2017 Hyundai Elantra First Drive Review

Hyundai may have the solution to the challenging question of “How does one win over the compact sedan buyer?” The time when small four-doors got plucked off dealer lots because they offered functionality, fuel efficiency, and value are quickly waning. Those are still fundamental traits for anything in the segment, yes, but many customers are opting for compacts by choice now, not simply because of need. Their small-car paradigm now encompasses style, cutting-edge amenities, safety features, and high levels of comfort. For such discerning consumers, the all-new Elantra could be their most amenable option yet.

Arriving at this juncture took Hyundai many years and much research, of course. Consumer focus groups and internal discussions deemed an evocative exterior absolutely necessary. Designers tweaked their existing design into a cohesive, modern form. A large trapezoidal grille—a staple on nearly everything nowadays—serves as the handsome front end’s centerpiece. High-intensity discharge projector headlamps flank the grille, while vertical LEDs accent the nose’s lower half. Integrated air curtains behind the LEDs benefit the car’s aerodynamic efficiency (0.27 Cd). LED-accented taillamps and a small integrated trunklid spoiler dress up the tight rear. The Elantra grew in size only slightly—0.8 inch in overall length (179.9 inches) and 1.0 inch in width (70.9 inches). Height (56.5 inches) and wheelbase (106.3 inches) have stayed the same.
2017 Hyundai Elantra cabin 02

2017 Hyundai Elantra cabin 01 2017 Hyundai Elantra center stack 2017 Hyundai Elantra rear seat 01 2017 Hyundai Elantra rear seat 02
Total interior and cargo volumes may have suffered marginally by 0.2 cubic foot (to 110.2 cubic feet) and 0.4 cubic foot (to 14.8 cubic feet) in the redesign (it is still classified as a midsize car by the EPA), yet in sitting inside, you wouldn’t know it. It’s an airy space offering uncompromised visibility for driver and passengers. The dash’s driver-canted position—a new arrangement for 2017—makes accessing the optional 8-inch navigation and infotainment system easy. A redesigned three-spoke steering wheel brings sportiness, while a minimalist configuration (“Wide Design,” Hyundai designers called it) of soft-touch materials is both attractive and expressive. All seats feel cushier thanks to revised padding (the front seats have more bolstering), and the 60/40 split second row has a center armrest and can be folded down for easier cargo carrying.

2017 Hyundai Elantra rear three quarter in motion 01

Cruising on San Diego’s mountain routes put the Elantra in a challenging yet telling position. Punching its throttle reared the 147-horse, 2.0-liter four-cylinder to life without any fuss or hesitation from computer brains or electronic safety nets. Its new-generation six-speed auto (having a revised valve body, multi-disk torque convertor, and a smaller oil pump) shifted seamlessly and had little trouble tapping the powertrain’s limited 132 lb-ft of torque. There’s an initial peppiness when accelerating hard in Sport mode, then the meatiness of the powerband slowly dwindles as RPMs rise. Long gone are the days of extra-sensitive Hyundai throttles. The same goes for extremely numb steering. Feedback through the helm is meager at best, but the return calibration for Eco (lightest return; least amount of throttle responsiveness; early upshifts), Normal, and Sport (heaviest return; quick-shift gearbox mapping; most responsive throttle map) modes is spot on. Those wanting to select their own gears can opt to do so with Shiftronic shifting.

The Elantra didn’t embarrass itself in the esses, mostly because of a bevy of structural and suspension changes. Engineers used more high-strength steel in the structure (up to 53 percent from 21 percent) as well as more structural adhesives (up to 394 feet from 10 feet) to improve rigidity. The car’s front end now uses an isolated front sub-frame and a hollow stabilizer, both of which are helpful in reducing interior noise and improving handling. Dip the helm and you will notice controlled body movements on all axes—no flopping side to side or fore to aft here. The all-season 225/45R-17 Nexen N’Priz AH8 tires gripped very well when pressing near ten-tenths on the road. Brake pedal feel was excellent and progressive. Granted, although the lack of substantial grunt doesn’t make the Elantra a pocket rocket (there’s a six-speed manual-equipped Sport version coming soon, we hear), it’s still surprisingly a hoot to flow.
2017 Hyundai Elantra front three quarter in motion 02
The Elantra also impressed on city streets, where it should feel more at home. Its revised underpinnings absorbed bumps with no abrupt rebounds or ricocheting even on biggish bumps or potholes. The Elantra feels solid, controllable, and weighty in a good way. (Curb weight is up a hair to 2,976 pounds from 2,943 pounds, per Hyundai.) Changes to the Elantra’s hot stamping assembly, a reduction in the amount of holes in its dash panel, thicker floor carpeting and sound insolation, and a new rear wheelwell sound-dampening liner successfully cocoon passengers from engine, wind, road, and idle noise.

Hyundai has stuffed an extremely long list of amenities inside. As the Limited is the top trim, it arrived with blind-spot monitoring, rear cross-traffic alert, and lane-change assistance, rearview camera, dual auto climate control, power driver’s seat, leather surfaces, multifunction steering wheel controls, Blue Link Connected Care, two USB inputs, AUX/CD capability, Android Auto and Apple CarPlay compatibility, Bluetooth connectivity, and a 7-inch audio system display. There’s a new proximity key with push-button start and hands-free Smart trunk opening to aid convenience. Two amenity packages—Tech ($2,500) and Ultimate ($1,900), both of which were on our tester—give the Limited an eight-speaker Infinity audio system with an 8-inch navigation screen, a 4.2-inch color driver’s display, heated rear seats, power tilt/telescoping wheel, smart cruise control (SCC), automatic emergency braking (AEB) with pedestrian detection, lane departure warning (LDW), lane keep assist system (LKAS), forward collision warning, and HID headlamps with dynamic bending light. You’ll need the Tech Package to get the Ultimate Package, says Hyundai.

Our drive provided many opportunities to try the vegetable soup of safety technologies, and SCC, AEB, LDW, and LKAS all performed almost flawlessly. Smart cruise control and lane departure warning were slightly confused when traffic abruptly cut in and out ahead of the Elantra’s nose, particularly while mid-corner. The LKAS impressed me most because of its smooth and gradual automatic repositioning of the car. If I ever veered too close to a lane’s designated edges, it gently corrected course and reminded me with a visual message to put my hands on the wheel. (Drivers can opt to shut off or lessen the correction nudges via menus.)

2017 Hyundai Elantra MT homepageHaving a newer, lower-power Atkinson-cycle 2.0-liter powertrain (codenamed Nu), aerodynamic profile, and tuning has upped the Limited’s fuel economy by 1 mile-per-gallon in the city and combined cycles (28/37/32 city/highway/combined mpg) compared to the outgoing model. And for those buyers looking for something with not as many bells and whistles, a base SE trim (starting at $17,985; topping out at $21,085) is available and is a smidge more efficient (29/38/33 mpg) when rolling on its standard 15-inch wheels. It’s the only trim that can be had with a six-speed manual, though it’s the least fuel-efficient— but likely most fun—trim (26/36/29 mpg). The SE is anticipated to represent the bulk of model sales,  around 70 percent, says Hyundai.

And in the second quarter of 2016, an Eco trim that’s powered by a 1.4-liter four-cylinder (codenamed Kappa) with a seven-speed, dual-clutch gearbox will split the two existing trims and will emphasize— you guessed it—fuel efficiency. Its 128 turbocharged horses will arrive at 5,500 rpm, but as I experienced on a short prototype drive near our hotel, it’s the Eco’s 156 lb-ft at just 1,400 rpm that make it the most zippy of the Elantras (until the Sport arrives, that is). Engineers have recorded a combined cycle of 35 mpg in the Eco. Looking for a hatchback? Expect a revision to the current GT to arrive in 2017. Until then, the current hatchback will be sold alongside the new sedan.

Hyundai’s answer to the complex question is clear: Give the consumers everything, but do it well and do it stylishly. It is without a doubt, then, that the case for the Elantra, the anti-penalty box, the embodiment of Hyundai’s solution, can be considered immensely compelling.

More on the 2017 Hyundai Elantra here: 

2017 Hyundai Elantra wheel 2017 Hyundai Elantra headlamp 2017 Hyundai Elantra grille 2017 Hyundai Elantra badge 2017 Hyundai Elantra exterior door handle 2017 Hyundai Elantra top view 2017 Hyundai Elantra rear trunk 2017 Hyundai Elantra taillights 02 2017 Hyundai Elantra rear three quarter 2017 Hyundai Elantra taillights 2017 Hyundai Elantra side 2017 Hyundai Elantra side profile 2017 Hyundai Elantra speaker 2017 Hyundai Elantra instrument cluster 02 2017 Hyundai Elantra instrument cluster 2017 Hyundai Elantra interior door panel 2017 Hyundai Elantra rearview camera 2017 Hyundai Elantra rearview mirror 2017 Hyundai Elantra seat warmers 2017 Hyundai Elantra steering wheel 2017 Hyundai Elantra steering wheel 02

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First 2017 Acura NSX Sells for $1.2 Million at Auction

Years of waiting for Acura’s new supercar have culminated in one hefty price tag for the very first copy. The first 2017 Acura NSX sold for $1.2 million at a Barrett-Jackson auction this weekend in Scottsdale, Ariz.

Not only did the car fetch quite a bit of money, it also set a new record auction price at Barrett-Jackson for a designated VIN 001 vehicle. The winning bidder, NASCAR team owner Rick Hendrick, earned the right to custom order the first production version of the NSX.

All proceeds from the sale will benefit two charities. These include the Pediatric Brain Tumor Foundation, the world’s largest nonprofit funder of childhood brain tumor research, and Camp Southern Ground, the passion project of musician Zac Brown.

2017 Acura NSX at Barret Jackson Auction Scottsdale

Customers can order the 2017 Acura NSX starting February 25, and for a much lower price than what Hendrick paid. Prices start at $157,800, but that number can quickly increase. Opting for extras like carbon-ceramic brakes, a carbon fiber interior package, upgraded wheels, and a carbon fiber roof can bring the total to $207,500. We won’t know full pricing information until orders begin and the configurator goes up. No matter what guise it’s in, however, buyers receive a 3.5-liter twin-turbo V-6 engine and three electric motors that produce a combined 573 hp.

Source: Acura

2017 Acura NSX at Barret Jackson Auction 2017-Acura-NSX-front-end-in-motion-02 2017-Acura-NSX-front-three-quarter-in-motion 2017-Acura-NSX-front-three-quarter 2017-Acura-NSX-front-end-in-motion 2017-Acura-NSX-at-The-Quail-2015-rear-three-quarter 2017-Acura-NSX-at-The-Quail-2015-front-three-quarters-04 2017-Acura-NSX-at-The-Quail-2015-front-three-quarter-04 2017-Acura-NSX-side-profile 2017-Acura-NSX-rear-three-quarter-in-motion

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Report: Toyota May Halt Production in Japan Amid Steel Shortage

Toyota may idle production at its Japanese plants in February due to a steel shortage. According to Reuters, the problem could affect the automaker’s plans to produce 4.13 million vehicles in the country this year, including the new 2016 Toyota Prius, which is made exclusively in Japan.

Following the explosion of its steel plant on January 8, Aichi Steel says it hopes to start making steel again in March. The shortage may negatively impact its affiliate, Toyota, which says it has only enough supply to keep its car plants running until February 6. Meanwhile, Toyota has cancelled overtime and weekend shifts for the week, and after that, the path remains unclear.

“After that, we will be monitoring our supply situation on a day-by-day basis and decide accordingly,” a Toyota spokesman told Reuters on Saturday.

Toyota builds about 14,000 vehicles a day in Japan, where the automaker produces 40 percent of its global output. The automaker—which includes the Toyota, Lexus, Daihatsu, and Hino brands—exported about 46 percent of its vehicles made in Japan last year.

Toyota remains the best-selling automaker in the world by posting sales of 10.15 million last year, ahead of both Volkswagen and General Motors. For 2016, the automaker hopes to ramp up global sales to 10.2 million units.

Source: Reuters

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Fiat 500L Popemobile Fetches $82,000 at Auction

How much is a Popemobile worth, you ask? Well, a black Fiat 500L that transported Pope Francis around Philadelphia last year has just sold for $82,000 at auction.

The Fiat 500L Popemobile was auctioned off at a black tie event Friday ahead of the Philadelphia auto show. The event allowed for both remote and in-person bidding. Church officials say more than 19 people from around the U.S. bid on the car, and the auction only lasted 11 minutes.

At the end of those 11 minutes, Michael and Kate Chapman of Chapman Auto Stores walked away with the papal Fiat 500L. All proceeds from the auction will benefit select projects of the Roman Catholic Archdiocese of Philadelphia. Half of the money will go to the Catholic Charities Appeal, which offers resources for the homeless. The remaining funds will go to Mercy Hospice, Casa del Carmen, and The Schools of Special Education of the Archdiocese of Philadelphia.

Currently, the Fiat 500L starts at a base price of $20,325. Even in its most expensive form, the 500L still comes in below the $30,000 mark.

The Fiat was one of six that shuttled around Pope Francis during a historic trip to Washington D.C., New York, and Philadelphia last September. A second papal Fiat 500L will remain on display at the Philadelphia auto show over the next several days, and it could eventually head to auction.

Source: Automotive News (Subscription Required)

Fiat 500L Popemobile Pope Francis with Fiat 500L 2 Fiat 500L Popemobile 1 Fiat 500L Popemobile 2

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GM Creates New Autonomous Vehicle Development Team

General Motors is quickly preparing for the future of driverless cars. Not only will it launch its “Super Cruise” semi-autonomous driving technology for Cadillac next year, but it has also entered the car-sharing business that will likely prove key to the rollout of driverless vehicles. Now, GM is building a dedicated team to manage its autonomous car strategy.

According to The Detroit News, GM announced internally that it will create the Autonomous and Technology Vehicle Development Team. The group will work within the company’s product development division to “create the future direction of GM vehicle programs in the autonomous and technologically advanced vehicle space.”

Doug Parks, current vice president of Global Product Programs, will lead the new team starting February 1. In his new role, he will serve as vice president of autonomous technology and vehicle execution. Other members will include executives drawn from the EV space, including Pam Fletcher, current executive chief engineer of Global Electric Vehicles, and Andrew Farah, chief engineer of Global Electrified Vehicles. Scott Miller, current director of global C02 strategy, and Sheri Hickok, current chief engineer of GM’s Next-Generation Light Duty Pickup, will also join the team.

The team will focus on both the creation and implementation of autonomous cars and their related technologies. It will also be tasked with forming partnerships and joint ventures with other companies when it comes to driverless cars.

“We see the future of personal mobility as connected, seamless and autonomous,” GM President Dan Ammann said earlier this month when the company announced it would partner with Lyft to create a network of autonomous cars for hire. On that note, GM has also created its own personal mobility brand, Maven, that is expected to eventually include an autonomous ride-sharing strategy.

Source: The Detroit News

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2015 Chevrolet Camaro Z/28 Long-Term Update 6

We couldn’t let the Z/28 go without one last hurrah, and boy, did it get one. A month shy of its return date, we finally got our hands on its new archrival, the Ford Shelby GT350R. I can think of no better send-off than that comparison test.

Performing such a test meant driving the car like it was meant to be driven, not just commuting in it. It meant a full day of hard driving on our absolute favorite canyon roads. It meant two full days at a race track and a trip to the dragstrip. It meant treating this car like the blunt instrument of speed it is and reveling in how good it is.

2015 Chevrolet Camaro Z28 vs 2016 Ford Shelby GT350R Mustang top view in motion

Because that’s the beautiful thing about the Z/28. It’s a hammer, and corners are nails. For as sophisticated as its shocks and engine and tires and brakes are, it’s built for abuse. The harder you hit, the harder it hits you back. It’s like the car has this primordial rage in it clawing at the walls. Hit the bumps and holes, and the Z/28 punches its tires back into the pavement. Bang it off of ramped curbs like you’re fighting for the V-8 Supercars championship Down Under. You might get a wheel or two off the ground, but it’ll still grip, and it’ll grip even harder when they come down. And the car will love it. There’s something satisfying about that at a very base level.

2015 Chevrolet Camaro Z28 service power steering

Of course, hard driving has a price. In this case, the price is $2,200 for yet another set of Pirelli P Zero Trofeo R tires. (It’s our fourth set, including the tires that came with the car, but who’s counting?) Tearing up canyons, lapping race tracks, and doing lurid drifts for the camera kill tires. Who knew?

I also made one last trip to the dealer for a sudden and intermittent power steering problem. Shortly after the tire change, the dash suddenly lit up with a warning and a message: Service Power Steering, Drive With Care. A second message: Service Stabilitrak. Warning lights included traction control, stability control, and ABS, among others. The steering got heavier, the power assist apparently gone. Then, a few miles later, it fixed itself. It would repeat this several times over the next few days before I got it to the dealer.

2015 Chevrolet Camaro Z28 service warning

The diagnosis: a loose connection at the wheel speed sensor on the left front wheel. How did it get loose? No one knows, but the most plausible explanation is that it somehow happened during the recent tire change. The sensor itself and all related components checked out, so the dealer tightened it up free of charge and sent us on our way.

More on our long-term Chevrolet Camaro Z/28 here:

2015 Chevrolet Camaro Z28 wheels 2015 Chevrolet Camaro Z28 rear taillight 2015 Chevrolet Camaro Z28 door sill 2015 Chevrolet Camaro Z28 tailpipe 02 2015 Chevrolet Camaro Z28 front interior seats 2015-Chevrolet-Camaro-Z28-interior-seats 2015 Chevrolet Camaro Z28 gear shifter 2015 Chevrolet Camaro Z28 steering wheel

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