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Hyundai: Elantra News **Pricing Information (page 8)**

 
Old 02-08-2012, 03:12 PM
  #281  
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Originally Posted by ttribe View Post
It was more for the reader of this thread than for anything else.


That's fine. Just pointing out the difference between an actual ad hominem attack and one that isn't.


The posts in this thread up to this point did not make it obvious that you were so aware. Qualifiers help.


Yep. I rarely look there for just this reason.
Sooo.... That's it?
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Old 02-08-2012, 03:16 PM
  #282  
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Originally Posted by VTEC Racer View Post
Sooo.... That's it?
Yep. I prefer to wait for the histrionics to die out an issue like this before I pass judgment. I have no idea (and honestly don't really care) whether the Elantra is closer to its EPA mileage than is the Civic, et al. But, I can spot a really poor argument coming a mile away and, lest someone unknowingly be led astray by said argument, I'm willing to point out the argument's flaws.
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Old 02-08-2012, 03:19 PM
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Originally Posted by ttribe View Post
Yep. I prefer to wait for the histrionics to die out an issue like this before I pass judgment. I have no idea (and honestly don't really care) whether the Elantra is closer to its EPA mileage than is the Civic, et al. But, I can spot a really poor argument coming a mile away and, lest someone unknowingly be led astray by said argument, I'm willing to point out the argument's flaws.
^^^^
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Old 02-08-2012, 03:29 PM
  #284  
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Originally Posted by VTEC Racer View Post
^^^^
Was yours an argument based on questionable, anecdotal data, cloaked in a garb of definitive statements ("It's real-world!")? Yes. That's a bad argument; end of story.
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Old 02-08-2012, 03:34 PM
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Originally Posted by ttribe View Post
Was yours an argument based on questionable, anecdotal data, cloaked in a garb of definitive statements ("It's real-world!")? Yes. That's a bad argument; end of story.
That is your opinion, but at least I brought SOMETHING. You gave me nothing as a rebuttal or to go against anything I was claiming. If it was such a terrible argument, you could at least have come back with something that even slightly proved me wrong.
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Old 02-08-2012, 03:52 PM
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Originally Posted by VTEC Racer View Post
That is your opinion, but at least I brought SOMETHING. You gave me nothing as a rebuttal or to go against anything I was claiming. If it was such a terrible argument, you could at least have come back with something that even slightly proved me wrong.
I already stated I don't have a position on the matter. I just exposed the flaws in your argument, that's all.
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Old 02-08-2012, 04:05 PM
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Originally Posted by ttribe View Post
I already stated I don't have a position on the matter. I just exposed the flaws in your argument, that's all.
That's good to know, 13 posts later.
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Old 02-08-2012, 04:06 PM
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Originally Posted by VTEC Racer View Post
That's good to know, 13 posts later.
https://acurazine.com/forums/showpos...&postcount=282
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Old 02-08-2012, 04:12 PM
  #289  
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Because that makes it so much better.
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Old 02-09-2012, 03:05 PM
  #290  
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The GT is actually something that I would consider buying as a commute vehicle. That and the Mazda 3 with Skyactiv.

Originally Posted by AZuser View Post
















Press Release
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Old 02-21-2012, 05:44 AM
  #291  
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http://content.usatoday.com/communit...1#.T0OC54GR76A

South Korean automaker Hyundai, which has been working to shed its bargain-brand image and emerge from the shadows of Japan's biggest brands, now commands higher prices than they do in the hot compact-car segment.

An analysis of transaction prices — what people actually paid for new cars — shows Hyundai not only has pulled ahead of Toyota and Honda, the compact segment leaders, but is closing the gap in midsize sedans. Those are key product segments for Hyundai, generating more than half its car sales last year.

The analysis by Edmunds.com for USA TODAY shows buyers in 2011 paid an average $19,711 for a Hyundai Elantra compact, about $1,500 more than for a Toyota Corolla and $300 above a Honda Civic. At the same time, the redesigned Elantra's sales rose 40.5% last year from 2010, Autodata reports.

Meanwhile, Hyundai's Sonata midsize sedan has been closing on Honda's Accord and Toyota's Camry in the past decade. U.S. buyers paid 33% more for a Sonata last year than in 2002, while they paid 13% more for an Accord in the same period and 10% more for a Camry.

The average paid for a Sonata last year was $23,259, about $860 below Accord and $500 below Camry. As recently as five years ago, Sonata lagged them by an average of more than $2,000.

The analysis shows Hyundai has not only moved beyond being written off by all but bargain seekers because of its previous reputation for questionable quality and oddball styling, but has moved beyond being only a value brand into having some products for which people will pay more.

"They really changed people's minds. It's a turning point for the brand," says Jessica Caldwell, Edmunds.com analyst. "But it's a long process that's not over yet."

Hyundai isn't afraid to raise sticker prices, either. Last week, it priced its redone Azera full-size sedan at $32,875 to start, up about $6,000 from its predecessor. Though the new one has more standard features, that still puts it well above the $26,350 base for a Ford Taurus and near Toyota Avalon's $33,955.

Heading upmarket has risks, Caldwell says. By letting go of its image as a value brand, Hyundai will face higher expectations.

Hyundai's U.S. CEO John Krafcik disputes that his brand is losing its value orientation. "Our value has never been higher," he says. He says there remain are many shoppers yet to be won over. "We're in the middle of a very long journey."
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Old 02-21-2012, 12:12 PM
  #292  
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that GT's front-end look is quite ugly
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Old 06-14-2012, 06:34 AM
  #293  
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http://content.usatoday.com/communit...170-to-start/1

Hyundai announced pricing today starting at $19,170 with shipping for the 2013 Elantra GT five-door hatchback that arrives at dealers this month. Add another thousand to the base if you want it with automatic.

The compact hatch badged here as the Elantra GT is sold outside North America as the Hyundai i30. It's a sibling of the Kia Cee'd sold elsewhere and more a close cousin than true sibling of the Elantra sedan sold here.

The base GT is $1,700 more than a starter Elantra sedan, but it has more standard equipment and the good-looking hatch looks positioned as a sportier step up from the base four-door. The expanding Elantra line also is gaining a coupe variant for 2013 that has not yet been priced.

The GT succeeds in the U.S. lineup to the Elantra Touring (nťe i30 wagon), which was almost alone in its class as a small wagon. It was well-designed, a great value and blessed with a jewel of a B&M Racing short-throw manual shifter -- but was not a volume seller in the wagon-averse USA.


The new five-door Elantra takes a more direct cross-shopping aim at hatch models of rivals, including Ford Focus, VW Golf (all are hatchbacks), Toyota Matrix (a.k.a. Corolla hatch), Subaru Impreza, Mazda3 and perhaps Chevy's subcompact Sonic hatch (GM won't bring the compact Cruze's global hatch model here).

Could be a winning move for Hyundai sales :

Tthe hatch model of Focus, for example, is generating about 40% of Focus sales this year.

And Hyundai is following its usual one-two marketing punch with the GT -- come in a little under the rivals in base price and give the car a bit more in standard features.

The base Elantra GT base comes in below, for example, the Focus hatch at $19,995 to start with shipping, Mazda3 at $20,095 or the VW Golf five-door (which is only offered with automatic) at $20,565, according to our research site partners at Cars.com,.

And even the base Elantra GT has heated front seats, alloy wheels and seven air bags, including a driver's knee bag that even Elantra sedan doesn't have. For cargo flexibility, it has a split-fold-down rear seat back and flip-up seat cushions. Electronics include a remote entry, trip computer, Bluetooth and six-speaker audio with iPod/USB, satellite radio and steering wheel controls.

All GT's also have adaptive steering with three selectable modes: Comfort, Normal and Sport. It will take some seat time to see if that's more than a novelty.

Power is from the same 1.8-liter, 148-horsepower, direct-injection four as the sedan. In the GT, it's rated 28 mpg city, 39 highway and 32 combined with the 6-speed automatic, 27/39/31 with the 6-speed manual.

If you want to load up the GT, two option packages are offered:

Style, $2,750: Adds 17-in. wheels (up from 16), sport suspension, panoramic sunroof, side mirrors with turn signals, leather seating and steering wheel wrap, power driver's seat and driver auto/up window.
Technology, $2,350 (requires Style): Adds navigation with seven-inch screen, backup camera, automatic headlamps and dual-zone automatic climate control.
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Old 06-16-2012, 07:49 AM
  #294  
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http://content.usatoday.com/communit...1#.T9yAvRdPp1U

Hyundai announced that the 2013 Hyundai Elantra coupe that goes on sale later this month will start at $18,995 with shipping for the base GS model with six-speed manual-transmission model. Add $1,000 for the six-speed automatic version.

The pricing for the Elantra coupe is lower than the $19,305 base for Toyota's Scion tC coupe, but more than two grand higher than the base price for the closest rival, the 2012 Honda Civic coupe ($16,545).

Hyundai, however, is touting the features on the entry GS that are not standard on that base-price Civic DX coupe, including air conditioning, heated front seats, audio system with satellite radio, steering wheel audio controls, illuminated vanity mirrors, cruise control, Bluetooth, power heated mirrors, remote keyless entry, 60/40 fold-down rear seat and 16-inch alloy wheels.

For the extra bucks base Elantras also come in eight colors; Civic DX in silver and blue.

The Elantra coupe also will be available in an up-level SE trim starting at $20,520 with a manual transmission, $1,000 more for automatic. Upgraded standard features on the SE include 17-inch alloy wheels, sport-tuned suspension, leather seats, more sound damping and a rear spoiler.

You can add to the SE with automatic, a $2,350 Technology Package with a navigation system with 7-inch screen, backup camera, premium audio, automatic headlights, dual-zone automatic climate control and proximity key with push-button start.

The powerplant is the same 1.8-liter direct-injection four as other Elantras, rated in the coupe at 29 mpg city, 40 highway, 33 in combined driving with manual, 28/39/32 for the automatic.
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Old 06-24-2012, 04:05 PM
  #295  
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Nice car. Hyundai/Kia are moving quickly. They will also be quick to change things if for some reason they arent like they thought.

This car will do well as part of their line up.
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Old 06-24-2012, 04:30 PM
  #296  
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While I have my issues w/ some of the styling elements of the GT, it as least isn't a complete snore like the Elantra coupe (this is one of the rare instance where the sedan is better looking than the coupe).

The GT has a nicer interior than the sedan/coupe but I'm not so sure if the typical American buyer is still willing to pay a premium for that.
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Old 09-28-2012, 09:29 PM
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In trying to ďtuneĒ the Elantra Coupe and GT prototypes sent to them by Hyundai of Korea, the companyís engineers on the opposite side of the Pacific just couldnít get the rear suspension to perform in a way they believed North American consumers would expect.

The initial prototype rear suspension setup (crushed-tube torsion beam) was ďgood for ride but did not have much tuning capability for sporty handling,Ē Dave Dutko, Senior Engineer, Ride and Handling, Hyundai America Technical Center, told AEI at a recent media ride-and-drive event near San Diego for the Elantra Coupe, Elantra GT, and Veloster Turbo.

Dutko did not head suspension development for the two derivatives of the Elantra sedan. He did head suspension development for the Veloster Turbo (for more information on that model, see http://www.sae.org/mags/aei/11226), and it was on that project that he and North American engineering teammates in Irvine, CA, began investigating suspension alternatives for all three vehicles.

They experimented by fabricating components to tweak the rear suspension but eventually decided that a more involved solution would be needed to meet American consumer demands. Specifically, they determined that a V-beam with integrated stabilizer bar would be necessaryóand that engineers in Korea would have to approve such a significant alteration. They did.

The V-beam setup with integrated stabilizer bar allows bracing of the arms for greater stiffness and improved body roll control.

But how large should the stabilizer bar be? Too big would mean too stiff and vice versa.

After large amounts of experimentation with bars of varying diameteróup to 25 mm (0.98 in)ómainly via scads of time behind the wheel in a wide variety of conditions on road and on track, the engineers decided on a bar of 22 mm (0.87 in) diameter for the Coupe and GT and 23 mm (0.91 in) for the Veloster Turbo. With the stiffer bar, the ďVeloster Turbo is the better-handling car of the bunch by far,Ē the 47-year-old Dutko said.

The Coupe and GT, targeted to a markedly different audience, offer what the engineers believe is balanced performance between sportiness and comfort, and the end result could not be argued with based on this editorís evaluation of the two models on the varying topography and road conditions of the San Diego area. Dutko noted that the Elantra sedan, already on sale and maintaining the original twist-beam crushed-tube design, offers the softest ride of the four models.

ďYou donít want them all to feel the same,Ē he said. ďCustomers expect a different feel for the different cars.Ē

The coupe offers two suspension tunings, including a sportier calibration for the SE model that is optimized for its lower-profile P215/45R17 tire.

ďSporty and expressiveĒ were the key roles in the design and development of the Coupe, said Michael OíBrien, Vice President, Product and Corporate Planning, Hyundai Motor America, at the media event. He noted that the Coupe and Sedan are ďU.S.-focused,Ē whereas the GT is Europe-focused, the former having an emphasis on overall exterior styling and fun-to-drive attributes.

All three models come off the same platform and are powered by the Nu inline four-cylinder 1.8-L D-CVVT engine. Specific output bests that of their main competitors, according to OíBrien, with figures of 82 hp/L (61.3 kW/L) for both the Coupe and GT. Automatic and manual transmissions, each with six gears, are offered.

The 2013 Elantra Coupeís main competitors are the Honda Civic Coupe and the Kia Forte Koup. Secondary competitors are the midsized Honda Accord and Nissan Altima coupes, both of which have less interior space than the Elantra Coupe, according to OíBrien. The two-doorís dimensions are almost identical to the sedanís, but the sheet metal is unique from the B-pillar back and styling is different in terms of bumper covers, lamps, integrated rear spoilers, and other details. Bolstered seats are among the interior differentiators. The SE model comes with aluminum pedals.

The Coupe was designed at Hyundai's North American Design Center in Irvine.

Steering knuckle design and damper tuning have been recalibrated for sportier handling and steering responsiveness compared with the Elantra sedan.

The sportier MY2013 Elantra GT five-door features generous use of high-strength steel (57% overall, ultrahigh-tensile accounting for 21% of the total). At 2745 lb (1245 kg), it is lighter than its main competitors (Ford Focus, Mazda3, and Volkswagen Golf). A key to Elantra GTís extensive use of high-strength steel is an $8 billion dollar investment Hyundai made to become the only global automaker with its own fully integrated steel plant. Hyundai has 400 metallurgists focused on the task of developing optimized steel recipes for every part and panel in new vehicle architectures.

Modifications to the Elantra GT include higher rear spring rates and Sachs dampers for improved body motion control. Incorporating Hyundaiís all-new Driver Selectable Steering Mode, operators can select among Comfort, Normal, and Sport settings. Comfort level offers the greatest ease of steering and is best suited to city and parking environments. Sport is optimized for higher-speed highways or winding roads. Normal is ideal for a mix of driving conditions. The system not only adjusts power assistance levels in each mode but also on-center buildup feel and steering buildup curves throughout the steering range for a natural, progressive feel.

The Elantra GT is the first car in its class to use an automatic defogging system that goes beyond the conventional automatic method of measuring humidity and air temperature close to the windshield to estimate dew point as a trigger. Originally introduced by Hyundai on the Genesis, it has faster, more accurate response because the sensor is in physical contact with the glass for temperature measurement, and interior humidity sensing is done very close to the windshield. The HVAC case is modified for independent control of the defrost door for maximum performance.

An algorithm in the Automatic Temperature Control microprocessor not only operates the A/C compressor for automatic defog but uses a complex strategy for temperature door control and blower speed operation to ensure that cabin comfort is maintained during the operation. The sensor and system were developed in response to initial quality surveys that showed windshield fogging issues were high on customer complaint lists.
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Old 11-02-2012, 09:23 AM
  #298  
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Arrow Update: Now Below 40mpg HWY


Back in December of 2011, Consumer Watchdog called on the EPA to investigate Hyundai over its fuel economy claims. According to Consumer Watchdog, Hyundai claimed that its Elantra was good for 29 mpg in the city and 40 mpg on highway. The problem the organization had with the claims is that it received a higher than usual number of complaints that real-world mileage was in the mid-20 mpg range.

The EPA did investigate Hyundai for misleading mileage claims as well as Kia, and changes in fuel economy estimates are coming as a result of the investigation. Both Kia and Hyundai will be lowering the fuel economy estimates on the majority of their 2012 to 2013 models after EPA testing discovered discrepancies between its data and the company's data.

Hyundai and Kia admitted to overstating the estimated fuel economy on window stickers of about 900,000 vehicles sold since late 2010. The 2 automakers will reportedly spend millions of dollars to compensate owners for faulty claims of economy.

Hyundai will also have to retract its widely used claim that it leads the industry with 4 vehicle models able to get 40 mpg on the highway. That statement will be retracted because estimated highway economy on the 2013 Accent, Veloster, and Elantra are being reduced to below 40 mpg.

Some of the biggest losers include the Hyundai Accent and the all-new, redesigned 2013 Hyundai Santa Fe. The Accent saw its 30/40/33 (city/highway/combined) rating drop to 28/37/31. The Santa Fe Sport (2WD) saw a huge drop in its highway rating, going from 21/31/25 (city/highway/combined) to 20/27/23.

Many of the mileage adjustments take Hyundai models from being class leaders to either middle-of-the-pack or lower.

Overstating fuel efficiency is a significant blunder by the 2 car companies because gas prices are up, and many people are shopping based on fuel economy claims by the manufacturer. The EPA notes that window sticker values have previously been reduced on only two vehicles sense 2000, so that makes Hyundai’s folly even more egregious.

"Given the importance of fuel efficiency to all of us, we're extremely sorry about these errors," said Hyundai Motor America President and CEO John Krafcik. "We're going to make this right."

Krafcik blamed the inaccurate fuel efficiency claims on "procedural errors" in the fuel-economy testing methodology the company used. Hyundai-Kia's combined fleetwide fuel economy average declined from 27 MPG to 26 mpg for the 2012 model year working out to about a 3% reduction.

Krafcik added, "We've identified the source of the discrepancies between our prior testing method and the EPA's recommended approach."

Last edited by TSX69; 11-02-2012 at 09:37 AM.
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Old 11-02-2012, 10:55 AM
  #299  
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^ They were testing back to the 08 standards?

If the main stream media pick up this story it would probably make a sizeable dent in their sales, just from the bad PR (never mind the lower mileage numbers).

Last edited by biker; 11-02-2012 at 10:57 AM.
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Old 08-20-2015, 12:20 PM
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Hyundai teases redesigned 2017 Elantra in advance of L.A. Auto Show - LA Times

Hyundai Teases Redesigned 2017 Elantra in Advance of L.A. Auto Show

Hyundai has released a glimpse of the next Elantra.

The South Korean automaker is readying a new version of the compact car, its bestselling vehicle in the U.S., where it competes with other top sellers including the Honda Civic and Toyota Corolla.

The redesigned 2017 Elantra will be shown for the first time in the U.S. at the Los Angeles Auto Show in November.

The concept sketch released by Hyundai on Thursday shows a sportier, low-slung car. The stylized depiction lacks door handles and most body panel seams. Aluminum wheels are evocative of the spinning turbine blades of a jet engine.

ďThe subtle and innovative appearance enhancements reflect Hyundai Motorís vision for design,Ē said Peter Schreyer, chief design officer at Hyundai Motor Co.

The automaker did not provide any other information, but it's a safe bet that the new Elantra will have a four-cylinder engine and better fuel economy than the current model. Based on other Hyundai moves, the new Elantra will likely include the Apple CarPlay and Android Auto interfaces for smartphones. And some trim levels are expected to have active safety features such as forward collision alert and blind spot warning.
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Old 07-13-2016, 04:54 AM
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They need to turn off traction control.
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Old 02-09-2017, 01:02 PM
  #303  
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2018 Hyundai Elantra GT: A Euro Hatch with an Available Turbo/Manual Combo


In its most recent comparison test, we called the new Hyundai Elantra sedan “arguably the best-looking vehicle the company has ever offered for sale.” That argument is about to get tougher with the arrival of the 2018 Hyundai Elantra GT, a hatchback version plucked from the automaker’s European division that serves up clean lines and attractive detailing. Combine the sharp styling with an available 201-hp turbocharged four-cylinder (and a standard six-speed manual transmission), and this new Hyundai has the potential to be a formidable challenger to segment favorite hatchbacks such as the Honda Civic and the Volkswagen Golf.

Like the outgoing Elantra GT hatch, the new model is essentially identical to the Europe-market Hyundai i30. That means it’s not a hatchback version of the U.S.-market Elantra sedan, and instead it rides on a different architecture; the relationship is similar to that between the VW Golf and Jetta. The Elantra GT’s wheelbase is two inches shorter than the Elantra sedan’s, for instance, which puts the Hyundai right between the Golf and Civic hatches.VIEW PHOTOS
The Elantra GT’s base four-cylinder displaces 2.0 liters, like the sedan’s standard engine, but different tuning results in 162 horsepower versus the sedan’s 147. Both six-speed manual and six-speed automatic transmissions are offered with this naturally aspirated engine. Things get more interesting in the Elantra GT Sport, which packs the Elantra Sport sedan’s turbocharged 1.6-liter four making 201 horses and 195 lb-ft of torque. Here, too, a six-speed manual comes standard, while the optional autoshifter is a seven-speed dual-clutch unit. All Elantras are front-wheel drive.VIEW PHOTOS
As in the Sport sedan, the GT Sport swaps out the standard torsion-beam rear suspension for an independent multilink setup. Eighteen-inch wheels and larger brakes round out the changes to the performance-oriented model.

No matter the trim level, the Elantra GT’s interior looks upscale and sensibly laid out, with a dashboard design noticeably different from the sedan’s. An 8.0-inch display screen comes standard and offers Apple CarPlay and Android Auto functionality along with an updated version of Hyundai’s Blue Link infotainment software.VIEW PHOTOS
As with any hatchback, cargo-carrying practicality is an important consideration. The Elantra GT’s cargo hold boasts 25 cubic feet of space, which is between the Golf’s 23 and the Civic hatchback’s 26. With the 60/40 split rear seats folded, the Elantra provides 55 cubic feet of space, beating out both of those rivals (the Honda provides 46, while the Golf has 53).

The 2018 Elantra GT will reach dealerships this summer and is likely to be priced starting around $20,000. That’s higher than the Elantra sedan’s $17,985 base price, but the GT will try to justify its higher price using its enhanced practicality and style.
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Old 02-12-2017, 06:01 PM
  #304  
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They must think hatches sell.
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Old 02-12-2017, 06:44 PM
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Originally Posted by biker View Post
They must think hatches sell.
They don't?
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Old 02-13-2017, 01:36 PM
  #306  
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Looks pretty good, but, IMO, probably the least appealing 'iPad on the dash' integration.
Looks a bit like a scaled-up version of Mazda's base infotainment system with a screen on it.
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Old 02-14-2017, 05:42 AM
  #307  
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Originally Posted by RDX10 View Post
They don't?
In the US, not so much.
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Old 02-14-2017, 07:25 AM
  #308  
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Originally Posted by biker View Post
In the US, not so much.
they have produced an Elantra hatch before.
I remember seeing a lot of the Elantra hatch GT's in the late 90's early 2000's.
which, I think it's a great and smart thing to carry on this lineage!!

we all want (or most everybody) wants SUV space but not pay SUV pricing.
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Old 02-14-2017, 08:38 AM
  #309  
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There's also a lot more, that I've noticed, Mazda3 Hatches than sedans, running around Houston.
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Old 02-14-2017, 08:59 AM
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I watched a cnet youtube thingy about the Chevy Bolt. basically a hatch!! i'm not tall by any means, but dude who reviewed it was like 6'2" and fit nicely in drivers seat

so, it does look like a "hatch" trend is coming...or might be even here
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Old 02-14-2017, 09:17 AM
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Originally Posted by biker View Post
They must think hatches sell.
In Europe at least, I'm willing to be 75% of the cars on the road are either wagons or hatchbacks.

I think the difference being the complete lack of room over there, as compared to North America. Although you do on the occasion see a full size truck or large SUV, they aren't common at all. People need to haul stuff, so a wagon or hatchback fit the bill nicely.
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Old 02-14-2017, 09:54 AM
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Originally Posted by justnspace View Post
I watched a cnet youtube thingy about the Chevy Bolt. basically a hatch!! i'm not tall by any means, but dude who reviewed it was like 6'2" and fit nicely in drivers seat

so, it does look like a "hatch" trend is coming...or might be even here
Also, there is a Cruze hatchback coming, which I think is a rebadged Elantra hatch.
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Old 02-14-2017, 09:56 AM
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not too mention the "hot hatches"
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Old 02-14-2017, 09:57 AM
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Originally Posted by 00TL-P3.2 View Post
Also, there is a Cruze hatchback coming, which I think is a rebadged Elantra hatch.
Chevy and Hyundai had a partnership? This is the first I'm hearing of that!
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Old 02-14-2017, 09:57 AM
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Originally Posted by justnspace View Post
I watched a cnet youtube thingy about the Chevy Bolt. basically a hatch!! i'm not tall by any means, but dude who reviewed it was like 6'2" and fit nicely in drivers seat

so, it does look like a "hatch" trend is coming...or might be even here
Seems like people are gravitating from small sedans to hatches, and manufacturers are just giving buyers what they want.

Honda did bring back the Civic hatch after a long absence. Even the Civic sedan has a bit of a hatchback look to it.

The Honda Fit is still doing very well.

Chevy updated and released their 2nd gen Cruze hatch late last year. If it (hatch form factor) wasn't selling well, they wouldn't have bothered, right? Chevy also has the Spark and Sonic. Then there's the Chevy Bolt you mentioned (along with a bunch of other hatch body style hybrids and electrics like the Toyota Prius, BMW i3, Nissan Leaf, Chevy Volt, Mercedes B class, etc.)

The Hyundai Veloster continues to sell in decent numbers (Acura would die for ILX sales numbers like this ). Maybe this is what prompted them to bring over the Euro Elantra GT?


Ford's got the Fiesta, Focus, and C-Max.

There's the Fiat 500, Mini Cooper, Subaru Impreza hatch, VW Golf, Mazda 3, Nissan Versa Note, Toyota Yaris, Toyota Corolla iM, Volvo C30, Mitsubishi Mirage, ....

There hasn't been this many hatchback options in a long time.
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Old 02-14-2017, 10:04 AM
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it seems as if we are in the middle of a hatch bubble! lol
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Old 02-14-2017, 10:18 AM
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What's crazy is that after almost five years on the market, the veloster still is able to move 30,000 units. Now that's impressive.

Just over ten percent less than their first full year of selling the veloster. That's pretty nuts.
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Old 02-14-2017, 12:01 PM
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Originally Posted by TacoBello View Post
Chevy and Hyundai had a partnership? This is the first I'm hearing of that!
Maybe not Just has a bit of an Elantra feel to it, to me.

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Old 02-14-2017, 12:08 PM
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wow, that's sexier than current cruze hatch. I hate to say it, but if I'm ever in a position where I cant afford a cool car, these eco hatches are prime candidate
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Old 01-08-2018, 10:11 AM
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Top Gear: Hyundai i30N v Honda CTR

https://www.topgear.com/car-news/big...a-civic-type-r



Can the i30 N upstart challenge the current king of the hill?

The Fender Telecaster is one of the great sounds of rock, but too often itís playing rhythm while the Stratocaster takes lead. Serena Williams brought the world a whole new kind of tennis. But then Venus has won more matches. Istanbul is a captivating Turkish city, but Ankara is actually the capital. The Hyundai i30 N with the Performance package is a hot-hatch of awesome engineering depth, and 275bhp for 0-62mph in 6.1 seconds. Its only issue is the car whose triple exhausts it is currently chasing. The Honda Civic Type R, ditto ditto, but with 320bhp and 5.8.

Hyundaiís argument goes that the i30 N isnít about chasing numbers or headlines. Itís got the engine that its chassis wants, and the chassis that its hot-hatch driver wants. Follow that line of reasoning and at its terminus is the assertion that you actually can have too much power.

The Civic Type R, on the other hand, has absolutely no patience with moderation. Its engine, like its bodywork, cleaves to the philosophy that too much is very seldom enough.

The Honda isnít only rocking an extra 45 horsepower. Itís also 2017ís Top Gear Car of the Year. Itís also got generations of Type R breeding, while the Hyundaiís bloodline is a whole lot shorter. Still, letís not be snobs. If the Hyundai doesnít quite manage to emerge fully from the white carís jagged shadow, thereís no disgrace. Really itís competing more with the Peugeot 308 GTI and various VW Golfs, but we put it up against the Honda because these are the hatches of the moment.

The Hyundai is £5,000 cheaper. Letís get that out of the way. Mind you, Liberty Walk or Mansory would charge all that and more for making a base Civic look like the Type R, and never mind the engineering changes Honda has made. To be clear though, this body kit isnít just high-street attention-seeking, but a manifestation of a comprehensive aerodynamic makeover.

Some of the details Ė air breathers for the arches, the black blades ahead of the wheels that give drag-free downforce, the vortex generators Ė are gorgeously, spoddishly, right. The size of the rear wing, on a street hatch, might be a little wrong. Itís a plank that gives you rear-view issues, and makes the driver behind think youíve got self-esteem issues.

I wish the Type R kit had wiped away that silly blanked-off fake mesh, also used on the normal one-litre Civic, around the front fog-lights and rear reflectors. And why are some of the parts fake carbonfibre, not just black plastic? Without that nonsense the rest of the kit would seem more authentic.

StillÖ I guess Iíd be looking for every last Newton of rear downforce if I were pinning it in sixth down into Kesselchen on the way to my seven forty-three point eight. Fat chance; Iím lacking in both skill and bottle.

Your personal attitude towards the Hondaís looks will be a good bellwether for the way you think about the Hyundai. If to you the Civic is de trop, you might enjoy the i30ís subtleness. OTOH, if you love the white carís single-mindedness youíll probably think the blue oneís a bit wimpy. The Nís bodywork is no wider than standard. Wider tracks and a bit of arch bulge might argue its case more, but while the R is about lap times the N is about feel, so maybe doesnít need a wide track. In fact the Hondaís width, and the lowness of its seat, are great for tracks and wide open roads, but the Hyundai can feel more compact and handy on a thin road.

The Honda even has an aluminium bonnet with an air vent. Under which reside those crazed 320 horses. Well, not that crazed actually. Not unless you give them a bootful of encouragement. Up to at least 4,000rpm, itís a performer, but with the downside of perceptible lag. But if you take the express lift via the fifth and sixth floors to the big seven, itís a storm, and it has your arm flailing at the gearlever like a white-water canoeistís.

So, yes, the i30 N is left behind. But hey people, 275 horseradishes are still pretty saucy. Especially as the lag is marginally less of an issue, and with the variable exhaust and electronic sound enhancement in their most liberated settings, the soundscape is perhaps the most satisfying in all of hot-hatchery. And it has a manual box, with a superb shift. As good as the Hondaís Ė and neither of them are as insanely light and clicky as the old N/A Type Rs were. Thatís presumably because in both the new cars youíre shifting cogs that have to be more robust and heavier to cope with the torrent of torque.

Letís move further down the chain towards where this rotational force meets the road. To try to ameliorate the corruption of torque on steer, Honda has given the R double-pivot front suspension instead of the usual Civic struts. Thatís a badge of honour for premier-league front drivers. Hyundai didnít go that far, but it did re-engineer itself a tighter, lighter front suspension versus the base car. The Civic has a helical limited-slip differential, the Hyundai a fancy electrically controlled job (no, not just cross-axle braking; an actual e-diff, with three user-choosable setups).

So what weíre saying here is, both sets of engineers bust a gut to get the power to the road without the commotion of a spinning inside tyre or the rim-yank of torque steer.

The Honda is more successful. On the wet roads of our test, it ekes out a load of unlikely traction, so full credit to its combination of tyres, diffs and damper settings. In the dry itís plain amazing. And when the roadway is lumpy, the first time your right foot goes adventuring itís suddenly apparent the Honda has the torque steer business better sorted.

The i30ís wheel yanks and frets in your hands and the nose darts around as its tyres sniff the hollows and lick the lumps. Letís not get this out of hand, mind. Versus an Astra VXR or Focus last-gen FWD Focus RS (both of which sported Honda-like double-pivot struts), the Hyundai is a model of decorum. But the Type R is by some way better again, and has more feel too.

The Honda has a borderline insatiable gluttony for corners, as well as the straits between them. You bear down on a bend with the massive brakes clenched, pitch it in, mash the throttle improbably early, and off it catapults. The drama lies in the combination of extraordinary precision with sky-high g-loads. The ferocity is eye-widening.

Both these cars steer quickly (but not too quickly) and roll little. Both are fundamentally well-balanced. But the Hyundai, because it clings slightly less hard, is a subtly different proposition. Itís a dance for two. Driver leads and car follows, then car leads and driver follows. Actions and reactions on both sides. Lift off and itíll oversteer (even in the ESPís on-but-loose mode). Get on the throttle too soon and itíll wash the front tyres out. It doesnít just give you more options than the Honda, it feeds you more communication. On the track, itís prepared to trade lap times for fun. So it goes on the road.

In the setup of its electronics, the i30 N goes beyond interactivity into parody. On its steering wheel are two blue buttons. The left one cycles through the driving modes affecting eight parameters. Here goes: throttle map, downshift rev-matching, exhaust flaps and sound enhancement, dampers, diff, steering weight, ESP. The right one, the one with the chequered flag icon, calls up the N mode. That cranks all those systems one louder.

Finally you can configure, via the main screen, all those eight parameters through up to four stages to form a Ďcustomí mode. Well, you can, but trust me after a while you wonít, because picking your ideal from among those combinations will do your head in. My perms and combs theory days are long behind me, but I tentatively calculate you have 1944 possible options. If you devote yourself to the task you might eventually find one setup that feels dead right, but then the road or your mood will soon change and youíll have to start again. By which time youíll have forgotten to look through the windscreen and crashed.

The Honda has comfort, normal, sport and R+. Sometimes you might feel deprived of a way to combine livelier ESP with gentler dampers. But as an escape route from the Hyundaiís tyranny of choice, the Rís simplicity is just fine thanks.

Anyway the Honda provides its own driver distractions. On the steering wheel are menu buttons to control its entertainment and driver info. Itís a howling lash-up of counterintuitive ergonomic inconsistencies. Its main central touchscreen isnít a whole lot better, and it runs horrid, garish graphics. Fortunately you can just mirror your Apple or Android device.

That though wonít cover up the rest of the cabinís visual clutter, or its mishmash of materials and subtlety-free rude redness. But then, the Hyundai goes the other way. As with its outside, the basic hatch is never buried. Maybe thatís what Hyundai wanted. This is the first N car, and it has to give you a mental trackback to the rest of the range, giving the whole Hyundai brand a lift.

The Hyundai might have a strut brace in the back but it doesnít ruin the boot. The Hyundai back seat is the more habitable, but the Civicís is OK. Their powertrains donít shunt and cough in town, and their exhausts quieten down on motorways. Their springing is stiff but they donít convulse you to a pulp. Both of them, in other words, will operate as normal cars.

But they are also fabulous machines for pure driving. The Type R operates on a plane where you didnít think FWD hatches could ascend. Itís focussed to a pixel-sharp philosophy: get there quicker. The i30 N isnít such a mad intrusion into your visual field, and its power and lap times reflect that. But for simple rumbustious hot-hatch fun, it has enough, maybe even more, going for it.

Sure the R is the Strat, but the N, the Tele of this pair, is music we love to hear too.
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