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2012 Accent places 1st in Motor Trends "Economy Five-Door Hatchback" test!

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Once upon a time, not all that long ago, if you were in the market for a small, five-door economy hatchback, you were swimming in cheap-infested waters. Automakers seemed to think of the buyers of small, inexpensive cars as nothing more than an inconvenience, a market that had to be pacified through the cheapest means possible.

Well, no longer. Today's economy car market has grown by leaps and bounds, especially in the past five years. The Honda Fit had something to do with that, showing consumers and other automakers that an economy car need not be a penalty box. Predictably, the Fit achieved meteoric sales, and the rest of the industry was forced to catch up.

Today, the Fit is several years into its second iteration, and the industry is, in fact, catching up. Since our last look at this market niche in mid-2010, Toyota, Kia, Hyundai, Chevrolet, and Mazda have all released brand-new players, while the current Fit is three years into its life cycle. Who stands ahead of the pack in 2012? To find out, we invited the Ford Fiesta, Toyota Yaris, Kia Rio, Hyundai Accent, Mazda2, Chevrolet Sonic, Honda Fit, and Suzuki SX4 out for a couple days of testing and driving. The cars had to be five-door hatchbacks, and, to be equal, each had to have a manual gearbox. Ford said it didn't have a Fiesta for us, and neither did any rental agencies, but the other seven automakers were game.

And so the shiftbox revolution was upon us, as we set out to determine where your money would be best spent. The results may surprise you.

 

SEVENTH PLACE: Kia Rio

Sometimes, relegating a car to last place is a tricky proposition, forcing us to ignore our hearts and follow our heads. Not so with the Kia Rio. The majority of judges had no trouble whatsoever giving Kia the bottom-of-the-barrel prize.

Initial impressions were positive, with several judges preferring the Kia's exterior styling to that of others in the group. But as each climbed behind the wheel for some time on the road, discouraging comments became all too frequent.

"I am more and more convinced that Hyundai and Kia are not in any way related," said senior features editor Jonny Lieberman. "No rational person would ever think the Rio is related to the Accent."

That was a remark heard time and time again in a multitude of ways over the course of our driving loops, which included city streets, winding roads, and plenty of freeways. Though both the Kia and Hyundai are equipped with the same 138-hp, 123-lb-ft 1.6-liter direct-injected engine and in-house six-speed manual transmission, the driving dynamics of the two cars were night-and-day different.

"Wobbly, jarring ride at all speeds, especially on the highway," groaned Jason Davis, an online editor we borrowed from sister site Automotive.com, after a stint in the Rio. "Much louder engine and road noise and not nearly as refined as the Accent."

"Thrashy, thrashy drivetrain. No grip, no road feel, very noisy," echoed Lieberman.

Kia's hyperactive traction control sapped any chance of a quick start. Two editors discovered the deficit after trying to launch the Kia through a busy, blind intersection.The Kia was also able to manage only mid-pack fuel economy with an average of 30.8 mpg, placing it fourth behind the five-speed Honda Fit.

The biggest asset the Rio has is its price tag. At a shade over $14,000, the Rio was the cheapest car of the group. Unfortunately, that cheapness was evident in much more than the window sticker. Our base model LX had no cruise control, power door locks, or electric windows, features common in other entry-level cars. Satellite radio is standard, making us wonder about Kia's priorities.

"The cheapest interior here by a mile," summed up associate editor Mike Febbo. "I hate to say this, but I can't imagine anyone ever being proud to say 'I just got a new car' when referring to this Rio."

 

SIXTH PLACE: Suzuki SX4

"If the Kizashi midsize sedan is New Suzuki, then the SX4 is still Old Suzuki," I scrawled in my notebook after exiting the SX4. "This thing is full of character, but it's hard to make a case for character alone in this segment."

The front-drive Suzuki (all-wheel drive is still available) felt to many like an underdog in this comparison. The car dates back to 2005 in Europe (2006 in the U.S.), and though a 2010 refresh on the original Giugiaro-penned design has helped keep its styling current, the rest of the car -- save for the new transmission -- can't help but feel a little old by now.

"With the exception of the slick shifter, everything about the SX4 feels tired and ponderous," lamented Lieberman. "If Suzuki doesn't care, why should we?"

With a displacement of 2.0 liters, the SX4's engine was the largest in the group. It also made the most power, at 150 hp and 140 lb-ft of torque. Unfortunately, due in part to having the heaviest curb weight of the group at 2769 pounds, acceleration was decidedly mid-pack, while observed fuel economy was a dismal 27.8 mpg -- good enough for second-to-last place, ahead of the Mazda2.

Gripes also were voiced about the Suzuki's soft, uncontrolled ride; excessive wind noise around the A-pillar windows; vague clutch take-up; and a somewhat rough-revving engine. Despite these complaints, some felt the Suzuki possessed a very honest quality that was lacking in several other contenders.

"Although it definitely feels cheap, there's something about the Suzuki that feels more rugged and solid than the other cars here," opined Febbo. "The Suzuki feels like it will shake abuse off and keep going for years."

Associate online editor Nate Martinez eloquently summed up the Suzuki: "The SX4 has been surpassed by a competitive set made up of more comfortable, more efficient, less expensive alternatives. You want to root for a tiny automaker, but there are so many better choices in today's market. Too bad the new global Swift isn't here."

 

FIFTH PLACE: Mazda2

Not only does the Mazda2 have the shortest wheelbase of any of our competitors, it also has the lowest curb weight (2266 pounds), the least potent engine (100 hp, 98 lb-ft from a 1.5-liter I-4), and the smallest amount of cargo room (13.3 cubic feet). What other distinction does the Mazda2 have in this group? Besides being many judges' pick for most fun to drive, it also achieved the worst fuel economy. Yes, worst as in last place. When the dust cleared and the mpgs were tallied, the Mazda2 rolled away with a score of just 27.0 observed.

What was it about the '2 that kept its fuel mileage so low? That modest engine and short-geared five-speed transmission were working harder to keep up.

Per Lieberman: "The poor '2 had to run around at 5500 rpm for most of the loop. Seriously, where's the torque?"

"In this thing, you really notice the lack of power. There's nowhere in the rpm band where it feels quick," agreed Febbo.

That short wheelbase combined with firmer-tuned dampers also gave the Mazda2 one of the rougher freeway rides, with every crack, dip, and expansion joint in the road surface making itself known.

Interior space was another concern. Associate online editor Benson Kong, not a bear of a man by any stretch, even felt a little cramped.

"The Mazda2 definitely felt the tightest from the driver's seat," said Kong. "The door panel is constantly hugging your left side, and the small footprint makes all the surrounding traffic seem extra-close."

But that's not saying the '2 wasn't entertaining. It was. Judges raved about the short, precise shifter, the direct steering, pleasing interior ergonomics, and the amount of road feel that all contribute to a lot of fun on the back roads. Unfortunately, fun to drive isn't much of a judging point this time around, where we placed an emphasis on practicality, comfort, and economy, just as the majority of B-segment car buyers would.

In the end, Febbo pinned down the ideal Mazda2 buyer: "The '2 is a great city car. If you're buying it as an in-town commuter or you live in an area with restricted parking, it would make a great choice." Funny -- the design was optimized for the European market.

 

FOURTH PLACE: Honda Fit

There's no denying the Honda Fit is a benchmark and a giant in the small-car game. We even crowned it the subcompact car king back in our Summer 2010 test, where it ranked ahead of the last-gen Toyota Yaris, Ford Fiesta, and Nissan Versa. Today, the Fit is the one to beat, but it's looking a little long in the tooth.

For example, Honda still hasn't given the little Fit a six-speed manual. Equipped with only five speeds and a not-too-tall fifth gear, the Honda buzzes along at over 4000 rpm at freeway speed. It still places third in observed fuel economy with a 31.0-mpg rating, but that's over a full mpg less than both Yaris and Accent. That also doesn't make up for the fact that the Fit is anything but a relaxed freeway cruiser.

"It's annoyingly loud," commented Kong. "The road noise paired with the zinging engine on the freeway really kills the Fit for me."

Still, similar to the Mazda2, the Fit was seen as one of the sportier-feeling offerings, with steering and handling that made back road driving a pleasure. Unfortunately, the stiffer suspension (second only to the Mazda's) and high-strung attitude didn't win the Fit any points with our utilitarian judging criteria.What did score the Fit some points was its interior packaging. We were impressed in 2010, and we're still impressed today. Honda has managed to cram an amazing amount of usable capacity into a relatively small box, giving it the largest cargo capacity of any of our contenders at 57.3 cubic feet with the seats folded.

"The Fit feels like a real car inside, not something you'd expect to see a dozen clowns falling out of (though there's probably enough room for them)," this author jotted. "The use of space is just incredible and still sets a benchmark for the segment."

Positive remarks were also made about the Fit's comfy seats and tactile knobs and switches. Unfortunately, those weren't enough to triumph over the car's shortcomings.In the end, many judges felt that the Fit is a significant refresh away from again being top dog in its class. If Honda ups the ante by adding a sixth gear and a little refinement to the package, the Fit will again be the one to beat.

THIRD PLACE: Toyota Yaris

As editor-in-chief Edward Loh has noted before, Motor Trend's collective staff is perhaps the youngest in the industry. Judges in this comparison ranged from mid-20s to mid-30s, and it wasn't surprising that the younger staffers preferred the styling of the Yaris to that of the Accent, while the "older" staffers felt quite the opposite, thank you very much.

As Febbo (among the 30-somethings in this group) put it, "I might look silly driving this at my age. It looks like it should be sliding around the streets of Tokyo chased by a giant robot." Exterior styling aside, the Yaris was an entrant that comes across significantly better than it looks on paper. With just 106 hp and 103 lb-ft on tap from its 1.5-liter engine, acceleration isn't what you'd call brisk. But the gearing makes the most of the Yaris' capability, providing acceptable acceleration in lower gears. A tall enough fifth gear makes freeway cruising more relaxed than in the Fit. Would we like a little more torque? Sure, we would, but we could make the same argument for nearly every car here. As the second-lightest car of the group, the Yaris is able to make do with what it has.

The Yaris' interior was a mixed bag, with bonus points for partial soft-touch door tops, Bluetooth connectivity, and a leather-wrapped steering wheel, though not all were fans of the "rice paper"-pattern dash plastic or the driving position. The steering wheel was mounted a bit low for some. Some editors thought the shifter felt vague, and while a few of us rated the interior materials as below average, others ranked them as above average. Passenger space was also on the list of pros.

"The back seat is large and might be the very biggest in the test," said Lieberman.

What really solidified the Yaris' position in the top three is a little party trick called mega fuel economy. At the end of our drive loop, the little Toyota managed an observed fuel economy of 32.3 mpg, good enough for second place behind the Hyundai Accent. Along just the freeway portion of our loop, the Yaris managed to pull off a heady 40 mpg -- 2 mpg better than its EPA rating. Color us impressed.

SECOND PLACE: Chevrolet Sonic

It's been a long time since GM had a serious competitor in the econocar segment, and the Sonic proved itself to be just that. From its aggressive styling to its feature-packed spec sheet, the Sonic marks a clear departure from past Chevrolet failures (cough*Aveo*cough). At day's end, the red-orange Chevy was the one that gave our winner its biggest challenge.

Perhaps the Sonic's most impressive characteristic was its quiet, composed, relaxed freeway ride. A combination of a six-speed transmission, effective noise insulation, and a well-composed suspension had us sailing along with traffic in silent comfort and with a mere 2300 rpm registering on the motorcycle-inspired tach.

"I'd say it's status quo for manufacturers to underrate the importance of ride quality in this segment," Kong said. "For Chevrolet to take it more seriously deserves commendation."

Other editors agreed, including Herr Lieberman.

"By far the most relaxed and comfortable on the freeway because of the turbo torque and a sixth gear," he noted. "Much quieter at speed than the others as a result."

We also found the engine one of the most refined in this group, though a little turbo lag and lack of top-end power were somewhat disappointing. Cargo space was impressive, with the Sonic placing second to the Fit at 19.0 seats-up cubic feet. Kudos also went to the clear motorcycle-inspired gauge layout, though feelings were mixed on the exterior styling, ranging from overdone to just right.

Where did the Sonic fall behind? It had more torque than any other car in this comparison at 148 lb-ft and tied for second in the horsepower race with 138 hp, but it was third-slowest in acceleration. It also scored just fifth place in fuel efficiency, eking out 30.6 observed mpg.

The tall gearing required frequent sixth-to-third shifts, and the Sonic's curb weight was just 4 pounds shy of the heavy Suzuki. Also, the Sonic was the most expensive contender here by nearly $1400, something even heated seats and Bluetooth connectivity can't quite justify.

"The Sonic is a solid effort, overall," my notes read. "It's not quite as exciting to drive as I'd hoped, but it more than makes up for it in refinement."

FIRST PLACE: Hyundai Accent

Consider these facts: The Accent achieved the greatest observed fuel economy of the group at 32.4 mpg, has the quickest 0-60-mph acceleration of the group, the strongest quarter-mile acceleration, has the shortest stopping distance of all contenders, the second cheapest as-tested MSRP, and ties the Kia for longest warranty. Impressive, no?

Plus, pretty much all the techy college-kid turn-ons are present and accounted for. Bluetooth, iPod integration, satellite radio -- all here. The engine is the same 138-hp direct-injection mill found in the Rio, but here it feels stronger, smoother, and less noisy (improved sound insulation is likely to thank for the last two), and the six-speed transmission helps the Accent stay relaxed at freeway speeds. While not quite as quiet and comfortable at a high-speed cruise as the Sonic, the Accent is really the only contender that comes close.

In fact, the Accent seemed to drive more like a small C-segment car than a B-segment car, an impression partially explained by its longer wheelbase. At 101.2 inches, the Hyundai and Kia Rio have the only wheelbases over 100 inches in this comparison. That fact, plus a fairly compliant suspension tune, leave the Accent feeling like a more grown-up car than its subcompact brethren.

"In many ways, the Accent is the most mature car here," concurs Lieberman.

The Accent's styling helps, too. Love or hate Hyundai's "Fluidic Sculpture" design language, most judges thought the Accent's interpretation was the best yet (Veloster excluded), appearing much more subtle and restrained than the Sonata. Interior styling had some takers and some passers, with plenty of praise for Hyundai's build quality but a few thinking the layout was a bit too busy.

We had other gripes. The Accent's steering continues to be a blemish on an otherwise solid car, with off-center response lacking in feel and precision. We also noticed a bit of extra movement in the car's suspension over certain surface imperfections, as is common with other Hyundai/Kia models. Still, the car remained reasonably well composed over twistier sections of our road loop, and was even called "sporty" by one evaluator, who rationalized his remark with, "though I suspect it's by accident."

"The Accent hits the mark on blending value, performance, and efficiency, so my hat's off," Kong summed up.

Well done, Hyundai.

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The 2013 Hyundai Genesis Coupe: It's what's inside that counts

Long before we saw the Hyundai Genesis Coupe in the flesh, word of the vehicle's arrival flittered around the web with tantalizing persistence. Few rumors manage to get the enthusiast world licking its chops quite as well as one with a potent V6 in the nose of a rear-wheel-drive two-door. Editors began salivating at the thought of a performance coupe renaissance, complete with all of the associated front-page comparos, while forums lit up with threads detailing hypothetical grudge matches between the would-be Korean prize fighter and hardware from the Nissan 370Z to the then-upcoming Chevrolet Camaro V6. Hyundai had clearly rustled up some snakes.

Then the Genesis Coupe debuted, and while ingredients like available Brembo brakes and a limited-slip rear differential pointed to the possibility of a genuine contender, it's fair to say the coupe never really became a top-flight prospect for many enthusiasts. A vague gearbox and similarly detached brakes sapped precision from the platform, consigning it to a mid-pack finish in our three-way Battle of the Sixes comparison test back in 2010.

None of this is news to Hyundai. The company began planning ways to sharpen its first genuine sports car nearly as soon as the vehicle debuted at the 2008 New York Auto Show. For 2013, the two-door receives a dose of the automaker's patented love-it-or-hate-it styling as well as a host of mechanical improvements tucked behind the polarizing aesthetics. Are the changes enough to give the 2013 Hyundai Genesis Coupe the fangs it needs to thrive in the cutthroat performance coupe world?

It's difficult to miss the changes to the nose of the Genesis Coupe. Designers slathered elements of the familial Fluidic Design language all over the front valance, complete with a hexagonal grille, aggressive HID headlamps with available LED daytime running lights, new fog lights and even a new hood with faux air inlets. The new face has more than a passing resemblance to the gaping maw found on the Veloster. While the Genesis Coupe's profile has remained unchanged, new 18- and 19-inch wheel designs are now available. Likewise, the aft of the Coupe will be plenty familiar to the model's fans, though brilliant new LED taillamp displays help give the model a significantly more upscale look.

We know the styling isn't going to garner many wolf whistles in traffic, but from where we sit, this design is a much-needed departure from the somewhat generic lines of the first-generation model. There will be no forgetting the face of the 2013 Genesis Coupe, and the striking face draws eyes with a quickness.

Hyundai has also given the Genesis Coupe's interior a much-needed update as well. The dash is now decorated with a simulated stitched-seam cover up top, and an all-new center stack helps move the coupe out of 1999 and into the present. Controls are still easy to find and manipulate, but designers have thrown in a welcome sporty touch with the addition of three analog gauges. The dials convey a variety of information depending on what's lurking under the hood. Both the Genesis Coupe 2.0T and 3.8 feature fuel economy and oil pressure gauge, and turbo models boast a boost gauge in the center while those with a V6 make use of a torque meter.

It would be easy to dismiss the gauges as gimmicky were it not for the actually useful oil pressure telltale. While the display isn't exactly in an easy-to-read location, it's far better than the quad gauges found low in the center console on the Camaro. Check out the Short Cut below for a look at how the gauges function in real time.

Hyundai hasn't stopped with a nose job and a refreshed dash, however. Both the 2.0-liter turbocharged four-cylinder engine and the 3.8-liter V6 now boast more power than before while utilizing the same basic architecture. Engineers have graced the 2.0-liter with a new, more efficient twin-scroll turbocharger and an intercooler that's half-again as large as the piece on the outgoing model. Combined with dual continuously variable valve timing, the engine now pumps out 274 horsepower at 6,000 rpm and 275 pound-feet of torque at an incredibly low 2,000 rpm on premium fuel. That's a 30-percent increase, if you're keeping track.

Don't feel like pouring premium in the tank? Not a problem. The engine is equipped with knock sensors that work in conjunction with the variable valve timing to allow the vehicle to run on regular unleaded gasoline. Expect a reduction in power, however. Running on 87 will net you 260 hp at 6,000 rpm and 260 lb-ft of torque at 2,000 rpm. With its cast-aluminum block and cylinder head, the engine is also plenty light weight. When equipped with a manual transmission, the 2013 Hyundai Genesis Coupe 2.0T tips the scales at 3,362 pounds.

Speaking of transmissions, buyers can mate the feisty four-cylinder with either a six-speed manual gearbox or a new-to-the-line eight-speed automatic. The gearboxes help this version of the Genesis Coupe net 21 mpg city and 30 mpg highway in manual guise and 20 mpg city and 31 mpg highway with the automatic in place.

And what of the 3.8-liter V6? Hyundai equipped the DOHC six-cylinder with a direct-injection fuel system, which helps bump power output by a considerable margin. The engine now generates 348 horsepower at 6,400 rpm and 295 lb-ft of torque at 5,300 rpm. That's 42 more horsepower than the previous generation and 11 percent more torque. With the extra power on hand, the Genesis Coupe 3.8 boasts a weight-to-power ratio of 10 pounds per horsepower. As Hyundai points out, that's better than heavy hitters like the BMW 335i Coupe and the Infiniti G37 Coupe.

The revised 3.8 can be bolted to either a six-speed manual gearbox or the eight-speed automatic. Buyers can expect to see 18 mpg city and 27 mpg highway out of models equipped with the manual gearbox, while automatic adopters will enjoy one more mpg in highway driving.

Interestingly enough, both the Genesis Coupe 2.0T and Genesis Coupe 3.8 enjoy similar weight balance, with the turbo model serving up a 55:45 balance front to rear to the brawnier V6 version's 56:44. As always, the Genesis shuttles its power to the rear wheels. Buyers who intend to put it to use on track will want to opt for the Torsen limited-slip differential available in both the Track and R-Spec packages. The option group also throws in seven-percent stiffer spring rates on the MacPherson strut front suspension and 11 percent stiffer rates on the five-link rear. Beefier stabilizer bars are also part of the mix, offering 1 mm in additional diameter front and rear over the base Genesis Coupe.

Just as before, Track and R-Spec models wear Brembo brakes at all four corners. Four-piston calipers squeeze 13.4-inch ventilated discs up front and 13-inch ventilated rotors out back. That's a sizable upgrade compared to the 12.6-inch front discs and 12.4-inch rears on the base vehicle.

More importantly, Hyundai has factored in a certain level of customization on both Track and R-Spec models. Owners will receive front strut camber adjustment bolts that allow adjustment of up to 1.5 degrees of negative camber. With a little tweaking, drivers should be able to tailor the front suspension for more response and less understeer at the cost of premature tire wear.

We were fortunate enough to be able to sample both the Genesis Coupe 2.0T and Genesis Coupe 3.8 on the road and in various track conditions. On the streets in and around Las Vegas, both vehicles offer crisp acceleration paired with a suitably stiff suspension. Hyundai estimates it takes the 3.8 V6 a little over five seconds to reach 60 mph. Expect the 2.0T to take a bit longer.

Longtime followers of the Genesis Coupe will be happy to know the six-speed manual transmissions in both applications have been hugely improved. Gear changes are considerably more precise, and while the shifter itself has a soft, economy-car feel to its action, the gearbox only gave us trouble under hard hammering from third to second on track. On the street, swapping gears was as second nature as it should be. Clutch take up is properly progressive with good feel and an appropriate throw.

Likewise, the new eight-speed automatic transmission does a smart enough job of swapping cogs for you if that's your bag. Wheel-mounted paddle shifters allow the driver to click through gears quick enough, though don't expect to be able to hold a gear all the way to the rev limiter. Even in "manual" mode, the system upshifts the second the engine hits red line. Leave the gearbox to its own devices, however, and shifts are suitably smooth and well-timed.

Unfortunately, there are still some specters of the old Genesis Coupe floating about the cabin. While the leather-wrapped steering wheel looks right at home in a sports car, steering feel is still a bit too numb for our tastes. Turn the nose toward a track, and other issues rear their head. Despite building torque at an admirably low 2,000 rpm, the turbocharged four-cylinder takes its sweet time arriving at full thrust. Don't get us wrong, the twin scroll turbo has significantly diminished lag, but if you want to be quickest out of every apex, you'd better not let the tachometer fall too far south.

The good news is the 3.8 doesn't suffer from the same ailment. The engine builds power in a beautiful, linear swell, and while the majority of power and torque is at the top end of the rev band, we found it easy to wring serious speed out of the engine quickly. Hyundai wanted the Genesis Coupe to be more involving for 2013, so engineers incorporated a sound enhancer in the engine bay. A tube runs from the intake straight to the firewall, transmitting the associated howl of the V6 past 3,500 rpm straight indoors. The effect is delicious without the aggravating drone of a "performance" exhaust, and we found ourselves looking for excuses to bury the throttle as a result.

The Track and R-Spec models we sampled all came with some very capable stopping hardware, but the brakes were held back by a less-than-confidence-inspiring pedal. In order to take full advantage of those massive Brembo rotors and calipers, we had to plunge well past what we typically think of as an appropriate amount of pedal pressure.

It should be said that for all of our complaining, there's a lot to love about the 2013 Genesis Coupe. Both the 2.0T and 3.8 are amazingly controllable vehicles. Hyundai provided us with some time on a wet autocross course, and with traction control and stability control fully off, the vehicle turned into a tail-happy giggle machine that relishes nothing more than kicking into long, beautiful slides. We aren't exactly masters of the drift, but the 2013 Genesis Coupe makes us think we could quickly get the hang of things with a little more practice.

Speaking of the traction control, it's worth noting that the Genesis Coupe allows drivers to choose their own level of nannying. The Coupe's default setting keeps both traction and stability control engaged. Press the TCS button once, and traction control falls off, leaving stability control to keep the ham fisted away from the point of no return. Those with a little more confidence can hold the TCS button for another four seconds and stability control will disengage as well.

When Hyundai first unveiled the 2013 Genesis Coupe, the company aimed to give Infiniti G37 Coupe buyers something to think about. While we wouldn't put the Korean two-door on the same page as the G37 just yet, the newest refresh goes a long way toward putting the Genesis Coupe within striking distance of the luxury bruiser. The upgraded interior, serious bump in power and suspension tweaks all make the Genesis Coupe more attractive than ever, and while the platform still has its bugs, this two-door remains a performance bargain.

Prices start at $24,250 for a Genesis Coupe 2.0T with a six-speed manual transmission, plus $850 for destination and handling. Opting for the eight-speed automatic will cost buyers an additional $1,250, though if you're buying, spend the cash for an R-Spec model. With its upgraded brakes, limited-slip differential and adjustable front suspension, the R-Spec trim is well worth the $2,250 Hyundai asks over the base 2.0T.

Drivers can hop behind the wheel of a Genesis Coupe 3.8 R-Spec for $28,750, plus the same destination fee. For comparison's sake, a less powerful Nissan 370Z will cost you $31,910 without a limited slip differential.

For buyers who aren't concerned with the badge on the hood or squeezing every last tenth out of a road course, the 2013 Genesis Coupe is a solid buy. While it may lack some of the precision of more storied sports car lineages, it offers an inarguable performance-for-the-dollar value.

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Hyundai Spins Off Two Elantra Variants at Chicago Auto Show

Hyundai introduced two new body styles for its brisk-selling Elantra in Chicago on Wednesday: the 2013 Elantra GT four-door hatchback and Elantra Coupe. The offerings will join the Elantra sedan in the cutthroat compact segment, a class that includes the Ford Focus, Honda Civic, Chevrolet Cruze, Volkswagen Golf, Mazda 3 and Subaru Impreza, among others.

With Elantra sales exceeding expectations, the automaker has had difficulty meeting demand. As such, the Elantra variants will be assembled in South Korea, unlike the sedan, which is built for the North American market at Hyundai’s plant in Montgomery, Ala.

The Elantra Coupe is scheduled to arrive at dealerships in spring, with the hatch joining it this summer.

Though the Elantra Coupe shown in Chicago was a new design, the GT was essentially the i30 hatchback shown at the Frankfurt auto show last September. The sedan was introduced at the 2010 Los Angeles auto show and named North American Car of the Year at the Detroit auto show last month.

Shoppers may find that the automaker’s so-called fluidic sculpture design language translates particularly well to a coupe. The front fascia sweeps back into a pronounced fender well, which melds with a character line sweeping up toward the rear deck and lip spoiler. A smooth arc is formed by the windshield and roof.

 

 

The GT, which replaces the discontinued Elantra Touring wagon, receives a less aggressive fascia treatment, in addition to a beltline dip that allows for larger front side windows and a roofline that dips only barely as it approaches the rear hatch.

With all seats raised, the GT accommodates five, but with the split rear seats folded, the hatchback offers crossover-rivaling cargo space, Hyundai says.

Both coupe and hatchback share the sedan’s powertrain, a 1.8-liter 4-cylinder engine that develops 148 horsepower, and the choice of a 6-speed manual or 6-speed automatic transmission. Final fuel economy numbers are not yet available from the Environmental Protection Agency, but Hyundai estimates 28 miles per gallon in city and 39 m.p.g. in highway driving for the hatch and the automatic-equipped coupe. Equipped with the manual transmission, the coupe is expected to achieve 29 m.p.g. city, 40 m.p.g. highway.

All Elantra models are suspended on McPherson struts up front and a torsion beam at the rear. The coupe’s suspension calibration has been tuned for sportier driving. Its interior also nods to the car’s more sporting pretensions, with deeper side bolsters than those in the sedan or hatchback, to keep driver and passenger snug.

The GT, at 2,784 pounds, is 175 pounds lighter than the Ford Focus, 151 pounds lighter than the Mazda 3 and 222 pounds lighter than Volkswagen Golf, Hyundai says. It is also the shortest of the Elantra trio, at 169.3 inches, while the coupe is roughly a half-inch longer than the sedan, at 178.7 inches. The coupe and sedan share a 106.3-inch wheelbase, but the hatchback rides on a 104.3-inch wheelbase.

Prices will be announced closer to the cars’ on-sale dates.

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It's Manic Monday! Every Monday, during the month of February, you can receive an oil change for just $19.95. Don't miss this opportunity. Stop in today.  http://on.fb.me/xxDFVE

We would like to thank this customer for this five-star review

"Very professional and friendly. Overall, a good experience buying a new car."

http://bit.ly/wevLOU

Check out the 2012 Hyundai Sonata Hybrid at O'Hare Hyundai

You definitely want to be behind the wheel of this vehicle. The 2012 Hyundai Sonata Hybrid is here at O'Hare Hyundai! Stop in and enjoy this car's great fuel efficiency and style. Click here to learn more about the Sonata Hybrid. http://bit.ly/AsKpsQ

There's never a dull moment with the Hyundai Genesis Coupe 3.8 R-Spec.

We would like to thank this customer for this great review.

"We needed a car an we're very confused about the best model for us due to my back problems. After driving several vehicles for a few different visits, we decided on a Santa Fe. I was worried that it would not fit into our budget, but the team at O'Hare worked together and made it work. I LOVE my Santa Fe.
Thank you."

http://bit.ly/gz7n7P

Amanda, we are pleased to learn you enjoyed working with our staff. Thank you for your kind words

"From my past experience I have left dealerships with a headache and confusion. I left O'Hare Hyundai with a smile on my face knowing I made a good decision. Their staff was AMAZING!They were hard working, considerate, and most of all they had open ears and listened to what I was saying. They had the best prices and nicest vehicles. I plan to return to O'Hare Hyundai to purchase all of my future vehicles, and if Job & Dan are there to help me, it would make my day. Thanks guys for the best car buying experience!!"

http://bit.ly/wevLOU