Displaying items by tag: hyundai

Tuesday, 23 February 2021 06:39

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.

Published in Blog/News
Friday, 05 February 2021 07:16

New Hyundai Kona 2021 review

The Hyundai Kona has been revised for 2021 and we find out just how much it's improved

The updates to the Hyundai Kona improve its overall experience, with an efficient and effective mild-hybrid powertrain, a more composed and comfortable ride, and some useful tech upgrades in the cabin. But these gains aren’t enough to shove the car to the front of the pack; the Kona still isn’t as good to drive as the best small SUVs, and it continues to lag behind the likes of the Renault Captur and Ford Puma on practicality.

Hyundai will soon have an embarrassment of riches in the small SUV class. The Korean brand has a new offering, the Bayon, on the way in the coming months. And it will be joining a facelifted version of the Kona in the line-up.

Here, then, is the revised version of Hyundai’s ‘original’ small SUV. It’s had a little more than the typical mid-life nip and tuck too; yes, the usual updates like headlights and bumpers are present and correct, but there’s also a redesigned bonnet, and the changes are sufficient to make this car around 40mm longer overall than the outgoing version. The overall effect is to give the car a slightly more aggressive, chunky stance - perhaps even making it more of a crossover and less of a baby SUV. There’s also a new N Line trim level that tries to add a sporty look.

Under the bonnet, the Kona gets an updated range of engines. The 1.6-litre turbo unit at the top of the line-up gains some extra power, moving up to 195bhp, and the diesel motor (yes, here’s a car still available with one) gains a 48-volt mild-hybrid system.

The same tech is also available as an option on the Kona’s 1.0-litre, three-cylinder turbocharged petrol engine - and it’s this powertrain that we’re driving here. The engine itself produces 118bhp, and is the same unit that is likely to appear in higher-end i20s later this year.

The hybrid system uses an integrated starter/generator and a small lithium-ion battery to give the combustion engine a boost when pulling away from rest. It also benefits, though, from Hyundai’s Intelligent Manual Transmission - a six-speed manual gearbox that has no physical connection between the clutch pedal and the clutch. This sensor-based solution means that the engine can be switched off when the car is cruising along - and then fired up again, thanks to the 48-volt hybrid tech, when required.

It’s a complex piece of engineering but in practice works extremely well. You won’t feel much extra shove when starting off but once you’re up and running, you’ll have to rely on the visual cues on the instrument panel - the rev-counter needle flicking up and down - to tell that the engine is being cut in and out. It’s incredibly smooth in its transition - astonishingly so when you think that you can be doing 70mph at the time.

The engine has enough power to cope with a car of the Kona’s size, but not quite enough to ever make it feel like it’s capable of really punchy performance. The 0-62mph dash takes a leisurely 11.9 seconds - making the electrified version of this engine slower than the non-hybrid edition in either manual or auto form. It’s more efficient, though, with claimed average economy of 46.3mpg, and based on our experience with the car, this should be achievable in everyday use.

The Kona has also received tweaks to its chassis and suspension, and while they’re not enough to transform the car into a vehicle with real appeal for keen drivers, they do give the model a bit more dynamic polish. The most pleasing development of all is better bump absorption, making the Kona an effective tool on scarred urban roads, even on our Ultimate model’s 18-inch alloy wheels.

Body control feels a little tighter than before too, so while the inert steering and taller body still don’t really play ball and deliver enjoyment on twisty roads, the overall package feels like a more effective compromise than it did before. It’s a result, we’d like to think, of the UK testing instigated by Hyundai’s head of vehicle dynamics, ex-BMW M division man Albert Biermann.

In the cabin the biggest upgrade comes in tech, thanks to a new 10.25-inch digital instrument cluster, as seen first in the all-new i20. It’s crisp and easy to use - an ideal companion, in fact, for the similarly sized infotainment system that comes as standard on this Ultimate trim level. It remains one of the best set-ups you’ll find in any vehicle, frankly, with clear graphics, a great interface and quick responses to inputs. Recent upgrades have improved its connectivity further, thanks to fresh functionality in Hyundai’s Bluelink phone application.

The rest of the cabin gets some new materials but they don’t do much to lift the overall experience. It’s not that it’s badly screwed together or lacking soft-touch fabrics in key areas; it’s just that the fascia is a sea of black, grey and dark grey plastic, with only the very occasional flash of chrome to brighten proceedings.

Nor, it must be said, has the facelift done anything to address one of the Kona’s key weaknesses: rear packaging. Two adults can fit in there, even behind a couple of six-footers, but once in place, they’re unlikely to thank you for anything approaching a long journey.

The boot remains pretty unimpressive too - not helped, still, by a relatively high floor that’s designed to accommodate the circuitry of the hybrid and pure-electric editions. The Kona’s capacity is 374 litres, so it isn’t going to challenge the Renault Captur, Peugeot 2008 or Ford Puma on practicality.

Source: autoexpress.co.uk

Published in Hyundai
Wednesday, 20 January 2021 06:28

Soon and Hyundai Bayon

Hyundai Motor has announced a new announcement of the image of its new crossover Baion. It is coming to the European market in the first half of 2021, which is an important addition to the current line of Hyundai SUVs.

With the launch of the new, additional B-segment model as an entry point into its SUV line, Hyundai sees a great opportunity to better meet the demand of European customers and increase supply in the very popular segment.

The name Baion is inspired by the city of Baion in southwestern France. Since the Hyundai Bayon is primarily a European product, Hyundai decided to name it after a European city. Located between the Atlantic coast and the Pyrenees, the French city is a great location for those who enjoy activities such as sailing and hiking, fitting into the life character of the new model.

More details about the Hyundai Bayon will be revealed soon, but it is expected to use the same platform as the new i20.

Among other things, the offer should include a 1.0-liter three-cylinder turbo gasoline engine with 120 hp.

Customers will be offered a choice between manual and automatic transmissions, and the equipment will also include a digital instrument panel and a 10.25-inch infotainment system screen.

Published in Blog/News
Tagged under
Sunday, 17 January 2021 12:00

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

Published in Hyundai

New seats and infotainment make the 2021 Hyundai Veloster N a nicer compact car, but a newly optional automatic transmission makes it a hotter hot hatch.

Hyundai nailed the hot-hatchback formula when it released the Veloster N for the 2019 model year. As a rambunctious salute to bargain performance, it initially offered as much as 275 horsepower and a six-speed manual transmission for less than $30,000. Its rowdy active exhaust emits all the right snorts and pops. And its planted, highly adjustable chassis makes for great fun on pretty much any road or racetrack. With our long-term test car continuing to entertain us even as it approaches 40,000 miles, the news that Hyundai would be upping the fiery Veloster's base price and adding a few refinements for its third year in production was cause for some initial concern. Fortunately, those updates resulted in an even more desirable sport compact.

First, that change to the 2021 Veloster N's base price: It's now $33,245, which is $4650 more than it was last year. However, that sum does include more standard equipment, notably the previously optional $2100 Performance package that should have been standard from day one. The highlight of that upgrade is a 25-hp boost for the turbocharged 2.0-liter inline-four (for a total of 275), but it also adds an electronically controlled limited-slip differential, larger brake rotors, an active exhaust system, and 19-inch wheels with Pirelli P Zero PZ4 summer tires, which replace the standard 18-inch Michelin Pilot Super Sports.

The second major update is the addition of an optional ($1500) eight-speed dual-clutch automatic transmission (DCT). While we'll argue that a stick shift and three pedals are still best for maximizing the Veloster N's playfulness, there's no denying the DCT's quickness. Our test car shot to 60 mph in 4.8 seconds and covered the quarter-mile in 13.4 seconds at 105 mph—handy improvements over the best 5.2- and 13.8-second runs we've recorded for a manual Veloster N. More important, both of the DCT's times are a tenth of a second quicker than the best efforts we've clocked for its chief rival, the manual-only Honda Civic Type R, although the 306-hp Honda does post a 3-mph faster trap speed at the end of the quarter. In two-pedal form, the Veloster N is now the quickest front-driver we've ever tested and one of the cheapest ways to gain access to the sub-five-second-to-60-mph club.

To summon the high-rpm clutch drop required for that Civic-beating takeoff, you'll need to familiarize yourself with the Custom drive mode display on the Veloster's 8.0-inch central touchscreen. Given the Veloster N's many chassis, engine, exhaust, and drivetrain settings, there's no ideal way to present all the choices. The previous tile layout required two pages, which Hyundai condensed to a single page by moving to a spider graph. The new readout looks sharp, but manipulating the intricate toggles while driving takes a steady hand. There are also preset combinations—Eco, Normal, Sport, and N Mode—if you don't require, say, loud exhaust paired with relaxed suspension.

The launch-control tab is integrated into the spider graph's adjacent N Performance display. Once activated, you're given five minutes to set the launch rpm (in 100-rpm increments up to 3500 rpm), floor both pedals, and then release the brake. As the computers work the clutches, the Veloster N lunges forward on the edge of traction and fires off rapid-fire upshifts as long as you keep the accelerator pinned to the carpet. We'd prefer it if we could initiate the procedure by simply mashing both pedals in the sportier drive modes, and we found that the system needed a brief cooldown between repeated runs. But it is effective.

Designed in-house, the Veloster N's eight-speed DCT is a marked improvement over the Hyundai Group's previous dual-clutch boxes. Its gear changes aren't as quick as a Porsche PDK's, but it is snappy and smartly programmed. (And hey, we're talking about a car that costs the same as a few option packages on a 911 Turbo S.) Low-speed drivability is impressively smooth, lacking the jerky stumbles that on-off throttle applications can provoke in this type of transmission. Downshifts are quick and well timed. As a bonus, the automatic Veloster N gains an overboost feature called N Grin Shift, which engages the car's raciest drivetrain setting and increases the engine's torque output from 260 to 278 pound-feet for 20 seconds. But we often forgot about it because it's activated by a small, unassuming NGS button on the steering wheel that blends in with the rest of the controls.

In manual mode, the Veloster N's transmission will hold gears up to the engine's 6750-rpm fuel cutoff. Shifts can be cued up via paddles on the steering wheel or a console shift lever with a proper pull-to-upshift, push-to-downshift action. We found that this manual control came into play more often than usual when driving on the highway, as the Veloster N's eight-speed won't engage top gear in any drive mode more aggressive than Normal. At an 80-mph cruise, eighth gear equates to a relatively subdued 2000 rpm. Left to its computer brain, the transmission only goes to seventh gear in Sport (2500 rpm at 80 mph) and sixth in Sport+ (3100 rpm). For comparison, the manual Veloster N registers 2900 revs at 80 when in top gear.

At a steady 75 mph, the Veloster N DCT returned the same 30-mpg figure as the manual car on our 200-mile highway fuel-economy test. This is unimpressive given its extra ratios, yet better than what the EPA reckons: The automatic's federal estimates of 22 mpg combined, 20 city, and 27 highway all trail the manual's 25/22/28 ratings. Our test car averaged 18 mpg during its two weeks with us.

That reduced efficiency partially stems from the weight penalty incurred by the dual-clutch transmission. At 3186 pounds, our DCT test car weighed 96 pounds more than our manual long-termer, with the amount of mass over the front wheels increasing from 63.7 to 65.2 percent. Hyundai compensates for the altered front-to-rear balance by retuning the DCT model's springs and adaptive dampers. This maintains the car's excellent poise and body control but changes the ride quality. In Normal mode, the DCT car rides slightly firmer than the manual model, but in Sport+ mode it's more forgiving. Driven back to back, we still prefer the lighter six-speed car's softest setting for most situations, as it brings the best balance of ride comfort and chassis control. On Hyundai-spec 235/35R-19 Pirelli P Zero PZ4 summer tires, our DCT test car exhibited slightly more skidpad grip than the stick shift (0.99 g to 0.97) and took negligibly longer to stop from 70 mph (157 feet versus a best of 154).

Thankfully, transmission choice has no impact on the Veloster N's new standard performance seats. Highly supportive for hard driving yet surprisingly comfortable, these cloth and leatherette thrones are a huge improvement over the comparatively flat and plain-looking fabric chairs in our long-term car. Hyundai says each one is also four pounds lighter, but we're more impressed with how their sculpted design and the illuminated N logos on their backrests dress up the car's otherwise drab cabin.

That the new seats aren't heated is our only big gripe about the latest Veloster N. While that might sound like a trivial complaint, we drove the car in Michigan's frosty late fall. We thought far less about the car's new standard active-safety tech—lane-following and forward-collision assists, blind-spot and rear cross-traffic alerts, and driver attention monitor—than we did about the seat heaters and heated steering wheel that Hyundai makes available in other markets. The company says this split was to limit the cost and build complexity of models sold in the United States. But we imagine that discerning buyers of a more sophisticated and expensive Veloster N would like a say in their car's amenities. Count us among that group, even if we'd still chose the manual car and its inherently greater involvement over the quick new DCT.

Source: caranddriver.com

Published in Hyundai

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.

2021 hyundai elantra n line
 

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.

2021 hyundai elantra n line
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.

2021 hyundai elantra n line
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

Published in Hyundai
Tuesday, 27 October 2020 06:01

New Hyundai i30 Fastback N Line 2020 review

The new Hyundai i30 Fastback N Line looks great, but what's it like from behind the wheel? We find out...

The Hyundai i30 N Line Fastback certainly adds a little more excitement to the compact family car class, but behind the looks is a car that falls short in key areas. The sluggish dual-clutch gearbox and overly firm ride compromise the overall package and its ability as a family car. More sensibly-priced options lower down the range make for better family transport, while those wanting the looks and performance should try to find the extra cash for the fully-fledged N model.

Despite having been around for over 13 years - now half way into its third generation - the Hyundai i30 has never really gained the notoriety of its class rivals, such as the VW Golf or Ford Focus. It’s a competent, comfortable and affordable family car but remains a slightly left field choice in its class.

Hyundai has attempted to address that as part of the car’s mid-life update by introducing a new 158bhp 1.5-litre Fastback model that only comes in the firm’s racy N Line trim. The visual updates are minor but certainly go some way into making what was a rather forgettable-looking family car into something a bit more striking.

A new LED lighting signature and reshaped bumper sharpen up the front end, while gloss black trim on the lower edge of the bodywork and new 18-inch alloy wheels give a more purposeful look to the car. As a Fastback, the N Line makeover really does look the part.

The engine is also new; the previous 1.4-litre four-cylinder turbo has been ditched in favour of a new 1.5-litre T-GDi that develops 159bhp and 253Nm of torque. Performance figures are brisk if not blistering, with Hyundai claiming an 8.8-second sprint from 0-62mph and a top speed of 130mph.

In our test car, the engine drives the front wheels through a seven-speed dual-clutch automatic gearbox. Hyundai’s six-speed Intelligent Manual Transmission is also available, which brings with it a £1,200 saving.

Opting to pocket that extra cash and go for the manual is probably a good idea, as on this evidence, the seven-speed DCT is one to avoid. Whether pulling away from a junction, accelerating to overtake on a dual carriageway or even if you’re just dawdling around town, the gearbox is sluggish and laboured at making changes. Despite being an N Line model, there are no steering wheel-mounted paddles for you to operate the gearbox with yourself, either.

The engine is smooth enough, assisted by the integrated 48-volt mild hybrid technology, but always hampered by the gearbox. However, it’s pretty efficient, nudging above 40mpg over a mix of roads on our test.

There might not be lots of power, but the chassis lets you make the most of it. The steering is part of a responsive front-end that resists understeer well and allows you to maintain momentum through a series of bends.

However, another gripe is the ride quality - or lack of it. Hyundai has seen fit to match the car’s racy new exterior with an equally sporty ride, but this i30 N Line doesn’t possess anywhere near the level of performance necessary to justify such a stiff suspension setup.

The car constantly fidgets and fights with the surface as you drive along, crashing over bumps that it really should soak up. The dampers are also passive - unlike the proper N model - so even as you cycle through the driving modes, there’s no improving the quality of the ride.

Inside, there have been some welcome tech updates, Hyundai adding a new 10.25-inch widescreen infotainment to the dash that’s compatible with both Apple CarPlay and Android Auto. Wireless smartphone charging and Hyundai’s new Bluelink telematics system, which beams real-time traffic and weather data to the car, have also been added.

A sticking point for most buyers, and what’s likely to make this i30 N Line quite a rare sight on UK roads is its price. At almost £27,000 tested here it’s only a few thousand short of the fully-fledged N car, which has the performance to match its looks. Over a three-year PCP deal, that’s likely to equate to only a few pounds extra per month.

Source: autoexpress.co.uk

Published in Hyundai
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