Hypes: Scintillating Paint/Interior Combo, Racing Gearbox, Turbo Rush
Gripes: Noisy Goodyears

Would you like to own an SUV that handles like a sports sedan and costs less than $30,000? Hyundai has just introduced its Kona line of subcompact SUVs, and if the Lime Twist/ Lime Interior Ultimate AWD example I drove for a week is indicative of this new model’s potential, you can forget about spending way more for a Honda HR-V, Mazda CX3, VW Tiguan, BMW X1, or Audi Q3. The lithe and athletic 163″ long Kona has pole position on the rest of the subcompact SUV field.

Kona is available in 2 versions. The front wheel drive base model consists of a 2.0 liter, 147hp, 4 cylinder engine connected to a conventional 6 speed automatic. However, the model you’ll want to order is the all wheel drive (AWD) Ultimate, with a 175hp, turbocharged, 1.6 liter, 4 cylinder engine driving through a seven speed dual clutch gearbox. The dual clutch unit replaces the normal torque converter found in the base model’s automatic transmission. Hyundai says “The dual clutch transmission can be thought of as an automatically shifting manual transmission.” Indeed, you can park the console mounted stick in Drive and let the gearbox do all your shifting for you. Or you can slot the stick into its manual operation gate and bang off upshifts and down shifts with immediate effect thanks to the dry plate dual clutch mechanism. Finding such a sophisticated and sporting transmission in an SUV in this price range comes as a stunningly pleasant surprise.

The Kona is chock full of other unanticipated bonuses as well. Take the show car interior. Hyundai stylists have re-imagined the basic black interior by using matte lime twist highlights to outline three dashboard air vents, the starter button, and the shift console. Front and rear seats and headrests are starkly outlined in lime green piping, with a double row of green stitching to accentuate the piping. The steering wheel’s leather cover is also stitched with bright green thread. The net effect is startling but far from garish. In fact, this visual symphony is a real treat. The wow factor of the Kona’s interior matches the visual sizzle of its shocking Lime Twist (no extra charge) exterior paint. In a boring SUV world of grays, blacks and silvers, our test Kona popped retinas wherever it went.

Thanks to unexpected fully independent rear multilink suspension, the Kona handles with precision. Its ride quality is exceptional, with even the most egregious potholes making little impression on Kona occupants. Hyundai does not stint on tire or wheel dimensions for the Kona, with the Ultimate model sticking to apexes with polished resolve. Handsome 5 spoke, 7.5″x18″ alloy rims plant generously sized 235/45R18 Goodyear Eagle Touring tires on the pavement. Although the Goodyears lack an aggressive looking tread design, they maintain traction well when you push the Kona to the limit. Their only drawback is high noise feedback over concrete aggregate pavement.

The 8-way adjustable driver’s seats boasts power slide and backrest adjustment as well as power lumbar control. The heated front seats are laterally supportive without cumbersome side bolsters blocking ingress or egress. Eschewing the current craze for burying key operational controls inside layers of menus, Hyundai engineers have instead opted for fixed control switches for all necessary basic commands. We particularly liked the old fashioned fly-off mechanical handbrake, and the two large knobs controlling air temp and fan speed. Of course you will find the obligatory 4.2 inch LCD multi-information display screen dominating the center of the dashboard. This easy-to-read graphic information panel allows easy access for tuning the SiriusXM radio during your free 90 day trial period. The tunes play through a 315 Watt Infinity Premium Audio entertainment system with 8 speakers. Apple CarPlay and Android Auto compatibility are supported, and the system delivers AM/FM/MP3 and HD Radio.

If you examine the Kona’s window sticker, you will quickly determine that Hyundai’s favorite phrase is “Included.” Unlike some of the German competition where pretty much nothing is included in the base price of a vehicle, with this Hyundai, everything is “Included.” In fact, beyond a $125 charge for Carpeted Floor Mats,” there isn’t a single optional item boosting the Kona’s base price of $28,700. I challenge you to find another compact SUV that is this much fun to drive, and this delightful to look at, for such an affordable price.

2018 Hyundai Kona Ultimate AWD

• Engine: 1.6 liter Turbocharged Gasoline Direct Injection 4 Cylinder
• Horsepower: 175hp@5500rpm
• Torque: 195lb.-ft. @1500-4500rpm
• Fuel Consumption: 26MPG City/29MPG Highway
• Price as Tested: $29,775
• Star Rating: 10 out of 10 Stars

Hypes: Best Looking and Driving Plug-In, 560 Mile Cruising Range
Gripes: Non-Linear Throttle Response, Rock Hard Rubber

Hyundai’s Ioniq debuted in 2017 as a direct competitor to the Toyota Prius. So direct, in fact, that Hyundai was recently offering a $1,000 coupon to current registered Prius owners or lessees who bought a 2017 Ioniq. For 2018, the Ioniq ups the ante of Hyundai’s challenge to Toyota by offering a plug-in version for the first time. In several important respects, the Ioniq plug-in outdoes the Prius. Firstly, it looks much better. Instead of the intergalactic over-styling of the Toyota hybrid, the Ioniq looks positively fetching in its simplicity. But don’t let the Hyundai’s sleek appearance deceive you into thinking it’s lacking aerodynamic efficiency. To the contrary, the Ioniq posts a remarkably wind cheating 0.24 coefficient of drag, which helps it attain its stellar EPA/DOT rating of 119MPGe.

Inside, the interior of the Ioniq is far more restfully detailed than the pin ball latrine look of the Prius. Hyundai has found a way to go green inside the cabin as well as under the hood, because the Ioniq utilizes sugar cane and volcanic stone to form much of the interior. According to Hyundai, “sugar cane accounts for 25 percent of the raw materials used in the interior’s soft-touch door trim panels.” Additionally, recycled plastic forms the headliner, carpeting and door trim, so this Hyundai represents a science project for reclamation.

But how does it drive? To its credit, the Ioniq behaves more like a gasoline powered sedan than a pure electric car. This is good news for those of you who are put off by the idiosyncrasies of cars like the Prius that require you to reconfigure your driving style to accommodate their peculiarities of design. The Ioniq makes no such demands on your attention, nor does it prioritize fuel saving with obnoxious visual displays of its green virtue. In other words, you can drive this Hyundai like a regular car without the need to have your eco-credentials verified every time you climb into the driver’s seat.

Together, the 1.6 liter gas engine and the 44.5kW electric motor produce a rather piddling 139hp. But since Hyundai had the foresight to supply this Hybrid with a real 6-speed dual clutch automatic transmission, that mere 139hp feels unusually frisky in a car that weighs only 3,070 pounds. To manage the “EcoShift” transmission, you can either leave it in Drive and let it do all the work for you, or you can slot it into manual mode and bump the floor-mounted stick forward or backward for upshifts and downshifts. Better yet, rely on the thoughtfully provided steering wheel mounted paddles to accomplish the same goal. With its power to weight ratio of 22lb/hp bordering on lazy, the Ioniq needs all the help you can give it with manual gear selection. That’s an essential tool that missing from the CVT-transmission Prius.

If you opt for electric-only propulsion, the Ioniq will take you about 20 miles before needing a recharge. Open the rear hatchback and you will find a 120V charge cable neatly packaged in an Ioniq satchel. You will also discover a surprisingly spacious storage area which amounts to 19.5 cubic feet with the 60/40 split folding rear seats and center rear armrest stowed. That large rear hatch also provides excellent aft visibility thanks to upper and lower heated glass panels divided by a stiffening bar placed mid-window. Our test Ioniq included the “Ultimate Package” which Hyundai had not priced at the time of this test. Some of the benefits of this option group include power sliding sunroof, navigation with 8 inch touchscreen, premium audio with 8 speakers, dual wireless device charging, plus three safety features – automatic emergency braking, smart cruise control and lane keep assist.

The rubber Hyundai has chosen for this hybrid is compatible with its mission as an ultra high mileage achiever, one which returns 52MPG in gas-only mode. To insure that kind of performance, the tires need to be quite hard and the 205/55R16 Michelin Energy Saver A/S rubber you’ll find on the Ioniq comply with that mission statement. Unfortunately, their treadwear rating of TW 480 is incompatible with generating much lateral adhesion on the skid pad. So you’ll want to re-equip your Hyundai with something stickier, or learn to back off the throttle when negotiating tight turns at speed.

22018 Hyundai Ioniq Plug-In Hybrid Limited

• Engine: 1.6 liter inline 4 cylinder, Gasoline Direct Injection+44.5kW Electric Motor
• Horsepower: 139hp
• Torque: N/A
• Fuel Consumption: 119MPGe/52MPG Gas Only
• Price as Tested: $23,200-$33,500
• Star Rating: 8.5 out of 10 Stars

Hypes: Responsive Suspension, Gearbox, Motor
Gripes: Small Pass-Through Opening from Trunk to Interior

Hyundai is on a roll. Every year this South Korean company manages to improve their main line sedan, the Sonata, by refining its looks and performance. The revamped 2018 Sonata is fully competitive with the best from Japan for class honors in this lucrative market segment. It’s been a long and fraught haul for Hyundai, which had to overcome the poor reputation of its first entry in North America, the trouble plagued Excel. But because the company is dedicated to relentless refinement, the Sonata now rivals Toyota’s Camry and Honda’s Accord for dominance in the mid-size sedan market.

Restyled front and rear fascias grace the Sonata for 2018. Hyundai offers three Sonata model lines. The gas engine SE range starts at $22,050 for a 185hp, 2.4 liter model. For $600 more, the Eco version offers better mileage (28/37MPG) than the SE but less horsepower (178hp). The top model is the SEL, with a starting price of $23,700 and the same 185hp output as the SE. Next comes the Hybrid line, with the SE starting at $26,000 and yielding 45MPG (highway). The Limited Hybrid costs $30,100 and yields 43MPG (highway).

But if you’re an enthusiast driver, the Sonata you’ll want to own is the model we drove: the 2.0T Limited. Under the hood lies a 245hp turbocharged 4 cylinder engine which propels this Sonata with BMW-like alacrity. The engine is coupled to a new for 2018 8-speed automatic transmission with aluminum paddle shifters large enough to find even when the steering wheel is cranked over for tight turns. The base price of the 2.0T is $27,600, with the more lavishly appointed Limited model we drove available for $32,450.

The engine in this front wheel drive sports sedan achieves maximum horsepower instantly thanks to lag-free turbo boost. High revving performance is also aided by the 2.0T’s square bore and stroke dimensions of 3.39 inches. Gas Direct Injection (GDI) makes the most efficient use of fuel, with the 2.0T good for 23MPG City and 32MPG Highway. The 8-speed gearbox is flawless in operation, with those elephant ear “Shiftronic” paddles always available to help you snatch just the right ratio when needed. In fully automatic mode, the relaxed gearbox provides unobtrusive up-shifts, even under full throttle acceleration.

The 2.0T’s restful interior is simultaneously utilitarian and artful. Hyundai designers used charcoal seat trim, blue piping and stitching, and embossed matte aluminum to achieve a gracefully functional driving environment. Instead of resorting to buried menu screens for operational oversight, the Sonata offers a handsome, symmetrical array of clearly labeled, blue backlit buttons for the following essential operations: fan speed, seat heat and ventilation, steering wheel heat, A/C, defrost front and rear. Also present are four sizeable knobs – a vanishing species these days. The lower pair control temperature range for driver and passenger, the upper pair adjust volume and station choice on the infotainment system. Support for Android Auto and Apple Carplay are standard on this Sonata, as are LED daytime running lights, and front seat heating and ventilation. To say the 2.0T is fully equipped would be an understatement, especially considering its modest price.

The best part of driving the turbo comes when you are free to attack a few apexes on a twisty back road. This sedan will absolutely stick with the best you can buy from Germany when it comes to canyon bashing. For starters, Hyundai equips the 2.0T with uprated sports suspension which is stiffer than any other Sonata in the model line. Even so, ride comfort remains enticingly plush when cruising the interstate. But on back roads, those Sport enhancements really shine. Handsome smoke anodized 7.5″ x 18″alloy rims mount Michelin MXM4 Primacy rubber (235/45R18) that is hard enough (TW500) to issue a chirp when pushed to the limit, but just sticky enough (Traction A) to clip the apex you’re aiming for. All in all, the engine, drivetrain and suspension of this Hyundai work in close enough harmony to make you wonder why you’d consider spending two or three times as much to buy a BMW, Mercedes or Audi.

2018 Hyundai Sonata 2.0T Limited

• Engine: 2.0 liter inline 4, direct gas injection, turbocharged
• Horsepower: 245hp
• Torque: 260lb.-ft.
• Fuel Consumption: 23MPG City/32MPG Highway
• Price as Tested: $32,450
• Star Rating: 10 out of 10 Stars

Hypes: Handsome Design, Livable Interior, 51 Cubic Feet of Space
Gripes: Lethargic Grunt, No Paddle Shifts, Rock Hard Rubber

Back in July, 2017 I road tested a 2017 Hyundai Elantra Sport with the new 201hp 2.0 liter turbocharged 4 cylinder engine. This engine drove 195lb.-ft. of torque through a 6 speed manual transmission and 18 inch alloy wheels. In concluding that review, I said “This is one sport sedan that lives up to its billing…the only real challenger to this car is the VW GTI, which is substantially more expensive and less reliable.” Now along comes this 2018 version of the Elantra, in GT rather than Sport trim. It’s a package that is notably less scintillating to drive. The main problem lies under the hood, where a naturally aspirated 2.0 liter engine produces just 161hp and 150 lb.-ft. of torque. Not only is this engine 40hp short of the Sport’s turbo motor, but also 12hp and 4lb.-ft. short of the same 2.0 liter base motor for 2017. About the only thing that does improve for 2018 is fuel economy: you now get 24 MPG city/32 MPG highway (versus 22 city/30 highway for the turbo).

Instead of the slick 6 speed manual gearbox in the Sport, the GT makes do with a 6-speed automatic transmission without paddle shifts at the steering wheel. Although the automatic can be controlled manually by slotting the floor mounted stick into a separate gate, you never enjoy the kind of direct and predictable control that paddles contribute. The final differentiating factor in the Sport versus GT comparison occurs at the contact patch of the tires. The GT mounts 225/45R17 Nexen Npriz rubber at each corner. This is a mud and snow rated all season choice that eschews traction in favor of tread longevity. Push the GT hard into a tight apex and the Npriz front tires lose grip and start to squeal in protest. This behavior is just the opposite of the 18 inch Hankook Ventus tires on the much grippier Elantra Sport tested earlier.

However, if you are not an enthusiast driver, but are searching for a reliable, sporty looking mode of transportation, none of the foregoing should dissuade you from buying a new Elantra GT. For starters, this Korean import looks great from any angle, even directly overhead, a flattering perspective I discovered when photographing the GT. From an aesthetic standpoint, there’s not a single objectionable line marring this Hyundai. Overall design flows from stem to stern with grace and elegance. Not only does the GT look good, but the svelte contours belie its unexpected practicality. You can actually carry four or five full size adults in comfort thanks to doors that open wide front and rear, seats that provide cushioning as well as support, and windows that promote excellent vision to the front, sides and rear. On top of superior people packaging, the GT also provides hatchback utility thanks to its tailgate rear door. The 60/40 fold down rear seat allows you to store as much as 51 cubic feet of goods inside those trim contours, an abundance that exceeds the storage available in category competitors like the Ford Focus, Mazda3 and VW Golf.

If you are lucky enough to find a stripper Elantra at your Hyundai dealer, you’ll pay just $20,350 for this model, plus $885 for freight and handling. But as you might expect for a vehicle consigned to the press fleet, our test model was somewhat more lavishly equipped, with an $1,800 “Style Package” and a $4,300 “Tech Package” that brought the all-in cost of the GT to $27,460. Being a minimalist type, I could have definitely done without the Style Package’s passive safety additions like Blind Spot/Rear Cross Traffic Alert and Side Mirror Turn Indicators. Since this is such a small car with such large windows, you ought to be able to take care of vision issues with your own eyes. Unfortunately, without the Style Package, you lose the nice leather wrapped steering wheel and shift knob of our test vehicle. The Tech Package, on the other hand, is probably worth the considerable extra investment because it gives you Leather Seats, Navigation System with 8 inch screen, Electric Parking Brake, Panoramic Sunroof, and active safety measures like LED head and tail lights.

Even at the fully equipped test car price of $27,460, the Hyundai Elantra GT remains a bargain in the bigger picture. If you have minimal interest in sporty driving, then this modest performer will fill the practicality bill to a GT.

2018 Hyundai Elantra GT

• Engine: 2.0 liter inline 4, DOHC
• Horsepower: 161hp
• Torque: 150lb.-ft.
• Fuel Consumption: 24 MPG City/32 MPG Highway
• Price as Tested: $27,460
• Star Rating: 8 out of 10 Stars

Hypes: Does Everything Well
Gripes: Stickier Tires Would Improve Handling

You have to love an SUV with a list price of $35,650 that carries the notation “Included” 37 times on its window sticker. Unlike many other manufacturers, such inclusionary generosity is par for the course at Hyundai. On a cold and dreary week by the seaside in Northern California, my favorite “included” item was the heater for the front seats and steering wheel. That steering wheel warmer turns itself on each time you re-start the Santa Fe. It’s a small detail, but one that a lot of other car companies need to learn: you don’t have to reconfigure your car every time you restart it.

Hyundai has quite an assortment of Santa Fe configurations available for 2018. There are two model lines, one with 3 seating rows providing 7 seats (Santa Fe) and one with two rows providing 5 seats (Santa Fe Sport). All 7 seat Santa Fe models use a 290hp V6, while all Sport models use either a base 2.4 liter inline 4 (185hp) or a turbocharged 2.0 liter inline 4 (260hp) fitted to our test Sport. All versions of both models utilize an excellent 6 speed automatic gearbox. Our turbo Sport proved exceptionally lively, with more than enough power to break the front wheels loose under full throttle acceleration from a standing start. If you need All Wheel Drive, the Sport is available with such a system which will tame the front axle wheelspin we experienced. The transmission features a floor mounted select lever which permits individual gear ratio choice and retention. Hyundai calls this very effective control mechanism “Shiftronic” and conjoins it to a Drive Mode selector that also tailors shift points to normal or sport oriented driving styles.

At a curb weight of just 3,760 lb., the 5 seat Sport is significantly lighter than its bigger sibling, the 7 seat Santa Fe (4,210 lb.). This weight reduction contributes to the Sport’s solid handling on twisting two lane roads. 235/55R19 mud and snow rated Kumho Crugen radials, mounted on 19 inch alloy rims, with a treadwear rating of 440, yield good but not great traction while maintaining a comfortable ride. The airy cabin offers excellent sight lines to all quarters, and the standard panoramic sunroof exposes both front and rear seat occupants to plenty of sky and fresh air. Hyundai instituted several safety improvements to the Sport for 2017, which resulted in improving its IIHS small overlap crash protection rating from Marginal to Good.

Our test Sport enjoyed further safety augmentation from a $1,600 “Ultimate Tech Package” that provided Smart Cruise Control with Stop/Start, Automatic Emergency Braking with Pedestrian Detection, Lane Departure Warning, Electronic Parking Brake, and swiveling head lights called Dynamic Bending Lights. The Electronic Parking Brake proved easy to use because it was well positioned on the center console between the front seats. The Lane Departure Warning proved more annoying than helpful because it chirped loudly and incessantly even when we were well clear of adjacent traffic.

The rear seats split into a 40/20/40 fold pattern. You can drop them flat by lifting a large lever attached to their base, though you may have to slide the front seats forward to clear the back headrests. Doing so opens a vast amount of space for storage, with 35.5 cubic feet of cargo room available with the rear seats dropped. We managed to carry a full size bicycle back there, with plenty of room to spare for 6 bags of grocery goods at the same time. The rear hatch opens with the touch of a button on the remote fob, and shuts with the push of a button located on the edge of the rear liftgate.

The Hyundai Santa Fe Sport proved itself to be an adept and resourceful companion on a daily basis. It was plenty fast, economical enough, and ingeniously well thought out. All the cabin controls work so well you never have to give their design or placement a second thought. Clearly, the engineers at Hyundai are well versed in making the complexities of the modern SUV convenient, straight forward and intelligible. You really can’t ask for a more amenable beast of burden than the latest turbocharged version of the Santa Fe Sport.

2018 Hyundai Santa Fe Sport 2.0T Ultimate FWD

• Engine: 2.0 liter inline 4, turbocharged, gasoline direct injection
• Horsepower: 240hp @6000rpm
• Torque: 260lb.-ft. @1450-3500rpm
• Fuel Consumption: 20 MPG City/27 MPG Highway
• Price as Tested: $38,325
• Star Rating: 9 out of 10 Stars

Hypes: Phenomenal Cornering Grip, Zinger Motor, Slick Manual Gearbox
Gripes: Flat Bottom Steering Wheel Mounted Too High

Hyundai has comprehensively redesigned the Elantra sedan for 2017. In particular, the Sport model we drove features a package of visual enhancements that distinguish it from all lesser models. Hyundai stylists have cleaned up the front end by better integrating new HID headlights into streamlined fender caps. They’ve also added a model specific Sport grill featuring a large one piece hexagonal opening. New LED driving lights meld into slits flanking the central radiator intake. The sedan’s side profile gains sleekness from a higher, more prominent character line that stretches from front to rear wheel wells. At the tail end, a lower valance diffuser enhances both the appearance and aerodynamics of the Sport model. The valence incorporates a pair of chrome tipped exhausts on the passenger side of the panel. New LED tail and stop lights complete the rear redo.

But the Sport’s attributes are much more than skin deep. Stunning 20 spoke 18 inch diameter alloy wheels mount Hankook Ventus S1 Noble2 tires measuring 225/40R18.

Under the hood of the Sport lies the most important component of the entire exercise: a 1.6 liter turbocharged in-line 4 mounted sideways, with double overhead cams and direct injection. This highly sophisticated engine produces 201hp and 195lb.-ft. of torque. That’s by far the most power available in the Elantra line, which consists of three other lesser engines (128hp, 147hp and 173hp). Our test Sport fed its abundant thrust through a 6 speed manual transmission that proved delightful to operate.

The Sport is exceptionally quick in a straight line, with sub-7 second runs to 60mph from a standing start easy to achieve. The engine comes alive over 3000rpm, and can be safely twisted to redline at 6800rpm. 6th gear is well chosen for freeway romps, pulling just 2500 quiet rpm at 70mph. But the strong point of this Hyundai is not its ability as a drag racer, rather its utter composure as a twisty road master. The suspension is independent front and rear, with a sophisticated multi-link design in back that keeps the Hankook tires planted all the time. There’s a slight trace of torque steer from the front wheels when you pin the throttle wide open exiting a bend. But other than that predictable feedback, the Sport remains precise and predictable no matter how hard you thrash it through bends. The Ventus S1 tires are exceptionally sticky, belying their mid-range tread wear rating of 500. Overall, this car’s performance behavior is outstanding, with the added benefit of upsized disc brake rotors to help it stop extra short.

You can comfortably order a base model Sport for just $21,550. As is the custom with press evaluation vehicles, however, our test Sport included a $2,400 optional Premium Package which added an 8 inch Navigation screen and system to the base car’s standard 7 inch screen without Navigation. This option group also adds a power sunroof, blind spot detection with rear cross traffic alert, dual automatic temperature controls, and a boosted stereo system with 8 speakers and a center channel subwoofer. That’s 2 more speakers than the standard issue audio system, plus that thumping base to keep your ears vibrating.

This is one sport sedan that lives up to its billing. Take the seats and steering wheel, for example. The wheel is a work of art, with its flat bottom, indented pistol grips, and red stitching. The front seats offer tremendous lateral support, and sport double red stitched bolster seams. Lately I have been driving a plethora of so-called “sport” sedans from various manufacturers that are sporty only in looks, not performance. Hyundai has taken the challenge of building a real sport sedan quite seriously here. This Elantra will run the socks off a wide variety of much more expensive Asian and European “sports” sedans.

The Elantra Sport is without question the best of this pretender filled bunch when it comes to go and handling. In fact, the only real challenger for this car is the VW GTI, which is substantially more expensive and less reliable. Consumer Reports blesses the new Elantra with a “Recommended” check mark and predicts that its reliability will be “Better than Average.” So if you want to have your go-fast cake and eat it too, give this super bargain sleeper one hard long look.

2017 Hyundai Elantra Sport M/T

• Engine: Inline DOHC 4-cylinder, turbocharged with GDI
• Horsepower: 201hp
• Torque: 195lb.-ft.
• Fuel Consumption: 22 MPG City/30 MPG Highway
• Price as Tested: $25,010
• Star Rating: 10 out of 10 Stars

Hypes: Double Hydraulic Hood Struts, Sweet Manual Gearbox, Sweeter Turbo Motor
Gripes: Poor 3/4 Rear Vision

Hyundai originally introduced the 3-door Veloster sports coupe with a rather anemic 132hp four cylinder engine that peaked at just 120 lb.-ft. of torque. Even with that handicap, the original version was a lot of fun to drive because of the car’s sporty design and ingenious packaging. Its pin point steering accuracy, racy seating position, and responsive manual transmission all coalesced into a spry and energetic combination that cried out for more horsepower. Unlike Toyota/Subaru – who have refused to turbocharge their sluggish 86/BRZ – Hyundai responded to the Veloster’s crying need by introducing a twin scroll Turbo version. This stunningly quick 201 hp upgrade of the base motor is also good for 195 lb.-ft. of torque. Coupled to a slick shifting 6-speed manual gearbox, the Turbo transforms the Veloster into a genuine sports car. Its excellent acceleration and handling will match cars costing twice as much.

Hyundai’s racy intentions are evident the second you lay eyes on its curvaceous lines. At the front, company stylists have borrowed heavily from Audi design language with an elliptical six sided grill opening that makes the Veloster look predatory. Muscular bulging flares front and rear endow the lightweight (2,765 lb.) coupe with a muscular stance that will instantly attract fans of the Fast and Furious. Under those flares lie diamond faced multi spoke alloy rims that offer intriguing design complexity. Each wheel plants a mildly sticky low profile Kumho Solus radial tire (225/40R18) on the pavement. With its low slung stance, stiff springs, and excellent torque vectoring control system, the Veloster is capable of exceeding the grip of its Kumho tires, which issue audible chirps as they reach their adhesion limit.

Inside the cockpit, you’ll think you’ve been transported to the flight deck of a fighter jet. Our Veloster sported a stunning exterior shade called Vitamin C, an opalescent orange that is carried right through to the interior. When climbing aboard, the first item you notice are oversized, door mounted grab handles, painted to match the exterior finish. But instead of using gloss paint like the exterior, these handles are done in a grippy matte paint that makes them easy to grasp. This little touch reflects Hyundai’s exacting attention to detail.

Once seated, you appreciate that the deeply bucketed front sport seats feature side panels upholstered in Vitamin C to match the exterior. Finally, you notice the prominent “Turbo” notation embroidered in black on the driver’s outer orange seat bolster. The net effect here is entrancing, like a show car that somehow escaped its rotating display pavilion and actually ended up for sale. And how much outlay is required for this show winning display piece? If the Veloster had a German nameplate attached, it would easily retail for $40-60,000. Because it’s made in Ulsan, Korea, however, the base price of the Veloster Turbo is $22,600. Our test car, with its optional $2,700 Tech Package (Panoramic Sunroof, Navigation System with 7″ Touchscreen) checked out at $26,260. Call it the deal of the 21st century.

But there’s more on offer here than visual cortex stimulation. More than the excitement of charging through the gears and peaking the turbo at 6800 rpm with each upshift. Because the Turbo Veloster is in many ways a remarkably practical package. Start with that ever-so-useful third door, which is so inconspicuously incorporated on the passenger side that you wouldn’t know it existed by looking at the flush exterior surface. But it makes packing the kids in back ever so easy. You can even shepherd a couple of adults through this portal for short hops. And when you do some shopping, tossing the goods into the backseat is thankfully simplified by the expedient of this third door. Then too there’s the fuel saving penchant of the Veloster’s efficient Turbo motor, which returns 25 MPG around town and 33 MPG on the highway, and 28 MPG overall. The base model, non-turbo Veloster only exceeds those numbers by 2 MPG. That’s hardly a savings worthy of foregoing the thrust of this affordable and enjoyable Veloster Turbo.

2017 Hyundai Veloster Turbo

• Engine: 1.6 liter inline 4, twin scroll turbo , direct injection
• Horsepower: 201hp
• Torque: 195lb.-ft.
• Fuel Consumption: 25 MPG City/33 MPG Highway
• Price as Tested: $26,260
• Star Rating: 10 out of 10 Stars

By David Colman

Hypes: Boxes Above Its Weight Class
Gripes: Navigation Would Be Nice

Are you six times better than you were in 1990? The Hyundai Elantra is. Over the intervening 27 years, Hyundai has introduced six new generations of this model, with the most recent coming just last year. The original Elantra of 1990 was somewhat crude, and rather underpowered, but irresistibly cheap. The mid line Eco version of the 2017 Elantra is still a bit underpowered at 128hp, but far from crude. In fact it is one of the most sophisticated and fully equipped compact sedans on the market today. And like its distant forebear, the latest Elantra still makes a significant value-per-dollar statement with a base price of $20,650.

Hyundai offers three different versions of the Elantra, with the entry level SE being the least expensive at $17,150, and the Limited being the most expensive at $22,350. But just about the only amenity missing from the mid-level Eco we tested was an on board navigation system which is not optionally available. Everything else you could want or need is standard, including Apple CarPlay and Android Auto. With those two systems already in place, there’s no reason why you couldn’t use your smartphone for navigation duty. And really, when you buy a new car are you buying a new trip computer? Or are you buying a mobility machine where over-the-road performance comes first? If the latter is true, you will be highly impressed by the capabilities of this diminutive, 2,865lb. four-door, four person compact.

Whereas other variants of the Elantra utilize a 2.0 liter in-line 4 making 147hp – or 200hp in the new 2018 Elantra Sport – the Eco, true to its name, makes do with less displacement reduced output and stellar mileage. Although its 1.4 liter turbo produces just 128hp, the Eco motor does make 156lb.-ft. of torque. That easily perceptible torque rush is harnessed by an unexpected ally in this low cost family mover – a new 7 speed dual-clutch gearbox Hyundai builds, along with the engine, in Korea. Final assembly of the Eco is done at Hyundai’s Montgomery, Alabama facility. The sporting dual-clutch transmission maximizes the thrust of the Eco’s turbo. If you simply leave the floor-mounted stick shift in Drive range, the transmission reacts quickly to your power demands by dropping down a gear ratio or two when you floor the throttle. Both downshifts and upshifts take place with satisfying immediacy. You can exercise even more specific control by slotting the Shiftronic transmission into its separate manual gate.

Hyundai has upgraded the interior of the Eco with soft touch surfaces at virtually all human interaction points. The standard heated front seats proved particularly welcome on blustery spring days when we especially appreciated the fact that both the horizontal and vertical cushions of the seat were wired for heat. Unlike some European sedan makers, who charge extra for proximity key operation and push button start, Hyundai includes these unexpected niceties for free on the Eco. You’ll also enjoy the visual clarity of the Eco’s standard 7 inch touchscreen, which offers logical and easy programming for the comprehensive infotainment system. Supplementing the theatrics of the main screen is a smaller 3.5 inch TFT display panel, located between the tachometer and speedometer, which can be configured by steering wheel control to show a variety of travel-pertinent information.

At first, i was somewhat dismayed to see that the Eco rides on rather narrow and tall 195/65R15 Nexen Priz AH8 tires, mounted on retro-looking five spoke grey ribbed alloy rims. It’s been a long time since any test car has arrived with 15 inch rims, but after spending a week herding the Eco through a wide variety of curves and freeway ramps, these Nexen tires always managed to get the job done without audible protest or loss of grip. The best benefit of 65 Series sidewalls like these is extra cushioning over potholes. With California roads in total disarray this spring, the taller your sidewall, the better your ride. We spent a full day toting four adults up to wine country in the Elantra. We didn’t hear a peep of protest from the back seat, and you already know that the front seat occupants were well looked after.

For comparatively minimal outlay, the Eco Elantra makes sound sense if you’re looking for a new set of wheels that will keep you humming to the tune of 35MPG in overall use. The Elantra has indeed come a very long way from that tractor-like sub compact Hyundai first shipped to our shores nearly three decades ago.

2017 Hyundai Elantra Eco

• Engine: 1.4 liter DOHC inline 4, turbocharged, direct injection (GDI)
• Horsepower: 128hp
• Torque: 156lb.-ft.
• Fuel Consumption: 32MPG City/40 MPG Highway
• Price as Tested: $21,610
• Star Rating: 9 out of 10 Stars

By Judy Colman

Hypes: Numerous standard features for the price, sophisticated interior design
Gripes: Small cargo area if you need all available seats

Jeff Foxworthy once noted “You might be a redneck if directions to your house include ‘turn off the paved road’”. That’s exactly what I was dealing with on my recent trip to visit family in Wyoming. Actually, the pavement ends a few miles before the driveway. I tested the 2017 Hyundai Santa Fe, my ride for the week, in Wyoming’s winter snow, mud, cold, and wind.

Driving in eastern Wyoming is like dying and going to No-Traffic Heaven. Yes, I had the adaptive cruise control on, but there was virtually no traffic to test it adequately. Likewise with the blind spot warning system with rear traffic alert. However, I expected the lane departure warning to go off often when I saw the signs for ‘Tip Over risk. Expect wind gusts of 50-60 mph”. It didn’t happen. The wind howled but the Santa Fe stuck like glue in my chosen lane. Fortunately, I had no opportunity to test the emergency braking provided by the forward collision mitigation system.

Shod with Kumho P235/55 R19 tires, the Santa Fe handled admirably in the ice, snow and the slush that covered the town streets had to offer when I first arrived. When the snow melted and gave way to mud, the all wheel drive felt equally confident and secure.

The 3.3 liter, direct injection V6 engine, paired with a 6-speed automatic transmission, performed better than expected. Due to the altitude in Colorado and Wyoming, I anticipated a little hesitation or sluggishness from the six cylinders but found none. Every one of the 290 horses (at 6400 rpm) and 252 lb-ft of torque (at 5200 pm) was ready and available. Fuel mileage has increased slightly over the prior model to 19 mpg combined city/highway. All Santa Fe models can be ordered with either front-wheel or all-wheel drive. All wheel drive adds $1,750 to the price tag.

The six- or seven-passenger Santa Fe offers many creature comforts in its three row configuration. Leather seating, heated and cooled front seats, heated steering wheel, and a multitude of seat adjustability options combine to make road trips more enjoyable. Even the second row passengers benefit from heated seats. In the San Francisco Bay Area a heated steering wheel is a nice feature. When you look at the exterior thermometer in Wyoming and see 18 degrees, heated everything is good. The panoramic sunroof allows enough light in to keep the third row dwellers from feeling claustrophobic.

With the second and third row seats folded, the cargo space measures about 80 cubic feet. That gives you plenty of room for the trip to the home improvement or feed store. Available space shrinks to 41 cubic feet with only the third row seats down. 13.5 cubic feet is all that is left with all three rows of seating up. And it’s best to relegate the kids or very small adults to the third row seats as room for people in that area is quite limited. You can send the kids back there with their devices and they’ll be happy campers as the third row seats come with a handy USB port.

Finding climate and audio controls on the dash as well as on the 8-inch touch screen
makes perfect sense. Trying to turn the fan speed up or the temperature down using only a touch screen is akin to distracted driving in my estimation. The gauges and controls are laid out in a straightforward manner and are easy to read and engage. Bluetooth connectivity, AM/FM/HD radio with SiriusXM radio, QuantumLogic surround sound, and Android Auto smart phone integration keep the tunes coming and the techies engaged.

Base price for this model is $41,150. The only optional package available is the Ultimate Tech package ($2,100) which adds Smart Cruise Control, Automatic Emergency Braking with Pedestrian Detection, High Intensity Discharge headlights, Electronic Parking Brake with Auto Hold, and Dynamic Bending Light to the standard options.

Hyundai might not be your first thought for a six- or seven-passenger crossover vehicle, but you would do yourself a favor to consider the 2017 Santa Fe. With numerous options in this market segment, the Hyundai offers a competitive product packed full of standard features.

2017 Hyundai Santa Fe Limited Ultimate AWD

• Engine: 3.3 liter Gasoline Direct Injection (GDI) V6
• Horsepower: 290 hp
• Torque: 252 lb-ft.
• Fuel Consumption: 17 city, 22 highway, 19 combined
• Price as Tested: $44,295
• Star Rating: 9 out of 10 Stars

By David Colman

Hypes: Easy on the Eyes, Quick, Well Furnished
Gripes: Gnarly Brakes, Too Much Understeer

For the 2015 model year, Hyundai recast the mid-size Sonata, giving it better insulation, a roomier passenger compartment, and more up-to-date looks. For 2016, they added a hybrid version and a plug-in electric model good for 20 miles on a charge. For sportier types seeking higher performance, the Sport model we test here features a 2.0 liter turbo motor packing a 245hp wallop. This svelte looking front-wheel-drive sedan is beautifully sculpted, with graceful lines stretching from the front end’s signature 7 LED driving light cluster to the tail’s rear diffuser containing quad exhaust tips. The inline 4 really gets with the acceleration program. It’s coupled to a 6-speed automatic gearbox featuring paddle shifts plus a manual control gate on the console stick as well. Since the engine makes 260lb.-ft. of torque all the way from 1,350rpm to 4,000rpm, you almost never need to bother with the paddles or gear selection. Just floor the Sport’s model-specific ribbed aluminum accelerator pedal, and enjoy this sedan’s prodigious passing prowess. When bidden, it jumps.

In addition to the exterior sporting clues, Hyundai has freshened the interior with such performance-oriented features as a D-shaped (flat bottom) steering wheel, and sport leather seating surfaces with standard front seat heating. These handsome pedestals are quite supportive during hard cornering maneuvers. Sports-tuned suspension and steering help raise the lateral limits of the Sonata Sport. If the basic ride quality and steering feedback is too soft for your liking, you can engage a Sport setting via a “Drive Mode Select” button on the center console that stiffens the steering feedback, and favors higher rpm engine operation. There’s also an Eco setting available which makes feedback sludgy and softens throttle response. Really, the Sport Sonata is well enough tuned that you could easily do without either of these Drive Mode Select options. In fact, I chose to spend most of my week in Normal mode, which offered good steering response without artificial heaviness, and lower-rpm shift points which eliminated noise and jerkiness. The standard 18 inch alloy rims bear mid-level Kumho Solus XT tires (235/45R18) that squeal when pushed to the limit. At that limit, this 3,315 pound sedan develops profound understeer, which is safe to control, but not very rewarding to manage.

The list of standard attributes for the Sonata is long and surprisingly complete given its modest $28,925 base price. I really liked “Proximity Key Entry with Push Button Start,” since this allows you to approach the Sonata with hands full and slide right in without fumbling for keys. Likewise, once seated, just bump the large Start button on the dash while the key fob is still buried in your pocket or purse, and the Hyundai lights off without further ado. The remote fob also features a trunk release button that eases the toil you need to expend when loading groceries. These are niceties that many sedans costing twice as much fail to offer as standard equipment. Our rear seat test rider commended the spaciousness of the aft passenger compartment, which is fitted with twin floor mounted rear vents for A/C and heat. The cabin is quiet enough at 65mph to carry on a conversation with aft seat passengers, Despite the fact that our test Sonata lacked a sunroof, we hardly noticed its absence thanks to this sedan’s large and expansive side and rear windows.

The Sonata is highly rated for crash safety by the US Government. It merits an overall score of 5 Stars, the highest evaluation available. It amasses this score by earning 5 stars for both front AND rear passenger, AND driver impact tests, plus 4 Stars for rollover rating. This highly rated protection accrues from front, side impact, side curtain and driver knee airbags. Additionally, the Sport offers standard blind-spot detection with rear cross-traffic alert. Although ABS brakes, with electronic brake force distribution and brake assist is a standard component of the Sport’s specification, the brakes on our high-mile (10,000 mile) test car were grabby and unpredictable. They failed to release when pressure on the pedal was removed.

Aside from this foible, the Sonata Sport is well worth considering if you seek a family sedan with pretensions of performance at a modest price. This Hyundai checks a lot of boxes for the money.

2016 Hyundai Sonata Sport 2.0T

• Engine: 2.0 liter 4-cylinder, turbocharged, gasoline direct injection
• Horsepower: 245hp@6000rpm
• Torque: 260lb.-ft.@1350rpm-4000rpm
• Fuel Consumption: 23MPG City/32MPG Highway
• Price as Tested: $29,885
• Star Rating: 8.5 out of 10 Stars