Friday, 26 October 2018

The 2018 Hyundai Kona is better because it's late

The Hyundai Kona has a funky name, offbeat styling and a pint size package.The template was set a decade ago when the groundbreaking Kia Soul carved out this segment and became an instant hit.

Hyundai is one of the last major automakers to enter the class, which was probably an advantage. The Kona gets nearly everything right, assuming you like bizarre headlight arrangements.

The Kona is one of the smallest SUVs, but can accommodate four adults more just fine in its surprisingly spacious and high quality cabin. The cargo area isn’t the biggest, but the rear seats fold down to expand it with a perfectly flat surface. The standard engine is a 147 hp 2.0-liter four-cylinder.
It’s equipped with a standard backup camera and Apple CarPlay and Android Auto smartphone integration in this configuration, but move up the trim levels and things start to get very interesting.

There you’ll find heated leather seats, a blind spot monitor, a wireless charging pad, head-up display, automatic emergency brakes and 175 hp 1.6-liter turbocharged engine that comes with a 7-speed dual-clutch automatic transmission – just like a Porsche 911 has. (Well, technically.)
Hyundai calls the top of the line model the Kona Ultimate, and a fully-loaded one includes a booming Infinity audio system and one of the best lane keeping assist systems I’ve ever experience. On a road with well-marked lines the Kona locks itself dead in the center of it and doesn’t play ping pong between them like a lot of other cars do. As long as things don’t get too twisty, you hardly have to steer.

You do have to keep your hand on the wheel to prove you're paying attention, but the feature works so well it makes you wonder how much longer that will be needed. Sadly the Kona doesn’t offer adaptive cruise control to go with it, but I guess Hyundai has to give you a reason to look at its other models.
You might not have to otherwise. Unless you really need a lot more space, the Kona fits many bills. The Hyundai Kona engine is potent, smooth and efficient. The EPA highway rating on the all-wheel-drive Ultimate I tested is just 29 mpg, but I saw 32-33 mpg in mixed driving.
I took it everywhere from the city to the freeway and twisty mountain roads still pockmarked from winter, and the Kona was an ace on all of them. Hyundai’s engineers nailed the ride quality, which isn’t too stiff or sloppy and doesn't get upset by the kind of washboard surfaces that can trip up even some luxury cars. At this price point, in a vehicle like this, you couldn’t expect anything better.
It can be legitimately fun to drive, too, especially when you put it in Sport mode. It plays longer in the lower gears in this setting, adds weight to the already excellent steering feel and livens up the throttle. Combined with pleasantly sharp handling, it’s much more entertaining than most of its ilk.
Hyundai may have been sitting this one out for a long time, but now it’s sitting near the front of the class.
Make sure you experience the Hyundai Kona on a test drive at Group 1 Hyundai, like yesterday!

2018 Hyundai Kona
Type: 5-passenger, 4-door all-wheel-drive SUV
Engine: 1.6-liter turbocharged 4-cylinder
Power: 175 hp, 195 lb-ft
Transmission: 7-speed automatic
MPG: 26 city/29 hwy


Article source: https://www.foxnews.com/auto/the-2018-hyundai-kona-is-better-because-its-late

Friday, 21 September 2018

Hyundai Creta in SA: Will the new crossover be a best-seller?















Hyundai South Africa is confident that its new Creta crossover will be a hit amongst South Africa's best-sellers.

It's not that the Creta is a more affordable - and slightly smaller - than its popular Tucson sibling, but because of the perceivable value for money the new crossover offers.
The Creta has already launched in other parts of the world during 2016 and proved to be a success. In India, for example, Hyundai sells 10 000 Creta units per month, while Hyundai SA aims to sell around 400 per month.
Game on, as the automaker expands its local line-up.
Design and spec
The Creta exudes a sense of maturity, despite being the smallest SUV in the Hyundai range. At the front it has a very upright stance to give it somewhat of a presence on the road.
Compared to the Tucson, the Creta's ground clearance is also slightly higher (190mm vs. 172mm), which makes it more at home on gravel.
Three derivatives are available, although all available in the same Executive specification. Hyundai has equipped its Creta with cornering headlights, 16” alloy wheels, air vents for rear passengers, rear parking sensors and a reverse camera, and a 20cm infotainment screen with navigation; to mention but a few. Interestingly, the vehicle is not equipped with cruise control, nor does it have traction- or stability control.
The interior is predictably laid out and it is not difficult navigating through dials and controls. Leather seats are standard across the range, as are power windows. Only the driver’s window has single-touch operation.


Engine, gearbox, performance
Two engine choices options are available - a 1.6-litre petrol and 1.6-litre diesel.
The petrol unit is mated to either a six-speed manual or six-speed automatic gearbox. With 90kW/150Nm available from the naturally aspirated (n/a) engine, performance is adequate rather than brisk or lively. It accelerates with the calmness that is associated with n/a engines of this size and gradually builds up speed to 120km/h. At the launch we sampled the manual petrol-powered version. Uphill driving requires a lower gear or two to propel it upwards, but on flat surfaces it trots along at a very leisurely pace.
The diesel engine churns out a punchy 94kW/260Nm and is coupled to a six-speed auto ‘box. But despite boasting a healthy torque figure, the full 260Nm is only available at a high 2750rpm. This means that this engine, too, needs to be worked a bit to perform, but it's much smoother and more drivable than its petrol counterpart. The automatic gearbox isn’t the fastest nor the quickest-shifting unit on the market, but it matches the calm demeanour of the diesel-powered Creta.
The suspension is one of the Creta’s strongest assets. Over the various surfaces - tar, gravel, back roads - the Creta managed to stand its ground. Hyundai spent quite some time on fine-tuning the suspension. At the front the MacPherson struts adopt an I-shaped front sub-frame, while at the back the shocks are positioned in a more vertical position. This all adds up to bumps being absorbed in exemplary fashion for a vehicle in this segment. Steering is light at lower speeds, but firms up as the vehicle’s speed increase.
Driving on the launch route’s gravel sections proved to be little hassle for the Creta (knowing the route did of course help). The crossover went about its business, casually gobbling kilometre after kilometre of dirt road.
Should I get one?
The Hyundai Creta price, along with its likable specifications and features all make a great package. Test drive a Hyundai Creta at a Group 1 Hyundai dealership and feel for yourself that driving the Creta is where you belong.



Hyundai ix35 review


Looking for a simple, no-nonsense off-roader that’s cheap to buy? The Hyundai ix35 for sale could be right up your street
You might have seen this face out and about on the road already. In fact, you probably have – the chances are, you just haven’t noticed it. That’s because the Hyundai ix35 is one of those cars that’s proven popular, but remains rather anonymous.
Its anonymity is in spite of a plethora of creases, folds and swoops to the bodywork that Hyundai has added in an effort to make it look interesting. Whether this tactic has worked or not will depend on you - looks are subjective, of course. But value isn't, and with its long warranty and low list prices, there’s no two ways about it: value is what the ix35 brings to the small off-roader party.
Space

The Hyundai ix35’s boot is one of the largest in its class, which means you should have no trouble fitting in a buggy, a couple of sets of golf clubs, or even the result of a shopping spree at the local furniture emporium.
And while the rear seats don’t quite fold flat, they don’t leave a nasty ridge behind like some rivals, which will make loading that coffee table you just couldn't say no to a breeze.
The spacious theme continues up front, where driver and passengers alike get plenty of head, leg and elbow room.
Thanks to the high seating position, it’s very easy to slide into the ix35, too.
Dashboard
Most of the ix35's dash is laid out pretty well, with clear dials, and a fast and reasonably intuitive touchscreen system mounted high in the centre console.
The console itself isn’t too overloaded with buttons, and there’s a big, easy to spot hazard light switch in the centre. True, the heated rear screen switch and radio volume knob are a bit of a stretch to reach, but not unduly so.
In fact, the only real bugbear in terms of the ix35’s ease of use are the stalks on the column, which are overloaded with functions and pictograms, that make them tricky to understand and use, especially at night.
Easy to drive


The ix35 is an easy thing to control, with light steering and responsive pedals. However, you can only get an automatic if you go for the most expensive engine option, and it’s a truly awful gearbox that’s awkward to use and ravages fuel economy.
The stubby nose of the car slopes away so much that it’s impossible to tell where it ends from inside, a problem compounded by the lack of front parking sensors on either the standard or optional equipment list.
What’s more, the curving window line at the rear makes for huge blind spots when looking over your shoulder. There are more blind spots at the front thanks to the huge chunks of bodywork between the windscreen and front windows, and these are compounded by large door mirrors that also get in the way.
Reliability
If the 2014 JD Power customer satisfaction survey is anything to go buy, ix35 drivers are a pretty happy bunch. The model came 23rd out of 109 cars, and 5th of the 15 off-roaders in the survey, which is a respectable showing.
You can see why. The ix35 comes with a five-year, unlimited mileage warranty, which is better than most of its rivals; The Kia Sportage goes one – nay, two – better, with a warranty that lasts seven years, but it’s limited to 100,000 miles, and Hyundai also throws in breakdown cover.

Affordability  
The big plus point of any Hyundai is a low purchase price, and the ix35 is no different. You can buy a basic one for the same sort of price as a high-end small hatchback, making this quite a lot of car for your cash.
Hyundai dealers, like Group 1 Hyundai,  also offer reasonable discounts, so if you manage to catch one at the right time of the month, you might find that you can net a serious bargain on the Hyundai ix35 for sale.
Servicing and maintenance won’t break the bank, though carbon dioxide emissions are high, which will cost you more in tax, especially if you’re a company car driver.
Safety
When it was crash tested by Euro NCAP, the benchmark crash testing organisation, it scored 90 per cent for adult protection and 88 per cent for child protection.
The ix35 comes with plenty of safety kit; you get a full complement of air bags and lots of electronic wizardry that should help to stop you skidding, whether you’re going around a corner or in a straight line, and should also prevent you from rolling over.
Interestingly, there’s also a system which helps keep you stable if you’re towing, too, and every ix35 will also hold the brakes on momentarily when you’re on a hill, to stop you from rolling back during a hill start.
Standard spec  
The entry-level ix35 S is not particularly well-equipped – you get air conditioning, but not an awful lot else.
That’s why we’d ignore it; the SE version is a better bet, as it gets you a fantastic amount of kit for the cash. 17-inch alloy wheels, dual-zone climate control, heated front and rear seats, Bluetooth connectivity with voice recognition, automatic headlamps and wipers, cruise control and LED rear lights all come as standard.
The SE Nav version then adds – you’ve guessed it – satellite navigation, as well as a very decent sound system with a subwoofer. Crucially, you also get that cracking touch-screen system, which is why it’s the one we’d choose.
Choosing a Premium model then adds 18-inch alloy wheels, leather trim and Xenon headlamps, while the top-of-the-range Premium Panorama nets you a panoramic sunroof.
The verdict
If you really are on a budget, or all you want is an off-roader that’s cheap, dependable and spacious, the ix35 fits the bill. Lots of toys and an excellent warranty are juicy bonuses that only make it even better value. Just keep in mind its prodigious fuel consumption, and steer well clear of the automatic.

Article source: https://carcraziness.postach.io/post/hyundai-ix35-review

Thursday, 30 August 2018

A few things you should know about the Hyundai i20

At the start of 2015 Hyundai introduced an all-new version of the i20, the Korean brand’s Ford Fiesta and Volkswagen Polo rival. The previous version received muted praise for its space and standard equipment list, and now Hyundai’s going for the throat of European manufacturers with a bold new look and much-improved interior.
We spent a week with the new i20 for sale in Premium trim level with the 99hp 1.4-litre petrol engine to see why small-hatchback buyers should keep the Korean car on their shopping lists – even if it might not have the brand attraction of Ford or Volkswagen.

Its affordable

We have to start with price, simply because Hyundai has always been known for offering low-cost motoring. Fortunately that’s still the case with the new i20, but what’s radically changed is how well equipped the new i20 is for the money.

But you get a lot of toys for your money


Well, we say toys but the i20 – in the Premium trim level version that we’ve tested, at least – has lots of really useful features that you only used to find in cars a class or two above. Things like heated door mirrors that fold in automatically when you lock the car, rear parking sensors, a lane departure warning system that beeps when you stray across lanes on a motorway without indicating, and also hill-hold control. The latter’s useful for taking the stress out of hill starts, holding the car on the brakes for a second or two while you transfer your foot from the footbrake to the accelerator to pull away.
Premium trim cars and above get rain-sensing wipers and automatic headlights, as well as cornering foglights. These light up the foglight on the side of the car that corresponds to the direction you’re turning: take a left turn at a junction and you’ll see the left-hand kerb illuminated as you swing around the bend – it works better and illuminates more than the same system on some more expensive cars.
The kit list goes on too: there’s a proper climate control air-conditioning system, LED front and rear running lights (great for shouting ‘I didn’t buy the cheapest trim level’ to other road users), tinted privacy class on the rear side windows and tailgate window, and also an auto-dimming rear-view mirror. We tested a £32,000 Audi last year that didn’t have one of those, so kudos to Hyundai for thinking of anyone driving at night.


Think Korean cars have rubbish interiors? Things have changed

Our test car’s interior is an entirely comfortable and airy place to sit. You get a leather steering wheel with buttons for cruise control, voice recognition, media and radio volume controls and for changing the car’s systems on the screen between the rev counter and speedometer.
There’s also a leather-coated gear knob (which has a pleasingly chunky action when changing gears), light blue seats and a cream-coloured roof lining that keeps things bright in the cabin. All of our testers are taller than 6’3″, and we still had a couple of inches between our thinning hairlines and the roof of the car, so there’s plenty of room, and you’re not squished up embarrassingly close to your front-seat passenger either.
Stretch out to feel the dashboard plastics and you’ll find impressively posh-feeling soft-touch plastics that squidge slightly when you press them – it’s a small touch but one that makers of small, cheaper cars are realising makes the whole interior feel a bit more expensive. We didn’t find any rattles during the week of driving the i20, although our example only had 1,000 miles on it.

It’s impressively refined on the move

At a 70mph cruise the 99hp 1.4-litre, four-cylinder petrol is quiet, and other than a quiet rumble of road noise the cabin is a quiet place to be. It does feel like the car is happiest within legal UK motorway speed limits because wind noise increases quite noticeably as you approach 80mph – and fuel economy drops rapidly from around 45mpg to 30-35 too.
We took several passengers for rides in the i20, and the common first impressions were that the car rides comfortably and quietly around town – only sharper jolts such as joins in motorway surfaces thud into the cabin. Your normal UK road imperfections such as cracks, drains and speed bumps are dealt with smoothly – Hyundai focused on improving the ride for European roads with this latest version and their work has paid off.

Hyundai’s sorted the small things

Small hatchbacks are likely to spend much of their time in urban traffic jams and leapfrogging from one set of traffic lights to another, so it’s heartening to find that the i20 is smooth and easy to drive slowly. The clutch and steering are both light, and there’s none of the need for loads of revs when you’re pulling away that you sometimes get with smaller petrol engines. The 1.4-litre petrol is also available with an automatic gearbox.
This shouldn’t be a problem for anyone buying an used i20 for sale, however, because the brand is introducing a turbocharged three-cylinder engine later in the year that should give the i20 more go.
As a result of the flogging you have to give it, we struggled to get near Hyundai’s claimed combined fuel economy of 51.4 – our best was 47mpg on an hour-long motorway run along the M3, itself shy of the 61.4mpg extra urban that Hyundai suggests. Around town economy dropped to mid 30s.

Sensible sat-nav solution

You don’t get built-in sat-nav in an i20 until you get Premium Nav trim level. However, plump for our car’s Premium trim level and you get a smartphone docking station plumbed into the dash. It looks a little like an aftermarket bolt-on, but it’s wired in seamlessly to the car’s electrics, so you can slot your smartphone in and have it charge on the move.
Naturally, this also means you can use any sat-nav apps on your smartphone in the car, meaning that you can save on the cost to get the built-in seven-inch colour touchscreen.

There’s no DAB radio

Hyundai may have endowed all trim levels of the i20 with a USB socket for plugging in your music devices – and SE models and above get a Bluetooth connection for wireless music streaming – but the glaring omission in the i20’s media arsenal is DAB (digital) radio. In this day and age we’re used to small cars offering us a greater range of stations than the traditional analogue airwaves offer, and given the i20’s otherwise impressive list of kit, it’s a bit of a stinker.

You can fit lots in the boot

The i20’s boot space beats that in the Fiesta and Polo. The Hyundai has 326 litres, topping the Volkswagen’s 280 and Fiesta’s 290 (or 276 if you have a spare wheel in the Ford). In fact, the only similarly sized car that has an ounce more boot space is the Skoda Fabia.
Pick an i20 SE or higher trim level and you get a fashionable split-level boot floor. There’s not acres of space under the variable floor and the space is quite shallow (a baked bean tin turned on its side would fit), but it’s useful for objects you want in the car at all times without encroaching on normal every-day boot space.
If you’re looking for a i20 for sale - check out what Group 1 Hyundai has to offer.





#TriedAndTested: Hyundai H1 Bus

It’s funny how you only become aware of certain cars on the road once you drive one of them. I found this again the other day when I drove Hyundai’s refreshed H1 Bus.

According to Hyundai, its H1 nine-seater bus has long been one of the most popular vehicles in its lineup, with applications as a family vehicle as well as commercial use for businesses that require a car for transporting a number of people in luxurious comfort and safety.

What’s it like?

The market-leader nine-seater H1 for sale has undergone a bit of a make-over recently to further enhance its comfort, style, and reliability.
And boy, is it comfortable.

We did a day trip to Riebeek Kasteel and back to Cape Town on the media launch and had the chance to drive, but also be backseat drivers – in absolute style, I might add – which gave us a 360-degree experience.
One of the most noteworthy changes is the new nose of the vehicle as well as the new 17-inch alloy wheels on the 2.5 turbodiesel derivative.

There’s also the addition of an infotainment centre with a large touch-screen and the steering wheel can now adjust for reach as well as height. I find this feature particularly appealing since I’m rather tall and often find myself feeling uncomfortable if I can’t adjust a steering wheel to my liking.

For a first-time bus driver, it’s comforting to know the handling characteristics of the H1 are car-like and its road-holding ability will give even lesser-experienced drivers confidence. Rack and pinion steering ensure crisp responses while hydraulic assistance reduces the effort required in tight situations.

How about engine and safety stuff?

The refreshed version is still available two engines: A 2 359 cc petrol engine, delivering its 126kW maximum power and 224Nm maximum torque through a five-speed manual gearbox to the rear wheels; and a 2 497 cc turbocharged diesel engine that delivers 125kW maximum power and 441Nm maximum torque.
The 2.5-litre turbodiesel uses a five-speed automatic gearbox and is also driven through the rear wheels.
The H1 Bus has driver and passenger airbags as well as side airbags and Hyundai explains that the dual seat belt pre-tensioners quickly and securely grip the driver and passenger in the pelvic area during a crash to minimize injury.

What else?

Projection-style headlights have been added, which not only illuminates the road ahead more effectively, but also adds to the good looks of the new front-end of the H1 Bus
Some other features that make the 2.5 turbodiesel bus an ideal family or touring vehicle include Bluetooth connectivity for the infotainment’s sound system with multifunction controls on the steering wheel; cruise control; a full automatic air conditioner with climate control (rear passengers can control their own air flow if needed); glove box cooling (very cool!); electric folding mirrors; and an electronic stability programme (ESP).

The vehicle is easy to park and, along with the generous glass area and substantial mirrors, there is the park-assist rear camera with display in the rear-view mirror which really gives even the worst driver no excuse to park like the Romans do.
The H1 series is equipped with McPherson type strut with gas shock absorbers for its front suspension, and for the H1 Bus a rigid axle five-link rear suspension with oil-filled shock absorbers ensures a comfortable ride so you hopefully won’t need any barf bags if you decide to go on very bendy, bumpy drives.
Adding to its appeal in a working application is the 1,500kg towing capacity of the turbodiesel derivatives.

Conclusion

I was surprised to learn that 14,424 H1s have been sold since launch in 2009, which just once again shows the popularity of the vehicle.
Space and comfort abound in this vehicle and, as the manufacturer states, “a genuine ability to carry eight people and their luggage over long distances (or nine if the seat between the driver and front passenger is deployed) is the H1 Bus’ key strength”.
Also, looking at its biggest competitors in the market, it definitely delivers exceptional value for money and some convenient extras are thrown in as standard.
I’d say Hyundai’s H1 Bus would be a great choice for a big family or a tour companyneeding a reliable, neat vehicle (with a touch of luxury) to transport people in utmost comfort.

Find the used H1 for sale at a Group 1 Hyundai dealership or view the available range here.

Article source: https://hyundaidrivers.wordpress.com/2018/08/30/triedandtested-hyundai-h1-bus/

Friday, 18 May 2018

Hyundai Grand i10 Driving Impressions

The Hyundai i10 is all grown up now, and it's transformed into a fine little drive.
The previous i10 was basic transportation with a minimum of style. But the entry of the Eon to cater to the really budget-conscious has allowed  to bump the Hyundai Grand i10 for sale, as it's now called, up a rung on the ladder.
Our tester was a top-of-the-line Golden Orange 1.2 L version with a four-speed automatic. You can get this trim level with the 1.0 liter three-cylinder as well.
The car is certainly isn't bad to look at. While it doesn't quite have the playful, adventurous lines of the Eon, it is well-proportioned, modern, and blessed with enough interesting details. I especially like the front fascia and the neat angular rub strip along the doors. Only the view from the dead rear is a tad prosaic.
There's more style once you open the door. The plastics on the dash and doors may be hard to the touch but their matte finish oozes class. Touches of orange inject cheer into what would've been a dull gray interior. However, the orange reaches all the way to the air vents on the sides and this causes some glare into the side mirrors on sunny days.

The instrumentation is simple and clean, as are the knobs and switches. The steering wheel is a meaty affair with thumb rests at ten and two o'clock, a very nice touch.
Hyundai has also gotten the seats right. They are large, very well-bolstered, and covered in fabric that looks durable. A huge plus over the undersized thrones on the Toyota Wigo, a key competitor. The Grand i10's seats also adjust for height.
Props as well to the several cubbyholes and storage bins scattered all over the interior. I especially like the tray underneath the passenger seat and the extra-deep center cup holder that can easily accommodate a Starbucks venti without spilling it.
The rear seat has decent room for a car this size, helped by the rear wheels being pushed into the far corners of the car.
The sound system, a two-DIN job that also doubles as the back-up sensor monitor, is nothing to write home about, as the treble tones could be much crisper. However it's probably in line with most offerings at this price point. Another demerit is the USB port, which has been exiled to the glovebox. The center console box seems to be a more logical spot for it.
But how does the Grand i10 perform once you take the wheel? Very well indeed, thank you.
Ride quality is not at Lexus levels, but nobody expects that. Instead the i10's suspension, MacPherson struts in front and a coupled torsion beam axle in the back, smoothes out most road imperfections well.
The engine produces 87 horsepower at 6000 rpm. It's mated to a transmission that, in my opinion, is an absolute star. Blip the throttle and the gearbox gets the message fast, instantly dropping down a gear and offering a dollop of acceleration just when you need it. Maximum torque (12.2 kg-m) comes at 4000 rpm, but there's plenty of twist at 2500 rpm already. Best of all, the oomph is paired with a muscular, throaty exhaust note that will appeal to enthusiast drivers.

There's a manual shift mode as well, with a plus and minus on the lower part of the shift boot. You can access this mode by sliding the lever over to the left while in “D.” But with the transmission's inherent eagerness to downshift, this feature almost seems superfluous.
Braking is also a strong suit. The front discs and rear drums do a fine job of retarding motion with little fuss.
The only thing that lets the side down is the steering. It's too disconnected from the road. It seems like a hundred tiny Christmas elves are inside the wheel helping you turn at parking speeds, which is okay. However, the said creatures do not make themselves scarce quickly enough as speeds increase.
While taking on curves at Daang Hari at around 60 km/h there is still too much play in the wheel to inspire confidence. It's only at around 100 km/h that the steering effort becomes suitably firm.
If the Grand i10 can give the feel at 100 km/h as early as 60 km/h, then this Hyundai becomes a much more engaging proposition for spirited motoring.
It's a shame because the Grand i10 really does handle well. There's precious little body lean and the suspension tuning allows all four Nexen 165/65 R14 tires to stay planted on the asphalt on corners. The car never drives like a low-rent econobox, but instead gives the feel of something bigger and more substantial at speed.
Will the Grand i10 succeed?
Decide for yourself - take the Hyundai Grand i10 for sale for a spin at a Group 1 Hyundai dealership. Speak to Group 1 Hyundai’s knowledgeable staff about the Hyundai Grand i10 specs and more!
Article source: https://we-love-hyundai.weebly.com/blog/hyundai-grand-i10-driving-impressions