hyundai

• 2021 Hyundai Elantra N Line Balances Performance and Value

  With 201 horsepower, a standard six-speed manual, and a $25,095 base price, Hyundai's new Elantra N Line is a compelling sport-compact player.

   
   

  We suspect Hyundai's product planning department went through a few cases of the good stuff when Honda announced that the Civic Si would not return for the 2021 model year. The car Hyundai had benchmarked when creating the new 2021 Elantra N Line would be a no show for the fight. Honda says the Si will eventually return, but the temporary absence of that sport-compact icon has opened a window of opportunity for Hyundai as it releases the first performance variant of its compact sedan.

  Don't confuse the Elantra N Line with the 276-hp Elantra N, which we've already driven in prototype form. That higher-performance model will be more akin to the Civic Type R than the Si when it goes on sale next fall. As with the Si, a turbocharged inline-four turns the N Line's front wheels. Its small yet willing 1.6-liter mill develops 201 horsepower at 6000 rpm but will happily rev to its 6500-rpm redline and sounds good doing it. More important when scurrying around town, its 195 pound-feet of torque peaks at just 1500 rpm and holds strong to 4000 rpm.

  

   

   

  Equipped with the standard six-speed manual transmission, the N Line pulls hard both off the line and out of tight second-gear corners, exhibiting just a hint of torque steer. The transmission's first three gears are short and tightly spaced, which translates into great responsiveness in the city. However, second gear is all done around 55 mph, and the additional gear change to third will add a couple tenths to its zero-to-60-mph time. An equally close-ratioed seven-speed dual-clutch automatic is an $1100 option. The manual's clutch and shifter are light but offer sufficient feedback, and the pedals are well placed for heel-and-toe action. Unfortunately, this 1.6-liter hangs onto revs momentarily when you let off the throttle, which can make smooth shifts difficult around town.

  Built on the third generation of Hyundai's K platform, the Elantra N Line weighs about 3000 pounds with either transmission. That's about 200 pounds lighter than the similarly sized yet more powerful Volkswagen Jetta GLI, now its most natural rival. Hyundai's design team has also taken significantly more risks than VW's, what with the new Elantra's dramatically sloping roofline, sharp-edged tail, and a handful of polarizing visual elements, most notably the three body creases that intersect on its front doors. However, less imagination was exercised for the N Line's model-specific pieces, which are fairly standard sporty small-car stuff. Black mirrors and trim? Check. Blacked-out grille with a more aggressive mesh? Yup. Body-color side sill moldings? Got it. Two chrome exhaust tips, a small rear spoiler, and a new rear bumper stylized to look like a diffuser? Of course.

  

  HYUNDAI

  Similar design clichés dot the N Line's interior. Red accents have been added to the Elantra's clean analog gauge cluster, and its three-spoke steering wheel, seats, and door panels wear plenty of red stitching. At least the red stripe on the shifter is interesting, and the sport seats look and feel right with their prominent bolsters and embossed N logos. Hyundai didn't skimp on technology, either: A wireless phone charging pad and wireless Android Auto and Apple CarPlay are all standard.

  Projector headlights, LED taillights, and a sunroof are also standard, as are dark-finished 18-inch wheels wrapped in 235/40R-18 tires, either Hankook Ventus S1 RX all-season or Goodyear Eagle F1 summer rubber. The N Line shares the regular Elantra's strut front suspension but gains an independent rear end, larger front brake rotors, stiffened powertrain mounts, and revised chassis tuning. Along with firmer dampers, the anti-roll bars are stiffer and spring rates have been dialed up a whopping 26 percent in front and 71 percent in the rear versus the standard Elantra.

  

  HYUNDAI

  Given the revisions, we were prepared for a bridle ride. But the N Line's comportment feels pleasantly compliant and exhibits good body control. Its steering ratio is spot on, and there's plenty of communication with the front tires. The N Line retains its composure when pushed hard, and its front end has good bite when turning into corners. While it doesn't have the power or intensity of the harder-core N model, it is good fun and should be able to hang with your buddy's Civic Si on curvy roads.

  At $25,095 to start, the Elantra N Line is an undeniable value, undercutting the Jetta GLI by more than $2000. But the VW, which recently made our 10Best list for the second year in a row, may still have a performance edge over this Hyundai. We won't know for sure until we get an N Line to the test track, but Hyundai is clearly intent on making the new Elantra a serious player in the sport-compact segment.

  Source: caranddriver.com

• 2021 Hyundai Elantra Review: Almost Great

  The redesigned 2021 Hyundai Elantra compact sedan would be excellent rather than good if not for its lackluster cabin materials. If developing a car was a marathon, Hyundai didn’t run the last mile.

  Versus the competition: For a mass-market compact sedan, the Elantra combines class-leading drivability with loads of user-friendly technology. Alas, its low-rent interior weighs all that down.

  For 2021, the Hyundai Elantra sedan comes in SE, SEL and Limited trim levels, all with a 2.0-liter four-cylinder engine. (The Elantra GT hatchback has been discontinued.) The first-ever Elantra Hybrid, meanwhile, pairs a smaller four-cylinder with electric assist; it comes in SEL and Limited trims. Finally, the Elantra N Line has a turbocharged four-cylinder and the lineup’s only manual transmission. (Note that a higher-performance Elantra, called simply the N, without the “Line,” remains in the works as of this writing.) All other variants have an automatic, which is also available on the N Line. Stack up the whole current group, or compare the 2020 and 2021 Elantra.

  We evaluated an SEL over the course of a week and also took brief drives in the Limited Hybrid and a stick-shift N Line.

  

  SE, SEL, Limited: Refined Drivability
  A confounding but age-old reality in our recent comparison between the Honda Civic, Nissan Sentra and Toyota Corolla sedans was the trade-off between ride quality and handling chops. Hyundai elevates both better than any car in that trio, as well as most other compact sedans.

  Despite a torsion-beam rear axle — a cost-saving setup versus the independent rear suspensions used by some rivals, including the Civic and Corolla — the Elantra rides impressively. Aside from some skittishness during mid-corner bumps, body control feels impressive for a mass-market compact sedan. Ditto for shock absorption: The suspension takes sewer covers and rutted pavement with a degree of sophistication reminiscent of a larger, or pricier, car — and that’s with our SEL model’s optional 17-inch wheels and P225/45R17 tires. With available wheel diameters ranging from 15 to 18 inches, it’s possible lesser versions of the Elantra ride even more comfortably. (All other things being equal, larger wheels generally diminish ride quality.)

  Kudos, too, for the Elantra’s reflexes. Fling it into a corner and the nose pushes early, but the steering feels as quick-ratio as the Civic’s — still one of the best-handling cars in the class — with less of the outgoing Elantra’s vagueness. The wheel seldom feels twitchy on center even at higher speeds, and body roll is nicely contained through sweeping curves.

  Under the hood is last year’s 2.0-liter four-cylinder engine (147 horsepower, 132 pounds-feet of torque), which runs on a more-efficient Atkinson cycle; gone is the prior generation’s Eco trim and its turbocharged 1.4-liter four-cylinder. The 2.0-liter has reasonable power past 3,000 rpm or so, and Hyundai’s continuously variable automatic transmission is a motivated partner to get you there. Revs climb energetically from a stop, and if you need more power while already in motion, the CVT kicks up engine rpm swiftly enough to mimic a downshift from a conventional automatic. The 2021 Elantra is not particularly quick, but it does a nice job with what it has to offer.

  

  Elantra Hybrid: Even Better
  The Elantra Hybrid pairs a 1.6-liter Atkinson four-cylinder with a 32-kilowatt electric motor for a total system output of 139 hp and 195 pounds-feet of torque. It’s a handy combination, particularly on the torque side, to move you out from a stop. Unlike the many hybrids that employ CVT-like power-split devices, Hyundai’s system uses a conventional stepped automatic transmission — in this case a six-speed dual-clutch unit. The stepped gears bring a welcome sensation of upshifts and downshifts, though the downshifts arrive only after a long delay or hard stab on the gas. Sport mode provides much-needed accelerator responsiveness — there’s your downshift — if you don’t mind sacrificing fuel efficiency.

  That efficiency is considerable, with 50 mpg in EPA-estimated combined gas mileage (54 mpg in a higher-efficiency Elantra Hybrid Blue edition). That’s up some 40% over the Elantra’s still-impressive EPA 35 mpg combined (37 mpg for the SE trim). Both figures are competitive against respective rivals; compare Elantra Hybrid mileage or the regular Elantra’s.

  The Elantra Hybrid gets an independent rear suspension versus the non-hybrid’s torsion beam, but the differences are hard to pick out. I drove the Elantra Hybrid Limited back to back with an Elantra SEL, both with 17-inch wheels, over the same route. Both cars rode similarly well — more of a feat for the SEL’s simpler hardware, perhaps, but we preach results over formula. The results speak for themselves.

  

  Elantra N Line: A Minor Letdown
  If there’s any disappointment in how the Elantra drives, it comes with the N Line. Like the Elantra Hybrid, it gets an independent rear suspension, but tuning is stiffer all around versus the regular Elantra, with a thicker front stabilizer bar, as well. It shows: Shock absorption is notably firmer — though not objectionably so, as was the case with its Elantra Sport predecessor. The steering, altered here for N Line duty, augments the regular Elantra’s quick ratio with better feedback. Whether through chassis tuning or better grip (our test car had Goodyear Eagle F1 summer tires), or a little of both, understeer feels immediately better contained.

  So where’s the letdown? It’s all in the N Line’s powertrain. The N Line packs Hyundai’s turbocharged 1.6-liter four-cylinder (201 hp, 195 pounds-feet of torque), an engine we’ve seldom found responsive enough. Hyundai says peak torque comes as early as 1,500 rpm, but it’s only after notable turbo lag. The lag diminishes if you keep engine revs north of 4,000 rpm or so, which requires frequent work with the stick-shift N Line’s longish throws and muddy gates. Even then, the N Line never feels particularly quick. The optional automatic transmission is a seven-speed dual-clutch unit, so it might alter some of the power delivery. Alas, we didn’t evaluate it.

  Tech Features
  SE, SEL and N Line models have two USB ports, HD radio and an 8-inch touchscreen with adjacent physical controls, including the must-have volume and tuning knobs. Impressively, the standard Apple CarPlay and Android Auto both have wireless integration. Wireless phone charging — critical if you really want to go cord-free, as wireless Apple CarPlay and Android Auto can drain your phone’s battery fast — is optional, as are all-digital gauges.

  The Limited trim comes with wireless charging and swaps the 8-inch screen for a 10.25-inch touchscreen. It’s a slick, high-resolution display, but it introduces some annoyances. Gone is the tuning knob, and both Apple CarPlay and Android Auto revert to a wired setup. What’s more, the larger display has a widescreen ratio that’s starved for height, so items like the backup camera image appear only on part of the screen. The navigation map and Apple CarPlay leverage the entire display, but I didn’t test Android Auto (I’m an iPhone user). Cars.com staffers with Android devices have observed display limitations in other Hyundai models with the automaker’s 10.25-inch display. See for yourself on a test drive.

  The Fatal Flaw?
  For all the Elantra’s strengths, the obvious flaw comes inside. It’s not space: The low center console affords a wide berth for the driver, and backseat knee clearance should suit adult passengers. Our independent accounting of cargo space found 19 cubic feet in the Elantra’s trunk, within 1 cubic foot of our accounting in the Civic, Corolla and Sentra.

  

  Hyundai’s problem is materials quality. Even in the Limited trim, the upper doors, where your arms and elbows might rest, are all cheap hard plastic, as are most areas your knees touch. Things decline even further in the backseat, where the dollar-store treatment extends to the door armrests. The glove box opens with an undamped clatter; the headliner is mouse fur.

  All of that falls in line with the prior-generation Elantra, no standout for cabin materials itself. But if you haven’t been in other compact cars, you’re missing out. The Civic and Impreza have a proper woven headliner. The Sentra offers soft-touch materials where your knees land, and almost all rivals have soft-touch door materials up front, especially in higher trim levels. The Mazda3 keeps it classy front and rear.

  There’s potential to right the ship immediately. All major controls feel uniformly meticulous, unlike rivals like the Corolla. All Hyundai would have to do is swap in better materials immediately for a modest cost per car. Of course, the bean counters will multiply that by the hundreds of thousands of cars the automaker hopes to sell. You know how that ends.

  Features and Value
  As of this writing, the Insurance Institute for Highway Safety has yet to publish crash-test results for the 2021 Elantra, but once the agency does, those results will appear here. Standard safety and driver-assist features include automatic emergency braking with pedestrian detection, a blind spot warning system and lane-centering steering.

  The Elantra SE starts just under $21,000 (all prices include destination). That’s roughly competitive with rivals’ base models, most of which have standard automatic transmissions, as well. Standard features include 15-inch alloy wheels, the 8-inch touchscreen with wireless phone integration and the aforementioned safety tech. Finding an SE might be hard, however: As of this writing, just 12% of new 2021 Elantra sedans on Cars.com are SE models, and that’s with the Elantra Hybrid and N Line not yet on sale. Their eventual arrival will consign the SE to an even smaller slice of the pie.

  The vast majority of current inventory is the next-up Elantra SEL (about $22,000), which adds larger wheels, dual-zone automatic climate control and keyless access with push-button start. Add options or climb the trim levels, and you can get leather upholstery, a power driver’s seat with memory, heated and ventilated front seats, the larger touchscreen, Bose premium audio, adaptive cruise control and Highway Driving Assist. (HDA augments Hyundai’s standard lane-centering, called Lane Following Assist, with additional capabilities on designated highways. Read more about the differences.)

  The N Line runs about $25,000, while the well-equipped Limited (around $26,500) doesn’t have any factory options. The Elantra Hybrid, meanwhile, exacts a $2,650 premium for its SEL and Limited trims versus the same non-hybrid examples. As such, expect an Elantra Hybrid Limited to set you back about $29,000 — likely the highest sticker price most shoppers will see on any Elantra. That’s still a decent value, especially considering Hyundai’s impressive warranty and three years’ free maintenance.

  Value might drive many shoppers toward the Elantra, and excellent drivability should justify consideration even among the less budget-conscious. The downfall comes with Hyundai’s lack of investment inside, a peskiness that leaves the Elantra at four-fifths of great.

  Source: cars.com

• 2021 Hyundai Santa Fe 2.5T Pushes Toward Luxury

  In top Calligraphy trim, Hyundai's new Santa Fe two-row crossover has luxury aspirations and a strong, 277-hp turbo engine.

  It is hard for a car lover to get excited about the two-row mid-sized crossover segment. And although we're not happy to admit it, unexciting and practical is exactly what a lot of car buyers want and need. Speaking of need, while we were on our way back from a Costco run in the 2021 Hyundai Santa Fe, we spotted a BMW Z3 with the top down and a massive, framed poster riding shotgun. The driver probably has more stories to tell about that Z3 than most crossover owners, but while we were looking enviously at his roadster, he probably cast a wanting eye on our practical and spacious Santa Fe. It's also entirely possible he never saw the Santa Fe as his poster was blocking most of the view to his right.

  

  While a five-passenger near-luxury crossover may never be what we daydream about, so far in 2021 the Santa Fe has been Hyundai's second-bestselling vehicle, only a few hundred units behind the Tucson, Hyundai's slightly smaller crossover. Hyundai's compact Elantra slightly outsold the Santa Fe in 2020, but its sales are down 26 percent compared to the first two months of 2020. If crossovers are to be Hyundai's future, the recently redesigned Santa Fe is a fine emissary.

  

   

  The Santa Fe starts at $28,035 for the base SE with front-wheel drive; all-wheel drive adds $1700. From there the rungs climb through the SEL and Limited before reaching the top-shelf Calligraphy. The $43,440 Calligraphy model that made the rounds in the office came packed with standard features. The only extra was a $155 set of carpeted floor mats. Hyundai introduced the high-spec Calligraphy trim level in the Palisade, and now it is trickling down to the Santa Fe. Calligraphy adds quilted leather seats, a panoramic roof, all the driver-assistance technology inattentive drivers crave including lane-keeping assist, blind-spot monitoring, and an adaptive cruise-control system.

  

  The front seats are supportive, and there's plenty of space to store small items, including a dedicated slot for your phone. But the new push-button shifter will take some getting used to.

  The rear seat isn't as pleasant a place. While the legroom is good, there's a lack of headroom for anyone approaching six feet. The second row is outfitted and trimmed just as nicely as the first row, but the panoramic roof removes 1.2 inches of headroom. There's ample cargo space, and the Santa Fe will easily support a trip to the picture-framing shop or the luggage of four road-tripping folks.

  

  A 277-hp turbocharged 2.5-liter four-cylinder is standard on Limited and Calligraphy models, lesser Santa Fes have a 191-hp naturally aspirated 2.5-liter four. The turbocharged engine has 42 more horsepower than the previous gen's turbocharged 2.0-liter four. The new turbo-four and the eight-speed dual-clutch automatic transmission work together seamlessly. Runs to 60 mph take a quick 6.0 seconds, and the transmission readily downshifts and helps the Santa Fe move from 50 to 70 mph in 4.1 seconds. That sprint to 60 mph is just behind the 280-hp Honda Passport's 5.8-second dash and noticeably quicker than the 6.8-second effort we recorded in a Ford Edge Titanium with a 250-hp turbocharged 2.0-liter four.

  

  At the track, we measured 0.81 g overall on the skidpad, which bests the Passport's 0.78 g of lateral stick but trails the Edge's 0.83. The Santa Fe's steering is heavier than the numb and lighter steering in many crossovers. On the highway, there are no dead spots or latency to speak of. It's no Alfa Romeo, but it's responsive and a victor in this segment. The ride can tend towards jittery depending on the road, and you may catch the rear seatbacks jiggling along in the rearview mirror. Our tester arrived with 19-inch wheels rather than the 20s that most Calligraphy models will have in the future, so the 20s might be even harsher. If you'd like your Santa Fe set up that way, too, act fast. Hyundai is selling 19-inch versions as a "limited availability" variant of the Calligraphy, and you'll get a $200 discount for forgoing the bigger wheels. Hyundai hasn't explained why the 20s aren't out yet, but our money is on supply-chain disruptions.

  

  With the cruise set at 75 mph, the Santa Fe returned 27 mpg over a 200-mile highway drive, a single mpg shy of the EPA's estimate. And over almost 400 miles of real-world driving (much of it around town but some of it on uncongested highways), it returned 20 mpg, one short of the Santa Fe's EPA city rating. A Passport returns EPA numbers of 19 city and 24 highway, and an Edge with the 2.0-liter turbo comes in at 20 city and 28 highway.

  The worst mid-size crossovers are dull and soulless enough to sap your soul. The Santa Fe is different. Its exterior design is original and attractive. Aside from the occasionally jittery ride, the Santa Fe drives and behaves in a refined and almost engaging manner. We've yet to sample the naturally aspirated Santa Fe or the new hybrid powertrain, but based on what we know of the rest of Hyundai's product portfolio, they're probably nicer inside than their price tags suggest. Every car in this segment asks buyers to make sacrifices in the name of convenience, but the Santa Fe demands less and gives more than many others in its class. If you're not ready for or don't need the Palisade and Telluride's three rows, the Santa Fe should get you home from the framing shop without drawing too much attention.

  caranddriver.com

• 2021 Hyundai Santa Fe Hybrid Brings Upscale Efficiency

  A smooth gas-electric powertrain, quiet cabin, and premium features give Hyundai's updated mid-size crossover an edge.

   
  Unlike Toyota, Hyundai isn't really known for its hybrids. Although its Ioniq hatchback is a solid shot across the Prius's bow, Hyundai doesn't broadly tout the fuel-sipping virtues of its hybrid powertrains, instead focusing on its familiar narrative of value and accessible luxury. But perhaps that's changing. Over the past year, the company has rolled out hybrid versions of several of its popular models, including the Sonata family sedan, the Elantra compact car, and the Tucson and Santa Fe SUVs.

   

  For the 2021 model year, the mid-size, two-row Santa Fe has been given a fresh face, more standard and optional equipment, and a new hybrid powertrain: a 178-hp turbocharged 1.6-liter four-cylinder paired with a 59-hp electric motor and a conventional six-speed automatic transmission. Combined output is 226 horsepower. The Santa Fe is in a precarious position within Hyundai's lineup, positioned between the exceptional three-row Palisade and the boldly redesigned 2022 Tucson, the latter of which is also offered with the same hybrid powertrain. But the Santa Fe hybrid's high-end features, confidence-inspiring character on the road, and appealing design all justify its place alongside the brand's other SUVs.

   

  

   

  HIGHS: Smooth handoff from electric to gas power, premium cabin, confident road manners.

   

  At the test track, our all-wheel-drive Limited test ute got to 60 mph in a decent 7.5 seconds and sailed through the quarter-mile in 15.7 seconds at 90 mph. These numbers are close to the Santa Fe hybrid's only direct rival, the Toyota Venza, which was a bit slower in both metrics. Don't worry that the gas-electric Santa Fe is 1.5 seconds slower to 60 mph than the more-powerful turbocharged Calligraphy model we last tested. The immediate throttle response of the hybrid's electric motor at slower speeds makes it feel plenty eager in normal driving. Not only that, but the handoff between gasoline and electric power is virtually seamless. Only occasionally did we notice a slight thud as the four-cylinder deactivated while coasting to a stop, indicating that the power source had changed.

  

  The Santa Fe Hybrid's cabin is impressively hushed. We measured a quiet 68 decibels at 70 mph, and the 69-decibel level it produces at full throttle is a substantial 7 decibels quieter than the non-hybrid turbocharged 2.5-liter version. But its ambiance is occasionally disturbed by Michigan's heavily pockmarked asphalt, which the suspension doesn't always dampen out. Otherwise, the handling of our test car on its 19-inch Continental CrossContact LX Sport all-season tires was similar to what we experienced in the regular model. The 0.82 g of grip we measured on the skidpad is adequate, although we'd prefer a shorter stop from 70 mph than the hybrid's 183 feet—some eight feet longer than the standard model. From behind the wheel, there's a feeling of solidity that reminds us of premium SUVs such as the BMW X5, and our test vehicle was decked out with features that bolster that impression.

  LOWS: Not as fuel efficient as a Toyota Venza, unremarkable acceleration, occasional suspension shutters over rough roads.

  

  Our Black Noir-painted example featured comfortable leather-trimmed seats with an upscale quilted pattern on the backrests. Dual digital displays serve as gauges, and infotainment and other luxuries—such as a Harman Kardon stereo and a large panoramic sunroof—added to the upscale vibe. Some cheaper plastics can be found on the lower, less-visible sections of the door panels and center console, but the top Limited trim easily meets the expectations set by its $41,135 base price. Even at the entry-level Blue model's $34,835 starting point, the Santa Fe hybrid is nicely finished.

  But a hybrid also needs to deliver on fuel economy, and the Santa Fe's EPA estimates of 33 mpg city and 30 mpg highway are well below the Venza's 40/37 mpg ratings. We tested both vehicles on our 75-mph highway fuel-economy test and recorded 31 mpg for the Hyundai and 36 mpg for the Toyota. That said, the Santa Fe hybrid fares notably better than some nonhybrid alternatives, such as the Honda Passport and the aforementioned Santa Fe Calligraphy, both of which managed 27 mpg in the same test. We averaged 28 mpg during the course of our car's loan.

  

  While the auto industry as a whole is moving toward electric-only driving, hybrids such as the Santa Fe offer a means for range-anxious buyers to test the waters. This Hyundai's biggest issue is that it shares showroom space with the 2022 Tucson hybrid, which is nearly as spacious, just as nicely outfitted, and slightly cheaper. A plug-in-hybrid Santa Fe will join the lineup for the 2022 model year, but it'll only be sold in select states. We'll also likely see an all-electric Santa Fe-sized SUV at some point as Hyundai expands its Ioniq range of electric vehicles, starting next year with the Ioniq 5. Until then, the updated Santa Fe hybrid is an attractive two-row crossover with a premium cabin, a well-integrated hybrid powertrain, and above-average fuel efficiency.

   

  (caranddriver.com)
• 2022 Hyundai Kona N First Drive: An Impressively Great Time

  This isn’t an SUV—it’s a Veloster N for practical people.

   

  When you're interested in performance cars, you want vehicles best engineered to deliver the most dynamic fun—and that means cars. We're talking coupes, sedans, and hatchbacks, not tall, heavy, bulky SUVs. Weight is the enemy of performance, as is a high center of gravity. Most new car buyers today, though, want SUVs; as such, a new common ground has emerged in the form of the performance SUV. It's not ideal, but this "solution" looks more and more like the future of factory-built performance. And if the 2022 Hyundai Kona N is any indication, the future doesn't look nearly as bad as you might fear.

  What Is The 2022 Hyundai Kona N?

  The reason: The Kona N is barely an SUV. Front-wheel-drive only and with just 1.1 inches of additional ground clearance compared to a Toyota Camry, the Hyundai Kona N is actually a high-ish-riding hot hatch. It's a Veloster N for people who can't do the three-door small hatchback thing and who want or need a bit more practicality and space.

  That's the trade-off you make here. Standing about 6.0 inches taller and 93 pounds heavier than the Veloster N, the Kona N gives you the SUV-like tall seating position people love and the ability to put five folks in the car without any hassle. Cargo space is effectively the same in both cars.

   

  Those pounds and inches don't sound like much, but they do make a material difference in the way the cars drive. The 2022 Hyundai Kona N is the slightly more mature, sophisticated machine of the two. That's not to say it's tame; it's still a wild child, just not quite as wild as the Veloster N.

  Drive Yourself Wild

  You feel it most in the Kona N's composure. It feels planted, hunkered down on the road despite sitting 1.5 inches higher above it. Where the Veloster N feels light on its feet and tossable, the Hyundai Kona N is more serious. Chuck the Veloster N into a corner, and it rotates, sliding just a bit as the tires howl but don't let go entirely. Not the Kona N. Its tires don't squeal, and it doesn't rotate. It digs its claws in and goes.

  You don't even need to be childish with the throttle to break the tires loose mid-corner. Hyundai's electronically controlled N limited-slip differential is aggressive for a street car, transferring substantial power across the front axle to the outside tire. With 276 horsepower and 289 lb-ft of torque on tap and only the front wheels to take it, there's a little torque steer, but more often what you feel is the diff doing its thing. Rather than fighting you, the tug through the steering wheel pulls you into the corner. Catch a big enough midcorner bump, and the diff will actually tighten up your line too much, which you correct by either muscling it or, heaven forbid, backing off the throttle slightly.

  

   The power delivery also has its quirks. There's obvious turbo lag below 2,500 rpm, and the boost hits old-school with a big surge just past 3,000. If it bothers you, shifting manually with the paddle shifters to a lower gear before you enter a corner keeps the revs up and the boost on, but honestly the lag can be a useful tool. Left to shift itself, the eight-speed dual-clutch gearbox will let the engine dig from 3,000 rpm even in its most aggressive shift program, and doing so affords you a beat to unwind the steering wheel before the boost hits. Done correctly, this allows you to get on the throttle super early in a corner knowing that by the time the boost hits, you'll be exiting the bend and straightening the wheel. The diff can figure out the rest, and it will.

  Absent an irritation with turbo lag, there's no need to shift the transmission yourself. In its most aggressive setting, the gearbox makes excellent choices, and there's more than enough midrange torque to get you out of even the tightest corners in whatever gear it chooses. Shifts are buttery smooth, unless you push the big, red "NGS" button on the steering wheel; it stands for "N Grin Shift." Yes, really.

  NGS activates an overboost function that buys you an extra 10 hp for 20 seconds, which you don't feel in the seat of your pants. It also bangs the shifts just a little to make it feel like you're really beating on the car. The function is generally only useful when you want every last pony, mainly when drag racing or coming off a corner onto a long straight. The button itself is located awkwardly at the four o'clock position, requiring you to move your right hand down the wheel and stretch your thumb out. It's rarely worth the effort.

  Set It Up

  

  The buttons you do want to push are the N paddles just below the horizontal steering wheel spokes. In fact, the very first thing you should do when you buy a Kona N (or a Veloster N) is take the car to your favorite road, push the right paddle (which is N Standard mode and Custom 1; the left paddle is for Normal mode and Custom 2), and start playing with the customizable settings.

  If your favorite road is anything other than a racetrack, N Standard mode is going to be way too stiff in terms of the suspension. Like in the Veloster N, we prefer the Kona N's electronically adjustable shocks in their softest setting. Anything else will have you bouncing around like the seats were replaced with trampolines. The body control is excellent regardless of shock stiffness, so there's no need to torture yourself.

  Similarly, we prefer the lightest steering setting, as the heavier, supposedly sportier settings mostly make you work more for a minimal increase in road feel, which is already excellent for a high-powered front-drive car with electric power steering. Turn-in is sharp, though again not quite as razor's edge as the Veloster N's, and the ratio is appropriately quick, so you never have to take your hands away from nine and three to make a corner, no matter how tight.

  The brakes require a likewise gentle touch. They're sensitive but not Veloster N touchy. They deliver a lot of initial bite, but it's easier to modulate and easier to get used to. The big discs are steel, but you really have to try to fade them on the street. Hours of hard driving on excellent mountain roads couldn't put a dent in them. It helps that you only really have to use them for tight corners, as the composure we mentioned earlier allows you to carry a ton of cornering speed and use the brakes mostly to transfer weight forward as needed.

  

  When you do get into them hard, it's reassuring to know they aren't phased by bumpy braking zones. It's the only time you'll hear the tires chirp (aside from doing a burnout), but the ABS has zero issues stopping the car hard even when the surface isn't smooth.

  

  Unless you live in one of those swanky trackside villas, at some point you'll need to drive home in real-world traffic, and this is where the 2022 Hyundai Kona N really justifies itself. Set to its normal drive mode, the Kona N can easily be your primary car. It rides stiffly, sure, but no more so than any other performance car you might cross shop. The throttle programming backs way off, allowing you to behave like an adult when you want to rather than ripping away from every stop. The exhaust quiets down to a mildly sporty murmur, and the car becomes a sporty crossover, not a track machine.

  The Bottom Line

  Whichever personality you want, it's hard to make a case for any of the Hyundai Kona N's competitors. You already picked this over the Veloster N because you want a small SUV, not a traditional hatchback, and there's almost no competition in this space. The Kona N will run circles around a Mini Clubman JCW or Countryman JCW, and it'll stand up to a Mercedes-AMG GLA45 for probably about $20,000 less. (Hyundai hasn't announced pricing, but a Veloster N starts at $33,245 and a GLA45 at $55,500.) Unless you absolutely need to have the three-pointed star on your car, you won't miss anything buying the Hyundai.

  That's what makes the 2022 Hyundai Kona N great: It's a hell of a performance bargain, it rips around more like a hot hatch than a fast SUV, and it satisfies any concerns you have about the wisdom of buying a Veloster N as your only car. It might not be the ideal performance car formula on paper, but when you're behind the wheel, we dare you to care.

  (motortrend.com)

• 2022 Hyundai Kona Review: A Cute-Ute Formula That Makes Sense
   The verdict: The 2022 Hyundai Kona’s tidy dimensions make it city-friendly, while available all-wheel drive and decent cargo space make it a true SUV.

  Versus the competition: The Kona’s engaging road manners make it more fun to drive than many in this class, but a tight backseat and small cargo area make it one of the smallest you can buy.

  The 2022 Hyundai Kona was updated with more dramatic exterior styling, additional rear legroom, and an updated multimedia system with larger screens. Hyundai has also added a sport-inspired N Line trim with more aggressive styling that uses the Kona’s upgraded turbocharged engine. 

  The Kona competes in the ever-growing subcompact SUV class against the likes of the Honda HR-V, Kia Seltos and Subaru Crosstrek.

  The Kona has a comfortable ride for a vehicle with such a short wheelbase. The ride is on the firm side, but it lacks the choppiness that can sometimes impact a tiny SUV’s ride quality. Bumps are decently absorbed and excessive body motions kept in check. Overall, it has a taut, controlled feel and a tight turning radius that helps with maneuverability. It’s engaging to drive but not overly sporty, though popping it into Sport mode helps.

  The Kona features driver-selectable Sport, Smart and Normal modes. I couldn’t tell much difference between Smart and Normal modes, but Sport delivered a more aggressive response from the Limited trim I drove. It was equipped with a turbocharged 1.6-liter good for 195 horsepower, up from last year’s 175 hp.

  The N Line trim also uses this engine, while a forthcoming performance-oriented Kona N will use a turbo 2.0-liter four-cylinder good for 276 hp, paired with an eight-speed dual-clutch automatic transmission. In the Limited, the 1.6-liter works with a revised version of 2021’s seven-speed dual-clutch automatic. That pair is an upgrade from the base powertrain, a 147-hp, 2.0-liter four-cylinder mated to a new continuously variable automatic transmission.

  The powertrain in the Limited sometimes felt a little Jekyll and Hyde: composed one minute and moody the next. It pounced from a stop, and the quick-shifting — though abrupt — transmission kept things rolling nicely. At a stop, however, the engine felt and sounded rough, with a pronounced idle shudder that gave off an unrefined vibe. Against the competition, however, the Kona smokes the loud, slow Crosstrek (with its base engine) and the HR-V.

  It does well when it comes to fuel economy, too. The Kona is rated 30/35/32 mpg city/highway/combined in base front-wheel-drive trim with the standard engine. The turbo 1.6-liter I tested has similar ratings with FWD, at 29/35/32 mpg; AWD brings it down a smidge to 27/32/29 mpg. Those numbers were achievable in real-world testing: I averaged 33 mpg during a 310-mile trip that included mostly highway driving.

  The Kia Seltos, which is the Kona’s sibling, has the same powertrains and is rated similarly: 29/35/31 mpg in base FWD trim with the standard engine. The turbo 1.6-liter is available with AWD only and is rated lower, at 25/30/27 mpg. The Subaru Crosstrek’s base engine is also rated lower, at a weak 22/29/25 mpg with standard AWD and a standard manual transmission; opting for the CVT brings it up to 28/33/30 mpg. The Crosstrek’s larger engine is rated 27/34/29 mpg. Lastly, the Honda HR-V is rated 28/34/30 mpg in its base FWD trim.

  Hyundai also offers an EV version of the Kona, but there’s a catch: The model, which uses a 201-hp electric motor and has a listed range of 258 miles, is only sold in the 12 states that require increasing sales of zero-emissions vehicles. Of the competitors listed here, it’s the only one with an electric-only variant available anywhere, though the Crosstrek is available as a plug-in hybrid.

  Clean Controls, Dull Design

  

   The Kona’s outward visibility is outstanding thanks to a lot of glass and an upright driving position — all of which helps distract from its underwhelming interior. Hyundai seems to have used all of its styling points outside; the exterior stands out with a big dynamic grille and aggressive headlight design, but the inside is a ticket to Dullsville.

  The cabin lacks any sense of style or design, with a black-on-black-on-black theme that just drags on. The highlight of the cabin is Hyundai’s refreshingly simple multimedia and control system, which the Kona thankfully still uses (other newer Hyundai models, such as the Tucson, have largely ditched it for a more complicated, touch-sensitive control system that has drawn our ire). For 2022, the previously standard 7-inch and optional 8-inch touchscreens have been replaced by 8- and 10.25-inch units. Both still have Apple CarPlay and Android Auto, but the 8-inch unit adds wireless smartphone integration. As in the new Elantra, however, the 10.25-inch display reverts to wired smartphone connections.

  I tested the larger screen, which sits high on the dash for good visibility and an easy reach; its large tuning and volume knobs are also handy. The system is easy to use thanks to a straightforward menu structure and a few extra touches, such as a helpful search function. This feature allows you to quickly access settings you’d like to adjust without hunting through menus.

  One hiccup, and it’s one I’m used to, is the execution of Android Auto. Apple CarPlay uses the full width of the Kona’s widescreen, but Kona drivers with Android phones (like me!) have to settle for much less. The Android Auto interface displays in a much smaller section of the screen, with a black box taking up the rest of the space to its right.

  There’s a setting to enable “split-screen” functionality, but it only displays minimally helpful info, including a compass, time and weather. I hoped it would show something Android Auto-related — like if the map were on the main screen, my audio choice could be on the little extra screen — but this isn’t the case.

  Space Constraints

  

  Even with additional rear legroom for 2022, the Kona is still on the smaller side of this class, and it shows when you get inside. With 35.2 inches of rear legroom, it trails the Seltos, HR-V and Crosstrek; the Kona also has a smidge less rear headroom than those competitors.

  The backseat is tiny, but that little bit of extra room did help the 2022 Kona do better with car seat accommodation than older versions of the subcompact SUV, though it still didn’t secure top scores in our Car Seat Check.

  In terms of cargo space, it again sits at the bottom of the pack. By Cars.com’s measurements, the Kona has 10.89 cubic feet of space, below the Subaru Crosstrek’s 13 cubic feet and well below the Kia Seltos’ 16.3 cubic feet. It’s not all bad, though: The cargo area is nice and tall, and it has a handy little underfloor storage area to contain smaller things. The front seat also has a decent amount of small-item storage space.

  Safety and Value

  The 2022 Hyundai Kona starts at  $22,375, and AWD adds $1,500 (prices include destination). It’s roughly the same price as a Honda HR-V and about $1,000 less than a base Kia Seltos  or Subaru Crosstrek, both of which come with AWD standard; the Crosstrek’s base model does, however, use a manual transmission.

  The Kona I drove was a Limited AWD trim that cost $31,330. The only extra was a floormat package that cost $155.

   

  The Kona’s price is appealing — and so is its safety features list, which has grown for 2022. The standard automatic emergency braking system with pedestrian detection adds optional cyclist detection for 2022. Hyundai’s lane-centering steering system, called Lane Following Assist, is also standard for ’22, along with  a driver attention monitor and a rear occupant reminder system that alerts you to check the backseat after you’ve parked.

  Available features include adaptive cruise control (now with stop-and-go functionality), as well as upgraded blind spot warning and rear cross-traffic alert systems that gain braking intervention if they sense danger when you try to change lanes or back up, respectively.

  As this crowded class continues to add models, shoppers are faced with an ever-growing list of choices, but if you’re looking for a small, affordable and fun SUV, the Kona stands out.

  (https://www.cars.com/articles/2022-hyundai-kona-review-a-cute-ute-formula-that-makes-sense-442477/)

• 2022 Hyundai Santa Cruz Review: A Good Kind of Weird
  The verdict: A small pickup truck that doesn’t much look like one, the Santa Cruz “Sport Adventure Vehicle” (Hyundai’s preferred nomenclature) provides an impressive driving experience and utility in an unusual package that historically has struggled to find buyers.

  Versus the competition: We haven’t yet driven the 2022 Ford Maverick, the other new compact pickup on the block, but we’ve been impressed by what we’ve seen thus far. The Santa Cruz takes a more premium and unconventional tack, but it seems more likely to face competition both from Hyundai and other brands’ compact and mid-size SUVs rather than traditional (or less traditional) pickups.

  We’ve been teased by the idea of a Hyundai pickup truck for years and now, finally, here it is: the 2022 Hyundai Santa Cruz. Except … Hyundai won’t call it a pickup. No, the Santa Cruz is a Sport Adventure Vehicle, according to the automaker (Not to be confused with Sport Activity Vehicle, which is what BMW has always called its SUVs). But I’m going to let you in on a little secret. Come closer. Closerrrrr. OK, ready for the secret?

  It’s a pickup.

  It’s a pickup in my book, anyway. If a vehicle has a pickup bed, it’s a pickup. (I will not be discussing whether a hot dog is a sandwich or if cereal and milk is soup.) That’s by no means a bad thing; we’re very excited about another unibody compact pickup truck, the 2022 Ford Maverick, and the less traditional unibody Honda Ridgeline is consistently a top finisher, if not a winner, in our mid-size pickup comparison tests.

  The Santa Cruz looks even less like a pickup than the Maverick or Ridgeline, appearing to be more of a mid-size SUV with a bed. And between its looks and Hyundai’s unwillingness to call it a pickup truck, I have a feeling the Santa Cruz is going to be a more competitive choice among SUV shoppers, not those looking for a pickup — and having now driven one, I find the Santa Cruz a strange-looking but compelling choice.

  Small in Size, Trick in Features Outside

  

   Visually, the Santa Cruz is something of a compact, modern Chevrolet Avalanche, though I will say I don’t think photos do it justice. It’s much more appealing in person, if a bit unusual-looking. I also appreciate that while the sides of the Santa Cruz have some sharp, sculpted lines, it doesn’t have the “pre-dented” look of Hyundai’s Elantra sedan or Tucson SUV.

  What the Santa Cruz also lacks, at least in the realm of pickups, is size. It’s 4 inches shorter from bumper to bumper than the Ford Maverick and more than a foot shorter than the Honda Ridgeline. We’ve done a more thorough breakdown of its size elsewhere, which you should check out, but the key takeaway is this: It doesn’t look big.

  The Santa Cruz’s bed itself also isn’t big, at just over 4 feet long when the tailgate is closed and more than 6 feet long with the tailgate completely lowered. The tailgate can also take up a middle position to provide support for carrying 4-by-8-foot sheets of plywood or drywall. Bed depth is 19.2 inches, and width varies from nearly 54 inches at its widest to almost 43 inches between the wheel housings.

  To make up for the bed’s small size (even though it’s likely enough bed for the average consumer), Hyundai added a number of trick features. Most noticeable is a factory-installed integrated retractable tonneau cover (not available with the base SE trim, but available on the SEL and standard on the SEL Premium and Limited), which opens and closes easily. There’s also a strap attached to the cover to help pull it closed; in our test vehicle, it was clipped to the bed to keep the strap from getting lost in the back of the bed, though I wonder what the best way to store it would be if the bed were full of items. If it stays clipped, it could get in the way; unclipped, it might get lost in the cargo.

  The bed also has a lockable underfloor storage compartment with drain plugs, which is truly another signifier that the Santa Cruz is a pickup: Owners can take it to a tailgate party and fill one of its compartments with ice and six-packs of b … sodas. There are additional lockable side compartments, one of which can be equipped with an optional 115-volt, low-current power outlet as well as LED lighting above the bed and on each side. To improve bed access, there are steps built into the corners of the rear bumper. Numerous factory and aftermarket accessories will also be available.

  All of this utility might not be enough to sway pickup purists, but a Santa Fe with a lockable and more durable rear cargo area is an enticing proposition.

  Hyundai also placed numerous visual “Easter eggs” on the Santa Cruz’s exterior, though they’re not very well hidden. There are Santa Cruz silhouettes on the fender moldings, rear bumper molding and on the molding atop the bed sides.

  A Counterintuitive Cabin Inside

  

   Inside the Santa Cruz, you’ll find some modern Hyundai hallmarks. Materials quality was decent and felt slightly upscale in the top-of-the-line Limited I drove, and the control layout is intuitive. Hyundai even gave the Santa Cruz a traditional gear selector instead of the push-button selector found in some of its other vehicles; I prefer it because it’s more intuitive and the push-button design never really saves space.

  Unfortunately, a lot of that quality feeling is only skin-deep. Surfaces may be soft to the touch, but they lack underlying padding, particularly the upper portions of the front doors. Quality takes a dip in the backseat, where even the soft material is replaced by hard plastic. Cabin storage is also surprisingly minimal. There’s a decent-sized bin between the front seats but just a few small cubbies elsewhere up front, and much of the storage space ahead of the gear selector is taken up by the wireless charging pad.

  Another strange quirk of the Santa Cruz, though not unique among Hyundais, is that the standard 8-inch touchscreen has wireless Apple CarPlay and Android Auto, but the 10.25-inch display on the Limited can use those functions only via a wired connection. Even stranger, a model with the 8-inch screen might not have a wireless device charging pad, while one is standard on models that don’t have wireless CarPlay or Android Auto. I only got to experience the 10.25-inch display and remain a fan, having used it in other Hyundai vehicles already. The graphics are clear and crisp and the menus are intuitive.

  More tech comes in the way of a 10.25-inch digital instrument panel in place of the base trim level’s conventional gauges — it’s standard on the SEL Premium and Limited and optional on the SEL. The graphics are clear and operating the menu system is easy here, too, though in my short drive, I was not a fan of the flat display without a traditional cockpit-style hood over it. That’s likely something I’d get used to quickly, but given a choice, I’d rather have the traditional cover.

  The elephant in the room is the use of capacitive-touch buttons for audio, navigation and climate control in lieu of physical buttons. The layout and design are similar to the Tucson’s and, while it may look modern (and save Hyundai some money), they’re harder to use, consumers consistently don’t like them, and the control area gets covered in fingerprints and smudges after brief use. There are some physical controls for features like the heated and ventilated seats, and there are redundant physical controls for the audio on the steering wheel, but the capacitive ones are still aggravating.

  In the backseat, there’s adequate headroom and shoulder room for large adults, but the backseat’s high floor put my knees in a too-elevated position and there wasn’t as much legroom as I would’ve hoped. The high beltline results in small rear windows, too, which can make the back feel cramped. The Limited trim, at least, gets two additional charging-only USB ports for rear passengers (or device-happy front occupants).

  How It Drives

  

   Power comes from a choice of two 2.5-liter four-cylinder engines. The base engine makes 191 horsepower and 181 pounds-feet of torque, while the turbocharged version produces a much more impressive 281 hp and 311 pounds-feet. The naturally aspirated 2.5-liter gets a traditional eight-speed automatic transmission, while the turbo gets an eight-speed dual-clutch auto. The Santa Cruz is also available in front- or all-wheel drive, but the turbo four is paired only with AWD.

  Despite the added power and the added heft of AWD, the turbo four is only slightly lacking in fuel efficiency according to EPA ratings: 22 mpg combined, while both front- and all-wheel-drive versions of the non-turbo are rated at 23 mpg combined. Those numbers likely lag behind the hybrid Ford Maverick, but a better comparison — particularly for the turbo Santa Cruz — will be the turbocharged EcoBoost Maverick, which is not yet rated as of this writing.

  An area where the Santa Cruz seems likely to distinguish itself is its maximum towing capacity: 3,500 pounds for FWD versions and 5,000 with AWD. That’s more than many compact and mid-size SUVs, more than the Maverick and equal or close to some mid-size pickups. Payload capacity varies from around 1,500 to 1,750 pounds, with more highly equipped models having lower capacities

  I drove a Santa Cruz Limited with standard AWD, the turbocharged 2.5-liter and eight-speed dual-clutch transmission, a drivetrain it shares with the Sonata N-Line. The sportiness isn’t quite on the same level as the sedan (it is a pickup truck, after all), but on twisty mountain roads it handled itself ably. Power delivery is linear and with minimal delay, and the transmission finds the right gear easily enough that if it stumbled, I didn’t notice. While the power figures aren’t identical, this turbo four-cylinder and dual-clutch transmission combination can be found in high-level Santa Fe SUVs, where I also found it impressive.

  Ride and handling impressed, as well, though with the 20-inch wheels, you definitely feel road imperfections. The ones we encountered didn’t unsettle the truck, but I have a feeling the ride would seem harsher if we had been driving on worse roads; I’m eager to get behind the wheel of one in Chicago and see if I’m right. At no point in my driving did I find the Santa Cruz to be a sports car hiding under an unusual pickup truck body, but for what it is, it’s pretty damn sporty.

  Safety

  As of this writing, the Santa Cruz has not yet been tested for crashworthiness by either the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration, but you can check the links for yourself to see updates.

  Standard safety technology on the Santa Cruz includes forward collision warning with automatic emergency braking, lane departure warning, automatic high beams, a driver attention monitor and a rear occupant alert system. Move up the trim levels and you can add blind spot collision avoidance, rear cross-traffic alert and a safe-exit warning system. The Limited also adds adaptive cruise control with lane-centering steering, a 360-degree camera system and Hyundai’s Blind-Spot View Monitor.

  Who’s Going to Buy One?

  With prices from just over $25,000 to over $40,000, the Santa Cruz occupies a very interesting space. While more expensive than the Maverick, that price range is also where most compact SUVs reside, as well as many versions of mid-size pickups and even lightly equipped full-size pickups.

  We keep hammering the point home that these small pickups and things like the Ridgeline are more than enough truck for the average buyer, but I’m not sure anyone is really listening. That said, as a pickup, the Santa Cruz is plenty capable.

  And while the Santa Cruz probably isn’t going to influence the purchasing decision of those looking for a true pickup — whether that’s because of a purist’s idea of what a pickup should be, the Santa Cruz’s relatively small bed, specific additional capabilities mid-size and larger pickups might offer, or some other reason, this Hyundai might just need to look for a different kind of buyer. The Santa Cruz makes a compelling case as an SUV alternative with a different sort of utility. We’ll have to see if that’s enough to give the Santa Cruz the staying power many of its forebears lacked.

  (cars.com)

• 2022 Hyundai Sonata

  Mid-size sedans may no longer be the flavor of the day, but the Hyundai Sonata would like to remind you that its sleek styling, spacious interior, frugal or powerful engine lineup, and reasonable price tag may be the antidote to bland SUVs.

  This year, the Sonata sees few tweaks following a revamp for 2020. The SEL Plus trim level adds a big sunroof and a 10.3-inch touchscreen paired with Bose speakers, while the N Line is newly available with a Night Edition package with 19-inch black wheels and other darkened accents.

  Sonatas come in both gas and hybrid forms in SE, SEL, SEL Plus, and Limited trims, plus a sporty N Line with 290 horsepower. Sonata Hybrids can be had in Blue, SEL, and Limited trims.

  With a five-star crash-test rating from the NHTSA and a Top Safety Pick award from the IIHS, the Sonata is a safe choice. Standard equipment includes automatic emergency braking, while adaptive cruise control, blind-spot monitors, active lane control, and a surround-view camera system are on the options list.

  Fuel economy ratings run the gamut, though there’s no thirsty model in this lineup. Hybrids come out on top with ratings as high as 50 mpg city, 54 highway, 52 combined for the special Blue trim level. Models with the standard 4-cylinder engine rate 28/38/32, while the turbocharger adds power but dents economy to the tune of 27/37/31 mpg. The zippy N-Line checks in at 23/33/27 mpg thanks to its big power boost.

  Model Lineup

  The Sonata range starts off in SE trim for $25,395. Included at that price point are an 8.0-inch touchscreen with Apple CarPlay and Android Auto, LED headlights, 16-inch alloy wheels, and cloth upholstery.

  The SEL bumps the price by about $1,800 in exchange for bigger wheels, a hands-free trunk release, and heated seats, plus shoppers can add a panoramic sunroof, a 12.3-inch digital instrument cluster, and a few other convenience features for $2,000.

  The SEL Plus builds on a well-equipped SEL, but with a turbocharged engine, leather seats, Bose audio, and 19-inch wheels for about $32,400. Limited versions cost another $3,000 and add navigation, cooled front seats, and the ability for the driver to move it forward and backward from the key fob to aid in parking.

  Hybrid versions start off at about $28,300 in Blue trim with the basics, plus special wheels and tires that allow for a spectacular fuel-economy rating. The SEL bumps the price by about $2,500 for a digital key, a wireless charging pad, Bose speakers, and a few other items. The Limited commands nearly $37,000 but comes outfitted with leather trim and a solar roof panel that can add a little charge to the battery when parked outside on a sunny day.

  Enthusiasts should look to the Sonata N Line, which costs about $36,000 and includes the most powerful turbocharged engine plus a sport-tuned suspension and special interior and exterior trim.

  Exterior

  The Sonata has a sleek shape with a low front end, deep side strakes, and finned taillights connected by a narrow strip that runs the length of the trunklid. Certainly not a wallflower, the Sonata is a standout among mid-size sedans.

  N Line versions are especially dressy this year thanks to a standard Night package that blacks out most exterior trim including the wheels. Hybrid versions are nearly identical to their gas-only counterparts, aside from badging and wheel designs.

  Interior

  Hyundai didn’t skimp on the Sonata’s interior. A panel housing the touchscreen infotainment system sprouts elegantly from the dash, which can be trimmed in black or contrasting tan. An 8.0-inch screen is standard, while a 10.3-inch display is fitted to higher-end versions.

  Limited versions are especially luxurious with quilted leather upholstery draping their seats.

  Front passengers will find terrific leg and head room, plus seats with a good range of adjustment and a choice between woven fabric, synthetic leather, and real hides. The seats can be power-adjusted, heated, and cooled, depending on the trim level.

  The back seat can handle three medium-sized passengers abreast, although its 35 inches of leg room is tighter than some rivals. The rear seatbacks can be dropped to expand the 16 cubic-foot trunk.

  Driving Impressions

  Sonatas offer several tiers of performance, beginning with a 191-hp 2.5-liter inline-4 linked to an 8-speed automatic transmission that provides more than adequate acceleration for most needs. SEL Plus and Limited versions swap in a 180-hp turbo-4 that is down on power on paper but actually furnishes better acceleration in real-world use.

  Hybrids have a total system output of 192 hp thanks to a 2.0-liter inline-4 linked to an electric motor and a lithium-ion battery. They’re plenty peppy, plus they provide near-silent motoring in many situations.

  The N Line pairs a powerful 290-hp turbo-4 with a snappy 8-speed dual-clutch automatic, a combination good for a 6-second 0-60-mph sprint. Opt for summer tires – and plan on buying winter tires if you live in the snow belt – and you’ll find that the N Line takes advantage of this balanced chassis.

  Final Word

  With a package for just about every type of buyer, the stylish Hyundai Sonata is a winner among mid-size sedans. The Hybrid checks the efficiency box and still has the sleek, winning shape; it’s our pick.

   

• 2022 Hyundai Venue

  The 2022 Hyundai Venue is a small, inexpensive crossover with a high riding position, a spacious cargo area, and good fuel-economy ratings.

  This year, the Venue sees a few small shifts in its lineup. The Denim trim level has been renamed Limited, while a power sunroof is now standard fare on the mid-level SEL version. Starting just a hair over $20,000, the Venue makes a lot of financial sense even in base SE trim.

  All Venue models make use of a 1.6-liter inline-4 teamed with a continuously variable automatic transmission (CVT) and front-wheel drive. The Venue may sit up high like an SUV, but it is not available with a four- or all-wheel-drive system.

  Fuel economy is a big selling point: look for 29 mpg city, 33 highway, 31 combined, according to EPA estimates. The Venue uses regular unleaded fuel.

  Another win: Hyundai’s 5-year/60,000-mile warranty, which is at least a year if not two years longer than what’s offered by most competitors.

  Standard automatic emergency braking means the Venue will do its best to avoid a collision. The NHTSA rates it at four stars overall, while the IIHS grants the Limited trim level a Top Safety Pick award thanks to its “Acceptable”-rated headlights. Other versions have headlights rated by the IIHS as “Marginal.” Available safety tech includes blind-spot monitors, active lane control, and automatic high-beam headlights.

  Model Lineup

  Starting just over $20,000, the Venue SE doesn’t want for features. Its standard equipment list includes 15-inch wheels, Bluetooth, cruise control, cloth upholstery, power features, and an 8.0-inch touchscreen with Apple CarPlay and Android Auto.

  SEL versions cost $21,875 to start, and they add niceties such as automatic climate control, 17-inch alloy wheels, rear disc brakes, and a power sunroof.

  The range-topping Venue Limited runs $23,375 and it adds heated front seats, keyless start, and an upgraded infotainment system with built-in navigation. Roof rails are optional to help expand the Venue’s utility.

  Exterior

  An upright profile with more angles than curves gives the Venue a decidedly SUV look, even if its modest ground clearance and front-wheel drive-only configuration mean it is best used as a city slicker.

  The tall greenhouse that affords good outward vision adds to its semi-rugged look.

  At the rear, the Venue features boxy taillights flanking broad badging. Available two-tone paint schemes can dress up the Venue for an extra cost, though even the standard color palette includes plenty of bright options for drivers wanting to stand out of the crowd even more.

  The standard 15-inch steel wheels give way to 17-inch alloy wheels on SEL and higher trim levels.

  Interior

  The Venue has a comparatively understated cabin, but that isn’t to say Hyundai forgot about details. Fun, playful textures and upholsteries elevate it from compact car norms. Limited versions pair synthetic leather with denim trim for an especially intriguing look.

  From a practical standpoint, controls are arranged well. The 8.0-inch touchscreen sprouting from the dash has a bright display, and it sits below convenient switches. Climate knobs are situated down the center stack above a deep well with integrated USB ports.

  The spacious cabin offers good room up front, especially given its trim exterior dimensions. Rear-seat riders have about 34 inches of leg room and 39 inches of head room, figures more akin to a larger SUV.

  The cargo area serves up about 19 cubic feet of space with the rear seat upright and around 32 cubes with it folded.

  Driving Impressions

  The 1.6-liter inline-4 is rated at 121 horsepower and 131 lb-ft, which is sent to the front wheels via a CVT that can pretend to work as though it is a conventional automatic in low-load situations. The experience isn’t rubber-burning, but the Venue moves smartly around town and can maintain highway speeds with reasonable confidence. A full load of passengers aboard makes highway merging or passing a plan-ahead affair, though.

  Its light weight and trim dimensions mean it is nimble in town, too, easily able to sneak into parking spots that might befuddle a bigger SUV.

  Its ride is comfortable, with good impact absorption and road noise is kept reasonably in check.

  Final Word

  With its chunky good looks and cheeky personality, the Hyundai Venue is a small crossover that balances practicality, value, and fun.

  https://www.newcartestdrive.com/reviews/2022-hyundai-venue/

• 2023 Hyundai Palisade First Drive: A Solid Technopunch

  Hyundai's three-line family SUV is currently more clever than any other time.

  Hyundai's drive into the SUV market major areas of strength for is — it's not difficult to fail to remember the Korean automaker had a terrible SUV setup only quite a while back. Presently it has six models covering essentially every section of the SUV market. Furthermore, when the Hyundai Palisade hit the roads quite a while back, it immediately turned into a deals hit famous with families who needed style, worth, and space for eight. With the new 2023 Hyundai Palisade, a midcycle update brings some crisp styling components and more innovation, in addition to extra solace highlights. We headed out to the lovely streets outside Asheville, North Carolina, to test the refreshed Palisade and attempt the invigorated SUV firsthand.

  Anyway, What's New?

  Alongside another grille and a few outside subtleties, the 2023 Hyundai Palisade is presently 0.6 inch longer than before because of a leveled up front shade. The back overhang is more limited, and the wheelbase continues as before, however by and large length is currently 196.7 inches. Albeit the inside aspects didn't change, creators took these actions to give the Palisade a superior position in profile view — and it paid off.

  

  Inside, Hyundai added solace highlights across each of the three lines to satisfy a wide assortment of travelers. Taking a page from sister brand Genesis' Ergo movement situates, the Palisade adds a rubbing component to the driver's seat, and the subsequent line currently flaunts headrests that curve to give sidelong head support. Warmed seats are currently presented in each of the three columns, and the first and second line keep on offering ventilated seats.

  Hyundai's remote savvy leaving help is accessible without precedent for the Palisade, and that implies drivers might escape their vehicle and push the SUV ahead and in reverse utilizing the key. Another back traveler side airbag and it are likewise present to stop impact aversion help.

  Educated

  Families who missed having a Wi-Fi area of interest in the Hyundai Palisade will be blissful, as Hyundai joined forces with Verizon to permit drivers to now associate up to five gadgets on the double. A three-month preliminary is incorporated, yet proprietors from that point should pay $20 each month to utilize this element. In-vehicle Wi-Fi areas of interest are the same old thing, yet the 2023 Hyundai Palisade is the first of the organization's models to offer the innovation.

  

  Another advanced key permits Apple and Samsung clients to lock, open, and begin the Palisade with their telephones. Working with NFC innovation, just put your telephone on the entryway handle to open the Palisade. To begin the vehicle, you should put the telephone on the remote charger (where there's another NFC sensor).

  The assignment is simple, and there are five advanced keys in absolute that can be imparted to companions through instant message. Proprietors can change the settings of every one of those keys to just lock and open the Palisade, and proprietors can eliminate key access without any problem. The best part is that the NFC sensors work in any event, when your telephone is dead, and the tech works with the Apple Watch, too.

  Individuals acquainted with the old Bluelink application realize there were a couple of constraints of what you could do in the Palisade. The 2023 model extends the rundown of highlights; it presently turns the warmed and ventilated seats on and off and sets the temperature when the proprietor begins the Palisade from a distance. Proprietors can likewise see and get warnings about entryways and windows left open, as well as fuel levels.

  The equipment refreshes likewise permit two driver profiles in the Bluelink application and the computerized key, so in the event that you share a vehicle with your better half, the radio presets, seat and mirror positions, and temperature will naturally change contingent upon who opens and starts the vehicle.

  

  On The Road

  New for 2023 is the XRT trim, which adds rough styling and hazier medicines outside, yet there are no equipment upgrades, for example, off-road tires or better methodology and takeoff points. We went through a portion of a day driving the XRT on city streets close to Asheville and on trails around the Biltmore Estate, and we were by and large satisfied with the manner in which the SUV took care of.

  There are no mechanical changes to the 2023 model; each Palisade keeps on being fueled by Hyundai's 291-hp, 262-lb-ft 3.8-liter V-6 motor mated to an eight-speed programmed. The XRT we drove was outfitted with all-wheel drive, which was valuable during the rough terrain area. On sloppy pieces of the path, the Palisade exhibited great foothold and straight power conveyance, making it simple to vanquish obstructions. Albeit the path was generally a back road with a couple of grooves and puddles, it was a decent portrayal of what families will experience while heading on a setting up camp outing.

  Out and about, the ride was for the most part agreeable and calm, with the guiding tuned on the lighter side and the motor conveying sufficient punch to go over Asheville's bumpy midtown roads without fight. Before, we've grumbled about the Palisade's stiffer ride contrasted with the Kia Telluride, but since of our restricted time in the driver's seat until further notice, we'll hold back to deliver our full judgment once we can get a 2023 model in our grasp for testing.

  Would it be a good idea for me to Buy A Palisade?

  The 2023 Hyundai Palisade is accessible in five different trim levels — SE, SEL, XRT, Limited, and Calligraphy. Costs start at $36,245 for the SE and ascend to $50,195 for the Calligraphy. The all-wheel-drive choice adds $1,900.

  The midcycle update for the 2023 Hyundai Palisade could look gentle outwardly, however it's critical when you take a gander at all the new innovation that is gotten on. With remote stopping, a computerized key for Apple and Samsung, and more highlights for the Bluelink application, the Palisade feels refreshed and present day. Furthermore, Hyundai figured out how to add that large number of highlights while keeping costs cutthroat.

  Source: motortrend.com

• Customers frustrated: They have to wait up to 30 months for new models to be delivered

  While automakers say the delays can be attributed to ongoing chip shortages and overall growth in demand for new vehicles, many buyers believe the Korean automaker is prioritizing overseas markets due to the depreciation of the Korean currency against the US dollar.

  Some buyers of Hyundai, Kia and Genesis cars have been told they will have to wait up to two and a half years before the new vehicle they ordered is delivered, the Korea Times reports.

  Indeed, the local car trading platform revealed that Korean buyers of the 26 models made by the listed automakers will have to wait up to 30 months for their car, compared to "just" 11 months of waiting a year earlier.

  "I have to wait two and a half years to buy a Genesis or any SUV made by Hyundai or Kia? I don't understand," said one customer on a local forum.

  "The delay was only seven months last year. Why don't they make them quickly?"

  As stated, the compact model Kia K3 and family sedan K5 are waiting three to five months, and up to 8 and a half months for selected versions of the model K5, large sedan K8 and SUV Sorento Hybrid.

  Meanwhile, buyers of the Hyundai Avante, Sonata, Grandeur and Santa Fe models will have to wait between six and 20 months before picking up their keys.

  A local company official denied claims that overseas customers were a priority.

  "Not only Korean consumers, but also overseas consumers have to wait for the vehicle to be delivered," he said.

  "The claim that we prioritize foreign consumers at the expense of local ones is simply untrue. Whether it's electric vehicles (EVs) or hybrids, the latest models need the latest chips and parts, which can take time to get. We'll do our best to make it as soon as possible respond to the growing demand for our vehicles."

• How easy it is to steal a Hyundai and Kia car (VIDEO)

  The city of Milwaukee in the US state of Wisconsin is not the center of events when it comes to the automotive industry. It's home to Harley Davidson and has a few interesting museums, but other than that, with a population of just over 650,000, there's hardly anything interesting about it. But, during the past year, Milwaukee has suddenly become the topic of writing for almost all automotive media, and the reason lies in the huge number of four-wheeler thefts.

  The largest city in Wisconsin is not even among the top thirty in terms of population, but it is among the ten "most popular" when it comes to car theft.

  And in most cases (to be precise, in 68% of cases) the choice falls on vehicles of two brands, those with Hyundai and Kia emblems. The situation has gotten so bad that the city of Milwaukee filed a lawsuit against the South Korean giant for making its models easy to steal, forcing the police force to spend more money to track down the criminals. You can read more about it here. Those who engage in this illegal activity introduce themselves under the name "Kia Boyz".

  The trend later spread to other cities in the United States of America, and on social networks the Kia Boyz are currently bragging about who is able to steal the fastest and most cars. In most cases, driving a stolen vehicle lasts for several hours before it is disposed of and found by others for the same purpose.

  So why would anyone steal a Hyundai or a Kia? If someone is going to risk their freedom, shouldn't they find themselves behind the wheel of a Mercedes or a Lexus? Well, the reason is the one we have already mentioned, and it lies in the fact that the vehicles of the Korean manufacturer are incredibly easy to steal. Getting into the car itself is the easiest part of the job and mostly relies on the technique of breaking the window, or for those slightly more expert thieves, picking the lock.

  If you don't have a key (real or digital), the next step is generally more difficult for modern cars, but not for Hyundai and Kia manufactured before 2021. Namely, all you need to do is turn the lock next to the steering wheel and start the car with an ordinary USB cable (which we all probably have for charging mobile phones). The attached video from the YouTube social network shows us how easy it is to do something like that.

  Sentences for theft range from up to 42 months in prison, but in most cases it is difficult to detect the perpetrators as they find a new victim before the owner even notices that their pet has been stolen.

  Executives at the Korean giant tell us the problem has been fixed for the 2022 model year, but there are still plenty of older models on the streets that, as the line from that iconic movie says, "can disappear in sixty seconds." For those unlucky people who are forced to park outside the garage and thus risk having their pet stolen, the police force recommends that the car be parked in well-lit areas, that a system be installed where it is possible to manually turn off the battery via a switch, and perhaps choose a model with a manual gearbox, since it is known that "over the pond" most drivers do not know how to use it.

  And if none of that "works", then it is mandatory to have insurance, so at least in a financial sense, you will not feel the theft.

  {vembed Y=ziFGU_NOZ9w}

• Hyundai Bayon price and spec details

  Hyundai's latest SUV set to arrive in the UK this summer

  Details about the Hyundai Bayon SUV have been revealed, and it is due to go on sale in the UK in the summer of 2021. It’s designed to be a belated replacement to the ix20, brings with it some big car technology, and is designed to sit alongside the Kona in the Korean firm's multi-SUV line-up.

  The Bayon is powered by a range of petrol-only engines, the most powerful of which is a mild-hybrid. It's going to need to impress, as it has a huge number of rivals to fight off for your cash, taking on everything from Ford’s Puma to the Peugeot 2008, Nissan Juke and new Vauxhall Mokka. As a Hyundai, it comes with a comprehensive five-year warranty, and impressive reputation for reliability and build quality.

  

  Unlike the ix20, the Bayon’s exterior can’t be described as anonymous, which is something that’s almost a requirement in order to stick out in one of the most crowded areas of the car market. There are some familiar Hyundai cues here: split headlights at the front like the Kona, Tucson and Santa Fe, and a glass-heavy rear end with very interesting kinks in the surfacing.

  What's it like inside?
  The interior has a lot of the design details shared with the recently-launched the i20 hatchback: big screen in the centre, digital dials, straked vents that stretch across the width of the dashboard.

  You get a choice of 8.0- or 10.25-inch infotainment screens. The entry-level version includes wireless Apple CarPlay and Android Auto. In addition, a 10.25-inch digital instrument panel is available with different graphics, depending on the drive mode and the driver selection.

  

  It also comes with the latest version of Hyundai’s Bluelink online connected set-up, which gives you real-time data for journey planning, you can create user profiles for all the people who drive it, and there's even a calendar to which you can add your Google and Apple meetings too. You can locate, lock, and unlock the car remotely using the Bluelink app on your smartphone.

  As for interior space, it’s about average in terms of roominess in the Bayon, with a 411-litre boot – a little smaller than you’d get on a Nissan Juke or Ford Puma. It comes with an 'intelligent' luggage cover that can be slid along the rear of the back seat to fully separate the passenger compartment from the boot area.

  What's it like to drive?
  We've yet to try the Bayon in the UK, but our colleagues at Auto Zeitung in Germany have driven the 1.0-litre mild-hybrid version. The electrification means that this 120hp model is unusually quiet for a three-cylinder engine, although the 0-62mph time of 10.4 seconds and maximum speed aren't that impressive compared with its rivals, especially its in-house rival, the Kona.

  

  It gets good marks for its agility in the city - it's zippy and easy to steer - but it also performs well on A-roads and motorways. We'll learn more in the coming weeks and months once we try a wider selection of models in the range.

  What models and trims are available?
  There’s no hybrid – plug-in or regular – here, neither is there an electric variant like the Vauxhall Mokka-e or Peugeot e-2008. Instead, there’s a base-spec 1.2-litre petrol, but the (slightly) more interesting options come in the shape of a 1.0-litre turbo with either 100 or 120hp – the latter of which has mild-hybrid assistance. There’s no diesel option.

  Go for one of these and you have the choice of a six-speed ‘intelligent’ manual gearbox or seven-speed dual-clutch automatic.

  That manual option allows at-speed coasting when you release the accelerator – something usually reserved for the most sophisticated automatics - in order to boost fuel efficiency. When put into Sport mode, the intelligent manual also has rev matching – something only seen thus far on Hyundai’s N performance range.

  

  What else should I know?
  The Bayon is strong on safety features, with Hyundai claiming it to be 'best in class' in terms of features. It comes with Hyundai's SmartSense safety package, which includes Navigation-based Smart Cruise Control (NSCC), Intelligent Speed Limit Assist (ISLA), and Lane Following Assist (LFA).

  Prices aren’t confirmed yet, but expect the Bayon to start with a cash price of around £18,000. That makes it cheaper than the Nissan Juke and Ford Puma, but close to the Skoda Kamiq and, of course, the Hyundai Kona. The firm says the Bayon will be available in summer 2021.

  (www.parkers.co.uk)

• Hyundai Custo coming soon

  Hyundai will most likely offer a new MPV model in Asia in the first half of this year, which according to some sources will be called Custo. Until then, we have before us patent images that reveal his appearance.

  

  It is a vehicle with a front part modeled on the newer models of this brand, while inside it will have three rows of seats for a total of seven passengers.

  

  Concrete technical details are yet to come, and the question remains whether Custo will be sold only in Asia or will it be a global model.

• Hyundai i20 hatchback review

  "The Hyundai i20 is more fun than before and lots of tech has been added as standard"

  The supermini class is one of the most hotly contested in Europe but that's not stopped the Hyundai i20 winning praise in the past. The previous model was always a sensible choice, thanks to its reliability, practicality and low running costs. The new version continues this theme but is more fun to drive too.

  That's important in a class that contains not only the Ford Fiesta but the latest Renault Clio, which is also better to drive than before. The latest i20 has been developed with a hot ‘N’ version in mind, and feels firmer as a result.

  Just one engine is available at launch, so it's a good job it’s likely to be the pick of the range when others arrive anyway. The 1.0-litre three-cylinder turbo has 99bhp, which is peppy enough and feels smooth and refined. It's also fitted with mild-hybrid tech that recoups energy as the car slows down, boosting efficiency by powering the car's systems and bolstering acceleration.

  The result is a competitive 54.3mpg fuel consumption figure with 118g/km of CO2, which is also helped by an innovative system that can decouple drive from the gearbox when you come off the throttle, allowing the car to 'coast' with the engine temporarily switched off. If that sounds jarring, know that the i20 has one of the smoothest mild-hybrid setups we've tried so far.

  The i20's interior is a bit of a mixed bag but there’s more good than bad. On the positive side, there's lots of tech and space. Hyundai has fitted a new eight-inch touchscreen to the left of the instrument binnacle, with clear graphics, and there's a 10.25-inch digital instrument panel. Features like air-conditioning, Android Auto and Apple CarPlay also come as standard in the entry-level SE Connect trim. There are almost no options available but Premium trim adds LED lights, folding mirrors, auto wipers, heated front seats and even a heated steering wheel, along with 17-inch alloy wheels. Ultimate gets big-car features like keyless entry, a Bose sound system and contrasting roof colour.

  What's slightly disappointing is some of the interior materials, because while the swooshes across the dashboard look quite good, there's a lot of hard and scratchy plastic lower down in the car. There's more chrome or gloss-black trim in the Fiesta and Clio, and even cheaper plastics tend to be patterned to make them look more attractive.

  There are no worries about space, with enough room in the back for two six-foot adults, which is about as much as you can ask for in a supermini. Its 352-litre boot is also plenty big enough for a car in this class, easily beating the 311 litres of the Fiesta. Hyundai has also fitted the i20 with plenty of safety kit, clearly wanting to better the four-star result of the outgoing i20. Its 'SafetySense' suite of technology includes active safety kit like autonomous emergency braking to help mitigate collisions.

  MPG, running costs & CO2

  An efficient petrol engine and smooth mild-hybrid technology reduce running costs

  There's just one engine available in the Hyundai i20 initially, so you won't have to worry about scouring the brochure - or this review for that matter - to decide which to pick. Instead, it's a question of whether the Hyundai stands up to its rivals, of which there are many.

  Hyundai i20 MPG & CO2

  The 1.0-litre turbocharged petrol engine benefits from a 48-volt mild-hybrid setup, which works silently in the background harvesting energy and storing it in a small battery pack. This can be used to power the car's systems, improve the stop-and-start system and give acceleration a helping hand, taking some strain off the engine and boosting fuel-efficiency.

  Clever fuel-saving tech doesn't end there because the gearbox can also decouple from the engine when your foot is off the accelerator, increasing fuel-efficiency by 3-4% by itself. Hyundai has also gone to significant efforts to make the i20 lighter, and together, all these measures give it an official figure of up to 55.4mpg - an increase from 48mpg in the old model.

  CO2 emissions of 118g/km ensure it won't break the bank for company-car drivers paying Benefit-in-Kind tax, and it costs £150 a year in VED.

  Insurance groups
  Insurance rankings for the latest Hyundai i20 haven't been confirmed yet but its affordability, reliability and small petrol engine should ensure it's affordable to cover for most drivers. The outgoing model spanned groups six to 15 out of 50.

  Warranty
  Hyundai scores here because while its five-year/unlimited-mileage warranty isn't quite class-leading (some rivals offer seven years of cover), we think it will satisfy most buyers while exceeding the length of most lease deals. It also makes the three years of cover offered by the likes of Ford and Volkswagen look rather short.

  Servicing
  Hyundai offers fixed-price servicing plans that are well worth considering as part of the deal. Costing around £500 for three years and £1,000 for five years, they cover all routine maintenance and can be paid monthly, making the cost of ownership more predictable.

  Engines, drive & performance

  Buyers never really chose the i20 for its fun handling but the new version could change that

  Anyone expecting the i20 to serve up a soft, disconnected driving experience clearly hasn't been behind the wheel of a recent Hyundai. The Korean cars are now some of the best to drive in their respective classes, and the i20 has impressive body control.

  This does mean the suspension is reasonably firm but the chassis works well enough to smooth out most road imperfections without losing its cool. In versions with 16-inch alloy wheels, speed bumps are also dealt with in a nicely cushioned manner, but higher trims with 17-inch wheels may be a little less comfortable.

  Hyundai i20 petrol engine

  The 1.0-litre, three-cylinder turbo petrol engine is a real highlight, spinning smoothly up to 3,500rpm, at which point it's best to change into the next gear thanks to its handy supply of pulling power. Thanks in part to the mild-hybrid assistance, it feels willing from barely above tickover, making it easy and relaxing to drive.

  Unlike some three-cylinder engines, there's no shaking or vibration, even when the engine cuts out and starts back up as you're driving along to help save fuel. It's one of the smoothest mild-hybrid systems we've tried so far.

  Interior & comfort

  There are serious tech upgrades inside but some cheap-looking materials disappoint

  The interior design has been completely overhauled, with a look inspired by executive models that includes a large screen perched above the dashboard, adjacent to the instrument binnacle. There's a serious amount of kit, and everything feels well screwed together, but perceived material quality appears lacking compared with the Ford Fiesta and especially the Renault Clio - our current class favourite.

  Hyundai i20 dashboard

  Get behind the wheel, and the i20 feels modern and functional, with two 10.25-inch screens on higher trims - one above the dashboard and one inside the instrument cluster. Both are mounted near the base of the windscreen, making them easy to check at a glance. The main screen comes with Apple CarPlay and Android Auto, while the instruments change colour if you change the car's driving mode.

  There are rotary dials for the climate control, which are easy and fast to use, and the dashboard has accents that span outwards from the air vents. The only disappointment is the look and feel of some materials; the dashboard and lower sections of the interior are swathed in a selection of black and grey plastics that aren’t very tactile. In the Fiesta and Clio, there are grains and patterns, and some chrome and gloss-black finishes.

  Equipment

  Even the entry-level SE Connect trim boasts a reasonable level of equipment but costing from around £18,500 it's no bargain basement supermini - a Renault Clio in Iconic trim costs under £17,000. An eight-inch touchscreen and 10.25-inch digital instrument panel is standard, however (the Iconic model of the Clio has analogue gauges), and there’s cruise control, air-conditioning, Apple CarPlay and Android Auto.

  Step up to Premium (costing around £2,000 extra) and upgrades include LED headlights and rear lights, folding door mirrors, automatic wipers, climate control, heated front seats, a heated steering wheel and 17-inch alloy wheels. It's an impressive haul; a heated steering wheel is still a costly extra in some executive cars.

  The range-topping Ultimate trim (for around £1,500 more) looks more stylish thanks to a contrasting roof, while added tech includes keyless entry and wireless smartphone charging.

  Options

  Hyundai tends to shy away from offering lots of options, instead nudging customers towards the trim level with all the equipment they'll need. One of the few things you can splash out on is a metallic or pearlescent paint finish, costing £550. This is a similar price to most rivals, but the SEAT Ibiza does come with free metallic paint.

  Practicality & boot space

  The Hyundai i20 has interior space not far off a family hatchback

  Equipment and practicality have been two feathers in the i20's cap throughout its history, and that remains the case here. It has a big boot and the interior is large enough for couples, or families with a child at a push.

  Hyundai i20 interior space & storage

  Most vehicles have grown in recent years, and when you consider that four six-foot tall adults can sit fairly comfortably in the i20, you could argue superminis can't really get much bigger without treading on the toes of family cars.

  The impressive rear legroom will also come in very handy for parents with a bulky child seat, making it possible to fit it into the ISOFIX mounting points without having to slide the front seats all the way forwards.

  Boot space

  Sitting vacant behind the back seats, there's 352 litres of luggage space waiting to be filled up. That's very close to what you get in a Ford Focus (375 litres) or Volkswagen Golf (380 litres), while also very competitive in the supermini crowd. The Ford Fiesta is smaller with 311 litres, the Volkswagen Polo has 351 litres and the Renault Clio is bigger, with up to 391 litres in the petrol version.

  Reliability & safety

  Hyundai has a good reputation for building trustworthy cars

  This is another area where the Hyundai scores strongly, thanks to a good reputation for reliability and safety, so we're hoping the i20 can top the four-star safety rating of its predecessor.

  Hyundai i20 reliability

  The outgoing Hyundai i20 came 68th out of the top 75 cars in our 2020 Driver Power survey, which isn't a bad result for a car just about to go out of production. Most impressively, just 4.2% of owners reported a fault in the first year - a lower proportion than the 17.3% of Ford Fiesta owners.

  Safety

  Hyundai isn't happy to settle for a sub-standard Euro NCAP safety rating again, giving the i20 one of the longest lists of active and passive safety equipment in the industry. Called Hyundai 'SmartSense', it includes intelligent speed-limit assistance, lane-keeping assist, autonomous emergency braking and automatic high-beam activation for the headlights. Lane-follow assist is added if you step up to Premium trim, while the Ultimate version adds blind-spot monitoring and cyclist detection.

  Source: carbuyer.co.uk

• Hyundai i20 N First Drive: Hyundai’s Best Driver’s Car

  The i20 N is an absolute riot. Unfortunately, we can’t have it.

   

  Americans have a pathological aversion to subcompact hot hatches. Mini's John Cooper Works variant of its Hardtop is the sole stateside representative of a performance car genre that's been highly successful in Europe and Asia. The entertaining Ford Fiesta ST, launched in late 2013, lasted just five years before Dearborn pulled the plug. We never even got Toyota's grin-a-mile GR Yaris, with Toyota ending the importation of even the mainstream Yaris to the U.S. And so our chances of seeing Hyundai's new i20 N on American roads are precisely … zero. 

  Which is a shame, because the little i20 N is the best driver's car Hyundai makes, sharper and more focused than the Veloster N, the Elantra N, and the Kona N, cars that have impressed us with their punchy performance and fun-to-drive dynamics. Indeed, the buzz in Europe is the i20 N has what it takes to shake the subcompact hot hatch crown from the current-generation Fiesta ST.

  

  The i20 N is more than just some extra muscle under the hood, as it combines the engine's extra grunt with bigger wheels and stiffer suspension, and wraps it all in bright paint with a few aero addenda. With N division founder and former BMW M chief Albert Biermann now head of R&D for the entire Hyundai-Kia group, N models are part of the vehicle development process from the get-go, and the i20 N is one of the first fruits of this new system, arriving less than 18 months after the mainstream i20 hatch hit the market in Europe and Asia.

   

  The Dirty Bits

  Regular i20s are powered by a 1.0-liter three-cylinder or a 1.2-liter four-cylinder gas engine (a 1.5-liter diesel four is available in some markets), none boasting more than 118 hp and 127 lb-ft of torque. The i20 N gets a tweaked version of the 201-hp 1.6-liter turbo four-banger found in the Elantra N Line sedan. In i20 N-spec, the engine benefits from a new intercooled turbocharger setup that boosts torque output to 203 lb-ft from 1,750 rpm to 4,500 rpm. There's also an overboost function that allows the little four-pot to muster 224 lb-ft of twist from 2,000 rpm to 4,000 rpm for short periods.

  The only available transmission is a six-speed manual that's been upgraded to handle the extra torque and the shock of full-throttle launch-control starts. As with all N cars, the i20 N has a limited-slip differential, although it's a mechanical unit with a Torsen gear optimizing the torque flow across the front axle rather than a more expensive electronic diff.

  In terms of the chassis setup, the spring, damper, and anti-roll rates have all been substantially stiffened. The i20 N's suspension is simpler than that of its larger N siblings; the shocks are passive, and the rear axle is a torsion-beam unit rather than multilink. The front suspension has reinforced top mounts and knuckles, however, and an additional brace in the rear load space helps keep the torsion-beam rear axle more precisely located. To cope with the increased dynamic loads—and to give the suspension a more rigid foundation—the body shell has been reinforced in 12 different places, particularly around the front subframe.

  

  The i20 N retains the column-mounted motor for the electronic power steering system (EPS), but the steering rack ratio has been sharpened from 12.4:1 to 12.0:1, while the motor's retuned to improve its response and better counter torque steer. New front disc brakes have rotors 1.6 inches larger in diameter than those of the regular i20, and new hubs mean the i20 N's 18-inch forged wheels, shod with Pirelli P Zero tires specially developed for the car, are located by five lugs rather than the four of the regular i20.

  On paper, the i20 N, with its passive shocks, torsion-beam rear axle, column-mounted EPS, and lack of a dual-clutch automatic transmission, doesn't seem as sophisticated as the bigger N cars. On the road, it's a different story.

  Getting Down To Business

  There's a solidity to the body structure that makes the no-nonsense tautness of the suspension feel engineered into the car, not merely bolted on. And the control weights—the lovely, mechanical throw of the gearshift; the consistent arc of the clutch; the firm, easily modulated brake pedal; and the crisp steering response—all have the smooth, measured heft you'd normally associate with something engineered in Germany, not Korea.

  It's not all dour seriousness, though. "The i20 N is more of a rascal than the i30 N," Hyundai-Kia dynamics engineer Alex Eichler, who's based at the company's technical center in Russelsheim, Germany, said. He's absolutely right. This Hyundai is a lively, energetic little machine with a giant-killing personality.

  

  The i20 N offers six different drive modes: Eco, Normal, Sport, N, and two different configurable N Custom settings that let you mix and match the settings for the engine, steering, stability control, and exhaust sound. In addition to the standard launch control system, the onboard computers will also automatically match revs on downshifts and allow you to left-foot-brake while keeping your right foot on the throttle.

  In Normal mode, the i20 N is a fun little commuter car. Yes, the ride is busy—hardly unexpected in a stiffly suspended car that weighs just over 2,600 pounds and has a short wheelbase—but not uncomfortably so. And being a Hyundai, you get a lot of comfort and convenience for your money (in Europe, the i20 N is priced within a few bucks of the Fiesta ST), including a 10.3-inch touchscreen infotainment system, cruise control, and a rear parking camera.

  But the real fun starts when you tap the N button and switch everything to maximum attack.

  The i20 N's 1.6-liter turbo engine is workmanlike rather than charismatic, and it's happiest muscling around in the midrange. Keep the revs between 3,000 rpm and 5,500 rpm, working that terrific transmission, and the little Hyundai zings down the road, darting from apex to apex like a kart. Hyundai claims a 0-60-mph time of about 6.1 seconds and a top speed of 142 mph, and the i20 N feels every bit that rapid. 

  It'll only take a few miles before you thumb the red button under the right spoke of the steering wheel to switch off the rev matching. The beautifully weighted pedals are perfectly placed for neat and quick heel-and-toe downshifts, the exhaust pop-pop-popping joyfully on the overrun as you brake deeper and deeper into corners.

  Crisp As A Fresh Potato Chip

  The i20 N has the superlatively authoritative front end that's now a hallmark of Hyundai's N cars, reacting instantly to steering inputs and delivering truly impressive levels of grip. The little hatch rotates promptly on corner entry, the inside rear wheel cocked in the air like a dog's leg at a fire hydrant, and the mechanical limited-slip differential allows you to get on the gas much sooner than you can in almost any other front-drive car; and, contrary to what you might expect, it helps tuck the nose tighter in toward the apex.

  A fast run along a twisting two-lane will have you grinning from ear to ear at the sheer audacity of it all. This Hyundai feels wonderfully agile and alert but not nervous, and there are few hot hatches that can generate its raw midcorner pace.

  

  The i20 N is just one more reason Hyundai is the company Toyota should fear most. The mainstream Hyundai lineup is already better styled, better equipped, and, frankly, better to drive than most comparable Toyotas. With the launch of the i20 N, Hyundai now offers enthusiast drivers a wider selection of accomplished and affordable performance machinery than its Japanese rival.

  (Motortrend.com)

• Hyundai introduced robots based on the interesting Ioniq 5 model

  The all-electric Ioniq 5 robotaxi is the first commercial vehicle from Motional and Hyundai and will be used in public driving around the city without a driver, starting in 2023.
  Motional and Hyundai Motor Group have discovered a robot taxi based on the Ioniq 5 model, which was launched worldwide earlier this year. Robotaxi uses SAE Level 4 autonomous vehicles that can be safely operated without a driver. The robot taxi is a vehicle with zero exhaust emissions.

  robotaxi, ioniq 5, car, car HyundaiPhoto: Hyundai
  The set of sensors is prominent on the outside of the vehicle, in order to make it easier to distinguish robot taxis from man-operated vehicles.

  
  Robotaxi has more than 30 sensors - a combination of cameras, radar and lidars - that provide powerful 360-degree perception, high-resolution photography and remote object detection for safe autonomous operation in a variety of driving environments.

  
  The robot will be equipped with Motional's proven driverless technology, which includes advanced machine learning systems, which enables the vehicle to safely cope in challenging and complex situations.

  
  Following in the footsteps of Hyundai Motor Group's Electric Global Modular Platforms (E-GMP), a dedicated electric vehicle platform (BEV), the interior of the Ioniq 5 robot taxi provides passengers with ample space to work, relax and socialize while driving without a driver.

  The interior of the vehicle will also include a part of the interface that refers to the driver himself to allow passengers to communicate with the vehicle itself while driving, such as directing the vehicle to additional stops.

  
  There are several safety systems in each function, such as navigation, steering, braking and power, to make every ride safe and quiet.

  
  Motional will also be able to provide passengers with remote support for Ioniq 5 robot taxi vehicles in the event of some unforeseen circumstances such as road works or floods.

  In that case, the Motional support operator will be able to connect to the vehicle immediately and direct it to a new path. Motional and Hyundai Motor Group will present the Ioniq 5 robot taxi for the first time at the IAA Mobility Fair in Munich, from September 7 to 12.

• Hyundai IONIQ 5 - World Premiere

  Welcome to the world premiere of the Hyundai IONIQ 5. The latest EV that redefines the way of life in electric mobility and allows you to start your own world.

  

  IONIQ 5 satisfies different lifestyles without restrictions in your daily life. EV combines adaptable space and environmentally friendly materials with outstanding technology and design. IONIQ 5 takes us to a better, brighter and more sustainable world.

  

  Join us on February 23rd for the world digital premiere of the all-new IONIQ 5.

  

• Hyundai Ioniq 5 (2022) review: electric looks, SUV practicality
   

  This isn't a concept car, this is the production version of the Hyundai Ioniq 5. It's the first of car in a new Ioniq sub-brand for Hyundai and boy, oh boy, is it a fantastic start. But is it worth buying? Keep reading for our full review on one of the best-looking EVs – or cars for that matter – for sale right now.  

  What a looker!

  Hyundai says the look has been inspired by the Pony Coupe of the 70s but, unlike so many car brands looking to its past to guide its future, design-wise, this is no slavish pastiche. It's an eye-popping piece of design, shaped as a family hatch, with pixelated lighting front and rear and super-crisp lines.

  

  Interestingly, though, the Ioniq 5's dimensions are much larger than you think. This design masterstroke actually hides the car's size: it's actually longer than a VW ID.4 both physically and in terms of its wheelbase and about 40mm taller than a Jaguar i-Pace.

  Speaking of the i-Pace and ID range, we conveniently managed to park next to Jag's EV and an ID.3 during our first test – both look instantly dated compared to this.

  What is it like to live with an EV? 

  Inside, the cockpit takes full advantage of the e-GMP platform that lies underneath. A flat floor means no fixed centre tunnel, with a movable centre console that provides cupholders, cubbies and a wireless phone charger. You're also greeted by thick padded seats, two massive screens and a kitsch two-spoke wheel like a Honda E.

  

  But Hyundai hasn't gone overtly techy in the 5's interior design like Mercedes, or ultra-minimalist like a Tesla Model 3 – there's a balance between large, useful screens, touch panels and physical switchgear and solid materials on all your regular touch points. The shift stalk, for example, is on the steering column, with a chunky twist action and the door inlays – complete with eco-friendly paper inserts – all feel solid with a tactile thunk when you pull the door handles.

  

  Space is impressive, too. The cabin itself feels huge once you're inside, with loads of room for rear passengers, too. The rear bench can slide forward and back and, even with a 6ft 2in driver like myself at the wheel, there's tonnes of legroom. The boot, however, is rather shallow, but has depth end to end, and properly usable width. You don't even need to store your cables here – there's a handy storage box under the bonnet for that.

  Any clever technology on the Ioniq 5?

  Let's start with the platform. The new e-GMP architecture will underpin every new Ioniq sub-brand model from Hyundai (along with new EVs from Kia and Genesis). Rear- and all-wheel drive powertrains are offered, with the Ioniq 5 giving you a choice of a standard range 58kWh or long-range 72.6kWh battery packs.

  The Ioniq 5 is therefore a distant (and cheaper) cousin of the Kia EV6.

  

  It's also as clever as a Porsche Taycan, allowing for both 400 or 800-volt charging, meaning (on the fastest available 350kW chargers, of course) the ability to zap from 10 to 80 per cent charge in just 18 minutes. Hyundai claims 296 miles in the Ioniq's thriftiest setting (larger battery, rear-wheel drive), but you can expect an ID.3 rivalling 260-plus from the all-wheel drive variant.

  Then there's all the available tech on board. Along with Level 2.5 semi-autonomous driving tech, you can have Hyundai's Blind Spot View Monitor (that shows you the view of the door mirror camera when you flick the indicator), an augmented-reality head-up display and front seats that recline with leg supports like a living room La-Z-Boy.

  

  Hyundai's Blind Spot View Monitor: does it work?

  There's also the 'V2L Pack'. V2L stands for 'vehicle to load' – in the 5's case, it gives you the ability to use the car as a rolling power bank, allowing you to plug in (via an adaptor on the charging port plug) almost anything externally, like a lawn mower, e-scooter or even another EV. There's also a three-pin socket under the rear seats as part of the pack.

  

  There are three trims: SE Connect starting from £36,995, Premium clocking from £39,295 and Ultimate available from £42,295. When the Ioniq 5 was first available to order, there was also a Project 45 first edition that featured a solar panel roof, too, but that's since sold out.

  What's it like to drive? 

  Walk on up to it and flush doorhandles pop out, ready for the drive ahead. Given the front seat's reclining nature, the whole seat angles backward if you want thigh support – rather than just the front end of the base – and the wheel adjusts for plentiful reach and rake.

  Once you're rolling, the 5's interesting details don't instantly reveal themselves – it feels entirely standard fare for a family EV – quiet, inoffensive and smooth when you're nipping around town. And properly quick, just like an EV with so much torque should be; Eco mode dulls the throttle while, at the other end of the drive mode scale, the dials glare red in Sport and the throttle response is incredible. And this simply won't be the most powerful version of the E-GMP platform, either. Kia, for example, has already shown off a supercar-baiting EV6 GT, and senior members of Hyundai's management have all but confirmed an Ioniq 5 N.

  

  Then you start to notice the finer points after the miles roll on.

  The steering, for example, is live-wire alert and well-weighted – no dead-spots off-centre and tremendously fluid when you wind the lock off after a turn. The turning circle is tight, too; not London Taxi or Honda E tight, but not far off. Then there's the brakes. It's almost an expectation for an electric car to have a soggy brake pedal and inconsistent feel when you apply some pressure due to regenerative braking (of which Hyundai has four steps, plus a one-pedal mode), but not here. Plenty of solid, accurate feel regardless of regeneration level.

  You can really have fun with this car on a back road – something not often said this side of a Taycan. Adding up the whumping torque, sharp steering and feelsome brakes is already plenty good enough, but there's real balance to the chassis, too. This doesn't feel leaden or recalcitrant when you want some zippy thrills going the fun way home. Yes, there's a touch of body roll, but the way the suspension handles the Ioniq's weight is really something to be commended – it's a hoot.

  

  Tyre noise is well within an acceptable level and wind noise is minor. Couple this with balanced ride quality – not too jittery, but not water bed wallowy either – and it's a very promising position to be in.

  Compared to the Kia, the Hyundai feels looser and more relaxed – and more suitable for everyday driving. Steering is faster on the Ioniq 5 than the Kia, with a lighter feel – and there's also a more reserved feel to acceleration. It's a performance car, but less of a sporty GT like the Kia. 

  Hyundai Ioniq 5: verdict

  The Ioniq 5 is an absolute show-stopper to look at, it has a thoroughly usable and appealing interior brimming with technology and neat tricks, it's quick and its handling treads a fine balance between sporty and comfortable. We'd recommend a Premium-spec one with the 72kWh battery pack for the most range and a long equipment list. 

  The Ioniq 5 ought to be towards the top of the list if you're looking at a family EV. And if your budget allows, consider the Kia EV6 instead. Riffing off the same impressive E-GMP platform, the Kia is the more premium, focused version of the Hyundai – with equally sci-fi looks. Behind the wheel, it offers a more refined experience with a little extra speed, and the interior – while keeping the same broad strokes as the Ioniq 5 – adds a little more tech and a lot more quality.  

  Specs

  Price when new:	£48,145
  On sale in the UK:	Now
  Engine:	72.6kWh battery, two e-motors, 295bhp, 446lb ft
  Transmission:	Single-speed automatic, all-wheel drive
  Performance:	5.2sec 0-62mph, 115mph, 287-mile range, 0g/km
  Weight / material:	2175kg
  Dimensions (length/width/height in mm):	4635/1890/1605mm

  https://www.carmagazine.co.uk/car-reviews/hyundai/ioniq-5-hatchback/

• Hyundai Ioniq 5 prototype (2021) review: an electric showstopper

   

  It's clear that Hyundai's mantra must be 'speak softly and carry a big stick.' It just must be. Being among quiet pioneers of family-friendly electric cars already with the original Ioniq and Kona, the brand is about to smack us across the chops with a whole new range of EVs under the Ioniq sub-brand, starting with this: the Ioniq 5.

  We've driven a near-finished prototype of for our first whack. Has Hyundai beaten VW at its new game?

  What a looker!
  Hyundai says the look has been inspired by the Pony Coupe of the 70s but, unlike so many car brands looking to its past to guide its future, design-wise, this is no slavish pastiche. It's an eye-popping piece of design, shaped as a family hatch, with pixelated lighting front and rear and super-crisp lines.

  

  Interestingly, though, the Ioniq 5's dimensions are much larger than you think. This design masterstroke actually hides the car's size: it's actually longer than a VW ID.4 both physically and in terms of its wheelbase and about 40mm taller than a Jaguar i-Pace.

  Speaking of the i-Pace and ID range, we conveniently managed to park next to Jag's EV and an ID.3 – both look instantly dated compared to this.

  Inside, the cockpit takes full advantage of the e-GMP platform that lies underneath. A flat floor means no fixed centre tunnel, with a movable centre console that provides cupholders, cubbies and a wireless phone charger. You're also greeted by thick padded seats, two massive screens and a kitsch two-spoke wheel like a Honda E.

  

  But Hyundai hasn't gone tech overload in here like Mercedes, or ultra-minimalist like a Tesla Model 3 – there's a balance between large, useful screens, touch panels and physical switchgear and solid materials on all your regular touch points. The shift stalk, for example, is on the steering column, with a chunky twist action and the door inlays – complete with eco-friendly paper inserts – all feel solid with a tactile thunk when you pull the door handles.

  Space is impressive, too. The cabin itself feels huge once you're inside, with loads of room for rear passengers, too. The rear bench can slide forward and back and, even with a 6ft 2in driver like myself at the wheel, there's tonnes of legroom. The boot, however, is rather shallow, but has depth end to end, and properly usable width. You don't even need to store your cables here – there's a handy storage box under the bonnet for that.

  

  Any clever technology on the Ioniq 5?
  The platform, for a start. The new e-GMP platform will underpin every new Ioniq sub-brand model from Hyundai along with Kia's new EV range starting with the EV6. Rear- and all-wheel drive powertrains are offered, with the Ioniq 5 giving you a choice of a standard range 58kWh or long-range 72.6kWh battery packs. And, along with a three-pin plug socket in the car, there's 'vehicle to load' – the ability to use the car as a rolling power bank, allowing you to plug in (via an adaptor on the charging port plug) almost anything externally, like a lawn mower, e-scooter or even another EV.

  Hyundai's electric car plans explained

  It's also as clever as a Taycan, allowing for both 400 or 800-volt charging, meaning (on the fastest available 350kW chargers, of course) the ability to zap from 10 to 80 per cent charge in just 18 minutes. Hyundai claims 296 miles in the Ioniq's thriftiest setting (larger battery, rear-wheel drive), but you can expect an ID.3 rivalling 260-plus from the all-wheel drive variant.

  

  Live in a sunny area? Of course you don't, not in the UK at least, but you can spec a solar cell roof (after the Ioniq's initial launch) that aids the batteries: 'The solar roof has a charging capacity of 205W, and in an environment that is sunny we did some experiments and found that it could add 1200 miles of range per year, or about three miles per day,' Ioniq 5 project manager, Askin Kahraman, told us, 'The roof will also help the 12V battery so the car doesn't discharge completely.'

  Then there's all the available tech on board. Along with Level 2.5 semi-autonomous driving tech, you can have Hyundai's Blind Spot View Monitor (that shows you the view of the door mirror camera when you flick the indicator), an augmented-reality head-up display and front seats that recline with leg supports like a living room La-Z-Boy.

  

  Hyundai's Blind Spot View Monitor: does it work?

  Our car was fully trimmed with every frippery you could ask for, implying that it was one of the limited-run 'Project 45' versions, at £48k. On top of all the tech that gives you, it also means your Ioniq 5 comes with the bigger 72.6kWh battery and all-wheel drive. As for lower trims, we expect it to follow the same trim structure as Hyundai's other models: SE Connect, Premium and Ultimate, with the cheapest models circling the £39,000 mark.

  Let's drive it!
  Walk on up to it and flush doorhandles pop out, ready for the drive ahead. Given the front seat's reclining nature, the whole seat angles backward if you want thigh support – rather than just the front end of the base – and the wheel adjusts for plentiful reach and rake.

  Once you're rolling, the 5's interesting details don't instantly reveal themselves – it feels entirely standard fare for a family EV – quiet, inoffensive and smooth when you're nipping around town. And properly quick, just like an EV with so much torque should be; Eco mode dulls the throttle while, at the other end of the drive mode scale, the dials glare red in Sport and the throttle response is incredible. And this simply won't be the most powerful version of the E-GMP platform, either. Kia, for example, has already shown off a supercar-baiting EV6 GT, so it's not beyond the realms of possibility that Hyundai could make an Ioniq N.

  

  Then you start to notice the finer points after the miles roll on.

  The steering, for example, is live-wire alert and well-weighted – no dead-spots off-centre and tremendously fluid when you wind the lock off after a turn. The turning circle is tight, too; not London Taxi or Honda E tight, but not far off. Then there's the brakes. It's almost an expectation for an electric car to have a soggy brake pedal and inconsistent feel when you apply some pressure due to regenerative braking (of which Hyundai has four steps, plus a one-pedal mode), but not here. Plenty of solid, accurate feel regardless of regeneration level.

  You can really have fun with this car on a back road – something not often said this side of a Taycan. Adding up the whumping torque, sharp steering and feelsome brakes is already plenty good enough, but there's real balance to the chassis, too. This doesn't feel leaden or recalcitrant when you want some zippy thrills going the fun way home. Yes, there's a touch of body roll, but the way the suspension handles the Ioniq's weight is really something to be commended – it's a hoot.

  We even got some time on the motorway. Hyundai told us that not all of the production-spec soundproofing is on this prototype but, if that's the case, I've driven plenty of family in-production family cars (including those of premium manufacturers like Audi) that riding on 20-inch wheels that have worse NVH refinement. Tyre noise is well within an acceptable level and wind noise is minor. Couple this with balanced ride quality – not too jittery, but not water bed wallowy either – and it's a very promising position to be in.

  First impressions: Hyundai Ioniq 5
  What an impressive machine. We can't wait to try a production-spec one but, even in this prototype, the Ioniq 5 brings such a breadth of abilities that other EVs can only dream of. Show-stopping looks, a thoroughly usable and appealing interior, and sharp dynamics that are rare to find in a heavy family EV.

  Convinced by VW's ID.3? Try one of these first.

  (carmagazine.co.uk)