visually the car looks totally different from one end to the other.

Hyundai is no longer the “el-cheapo” car from Korea (same goes for the sister nameplate Kia), it is the one that gives Toyota’s Camry and Honda’s Accord a run for their money in more ways than just the 10-year powertrain warranty.

The 2011 Hyundai Sonata does not just go up against the normal run-of-the-mill Camry or Accord. It will duke it out with the hybrid versions because a new hybrid powertrain will be available later in 2010. This will be the first U.S. market Hyundai to get a new hybrid system. The standard powerplant will still get you 23 mpg city and 35 highway, just imagine the mpg figures of the hybrid version. You thought Toyota’s problems started and ended with the gas pedal recall. They may want to think again because there is a new sheriff in town that goes by the name Sonata, Hyundai Sonata.

[source: Hyundai]

PRESS RELEASE:

THE 2011 SONATA: THE NEW STANDARD FOR MIDSIZE SEDANS

Sonata Injects Emotion, Advanced Powertrains and Superior Quality into Bland Segment

LOS ANGELES, Dec. 2, 2009 – Hyundai today introduced its all-new 2011 Sonata at the

Los Angeles Auto Show. This marks the North American debut of the latest version of the popular midsize sedan, introducing Hyundai’s “Fluidic Sculpture” design language and an all four-cylinder engine lineup to the U.S. market.

Sonata is the second vehicle in Hyundai’s 24/7 version 2.0 product initiative (seven new models in the next 24 months) following on the heels of the all-new Tucson. Production of Sonata will begin later this month at Hyundai’s U.S. plant in Alabama with retail sales beginning in January.

The 2011 Sonata represents a modern approach to the traditional midsize sedan segment by using only advanced four-cylinder engines, emotional design and luxury features offered with Hyundai’s strong value proposition. The 2011 Sonata poses some intriguing questions:

Why can’t a smart, solid sedan also have modern, sleek, sophisticated style?

Why pay so much to get a taste of luxury?

Why can’t an efficient four-cylinder engine give V6 power?

FLUIDIC SCULPTURE DESIGN LANGUAGE

Beginning with the 2011 Sonata and 2010 Tucson projects, Hyundai designers set to work about three and half years ago on Fluidic Sculpture. Fluidic Sculpture is a consistent, cohesive design language that will ripple through the entire Hyundai showroom. In developing the initial Sonata sketches, Hyundai designers considered the interplay of natural, fluid elements with more rigid surfaces and structures to create the illusion of constant motion. Inspired by nature, Fluidic Sculpture injects sophistication and dynamic angles into the shape of a vehicle and now serves as the core of Hyundai’s future design identity.

The exterior of the all-new Sonata is long, light and low. The high beltline allows for a long, sleek roofline accented by the third window. A monoform side profile includes flowing lines highlighted by a Hyundai signature chrome accent that spans the length of the car. Normally, this type of trim is only found around the windows. On the new Sonata, this trim extends out from the headlamps, juts up along the hood and through the beltline. The face is bold with a large powerful chrome grille and headlamps that integrate precise details. The stance is completed by 16-, 17- or 18-inch multi-spoke wheels.

The sophisticated look continues inside where Hyundai has created an upscale ambiance thanks to a flow-through center console and instrument panel. These flowing surfaces complement the exterior design and wrap around the driver and passengers.

HYUNDAI PACKAGING EFFICIENCY

The sleek design, combined with Hyundai’s expertise in interior packaging, has produced an interior that delivers class-leading comfort, functionality and practicality. A sleek roofline typically compromises headroom and interior volume but, at 120.2 cubic feet, the Sonata has the most interior volume of its key competitors. It is so spacious, Sonata continues to be classified by the Environmental Protection Agency (EPA) as a Large car, truly a “class above” Camry, Altima, Fusion and Malibu (all are categorized as Midsize cars). Even in trunk room, the Sonata shines. Sonata’s 16.4 cu. ft. of trunk space gives it a 9.3 percent advantage over the Camry, and a 17.1 percent advantage over Accord.

2011 Sonata2010 Camry2010 Accord2010 Altima2010 Fusion2010 MalibuPassenger volume (cu. ft.)

103.8	101.4	106.0	100.7	100.3	97.7
Cargo volume (cu. ft.)	16.4	15.0	14.0	15.3	16.5	15.1
Total interior volume (cu. ft.)	120.2	116.4	120.0	116.0	116.8	112.8
EPA size classification	Large	Midsize	Large	Midsize	Midsize	Midsize

ADVANCED POWERTRAINS

The new Sonata will launch with Hyundai’s new Theta II GDI 2.4-liter four-cylinder engine with a Gasoline Direct-Injection (GDI) fuel delivery system, which contributes to improved fuel efficiency and lower emissions. Sonata is the first midsize sedan to adopt GDI technology as standard equipment in a naturally aspirated powertain. This shorter, more direct path of fuel delivery, allows for greater control of the fuel mixture at the optimum moment, thus improving efficiency. The fuel is injected by a camshaft-driven, high pressure pump that operates at pressures up to 2,175 psi. Direct injection also utilizes a higher than normal 11.3:1 compression ratio for increased power. The pistons are “dished” to increase combustion efficiency in the cylinder. This powerplant will deliver best-in-class fuel economy, best-in-class four-cylinder horsepower and best-in-class torque.

Sonata delivers an impressive 23 mpg city/35 mpg highway estimated fuel economy rating^* with the available six-speed automatic transmission with SHIFTRONIC^®. (When equipped with the six-speed manual, the Sonata achieves an estimated 23 mpg city/34 mpg highway fuel economy rating). The preliminary horsepower and torque ratings for the Theta II GDI are 198 horsepower and 184 lb.-ft. of torque. In the SE trim which includes a standard dual exhaust, the engine delivers 200 horsepower. This high-tech, all-aluminum, 16-valve engine features Continuously Variable Valve Timing (CVVT) on both camshafts and a Variable Induction System (VIS) for better engine breathing. A version of this engine also meets Partial Zero Emission Vehicle (PZEV) standards.

2011 Sonata (est.) 2010 Camry 2010 Accord 2010 Altima 2010 Fusion 2010 Malibu Engine

	2.4L I4	2.5L I4	2.4L I4	2.5L I4	2.5L I4
Horsepower	198 @ 6300	169 @ 6000	177 @ 6500	175 @ 5600	175 @ 6000	169 @ 6400
Specific output (HP/Liter)	82.5	67.6	73.8	70.0	70.0	70.4
Torque	184 @ 4250	167 @ 4100	161 @ 4300	180 @ 3900	172 @ 4500	160 @ 4500
Fuel economy (A/T)	23/35	22/33	22/31	23/31	23/34	22/33

Next year, Hyundai will add a 2.0-liter Theta II turbocharged GDI four-cylinder engine and a 2.4-liter Hybrid Blue Drive model featuring Hyundai’s breakthrough lithium polymer battery pack. Details about these powertrains will be announced at the 2010 New York Auto Show. Sonata’s innovative segment first powertrain lineup is a key driver of Hyundai’s goal to be the most fuel-efficient automaker on the planet.

SIX-SPEED AUTOMATIC AND MANUAL TRANSMISSIONS

Hyundai’s commitment to making the Sonata extremely fuel efficient continues with a six-speed automatic transmission with SHIFTRONIC manual control or a standard six-speed manual transaxle.

Hyundai’s all-new six-speed automatic A6MF2 transaxle helps the company meet its goals of improving fuel efficiency and reducing emissions. Shifts are silky-smooth with an option of manual control through the SHIFTRONIC feature.

Drivers can access the SHIFTRONIC feature by moving the gear selector into a separate gate. Pushing the selector forward or pulling it rearward will shift the transmission up or down sequentially, adding to driver control. The SE trim will also feature steering wheel-mounted paddle shifters. A clear LCD readout on the instrument panel shows the gear being used.

Designed for transverse engine applications in passenger cars and SUVs, the new compact transmission puts Hyundai into an elite class of auto manufacturers who have designed their own proprietary six-speed automatic transmissions. The strength of the design is its unique layout which makes it smaller, more compact and lighter than any other six-speed transmission on the market today.

For the customer, the new six-speed delivers a performance edge. In this application, it helps brings a nine percent gain in fuel economy (35 mpg^* versus 32 mpg). The gearbox has no dipstick because it is filled with automatic transmission fluid that is good for the life of the vehicle under normal usage conditions, thereby reducing maintenance costs.

Developed over a four-year period, this new six-speed automatic is 26.4 pounds lighter than the five-speed it replaces. It also is 1.6 inches shorter and considerably simpler, having 62 fewer parts, which is a key to increased durability, lighter weight and lower cost.

When it comes to transmissions, more gears are definitely better. The addition of a sixth gear enables closer spacing between gear ratios providing a better balance of performance and fuel economy while the wide overall gear ratio helps deliver strong acceleration.

The gearbox has three planetary gearsets and a unique flat torque converter that shortens the unit’s overall length by 0.47 inches. Four pinion differentials improve durability and further minimize size.

Another example of engineering ingenuity is found in the design of the hydraulic pressure control unit. Slight manufacturing deviations from one solenoid valve to the next often times cause fluctuation in the hydraulic pressure and affect shift precision and quality. The transmission featured in the Sonata cleverly integrates adjustment screws in the valves that enable each of the eight valves to be calibrated at the factory. This feature ensures stable hydraulic pressure at any shift point which facilitates a high degree of precision and control needed to deliver fast, smooth and precise shifts throughout the rpm range.

SUPPLE RIDE, AGILE HANDLING

An advanced four-wheel independent suspension system combines a supple ride with precise handling and steering response for Sonata GLS and Limited models. Sonata uses MacPherson strut front and multi-link rear suspension systems with increased travel for improved wheel control and a smoother ride. All four wheels are controlled by coil springs, fade-resistant gas-charged dampers and stabilizer bars. The suspension has been optimized to keep the vehicle flat during corning and provide quick turn-in response. The rear suspension uses aluminum components to reduce weight and improve suspension performance. The GLS and Limited models also use advanced low-rolling resistance tires to improve fuel economy while maintaining good ride and handling performance.

The Sonata SE is an even more exciting and willing partner for drivers who prefer sportier ride and handling dynamics. The sport-tuned suspension features stiffer springs and larger stabilizer bars, resulting in a 20 percent increase in roll stiffness. Unique SE dampers, including monotube shocks in the rear are used to control the more aggressive suspension. Low profile 18-inch tires round out the unique chassis components of the Sonata SE.

All Sonatas have column-mounted, motor-driven electric power steering that adjusts instantly to changing driving conditions while improving fuel economy over a conventional steering system. A quick-ratio steering rack is used for crisp feel on turn-in. Sonata’s turning diameter of 35.8 feet is better than Camry, Accord, Altima, Fusion and Malibu.

2011 Sonata2010 Camry2010 Accord2010 Altima2010 Fusion2010 MalibuTurning diameter (feet)

35.8

36.1

37.7

36.1

37.5

40.4

WORLD CLASS POWER-TO-WEIGHT RATIO

One of the program targets for the 2011 Sonata engineering team was world-class power-to-weight ratio. Power-to-weight ratio pays dividends in both performance and fuel economy.

Vehicle2011 Sonata2010 Camry2010 Accord2010 Altima2010 Fusion2010 MalibuCurb weight (lbs.)319933073269318033423415Horsepower198169177175175169Power-to-weight ratio16.219.618.518.219.120.2Sonata is rich in ultra-high-strength steel, leading to world-class body rigidity. The 2011 Sonata is 25 percent stiffer in torsion and 19 percent stiffer in bending rigidity than its predecessor, yet it is lighter than many midsize sedans, also offering more interior room.

This focus on power-to-weight ratio pays dividends across the board. The Sonata owes its ability to deliver both strong performance and excellent fuel economy in great part to its impressive power-to-weight efficiency.

ADVANCED STANDARD SAFETY TECHNOLOGIES: PART OF HYUNDAI’S ASSURANCE COMMITMENT

Sonata is built from the ground up with safety in mind, with a hot stamped ultra-high-strength steel body structure, advanced airbag technology and Electronic Stability Control (ESC), delivering on Hyundai’s commitment to both active and passive safety technology leadership. The prior generation Sonata was the first midsize sedan with standard ESC when it launched in March of 2005. ESC was not standard equipment on Honda Accord until the 2008 model year and the 2010 model year for Toyota Camry. Once again every 2011 Sonata has lifesaving ESC as standard equipment. This is important because the National Highway Traffic Safety Administration (NHTSA) has reported that ESC results in 35 percent fewer single-vehicle crashes and 30 percent fewer single-vehicle fatalities in passenger cars.

The Sonata also features a state-of-the-art braking package. The package includes four-wheel disc brakes and an Anti-Lock Braking System (ABS) including Brake Assist, which provides maximum braking force when a panic stop is detected, and Electronic Brake-force Distribution (EBD) to automatically adjust the braking force to front and rear axles based on the vehicle loading conditions.

Sonata features six airbags-including dual front, front seat-mounted side-impact, and front and rear side curtain airbags-along with active front-seat head restraints. The 2011 Hyundai Sonata is projected to earn the NHTSA’s top rating of five-stars for front and side impacts. Other passive safety features include shingle-style rear-seat head restraints for improved visibility, three-point seatbelts for all seating positions, front-seat seatbelt pretensioners and force limiters, and a rear-seat Lower Anchors and Tethers for Children (LATCH) system for child seats.

2011 SONATA OFFERS FOUR UNIQUE AUDIO ENVIRONMENTS

An AM/FM/XM/CD/MP3 audio system with six speakers comes standard in the Sonata GLS and SE.

AM/FM/XM/ DVD/MP3 audio system with touch-screen navigation and Dimension^® premium sound with subwoofer and external amplifier is optional on the GLS and SE models.

The Limited model comes standard with an AM/FM/XM/6-disc CD-changer/MP3 with HD Radio Technology and Dimension premium sound.

The optional AM/FM/XM/DVD/MP3 audio system with touch-screen navigation that includes a 400-watt external amplifier system on the Limited comes with Infinity audio.

DIMENSION AUDIO SYSTEMS

Dimension is a new branded audio system created by Hyundai Mobis and features a Variable Equalizer with normal, dynamic and concert settings. The last generation equalizer provided only one fixed sound field. The new Variable Equalizer, tuned by renowned audiophile Ken Pholmann, is a function for controlling the sound qualities sensed by listeners. For example, Pohlmann added bass response to the concert mode typically not found in other systems.

INFINITY^® AUDIO SYSTEM

Audio enthusiasts with even more demanding tastes will be impressed by the AM/FM/XM/DVD/MP3 audio system with touch-screen navigation that includes a 400-watt external amplifier, dedicated Dual Voice Coil (DVC) subwoofer, eight-channels and nine Infinity speakers available on the Limited. Infinity and Hyundai engineers worked together during the early stages of development to integrate the speakers into Sonata’s interior. The team spent hundreds of hours fine-tuning the system for the cabin’s unique acoustic attributes.

XM, HD RADIO TECHNOLOGY, BLUETOOTH AND TOUCH-SCREEN NAVIGATION DELIVER UNRIVALED MIDSIZE SEDAN TECHNOLOGY CHOICES

2011 Sonata comes standard with three months of XM Satellite Radio, real-time XM NavTraffic and XM Data Services

Sonata also will be the first popular midsize sedan to offer the clarity of digital HD Radio Technology from the factory

First vehicle in its class to offer a Bluetooth hands-free phone system standard

Standard auxiliary iPod/USB inputs allow drivers to fully control and charge iPods directly from the head unit

Touch-screen navigation is available on all trim levels and includes a high-resolution screen. This system provides new features including Bluetooth streaming audio capability. This easy-to-use unit can be controlled via 6.5-inch WVGA touchscreen or voice-activation by headliner-mounted microphone.

The system features 8GB of flash memory and comes matched with a sound system that plays compact discs, accesses digital music files via Bluetooth streaming audio or allows driver and passenger to access their personal listening devices through the iPod/USB/auxiliary inputs. Bluetooth audio wirelessly streams music from select mobile phones to the head unit. Also, with a Bluetooth-enabled phone one can look up a local restaurant and call for reservations before plotting the route. The XM Satellite Radio interface is also integrated into the navigation unit and features channel logos, real-time NavTraffic and XM Data services such as WX Satellite Weather^®, XM Stock Ticker and XM Sports Ticker. The system is also updateable via the USB.

HYUNDAI MOTOR AMERICA

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 790 dealerships nationwide.

	2011 Sonata
ENGINE
Type	DOHC CVVT (Continuously Variable Valve Timing) 4-cylinder
Materials	Aluminum block and heads
Bore & Stroke	88.0 mm x 97.0 mm
Displacement	2.4 liters / 2,359 cc
Horsepower	GLS/Limited: 198 @ 6,300 rpm – ULEV GLS/Limited: 190 @ 6,300 rpm – PZEV (est.) SE: 200 @ 6,300 rpm – ULEV (est.)
Torque	GLS/Limited: 184 lb-ft @ 4,250 rpm – ULEV GLS/Limited: TBD lb-ft @ 4,250 rpm – PZEV SE: 186 lb-ft @ 4,250 rpm – ULEV (est.)
Valves per cylinder	4
TRANSMISSION
6-speed manual
Gear ratios
First	3.27:1
Second	1.93:1
Third	1.70:1
Fourth	1.28:1
Fifth	1.03:1
Sixth	0.83:1
Reverse	3.59:1
Final drive	4.33:1 (1,2,R) / 3.25:1 (3-6)

6-speed electronic automatic with OD lock-up torque converter, shift lock and SHIFTRONIC™ manual shift mode
Gear ratios
First	4.21:1
Second	2.64:1
Third	1.80:1
Fourth	1.39:1
Fifth	1.00:1
Sixth	0.77:1
Reverse	3.39:1
Final drive	2.89:1
SUSPENSION
Front	MacPherson strut with gas-charged hydraulic twin tube shock absorbers and stabilizer bar (24-mm for GLS/Limited/SE)
Rear	Independent multi-link design with coil springs, gas-charged hydraulic twin tube shock absorbers and stabilizer bar (15-mm for GLS/Limited)
	Independent multi-link design with stiffer coil springs, gas-charged hydraulic monotube shock absorbers and larger stabilizer bar (17-mm for SE)
STEERING
Type	Motor-Driven Power Steering (MDPS) column mounted, Rack-and-Pinion, Engine-RPM-Sensing
Overall Ratio	14.5:1
Turns, lock to lock	2.34
Turning circle, curb to curb	35.8 ft.

BRAKES/TIRES/WHEELS
Front	Power-assisted 11.8-in.ventilated disc
Rear	Power-assisted 11.2-in.disc
ABS	4-wheel, 4-channel and 4-sensor with Electronic Brake-force Distribution (EBD)
Tires	P205/65R16 (GLS) P225/45R18 (SE) P215/55R17 (Limited) T125/80D16 (Compact temporary use spare tire)
Wheels	16 x 6.5-in. steel wheel with full covers (GLS) 16 x 6.5-in. alloy wheel (GLS Optional) 18 x 7.5-in. hyper silver alloy (SE) 17 x 6.5-in. alloy (Limited)
EXTERIOR DIMENSIONS
Wheelbase	110.0 in.
Overall length	189.8 in.
Overall width	72.2 in.
Overall height	57.9 in.
Tread width (front/back)
16-in. wheels	62.9 in. / 62.9 in.
17-in. wheels	62.6 in. / 62.6 in.
18-in. wheels	62.5 in. / 62.5 in.
Coefficient of drag (Cd)	0.28

INTERIOR DIMENSIONS
Head room
Front	40.0 in.
Rear	37.8 in.
Leg room
Front	45.5 in.
Rear	34.6 in.
Shoulder room
Front	57.9 in.
Rear	56.7 in.
Hip room
Front	55.2 in.
Rear	54.9 in.
EPA passenger volume	103.8 cu. ft.
EPA cargo volume	16.4 cu. ft.
EPA total volume	120.2 cu. ft.
CAPACITIES
Fuel	18.5 gallons
Oil	4.86 quarts
Coolant	2.7 quarts
CURB WEIGHT
4-cyl. manual	3,161 lbs
4-cyl. automatic	3,199 – 3,316 lbs
FUEL ECONOMY	City	Highway	Combined
4-cyl. manual	23 mpg (est.)	34 mpg (est.)	TBD
4-cyl. automatic	23 mpg (est.)	35 mpg (est.)	TBD

TOWING CAPACITY
Maximum towing capacity, with trailer brakes	TBD
Maximum towing capacity, without trailer brakes	TBD
Maximum trailer tongue weight, with trailer brakes	TBD

Maximum trailer tongue weight, without trailer brakes