Classic Hyundai - Mentor, OH

Hyundai's rolling like the proverbial snowball down the slope — it set an all-time U.S. sales record last month — and nobody's talking about slowing down.

At an industry conference this week, Hyundai Motor America President and CEO John Krafcik laid out the next two years worth of product rollouts for the hottest car company on the planet and it looks as if somebody should start designing Hyundai-badged wheelbarrows to haul all the cash to the bank.

On the table for this year, Hyundai's already launched the markedly superior second-generation Tucson. Then we're getting the 2.0 Turbo and Hybrid versions of the 2011 Sonata midsize sedan, a car Krafcik said Hyundai cannot make fast enough at its newish plant in Montgomery, Alabama.

Toward the end of the year, Hyundai pulls the trigger on the high-zoot Equus sedan, a $60,000 flagship that is so exclusive you don't need to visit the showroom to buy — an Equus "product champion" will bring one to your home for your private consideration.

Next year, Hyundai launches an all-new Elantra (hey, the current one still doesn't look bad), a production version of the wild Veloster coupe early in the year and the replacement for the entry-level Accent. Krafcik hinted, by the way, that the Veloster name may not stick for the showroom version, but we're betting it will.

But that's not all. Hyundai will launch one more new model next year, although nobody's telling what just yet. All Krafcik would say is the unnamed new model will be "a bit of a surprise."

Finally, look for a Hyundai concept car at the 2010 Los Angeles Auto Show in November that will be an indicator of some of the company's game plan for hitting the 50 mpg its fleet will achieve by 2025.

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On one hand you've got the G8, which means eight of the world's most powerful national entities — Canada, the European Union, France, Germany, Italy, Russia and the United States — meeting to talk over big-picture ideas and generally rule the world.

On the other hand you have the BRIC — Brazil, Russia (yeah, they're double-booked here), India and China as the next group eager to take on the responsibility for ruling the world. And then there's the Next 11, Pakistan, South Africa, Turkey...well, just go to Wikipedia for the rest, but you get the point. BRIC and the Next 11 represent the nations most likely to surpass the power/status/per-capita GDP of the G8.

That's right. According to economists and political scientists, Pakistan and Brazil are in prime position to surpass the United States and the European Union on the world stage. It sounds ridiculous, like saying that Korean automaker Hyundai is poised to take over top billing in the family sedan market, displacing on both a quality and value scale what we might consider to be the Automotive G2, Honda and Toyota. Only it's true (in both cases).

Enter the newest car in our Long-Term Road Test fleet: the 2011 Hyundai Sonata GLS. If you're looking for evidence of intent to rule the world, you'll find it right here.

Why We Got It
Just look at the 2011 Hyundai Sonata. Now, close your eyes. Picture the Hyundai Genesis. Got it? Yeah, you do. Now do the same for the Genesis Coupe. There you go. Sharp, aggressive and interesting, yet without being busy or tacky.

Now picture the Honda Accord and Toyota Camry; not for long, though, cuz we want you to be awake to finish the rest of this little exercise. Last one: Picture the last-generation Hyundai Sonata, the one that looked like a cross between the Toyota Avalon and the old Chevy Malibu. Manage to do it? Us neither.

Even among family sedans, anono-box styling is fading from the scene. No more of the roughly car-shaped mold designed to hold a roughly man-shaped driver on his way to a roughly lifelike existence. People want style and presence even in a family sedan, even if they do show up at their destination with a trunk full of strollers and sunblock and strained carrots. So Hyundai has been working hard on the style thing with one of the most elaborate design studios of any manufacturer in the world, and the style alone of this car attracts us. Can a family sedan aspire to be something more?

Of course, if you don't care about style, you can marvel at the new Sonata's ability to deliver all the usual comfort and convenience features as standard equipment, like a six-speed automatic transmission, traction and stability control, cruise control, audio controls on the tilt-and-telescoping steering wheel, air-conditioning, Bluetooth and iPod connectivity. Or maybe you'll be more impressed by the direct-injected 2.4-liter inline-4 engine that makes 198 horsepower and 184 pound-feet of torque while still returning an EPA-rated 22 city/35 highway mpg and 26 combined mpg. Can a family sedan do it all?

Or if all this is really too flashy for those of you interested in family sedans, focus instead on Hyundai's warranty structure; when it was introduced in 1999, it transformed Hyundai into a world-class car company almost overnight. Can a family sedan be as reliable and durable as something cheap and cheerful or expensive and luxurious?

What We Got
Our new 2011 Hyundai Sonata comes equipped with all of the above as well as some options.

The GLS Popular Equipment package with navigation is a $2,450 package consisting of 16-inch alloy wheels with 205/65R16 Kumho Solus KH25 all-season tires, automatic headlights and a touchscreen navigation system with XM NavTraffic, weather and sports. We also received the $100 carpeted floor mats.

Altogether, our Venetian Red 2011 Hyundai Sonata GLS carries a sticker price of $23,456 (including $720 destination fee).

Living the Sedan Life
When we first tested the 2011 Hyundai Sonata GLS, we said, "Twenty-thousand dollars is too little to pay for this 2011 Hyundai Sonata GLS."

This came from a test that didn't take into account bang for the buck, and we thought the Sonata could use a few more bucks' worth of quality materials to really make a power play in its market segment.

But in a recent comparison test, the 2011 Hyundai Sonata found itself measured against the Honda Accord and Mazda 6, and it took top honors. We said, "With its winning combination of features, price and fuel economy, the all-new Sonata probably didn't need a stylish package to win. But it didn't hurt, either."

So which is it? A winner on price, style and features? Or yet another nearly there attempt by Hyundai at a family car that seems in the end to be more about clever pricing than good driving? Does this new family sedan pump up Hyundai to G8 status, or is it still a wannabe entity, still overachieving and still hopeful, yet still on the outside looking in?

Some 12 months and 20,000 miles in our fleet of long-term test cars should sort this out.   Please check back for another update.  (Source:  insideline)

ARLINGTON, Virginia — The 2010 Hyundai Genesis and the 2010 Mercedes-Benz E-Class have earned 2010 Top Safety Pick awards from the Insurance Institute for Highway Safety after making modifications to boost safety.

Hyundai made changes to the roof structure of the 2010 Genesis to improve protection in rollover crashes, the IIHS noted in a statement. The award applies to Genesis models built after January. In the Institute's roof strength test, a metal plate is pushed against one side of a roof at a constant speed. To earn a "good" rating, the roof must withstand a force of four times the vehicle's weight before reaching 5 inches of crush.

Separately, the National Highway Traffic Safety Administration, the federal government's auto safety watchdog, has given the 2010 Genesis the highest five-star rating in all categories tested. They include rollover crashes, as well as front and side crashes.

The E-Class was singled out for praise by the IIHS, which noted that this is the first time the Mercedes-Benz large luxury car has earned the Institute's top safety designation. "Earlier this year, design changes were made to the padding in the front and rear doors to improve protection in side-impact crashes," the IIHS said in a statement.

It said that the Top Safety Pick award applies to E-Class models built after March 2010.

Separately, the National Highway Traffic Safety Administration gave the 2010 E-Class the highest five-star ratings in side crash testing and rollover crash testing, but only four stars in front crash testing.  (source: Inside Line)

Here's a statistic that might blow your mind. Honda sold more than a quarter-million Accord sedans in the U.S. last year. While that might not be news to you, what you might not know is that nine out of 10 of those Accords were sold with a four-cylinder engine, not a V6. Clearly it makes no sense any longer to compare $30,000 family sedans with V6 engines and a boatload of options. It's time to change priorities, so we've chosen to compare the best of America's large family sedans equipped with a four-cylinder engine, and that means the 2010 Honda Accord LX and the 2010 Mazda 6 i Touring, not to mention the 2011 Hyundai Sonata GLS.

The Honda Accord's place in such a comparison doesn't come by accident, as its perennial spot on top of the sales charts shows this car's powerful influence on the design of the American sedan. Meanwhile, what Inside Line comparison of mainstream sedans would be complete without the Mazda 6, which has won two such comparisons? Like we said last time when the Mazda 6 s triumphed in a comparison of V6-powered sedans, "We've always believed that a family sedan can still be fun to drive, and it's great to discover that Mazda thinks so, too."

The new 2011 Hyundai Sonata is here because it is leading the shift in priorities within the class of sedans, as it combines its customary affordable price with the choice of only one engine, a thrifty four-cylinder. It's an engine perfect for the times, setting a new benchmark for output and fuel consumption in its segment. Furthermore, the 2011 Sonata's stylish, flowing sheet metal and smart interior won't alert the neighbors that you settled for a low-budget alternative to the ubiquitous volume sellers.

Shifty Business
The stage was set for a pertinent comparison test of the cars everyone is actually buying, but we just couldn't pass up the opportunity to select test cars with manual transmissions.

First of all, there's no cheaper way to buy each of these cars. Adding an automatic transmission will run you an extra $800 in the Accord LX, $900 in the Mazda 6 i Touring and a cool $1,000 for the Sonata GLS. What's more, the EPA combined fuel consumption estimate for the manually shifted Sonata is 2 mpg better with its six-speed manual. For the Accord, combined mpg is the same with either a five-speed manual or a five-speed automatic, while the Mazda 6 actually ekes out 1 mpg better consumption with a five-speed automatic transmission over this car's six-speed manual.

(Besides all that, Inside Line is spearheading a campaign to diminish left-leg atrophy, which can cause drivers of these ordinary cars to walk in counterclockwise circles. We endeavor to return to these going-nowhere wanderers a newfound direction in life.)

So even though manual-transmission cars make up only about 2 percent of the mix of sales volume for these cars, there are savings to be had up front in purchase price and potential savings down the road in operational cost. So, you're welcome, Inside Line comparison-test readers. Go forth, you 2-percenters, and walk proud and walk straight.

Follow the Money
The base price of the base-model 2011 Hyundai Sonata GLS starts at just $19,915 and adding floor mats and a proprietary iPod cable brings the car's as-tested price to within a U.S. Grant of $20 grand at $20,050, making it the least expensive car in the test.

This car suits real people as well as engineers, because it offers must-have features plus best-in-class output and mpg.

For that price, however, the base-model Sonata GLS offers a superior amount of standard equipment. For instance, things like a dedicated iPod cable, a six-speed transmission (whether manual or automatic), a trip computer and 60/40-split-folding rear seat cannot be had (or even ordered) on our four-cylinder Accord LX at $21,765. You can find satellite radio and Bluetooth connectivity on an Accord, but it requires stepping up to a top-tier EX-L at $26,740.

Nevertheless, the well-equipped Sonata GLS is not furnished with the aluminum wheels, foglamps, power driver seat or leather-wrapped shift knob and steering wheel that you can get in the Mazda 6 i Touring for $21,650. Granted, our Mazda 6 Touring is not a base model in the strictest sense, as it's found about midway up the lineup of Mazda 6 four-cylinders. You can find the desirable items listed above for both the Sonata and Accord, but you'll have to opt for a sport-tuned Sonata SE ($23,315) or jump clear up to an Accord EX V6 ($27,515) for the foglamps plus other equipment that the Mazda 6 offers for its price.

After we built a chart comparing an assortment of standard and optional equipment, you might have guessed the clear advantage went to the Hyundai Sonata, which scored 78.8 points compared to the Mazda's 72.2 points and the Honda Accord's 30.6 points. For a more detailed score card and explanation of the features we chose to compare and score against prices, see the "Top 12 Features" tab.

Subjective Evaluations
When it came time to evaluate in subjective terms things like dynamics, comfort, function and design/build quality, the gap between these three sedans proved far smaller than the feature-oriented evaluation. A spread of just 2.4 points among them is really close and speaks to the parity of the overall execution of the vehicles themselves. Even so, there were nuances we discovered.

We've already pointed to the feature content advantages of the Sonata, but the Hyundai also scores a strong 2nd place in the Comfort category and a resounding 1st place in the Function category.

Comfort
In terms of overall ride quality, we'd say the Sonata has the most luxurious ride. The way the Hyundai envelops road imperfections is what some people would characterize as "floaty," but not so much as to nauseate you. We've driven an SE model with its higher-rate springs, larger rear stabilizer bar and more rebound damping, and this sportier setup feels like the optimal one for the Sonata.

In comparison, the Accord feels lighter at times, but coarser most of the other time, and always more susceptible to impact harshness. In a way, the Accord feels as if there is too much air in the tires, but we verified the specification of 30 psi. We still think the Accord (and most Honda/Acura products for that matter) would benefit from more supple rubber.

Finally the Mazda 6's chassis proved to be the most buttoned-down of the bunch, with discernible rebound damping, although unfortunately the result is gut-jiggling unhappiness on a wider variety of surfaces. Yes, it's a European-style ride when the road is smooth, but even a wavy, undulating surface had us reaching for the cupholder to pick up the coffee lest we spill some. The Mazda 6 is recognized as offering the best driver's position of these three sedans.

While it is true that ride comfort, road noise and rear-seat accommodations were a strong suit for the Sonata, the center stack of instrumentation and controls proved intrusive on the driver's knee, and obvious wind noise emanating from the base of our car's windshield wipers knocked the car down a bit in scoring as well.

The Honda scored high marks with its utter lack of wind noise, but this asset was confounded by a high-frequency hiss from the tires (a behavior also exhibited by the Mazda, but less so). The Accord's useful rear seat helped it tie the equally capacious Sonata, though the Hyundai's seats themselves were slightly better contoured.

All three cars lacked rear power points and HVAC vents. The rear seat of the Mazda 6 (which is classified by the EPA as a midsize car, rather than the large car definition of the slightly larger Accord and Sonata) is noticeably tighter when it comes to perceived and actual scale, and it didn't have rear door pockets or a center head restraint.

Function
In terms of functionality, we pay particular attention to things like visibility, instrumentation, audio/HVAC layout and performance, in-cabin storage cleverness and trunk size (including an ability to accommodate oversized items).

Honda always manages to make cars with relatively low beltlines and slender pillars, and this Accord follows suit. Compared to the rakish Sonata, for instance, the Accord feels dramatically open and airy with easy sight lines, while the Mazda occupies the middle ground in this regard. You won't necessarily get this impression from the photos of the interior, where the two-tone cabin of the Sonata looks brighter than the darker-hued interiors of the Accord and Mazda 6.

Again, Honda has a way of presenting instrumentation in an unambiguous and legible manner and does so again with crisp white-on-black gauges. The Sonata also features legible white-on-gray gauges, but adds a bluish multipage trip computer/driver-coaching aid between the two main gauges. The Mazda 6 Touring also offers a trip computer, but the LED display is less prominent; it's in a slit at the base of the windshield. The Mazda's white needles against red numerals on a black background surrounded by a blue glow is certainly less legible.

When it comes to evaluating both the audio and HVAC layout and execution, we had difficulty reaching a consensus. Some liked the linear layout of Playskool toy-size buttons/knobs in the Accord, but others complained about the unintuitive choice of a giant volume knob surrounded by teeny tuning knobs.

Some preferred the unconventional layout (and pulsing blue glow) of the Mazda 6's instrumentation, calling it contemporary, while others criticized the mix of buttons. And that crowded multidisplay panel is in a different area code. Finally, those who liked the Sonata said it offered the most intuitive layout for both audio and HVAC controls in an economical space. This design also frees up room at the base of the center stack for small-item storage, a bordered perch for your iPod, and so on. The Mazda was particularly lacking in interior storage.

Trunks
Using one of these sedans as a family car necessitates a functional trunk. All three offer generously sized trunks, and ironically the Mazda's is technically the largest at 16.6 cubic feet. The Mazda 6 has scissor hinges and struts instead of the space-consuming gooseneck hinges of the Accord and Sonata, plus the rear seatbacks fold in a 60/40 split. The Sonata has a 16.4-cubic-foot trunk and its seatbacks also have a 60/40 split.

The Accord trunk measures 14 cubic feet, perhaps owing to intrusion from the rear-suspension shock towers. The Accord loses a fraction of a point for a one-piece fold-down rear seat, but gains some back for a ski pass-through that doesn't penalize occupants for a rare day at the slopes. Sadly, none of these cavernous cargo bays are equipped with a tie-down or cargo net to keep grapefruit or tennis balls from rolling to the far reaches of these vast trunks, but you can order a net from Mazda for $40.

Dynamically Speaking
There were other differences, too. With the exception of the Engine Performance category, all the editors agree the Mazda 6 is the driver's car of this group. The Mazda earns points for steering performance, brake performance, handling and just being fun to drive. Our track testing corroborates our impressions, as the Mazda outperforms the others with ease in the slalom and skid pad tests in particular. Where the Mazda dodged cones with a competence that is obviously engineered into the chassis, both the Hyundai and Honda endured the exercises as if we were asking them to do things they weren't designed to do. They are not, after all, sport sedans.

As mentioned in our Hyundai Sonata Full Test, the Sonata's steering suffers from two handicaps. There's a sense of inconsistency from the electric-assisted power steering, plus a tendency for the car to wander slightly on the open highway. There are examples of electric-assist steering done right, but the technology is clearly still evolving. Both the Accord and Mazda 6 currently use a traditional hydraulic-assisted steering system and as a result, perform more intuitively.

The Honda received some poor marks for its braking system. While the brakes for all these cars feel natural and progressive, all feature four-wheel disc brakes, ABS, electric brakeforce distribution and brake assist. Each car's shortest recorded distance to stop from 60 mph fell between 130 and 133 feet, but the Honda's brakes faded noticeably at our test facility, earning it a "Poor" rating from the test driver. After no more than three stops from 60 mph, the Accord requires 10-13 feet more in which to stop from 60 mph, and the scent of burning brake pads fills the air.

The only dynamic demerit earned by the Mazda 6 came because of engine performance, as what once was adequate has fallen behind in output and consumption. Relative to the Sonata's high-compression 2.4-liter inline-4, the Mazda's low-compression 2.5-liter inline-4 is slightly larger in displacement, yet less potent in both torque (what you feel at the bottom of an on-ramp) and horsepower (what you sense at the top of an on-ramp). This engine feels like the smoothest-running four-cylinder in the test, but it's also the least fuel-efficient engine in our test according to both our testing and EPA data.

The Hyundai Sonata's inline-4 features direct fuel injection, and if you can ignore the ticking under the hood, you'll definitely be impressed by an engine that delivers both the highest specific output in its class and also registers EPA fuel-economy estimates of 24 mpg city/35 mpg highway/28 mpg combined.

Having so much low and midrange grunt makes driving the Sonata a far less frenetic experience. Unlike with the Accord and Mazda 6, we rarely found ourselves in a gear that was too high when the circumstances required prompt engine response. This mill seems absolutely fine pushing tall gears at low rpm, much like a small-displacement turbocharged engine.

The Best for the Middle of the Road
It wasn't long into our three-car test before murmurs began circulating. "Have you driven that new Sonata?" people would ask. When we drove it home, it was unusual not to be asked questions by total strangers. Once we settled into the evaluation routine, the Sonata quickly rose to the occasion, impressing drivers first with its exterior and interior design, then later with its remarkable engine, not to mention its impressive amount of equipment. Mind you, all these accolades are based on the least expensive, base-model 2011 Hyundai Sonata GLS.

This is the kind of car that suits real people as well as engineers, because it offers must-have features (even ones that were once luxuries) as standard equipment even as it delivers an engine that has best-in-class output and fuel efficiency. Sure, there are more engaging cars to drive between cones at a test track, but do buyers of these mainstream American-style sedans really care?

The Sonata is a well calculated and exceptionally engineered entry into the heart of the biggest market in the United States. And the ambition for this car has been matched by its excellent execution and affordable price. That the Sonata — like both the Accord and Mazda 6 — is built right here in the U.S. of A. makes it even better, because those folks in Alabama are responsible for upholding their end of the best warranty in the business.

Overall, the 2011 Hyundai Sonata is a remarkable achievement. Not just because it does so well in a few ways what the Accord has done for so many years, but also because it delivers excellence in so many categories. The 2011 Hyundai Sonata is the new benchmark among mainstream large sedans. There, we said it.

Final Rankings

Personal Rating (2.5%): Purely subjective; after the test, each participating editor was asked to rank the vehicles in order of preference based on which he or she would buy himself/herself if money were no object.

Recommended Rating (2.5%): After the test, each participating editor was asked to rank the vehicles in order of preference based on which he or she thought would be best for the average consumer shopping in this segment.

28-Point Evaluation (20%): Each participating editor ranked the vehicles based on a comprehensive 28-point evaluation. The evaluation covered everything from ride comfort, steering response and brake performance, to cupholders and exterior design. Scoring was calculated on a point system, and the scores listed are averages based on all test participants' evaluations.

Feature Content (20%): For this category, the editors picked the top 12 features they thought would be most beneficial to the consumer shopping in this segment. For each vehicle, the score was based on the number of actual features it had versus the total possible (12). Standard and optional equipment were taken into consideration. (Weighted the same as Price to balance "what you get" with "how much you pay for it.")

Performance Testing (15%): All three cars were subjected to a comprehensive battery of instrumented tests, including 0-60 acceleration, quarter-mile runs and panic stops from 60 mph. Each was run through a 600-foot slalom course to test transitional handling and around a skid pad to determine ultimate grip. The vehicles were awarded points based on how closely each came to the better-performing vehicle's score in each category.

Fuel Consumption (20%): The numbers listed were the result of a simple percentage calculation based on the EPA's "combined" fuel-economy estimates for the cars in the comparison test. Assigning 100 to the most fuel-efficient vehicle, the less efficient vehicles received a resulting percentage value.

Price (20%): The numbers listed were the result of a simple percentage calculation based on the least expensive vehicle in the comparison test. Using the "as tested" prices of the actual evaluation vehicles, the least expensive vehicle received a score of 100, with the remaining vehicles receiving lesser scores based on how much each one costs. (Weighted the same as Feature Content to balance "what you get" with "how much you pay for it.")

(Source: InsideLine)

2011 Hyundai Azera: Up Close

The 2011 Azera's updates were deemed light enough that Hyundai didn't feel the need to hold a press conference at this year's Chicago Auto Show. Still, it has some light styling revisions, plus more power and better gas mileage — all good things in our book. The 2011 Azera hits dealerships this spring.

Up front, the headlights look more well-defined than the 2010 model's, although their frames remain similar. The lower bumper adopts an air dam reminiscent of Hyundai's Genesis Coupe. New LED taillights and reshaped tailpipes gussy up the tail, but we're guessing few people will tell the 2011 apart from the 2010 by glancing at the rear. Car geeks, in contrast, will be able to tell the two apart up front. Changes to the cabin are minimal. There's a new faux-metal trim across several areas, and the turn signals add a three-blink lane change feature. The gauges have a new "Eco" indicator that illuminates green during fuel-efficient driving. (Eco indicators may very well be the gas tank arrow of our times, given how many automakers are throwing them in.) The Azera continues to offer a number of upscale features — among them a power tilt/telescoping steering wheel, rear sunshade and power-folding mirrors. Like before, the stereo has a standard USB/iPod jack.



The sedan comes in GLS and Limited trims, available respectively with a 3.3- or 3.8-liter V-6. Valvetrain tweaks and enhanced airflow bring power up to 260 horsepower and 283 hp, up from 234 hp and 263 hp with last year's 3.3- and 3.8-liter V-6s. Both engines drop last year's five-speed automatic for a six-speed auto. Gas mileage is up to 20/28 mpg with the 3.3-liter V-6 and 19/27 mpg with the 3.8-liter V-6; both figures represent roughly a 2 mpg improvement over last year's, and the 3.3-liter nearly ties the 2011 Toyota Avalon's impressive 20/29 mpg.


(source: cars.com) 

For drivers who seek to buy models with the least depreciation in prices, the 2011 Hyundai Sonata GLS might be the perfect fit as it is found to have the best-in-class residual value. The Automotive Lease Guide (ALG), the industry consultancy in the United States, gave a 36-month residual value of 54 percent for the 2011 Sonata, one of the highest among the mid-size car category.

This means buyers of the Hyundai vehicles can resell them at 54 percent of the initial price tags, three years after the purchase. For example, if a U.S. citizen snaps up the model today at $20,000, he or she will be able to dispose of it at around $11,000 in 2013. Hyundai said that the high residual value, which marks a progress of more than 10 percentage points from the previous survey, topped the models of its competitors such as Toyota, Nissan, Ford and Chevrolet in addition to premium brands such as Lexus, BMW and Mercedes. ``Hyundai's model lineup continues to evolve and the completely redesigned 2011 Sonata punctuates the tremendous evolution in Hyundai performance, design, safety and quality,'' Troy Saito, manager of Hyundai Motor America, said in a statement.

``Strong residual value has become another element in Hyundai's overall value equation, reducing the overall cost of ownership and allowing us to offer strong lease options to our customers.'' Other Hyundai models also advanced. The 2010 Genesis sedan chalked up residual value of 47.5 percent according to the ALG. The figures were 52.3 percent and 49 percent each for the all-new Genesis Coupe and the 2010 Veracruz. Residual value is one of the most important criteria for U.S. customers to select cars because trading of second-hand vehicles remains high in the world's largest economy.

According to the unerring wisdom of the Web, the name "Tucson" originated from the Pima Indians. Apparently it comes from the word "schookson," which means the spring at the foot of a black mountain. We have to wonder what word they'd have used for the compact CUV at the end of the driveway.

We'll probably never know, but the CUV at the end of Hyundai's driveway is the all-new 2010 Hyundai Tucson, flaunting chiseled planes and crisp edges aplenty, courtesy of its tailors in Frankfurt. The new look is called fluidic sculpture, according to Hyundai's president John Krafcik, and it seems as good a label as any.

One thing's for sure. It's a big, flamboyant step away from the humble look of the outgoing model, which (with the possible exception of its hexagonal rear window) did not deviate much from the two-box orthodoxy of the day. This new Tucson rolls out with a bumper-free grin at the front, a sculpted and creased profile, and a cheeky rear end with raked rear glass.

It's a pretty cosmopolitan effort, and it gives the Acura RDX and Honda CR-V some serious competition.

Everything's Bigger in America
The shape of the 2010 Hyundai Tucson neatly conceals the fact that this compact SUV has grown 3.3 inches in length and 1 inch wider, yet is claimed to weigh 61 pounds less than its predecessor. In the process, its interior dimensions have expanded the passenger cell to an extent that Hyundai staff happily claim is larger than that of a BMW X3, despite the fact that the Tucson has a smaller footprint. It is, they claim, also 38 percent more structurally rigid than a Nissan Rogue.

Well, we can't verify that, can we? What we can attest to is that the Tucson certainly exhibits symptoms of a very rigid body shell, able to smother surface ripples without the slightest secondary vibration detected through the structure or the doors. That's a pretty good achievement, given the large aperture in the roof necessary for the new, full-length panoramic sunroof.

Going Down the Road
The chassis holds its end up, too, with MacPherson struts in front and multilink rear armatures offering a surprisingly good compromise between ride comfort and body-motion control. Although spring rates are up in the new 2010 Hyundai Tucson, the ride is sufficiently compliant on surface breaks that the vehicle does not hop off line, yet it's damped well enough to suppress unnecessary bobbing and rolling motions.

Hyundai is currently brewing up a high-power variant that will rival the Acura RDX and Mazda CX-7.

Part of that is the new 1-inch hollow antiroll bar in front, which represents a 19 percent increase over its forebear, and the 18mm rear stabilizer, which is 29 percent larger than before, and this adds up to a lot more body control than before aside from the basic tuning of the vehicle's handling balance. But the best part is the way in which all these components have been tuned by Hyundai's U.S. chassis engineers for what we laughingly refer to as local roads.

Propulsion
Propelling this artful collection of bits down the road is Hyundai's Theta II 2.4-liter inline-4, which cranks out 176 horsepower at 6,000 rpm, and 168 pound-feet of torque at 4,000 rpm. While it isn't exactly overpowered when unraveling the sinuous canyons of Malibu, where we were introduced to the Tucson by Hyundai, the twin-cam four feels entirely adequate on normal roads, and its exertions are never thrashy or intrusive in nature.

The transmission options are a six-speed manual and a six-speed automatic (with manual override) that was designed and developed in-house by Hyundai itself. Well, once you've built locomotives and ships, what's a gearbox here or there? We did not get to try out the one manual vehicle on Hyundai's introductory drive, but we can confirm that the compact new autobox performed seamlessly throughout, and we failed to mystify or discombobulate it in any way.

There will be no V6 option for this generation of Tucson, but there may be a version of the turbocharged, direct-injection 2.0-liter inline-4 that we've seen in the Genesis Coupe that Hyundai is currently brewing up, so the company will likely offer a high-power Tuscon variant at some stage that will rival the Acura RDX and Mazda CX-7. In the meantime, this powertrain with its 2.4-liter four will do just fine for the needs of the Tucson's likely customers. We never felt impatient at any point, and the vehicle's overall balance probably makes up for any perceived deficit in the 0-60-mph department.

Bending This Way and That
While the 2010 Hyundai Tucson boasts a tighter turning circle than some of its rivals (34.7 feet compared with a Honda CR-V's 37.4), it employs an electric power-assist system that may be the new CUV's most controversial aspect. Because electric systems provide no boost in the straight-ahead position, the transition off-center is tricky to calibrate.

As with similar systems on Toyotas and other makes, the Tucson's wheel comes off-center with a slightly artificial feel. It also offers fairly persistent self-centering torque while turning that has an almost magnetic sense to it. None of this is of real concern to owners, who will doubtless get used to it and then forget all about it. Besides, feel at the wheel actually improves when you're hustling the little wagon through carsick canyon as fast as its four cylinders can pedal.

A bit of an irony there. The electric PS helps the car achieve 31 mpg on the highway, but feels better when you're caning it at 15-mpg speeds. Such is life in the Tucson, and protecting that life is Hyundai's usual array of safety gizmos, including electronic stability control with a rollover sensor that keeps the curtain airbags inflated when you turn turtle; traction control; ABS and six airbags. In addition to these, the Tucson now offers hill-start assist and downhill brake control, just like the big SUV players do.

Standard front-wheel-drive and all-wheel-drive versions are offered, and the new Tucson's AWD unit is electronically controlled to engage the rear wheels once front-wheel slippage is detected. A switch locks the axles together at a 50 percent front/50 percent rear torque split when desired. In normal use, we couldn't detect any substantial difference in control feel between the front- and all-wheel-drive models.

The Malibu Factor
And, of course, we didn't try any of the 2010 Hyundai Tucson's extreme terrain equipment in the wilds of Malibu, but we feel reasonably sure they'll all work as advertised for that minuscule portion of the public that actually needs this stuff.

What we are sure of is how well the Tucson fits into its intended suburban role. With an eye-catching new interior design, comfortable seats, climate control and opulent available equipment levels (including navigation, a back-up camera and a premium 360-watt stereo with iPod/USB inputs, Bluetooth phone connectivity and all the rest), the new Tucson has good urban street cred. Hyundai is keeping model variations to a minimum. With GLS and Limited levels, two transmissions and few options, ordering a new Tucson will be a simple process.

Although the 2010 Hyundai Tucson wears a Pima name also used for that town in Arizona, the vehicle we see here was initially intended as a European model. Hence the design input by the Frankfurt studio. Clearly, the U.S. and Europe are moving closer in terms of design language, and we'd argue that the new Hyundai looks as good over here as anywhere.

We'd also bet that American consumers get the better deal. Starting at $19,790, including $795 for destination, the Tucson undercuts its serious stateside rivals as well as those infamously steep Euro stickers. With an interior that compares favorably with Honda's CR-V and puts the Toyota RAV4 to shame, and with curb appeal to spare, the 2010 Hyundai Tucson could do a lot better than the 2 percent of segment share it is currently enjoying.

2010 Hyundai Accent: A new base trim level is added called "Blue." It offers the highest mileage figures through revised gearing, a slightly lower ride height and a manual transmission only. All Accents receive minor changes like new wheel moldings and improved alternator management to help boost efficiency. Inside, all trim levels switch to blue interior lighting and add a USB port. Steering-wheel audio controls are now optional.

2010 Hyundai Azera: There are no changes this year for Hyundai's largest front-wheel-drive sedan.

2010 Hyundai Elantra: A new base trim level called "Blue" is added. It offers a manual transmission only and delivers the highest mileage figures of any Elantra through revised gearing and a recalibrated engine. All other trim levels of the Accent get an automatic transmission only and receive minor changes like improved alternator management and low-friction oil to help boost efficiency.

2010 Hyundai Elantra Touring: GLS is now the base trim level. Some content has been removed from last year's model to bring the base price down. The only other changes are the addition of roof rails to the options list and a switch to standard 15-inch wheels.

2010 Hyundai Genesis: A touchscreen navigation system with integrated Bluetooth is now standard on V8 models and V6 models with the Premium package.

2010 Hyundai Genesis Coupe: Although it shares its name with the top-of the-line Genesis sedan, the 2010 Hyundai Genesis Coupe is a less expensive sport coupe that's more focused on performance than luxury.