Displaying items by tag: hyundai

Saturday, 03 September 2022 06:23

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.

Published in Blog/News
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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.


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

Published in Hyundai
Tuesday, 15 March 2022 07:11

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.


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.


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.


Published in Hyundai
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Thursday, 03 March 2022 08:44

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.


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.


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.


Published in Hyundai
Tagged under

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.

ioniq 5 rear static

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.

ioniq 5 interior

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.

ioniq 5 rear seats

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.

ioniq 5 charging

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.

ioniq 5 bvm

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.

ioniq 5 v2l

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.

ioniq 5 rear tracking

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.

ioniq 5 front cornering

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.  


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


Published in Hyundai
 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 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 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.


Published in Hyundai

Hyundai's new Santa Cruz compact truck attempts to skirt the rules for traditional pickups.

Breaking into the lucrative truck market isn't for the faint of heart. Subaru's Baja lasted four short years, Honda had to butch up the looks of its Ridgeline to secure a seat at the table, and even Toyota's T100 stumbled until it became the V-8-powered Tundra. And who can forget the Ford Explorer Sport Trac? It would seem that to succeed in this segment, your truck had better look and perform like, well, a truck.

In what may be an attempt to manage expectations, Hyundai isn't using the "t" word to describe its new entry, instead referring to it as a "Sport Adventure Vehicle." Hyundai even goes so far as to claim the Santa Cruz wasn't designed as a mid-size truck competitor, but one look at the package and it's hard to classify it as anything else.

2022 hyundai santa cruz 25t limited awd
Drive it and you're not so quick to use the "t" word. The Santa Cruz rides on an extended version of the Tucson crossover's platform, with struts up front and a multilink suspension with self-leveling dampers out back. Its 118.3-inch wheelbase (nearly 10 inches longer than the Tucson) contributes to a calm and composed ride, with none of the rear-end skittishness sometimes present in a full-size pickup with an empty bed. Maneuverability around town is carlike. At 195.7 inches long and 75.0 inches wide, the Santa Cruz easily slots into parking spots. Driven with haste along two-lane back roads, the Santa Cruz is agile, remaining relatively flat through the corners.
2022 hyundai santa cruz 25t limited awd
Lesser Santa Cruz models ditch the turbo and the dual-clutch for a 191-hp 2.5-liter and a conventional eight-speed automatic. The base 2.5-liter musters just 181 pound-feet of torque and is something we'd skip. We haven't tested that version yet, but in an all-wheel-drive Tucson, the nonturbo 2.5-liter results in a sluggish 8.8-second time to 60 mph. Front-wheel drive is standard here, with all-wheel drive a $1500 option. There's no hybrid variant, but since the Tucson features both hybrid and plug-in versions, we predict the closely related Santa Cruz will follow suit in the future. In terms of fuel economy, the standard 2.5-liter four holds a slight advantage: an EPA combined estimate of 23 mpg versus the turbo model's 22, although our test car did average 30 mpg on our 75-mph highway test, bettering its highway estimate by 3 mpg.

Despite its Tucson underpinnings, the Santa Cruz is capable of trucklike activities. Turbo all-wheel-drive models are rated to tow 5000 pounds, and even the base front-drive setup can tow 3500 pounds. Trailer sway control, a function of the stability-control system, helps mitigate untoward trailer motions and comes standard on all models. Off-road excursions are also possible, as 8.6 inches of ground clearance is enough to get you into the rough stuff. A decent 23.2-degree departure angle will ensure you'll get out of most moderately difficult situations without leaving the rear bumper on the trail. The journey itself might not be entirely smooth, as we found that the stickiness of the Santa Cruz's floor-mounted throttle pedal can make it difficult to maintain a smooth crawling speed.

2022 hyundai santa cruz 25t limited awd
Duality of purpose notwithstanding, the true make-or-break feature here lies out back. Where most truck beds are a blank canvas, this is more of an artist's toolkit. As the Santa Cruz is designed exclusively for the North American market, the development team worked to bake in the kind of usability and versatility that would appeal to the outdoor-adventure set marketers love to target. Key to this mission is a dent-resistant molded composite bed (as opposed to stamped steel), which allowed the team to utilize every square inch of the space—whether it's in, under, or atop the bed.

Packed with cubbies and hidden compartments, the Santa Cruz's plastic bed is more intricate than a puzzle box. Just as in the Honda Ridgeline, there's a lockable underfloor storage space located close enough to the tailgate that it's easy to retrieve items without straining yourself. Drain plugs make it a perfect place to keep drinks on ice. More storage can be found on the sides of the bed behind the wheel wells, along with an AC power outlet with enough current to run a small refrigerator. There are tie-downs throughout, as well as an adjustable cleat system. The space above the wheel wells is wide enough to accommodate four-foot-wide sheets of plywood.

2022 hyundai santa cruz 25t limited awd
Hyundai also went bonkers on the accessories. Whatever item your hobby requires, the Santa Cruz can likely secure, store, and transport it. With the tailgate down, it can accommodate a couple of dirt bikes or kayaks. A factory tonneau cover retracts to the front of the bed and is a lot easier to use than the folding jobs seen on some pickups. Precut tabs on the top of the bed rails can be punched out to add a canopy system. And when was the last time you saw a truck with roof-mounted crossbars?

Climb in and you'll discover a refined interior largely shared with the Tucson. A reasonably hushed 67 decibels of noise creep into the cabin at 70 mph, with full-throttle pulls registering only 72 decibels on our sound meter. The instrument panel and infotainment screen are neatly tucked into the dash, rather than being mounted on top. The result is a clean, low-profile dashtop, which allows for excellent forward visibility. The Santa Cruz accommodates tall passengers in both rows, with plenty of headroom and decent legroom in the rear. Like many pickups with small sliding rear windows, objects that pass through are limited to things the size of soccer balls and six-packs.

2022 hyundai santa cruz 25t limited awd
The center stack features all of Hyundai's latest tech. Most models feature an 8.0-inch touchscreen, with wireless Apple CarPlay and Android Auto standard. Exclusive to the Limited trim is a 10.3-inch screen with navigation. As with the Tucson, the system with the larger screen can't do wireless phone mirroring; you'll have to plug in your phone like it's 2018. Most controls surrounding the system are of the capacitive-touch variety; they look sleek but attract their fair share of fingerprints and aren't as user-friendly as the physical buttons found in other Hyundai models. In what's a first for the brand, a tiny little Santa Cruz emblem adorns the controls for air recirculation and hill-descent control. The Santa Cruz's interior and exterior is peppered with other Easter eggs.

Despite what Hyundai claims, those little illustrations indeed resemble the shape of a truck because the Santa Cruz's silhouette says truck. But the exterior lacks the upright and squared-off look that characterizes traditional pickups. The styling is a muscular and bulked-up take on Hyundai's latest design language, and the big, bold grille full of brightwork is handsome. But the Santa Cruz looks like a crossover-turned-pickup. It makes no attempt to hide its roots.

2022 hyundai santa cruz 25t limited awd
Arguing how truckish it is or isn't might be fun for internet arguments (Please comment below—Ed.), but the biggest obstacle for the Santa Cruz could be its price. Base SE versions begin at $25,215 and include a good amount of standard equipment, but opting for the turbo requires an additional $10K. Top-spec Limited models begin at a steep $40,945. This pricing becomes an issue when you consider a world where the similarly sized Ford Maverick exists. A Maverick starts at just a hair over $20,000 and features a standard hybrid powertrain that's good for a 37-mpg combined EPA fuel-economy rating; more powerful turbocharged versions top out at a still-frugal 26 mpg combined. The Maverick also features more conventional truck styling, which might make it more attractive to more conventional truck buyers. But Hyundai is taking another tack—it remains to be seen if its gamble will pay off. So perhaps the question becomes: Do you want a truck, or do you want a Santa Cruz?
Published in Hyundai
Friday, 15 October 2021 08:17

Hyundai Staria Kinder

A school van is an interesting idea. Does this solution make sense? Hyundai Staria offers a maximum of nine seats in conventional versions. Here, however, it is different. According to the manufacturer, the Hyundai Staria Kinder can use up to fifteen seats - all seated and equipped with adjustable seat belts. Supposedly. It should be added that the driver has at his disposal a system that informs those passengers who have not fastened their seat belts.

It is a pity that no photos of the interior have been discovered that would show what we are actually talking about and how the problem of relatively small space has been solved for this type of car.

For now, we have to settle for a body design that is enriched with yellow, special markings, and additional lights.

The car uses safety systems, including collision avoidance assistance, lane maintenance, blind spot monitoring and reversing warning. It was not revealed what was under the hood. It is probably the well-known and favorite 2.2-liter diesel engine that offers 175 horsepower.

Interestingly, the car found its way to the user. The 15-seater Hyundai Staria Kinder costs 37.41 million won or more than 26,000 euros - in the Korean market, of course. It seems that such a configuration will probably not reach Europe.


Published in Blog/News

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.

2021 Hyundai i20 N Specifications 10

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.

2021 Hyundai i20 N Specifications 13

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.

2021 Hyundai i20 N Specifications 20

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.

2021 Hyundai i20 N Specifications 38

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.


Published in Hyundai

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.

Published in Blog/News
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