Kevin Schechterle, Service Manager provides updated information on the Sonata Recall. Remember, staying informed is important. The Gary Rome Hyundai Family is here to answer any questions you may have. Call us, we're here.
Thursday, August 21, 2014
Thursday, August 14, 2014
Wednesday, August 13, 2014
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Tuesday, August 12, 2014
U.S. dealers spared for now
By: Ryan Beene
Hyundai Motor Co. is rolling out a global dealership design initiative aimed at creating a unified look at its stores worldwide before the end of the decade.
The plan comes just four years after Hyundai revamped its design standards for U.S. dealerships under a dramatically different vision, prompting about 470 of the automaker's roughly 820 U.S. dealers to invest millions of dollars to renovate their stores or build new buildings. Hyundai says it won't force its U.S. dealers to adopt the new global program.
The new effort, called the Global Dealership Space Identity, was developed primarily for emerging markets and countries where Hyundai has lacked a facility design program, according to company officials. The global design features an open, airy showroom with high ceilings and floor-to-ceiling glass topped by a bronze-colored roof structure.
By contrast, the program that U.S. dealers adopted features a silver exterior wrapping with blue accents, namely the large rooftop cube structure bearing the Hyundai logo.
Because many Hyundai dealerships have been updated, deploying the program in the United States appears to be less of a priority than in other markets, and Hyundai is taking a hands-off approach with its U.S. dealers, at least for now.
Hyundai officials in California and South Korea say the new dealership design eventually will appear stateside, starting with a small number of pilot dealerships yet to be identified, but there's no timetable for a broader U.S. rollout.
Adam Kraushaar, president of Lester Glenn Hyundai in Toms River, N.J., and a member of Hyundai's national dealer council, said dealers and executives discussed the program during the most recent council meeting last month.
"It was conveyed to us that whether you call it a one-off or a pilot, some new buildings may adopt that image, but there will not be a capital expenditure requirement or even a request coming down the line," Kraushaar said.
The program was applied first to Hyundai's new sales channel in Mexico, starting in May. Dealerships in Sao Paolo; Rio de Janeiro; Almaty, Kazakhstan; Paris; and Hamburg, Germany, also have adopted the program, according to a Hyundai Motor Co. spokeswoman. Hyundai Canada, which hasn't had a recent dealership design program, also is applying the global design to its network.
You can reach Ryan Beene at firstname.lastname@example.org. -- Follow Ryan on Twitter
Monday, August 11, 2014
A primary duty of any luxury car is to make its driver look good. The 2015 Hyundai Genesis gets it. Heck, this guy even waves a greeting when you approach.
Actually, that wave is the power-folding outside mirrors, tucked against the doors when the car is at rest, automatically swinging out as the key-holder approaches. (Of course, that didn't stop me from telling my 3- and 4-year-old granddaughters that the car likes me so much it waves every time it sees me. Alas, they looked dubious.)
But Genesis offers a whole lot more than sycophantic greetings. Available in V-6 and V-8 trim, we drove a top-of-the-line Ultimate Package V-8 and wanted for nothing but a chauffeur.
Actually, we didn't want a chauffeur either. Genesis is a joy to drive.
No surprise, I guess, since late in the car's development, Genesis engineers got help from dynamics specialists at Lotus to fine-tune this all-new luxury sedan. The Brit sports-car experts calculated damper and spring rates, picked anti-roll bars and offered sage advice on engine and transmission mounts and power steering calibration.
The result is a generation-two Genesis that provides gratifyingly communicative handling without ever forgetting it's a luxury car. Its demeanor inspires confidence while its ride and interior noise levels are on par with Lexus.
Genesis engines, with some fine tuning, are carried over: 311-hp V-6 or 420-hp V-8. Both are managed by an eight-speed automatic, also retained from gen-one but tweaked for duty here.
In the case of our V-8, power was delivered with smooth authority while the transmission's ratio trades were seamless. Riding a notably stiffer chassis that's happily married to a comfortably compliant suspension, Genesis feels every bit the luxury car it is.
In 250 miles of mostly, but not exclusively, highway driving, our V-8 returned 22 mpg.
Cabin room is fabulous, while amenities in our top-of-the-line model were enough to make a Silicon Valley millionaire blush. The short list includes power everything (including rear sunshade), intuitive and easy-to-use infotainment controls (including knobs for the radio, thank you), genuine wood and aluminum trim, creamy leather, navigation, Smart Cruise (capable of bringing the car to a complete stop) and every safety nanny imaginable, including front and rear park assist, Blind Spot Warning and Lane Departure Alert.
Genesis is a no-excuses luxury car but, topping out absolutely loaded under 56 grand, priced like a bargain.
Dan Wiese is a freelance automotive writer living in St. Louis. He also is a regular automotive contributor to Fox 2 KTVI-TV St. Louis. You can email him at email@example.com
Wednesday, August 06, 2014
Tuesday, Aug 2014
Hyundai will travel to this month's Moscow Motor Show to unveil a stretched version of its range-topping Equus sedan appropriately dubbed Equus Limousine.
Hyundai stretched the Equus' wheelbase by 11 inches, bumping its overall length to 214 inches. Wheelbase aside, the Limousine stands out from the standard Equus thanks to a sizable hood ornament and a thick B-pillar with a "Limousine" emblem.
Inside, the Equus Limousine boasts a luxurious cockpit unabashedly designed to coddle the rear passengers. The short-wheelbase Equus' bench seat has been replaced by two power-adjustable individual seats separated by a wide center console that doubles as an arm rest. To create a premium ambiance, the entire cabin is upholstered in plush leather and fitted with real wood trim.
The Equus Limousine is powered by a 5.0-liter V8 engine that develops 430 horsepower and 376 lb-ft. of torque. Linked to an eight-speed automatic transmission, the eight-cylinder mill sends the Equus Limousine from zero to 62 mph in 5.8 seconds and on to a top speed of about 140 mph. The stretched Equus comes standard with all-wheel drive.
The Hyundai Equus Limousine will go on sale across Russia shortly after greeting the show-going public in Moscow. It will carry a base price of 4,040,000 rubles, a sum that converts to approximately $113,000.
Although the Equus Limousine will likely be offered in other markets including South Korea, Hyundai is not currently planning on importing it to the United States and it will not be sold across Europe.
Tuesday, August 05, 2014
Genuine Hyundai Veloster Compact Spare Tire Kit
$328.38 On Sale!
|More Details - Genuine Hyundai Veloster Compact Spare Tire Kit|
This is the story of three little Velosters. Baby Hyundai is showroom stock, tidy and swift as a compact turbo coupe.
Mama Hyundai is tizzied and teased, quicker in every area but still nicely mannered and well behaved. Papa Hyundai is plain outrageous, with a race-sharp focus that means he will never fit into everyday traffic.
They have been brought together this week to show what the backroom team at Hyundai Australia has been doing to prove their brand is not just for bargain buyers who want something with a price tag ending in $990.
They also hope the likes the Velosters will go some way to ending sentences about their cars that finish with the words, "For a Hyundai". "We cannot change our history. We can only go forward, which is what we are doing," says Hyundai Australia boss John Elsworth.
He is flat-out on preparations for a potential game-changer at Hyundai, the $60,000 Genesis limousine, but cannot resist a quick visit to the high-speed hit-out on a private test track north of Sydney. What Elsworth sees, and what I get to drive, are three cars that show Hyundai is doing the basics right. It's just missing the final finishing, and edgy extras, that take a car from fine to good and on towards great.
The Veloster made most of its headlines because it has a quirky coupe body that has two doors on the kerb side and only one for the driver. It's a lopsided design that distracted attention from a good-looking car that also drives passably well. But, from day one in the Veloster, I wondered how much extra could be extracted from the car. I never expected a Subaru STI, but something more like a Renault Sport Megane seemed possible.
"We wanted to see what we could do with the Veloster. We wanted to explore. Push the boundaries," says product planning boss Andrew Tuitahi. So he hands over the keys to Baby Veloster, so I can learn the track and get my head recalibrated around the car. What I rediscover is a coupe that gets along fairly smartly but feels a bit tinny and slow.
Then it's time for Mama Veloster. A bit of background first. It's obviously tweaked, as there is a MoTec auxiliary dashboard sitting up above the centre console, keeping track of all the on-board electronics. Mama has more turbo boost, a free-flow exhaust, better brake pads and upgraded springs and shocks.
As I turn on to the track, I can immediately feel the difference. The response is strong and more urgent, the car stops better and sits flatter. I'm lapping several seconds quicker with less effort, in a car that is working with me instead of holding me up.
The suspension, in particular, transforms the car. It feels more planted in every situation but there is extra compliance and it's not crashing and banging. For me, it makes the car feel about $10,000 more expensive.
Tuitahi says all of the changes can be certified for road use and there is more power available — it's currently about 35kW up from standard — if buyers ask for it. He's hoping to get approval to push towards production but knows there is still a long way to go.
Then it's time for big Papa, a fully race-tweaked Veloster with a rollcage, track tyres, brakes and suspension, and a wraparound racing seat and suede-wrapped steering wheel.
It's like being strapped inside a tin can with the Tap Dogs doing their stuff on the outside — but this is a mightily quick tin can. It belts out of corners, stops in what feels half the distance of Mama and Baby, and responds instantly to all my commands. It still needs some work on a throttle that refuses to snap back, and pedals that make smooth braking too tough, but it does the job.
As the sun dips low on the hills, casting giant shadows over the track, I'm left to consider what the Veloster family means and what they can do. For me, they are proof that Hyundai builds cars that are not just dull-but-worthy bargains. They also show the company must push harder — much harder — to take the next step.
For me, the best car of the three is exactly the Mama Veloster. Baby is too slow and harsh, Papa is too much of most everything if you're not in Targa Tasmania, but Mama hits the sweet spot.
Halfway around my final lap in the mid-range version, I realise I'm enjoying the car more than I expect, because it's got more of the good stuff without any downside.
It's not as flat-out rorty as a Megane RS, and there are people who would prefer a Toyota 86, but Hyundai reckons Mama could be rolled into showrooms for less than $40,000. For me, that's just right.
|Engine:||1.6-litre turbo 4-cyl petrol, 150kW/265Nm|
|Transmission:||6sp manual; FWD|
|Thirst:||6.8L/100km, 163g/km CO2|