DNA Drive: Hyundai Elantra (Review)

“Elantra”.

Ring a bell?

If it didn’t, it wouldn’t be a surprise, because the last time Hyundai sold a car with that appellation in India was half a dozen years back.

That was the third generation of the sedan, and the Korean auto giant has had a product gap between the Verna and the Sonata ever since, and hadn’t bothered to fill it by carting in the fourth avatar sold abroad.

In a few weeks, all that would change as Hyundai goes head to head with rivals such as the Toyota Altis, Renault Fluence, Chevrolet Cruze, Skoda Laura and Volkswagen Jetta by launching the fifth-generation Elantra.

It’s a segment that sees white-hot competition, so Hyundai has its task cut out. Does the Elantra have the mojo? We put the car through rigorous paces in Udaipur:

The looks
Sourpusses may be prone to stating ‘think larger Verna, smaller Sonata”, but make no mistake, this is the hottest-looking Hyundai out there. The thing that strikes you first is the almost Italian flair from the sides, with a coupe-ish roofline that plunges into the C-pillar (there’s no quarter glass), affording it a sporty, low-slung mien. The ‘fluidic’ design grammar is all over in the swoops, scoops and bodylines. The fascia, unlike sibling Verna, actually ends up in a smiley. Sideways, it’s about a waistline that runs through an elongated, wraparound taillight. There are some nice touches on the tailgate too, such as an in-built lip spoiler. And of course, flowing rearview mirrors that can be heated to defog. At about 4.53 metres long, it’s nose and tail with competition like Laura and Jetta.

Interior
What stands out inside is the twin-cluster in a two-tone theme. The central consoles in a waterfall frame are split with blue backlighting. A multifunction display sandwiches the twin dials behind an adjustable steering, which itself looks premium in a leather-and-four-spoke design with strokes of faux aluminium – and loaded with controls. The quality of equipment is topnotch and plastics look rich with millimeter-perfect shutlines. Overall equipment is in luxury territory: the best variant has six airbags; then there’s ESP plus what Hyundai calls VSM or vehicle stability management, ABS, cooled front seats, dual air-conditioning, audio controls in the rear passenger seat etc. Hyundai would do well to distend the lip of the bottle holders on the front doors by an inch to fit in one-litre bottles – it fits a half-litre bottle now. A trip meter and software to throw up ‘distance to empty’ data would have been fabulously useful in the package. Another drawback is that with its plunging roofline, a six-footer would nearly hit the ceiling on the rear seat. Hyundai could solve this by recessing the seat southward a touch. Talking of rear seat, there’s ample legroom thanks to a wheelbase of 2.7 metres or 2700mm and decent thigh support.

Performance
The car is powered by a 1582 cc, four-pot, double overhead cam diesel plant that’s also found in the Verna, and an 1800 cc, also four-pot, petrol one. The diesel output, at 128 Pferdestarke/PS– or brake horse power – at 4000 rpm, and 260 Newton meter of torque at 2000-2700 rpm is more or less what the smaller sibling produces but the big difference is the Elantra feels much, much more planted. That gives great confidence at speeds in excess of 100 kmph. The petrol mill generates 147 bhp through variable valve technology. We took the base manual version for a 200 km spin on good and bad roads.

Switch on the engine and there’s the classical diesel clatter outside but on the inside, things are quite muted -- the noise, vibration and harshness or NVH levels are well controlled, and the machine comes through as quite refined.

There is a wee bit of lag no matter the variable geometry turbocharger, but the car more than makes up once it spools past 1800-2000 revs. Not bad, considering rivals like Toyota Altis and Renault Fluence offer good states of tune too these days. The shifts are short and slot very well. The steering weighs up beautifully at higher speeds, but is very feedback-less. Because of a decently wide power band, frequent downshifting isn’t needed and overtaking in cities would be a cinch.

The car comes with what’s a first here – Korean Nexen silica tyres (205/60R16) shod on 16-inch alloys. These offer better grip, especially on wet roads and cut down on rolling resistance. The flipside is that they tend to transmit the road roar quite a bit. The difference was stark between asphalt and cement highways when we tortured the mill.

The car has excellent straight line stability at high speeds, unlike the Verna, which has a tendency to wobble. The McPherson struts with coil springs on the front and coupled torsion beam axle in the rear do their job as well as those on the kings of suspension, the Renaults. They are soft, but not as much as the Verna so the ride quality is much, much improved.

Verdict
Overall, the Elantra is a terrific modern car package, with many variants and trims on offer. What it needs is killer pricing, just above the Verna, so that the smaller sibling isn’t cannibalised. So anything between Rs1.5 lakh and Rs15 lakh will make rivals sweat profusely. With 60% localisation rising to 80% down the road, Hyundai can afford to shake things up by going for volume play.

Article courtesy of DNA Drive.

Your Monday Maintenance Tip: Dilute your coolant

Your cooling system needs both coolant-antifreeze and water, so don’t pour undiluted coolant into your cooling system. Dilute it with water to the commonly recommended 50-50 ratio. Similarly, don’t use straight water in your system either. The coolant protects against corrosion and freezing.The water ensures good heat transfer from the coolant to the radiator.

Your Monday Maintenance Tip courtesy of Reader's Digest.

Hyundai and The Walking Dead creator Robert Kirkman unveil Zombie Survival Machine at Comic-Con

Much to the dismay of zombies around the world, a Zombie Survival Machine was unveiled last night at San Diego’s Comic-Con. The customized Hyundai Elantra Coupe Zombie Survival Machine, designed by The Walking Dead creator/writer Robert Kirkman and fabricated by Design Craft, was revealed on the Comic-Con floor at the Future US booth.

Hyundai’s Zombie Survival Machine showcases modifications including: a front-end custom zombie plow with spikes, armored window coverings, a roof hatch to allow passengers to fend off attacking walkers, a trunk full of electric and pneumatic weaponry, front and back end floodlights, spiked all-terrain/rally type tires, a CB radio system and much more. Fans can view a series of behind-the-scenes videos that detail the creation of the Zombie Survival Machine and showcase the car build from start to finish at Hyundai's Undead's website and on Skybound.com

“Our custom Elantra Coupe Zombie Survival Machine is the ultimate car for The Walking Dead fans and anyone who wants to survive a zombie invasion,” said Steve Shannon, vice president of Marketing, Hyundai Motor America. “We are excited for fans to come and experience the Elantra Coupe and GT in a unique, post-apocalyptic way.”

The Hyundai Undead program celebrates the release of the 100^th issue of The Walking Dead comic. In addition to the Zombie Survival Machine, Kirkman, Skybound and Hyundai also created a Hyundai Elantra GT wrapped in the cover of The Walking Dead 100^th issue by artist Charlie Adlard. All of these events will be celebrated at the private The Walking Dead 100^th Issue VIP Black Carpet Event on July 13.

Robert Kirkman's Eisner Award-winning comic and best-selling graphic novels, The Walking Dead are the talk of Comic-Con already. “Working with Hyundai on this Zombie Survival Machine was a total blast and I am excited to share this stunning vehicle with all the fans,” said Kirkman.

Comic-Con attendees will be able to take pictures with the Zombie Survival Machine at the Future US booth, and get inside the vehicle to check out all of the features, including a limited run illustrated owner’s manual that walks drivers through the machine’s unique features and prepares them for the gruesome realities of the zombie apocalypse. The booth will also feature a Zombie Target practice area and a zombie costume contest.

Article and image courtesy of Hyundai News.

Be sure to take advantage of our limited-time special lease offer on 2012 Equus models this month!

2012 Hyundai Equus Ultimate: $735.36 per month for 36 Months with a $0.00 * down payment. Offer ends 07/31/2012.

* PRICES EXCLUDE: destination and handling fee as well as applicable; governmental fees, taxes, dealer Processing Fee and dealer installed equipment. Restrictions apply.

Call us at 571-748-4466 for complete details.

[Autoblog]: 2013 Hyundai Elantra GT: Adding More Fun And Function To A Winning Formula

Truth be told, we've always had a soft spot for the Hyundai Elantra Touring. Rather than being just another compact hatchback, the Touring was a bona fide small wagon – the sort of thing commonly reserved for the European market. It was a less-expensive alternative to the Volkswagen Jetta Sportwagen with an impressive warranty, though its milquetoast demeanor and somewhat odd styling never really made it a hit with the masses.

Nowadays, also-ran status is absolutely unacceptable for Hyundai, especially with anything in the Elantra family. After all, the compact sedan was named the 2012 North American Car of the Year and has been selling like hotcakes ever since it launched. So when we got word that a successor to the Elantra Touring would be on deck, out interest was indeed piqued.

Well, here it is – the 2013 Elantra GT. And while it's wholly different than the Elantra Touring that came before it, Hyundai hopes that its new GT will appeal to the buying public in a much larger way, even besting stiff competition from the likes of class-favorites like the Ford Focus and Mazda3.

This new five-door certainly has a lot riding on its (hatch)back. But does it deliver? We hit the roads outside of San Diego to find out.

In all fairness, we sort of knew ahead of time what the Elantra GT would offer. The outgoing Touring was based on the European-market i30, and the sleek new model debuted at the Frankfurt Motor Show this past September. Surprise, surprise – it's nearly exactly the same as the North American-spec Elantra GT that took the stage at the Chicago Auto Show earlier this year. And from the first time we laid eyes on it, we found it to be an attractive, well-rounded little thing – perhaps even better-looking than the already svelte Elantra sedan.

The GT is only slightly different than the i30, though it features some slightly reworked headlamps and different wheel and tire options. But because of its slightly different platform, the Elantra GT has a few dimensional differences compared to its sedan brethren – and we aren't just talking about the addition of that handy hatch. It's a full nine inches shorter in length versus the sedan (169.3 total) and rides on a two-inch shorter wheelbase (104.3). It's also ever-so-slightly wider and taller in height. All of these changes add up to a curb weight that's about 100 pounds heavier than the sedan, but the GT still manages to be the lightest compact car in its class. The base car is a full 151 pounds less than the spritely Mazda3.

If you're a fan of Hyundai's Fluidic Sculpture design language, you'll really like the Elantra GT. There are a lot of pretty things going on here, elements like the pronounced front wheel arches and swooping character line that moves up the side and drops off following the curve of the taillamps, all of which give the GT a fresh, modern appearance with hind quarters that are decidedly European in appearance. Squint and you might think you're driving behind some sort of Seat five-door. Standard rolling stock are some rather generic 16-inch alloy wheels, but an attractive set of chrome-accented 17s – as seen on our test car – can be had as part of the Style Package, wrapped in P215/45-series tires.

Moving inside, the GT's interior has a noticeably different look to that of the Elantra sedan, and while the dashboard, instrument panel and center stack are clean and well-organized, they don't look quite as modern compared to what's found in the sedan (or new-for-2013 Elantra Coupe). Still, the materials used throughout the cabin are high quality and overall fit-and-finish is good, and the main connection points between driver and car – the steering wheel, shift knob, etc. – are wrapped in leather and feel good to the touch. When it comes to the compact class, Hyundai is indeed leading the pack with its interiors.

Furthermore, the Elantra GT offers a full 96 cubic feet of interior space – more than anything else in the segment. It doesn't feel as cramped or claustrophobic as, say, a five-door Focus, and the nicely bolstered seats are comfortable and supportive. Rear seat room is adequate, and taller passengers did not have to squeeze into the back bench. But the real win here is the 51 cubic feet of cargo space available with the seats folded. That's not nearly as capacious as the 65.3 cubic feet offered in the outgoing Elantra Touring, but we'd gladly sacrifice the extra space for the sleeker overall packaging. Even so, 51 cubic feet is nothing to sneeze at – that's roomier than both the Focus and Mazda3.

We had high hopes when we first met the Elantra GT in the parking lot of the Pauma Valley Country Club about 55 miles northwest of San Diego. After all, in the product presentation earlier that morning, we were told about the sport-tuned suspension setup and improved steering feel. Ten minutes later, we found ourselves blasting up the gorgeous roads of Palomar Mountain, the sort of roads where you're exiting one turn and setting up for another at the same time. You really dream about being in something like a Mazda MX-5 Miata here. And on an uphill ascent like this, a car's engine, transmission and steering really get a workout.

The GT uses the same 1.8-liter inline four-cylinder engine as the Elantra sedan, good for 148 horsepower at 6,500 RPM and 131 pound-feet of torque at 4,700 RPM. Those are perfectly adequate numbers for the 2,919-pound six-speed manual-equipped hatch. In fact, the Elantra GT has the best power-to-weight ratio of any five-door in the compact class.

But here's the thing: None of that really helps when the engine can't get its power to the wheels. Going uphill like this, the 1.8 feels absolutely gutless below 4,000 RPM, and the ratios for second and third gears aren't well-matched. You'll be pushing 6,000 RPM in second, shift into third, and you're back below 4,000, completely out of the powerband.

Luckily, the six-speed manual transmission is well-sorted and a friendly companion for lots of shifting action, with a good amount of feedback built into the clutch and a throttle that hasn't been tuned to deliver all of its power at initial tip-in. We've driven some truly terrible manual setups from Korea, Inc. before (Kia Forte, anyone?), so this more engaging setup is a welcome change of pace. If manuals are your thing, you'll be happy to know that you can still spec the stick in even the highest of Elantra GT trims.

Power issues aside, a drive like this allowed us to really test the full capabilities of the steering and suspension – two big wins for the Elantra GT. For the first time ever, Hyundai has employed a driver-selectable steering system, with Comfort, Normal and Sport modes on offer. Of course, we've tested wishy-washy versions of systems like this in vehicles like the 2013 Lexus ES, but here in the Hyundai, there are noticeable differences between the action of the different modes – "Sport" doesn't just mean that a false sense of weight/feel was added to the steering effort.

This is the sort of steering feel we wish were standard across the Elantra board: good on-center feel with plenty of feedback, though a slightly quicker steering ratio would be welcome. Still, for a company not known for great steering feel – especially when incorporating electrically assisted setups – this is a huge step forward.

When asked, Hyundai officials told us that the selectable steering would only be offered on the Elantra GT for now, simply so the automaker can gauge customer reaction. Based on our experience, we certainly hope it spreads throughout the lineup.

The suspension felt surprisingly well-sorted here, too. Of course, there's a slight bit of body roll during tight cornering and the front-wheel-drive setup incorporates safe, yet predictable understeer when really pushing, but all-in, it's exactly what we expected. Hyundai tells us that the i30's MacPherson front and torsion-beam rear suspension was tuned specifically for American markets (read: softened), but even so, it's perfectly capable of handling a bout of spirited driving while remaining comfortable and solid on highways and city streets.

A quick mountain climb isn't the best way to judge the Elantra GT's dynamics. After heading back out onto the road, we were faced with less-engaging roads, the sort of stuff that the majority of drivers will experience day in and day out. Here, the Elantra's powertrain woes weren't nearly as noticeable. Sure, it still feels sluggish while revving low in a gear, but there's ample get-up-and-go off the line and the engine soundtrack doesn't sound wheezy and strained. And as much as we enjoy the Sport steering mode, it's really nice to be able to click it into Comfort and lighten up the steering rack for parking lot maneuvers.

We must remember, too, that the GT's engine and transmission are tuned to offer good fuel economy above all. With either the six-speed manual or automatic transmissions, the five-door will achieve 39 miles per gallon on the highway. Very good stuff there, though in the city cycle, you'll only be hitting 27 or 28 mpg, depending on your transmission choice.

There have been rumors of Hyundai offering a version of its 1.6-liter turbocharged inline four in the Elantra GT, and we'll be crossing our fingers and toes that this comes to fruition. Even with a bit of detuning, some more low-end thrust and better gearing would easily make this hatchback one of the best-driving cars in its class.

The 2013 Elantra GT is making its way to Hyundai showrooms as you read this, priced from $18,395, not including $775 for destination. The six-speed automatic will set you back an additional $1,000, and there are only two options available – a style pack that includes 17-inch alloy wheels, a panoramic sunroof, leather seating surfaces and a handful of other goodies ($2,750), and a navigation pack that adds, well, sat-nav, along with a backup camera, automatic headlamps and automatic climate control ($2,350). Check every box and you'll be spending $25,270 out-the-door.

Hyundai only expects the GT to account for maybe 20 percent of Elantra sales, but from where we sit, it stands to gain more traction. The American market is warming up to hatchbacks now more than ever, and since this eye-catching new five-door already has the Elantra's strong credentials riding along with it, it's a far better offering than the Touring it replaces. The Elantra sedan indeed put the entire compact class on notice, and with the addition of this more functional GT, Hyundai is further cementing its place as a class leader. 

Article and image courtesy of AutoBlog.

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[VIDEO]: Genesis Coupe, Model Update 2.0

Video courtesy of Hyundai's Youtube channel.

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Your Monday Maintenance Tip: Got a rock chip, crack, or ding in your windshield? Bring your car to a windshield repair shop. For far less cost than replacing the windshield, they can fix chips and cracks, even quite long ones. The repairs not only keep the chips and cracks from spreading and restore structural integrity, they also improve clarity.

Your Monday Maintenance Tip courtesy of Reader's Digest

[Inside Line]: 2013 Ford Mustang V6 vs. 2013 Hyundai Genesis Coupe Comparison Test

"Is that a GT 5.0?"

"Nope. It's a V6," we said. And then, as if we had just filled his gas tank with fairy dust, Mustang guy turned around, looked at the ground and walked away. No words. No smile. He just left.

Ford's V6 Mustang, you see, isn't an aspirational car. Never has been. People wind up in the paltry pony car as a hand-me-down or settle on it when desirability and prudence collide. And, as this gas station encounter proves, it's still saddled with the weight of that reputation.

But it shouldn't be.

Coupe Clash
In 2011 everything changed for the Mustang V6. The insertion of a modern 305-horsepower V6 under the hood, a 29-mpg highway rating from the EPA and a functional performance package began a profound transformation. The addition of revised styling and some interior tweaks this year redeemed the 2013 Ford Mustang V6 even further. It's now a real contender in the sparsely populated $30,000 sport coupe segment. It's taken some time, but the minor-league Mustang is undeniably interesting.

So much so that it bears comparing to the 2013 Hyundai Genesis Coupe, a car that not long ago — and with 42 fewer horses — toppled the far more costly Infiniti G37 Coupe in a battle of value and performance. For 2013, the Genesis Coupe further increases its value proposition with a revised powertrain and new styling.

The Value Equation
Speaking of character, Ford calls the paint color on this 2013 Mustang V6 Premium "Gotta Have It Green." It's a polarizing hue but it attracted Mustang guy like a gold digger to the Facebook IPO. It also cost $495 and is one of four options on this test car. Also present are the $1,995 Performance package, $695 reverse sensing system and Security package and $650 Comfort package. In total, Ford asks $30,830 for this Mustang.

For that sum you get the aforementioned 3.7-liter, 305-hp V6, which churns out 280 pound-feet of torque at 4,250 rpm on 87-octane fuel. Also present are a real limited-slip differential (no brake differential here, thank you) and 19-inch wheels wrapped in 255/40 Pirelli P Zero summer tires.

At $33,875 the 2013 Hyundai Genesis Coupe 3.8 Track offers similar hardware without any options. Standard equipment includes 19-inch wheels and Bridgestone Potenza rubber. A Torsen limited-slip differential and four-piston front and rear Brembo brakes are standard.

The Genesis Coupe 3.8 Track comes with Hyundai's updated-for-2013 3.8-liter V6 which is now good for 348 hp and 295 lb-ft of torque on 91-octane fuel. Power and torque are diminished by 4 hp and 3 lb-ft on 87 octane fuel.

Get In. Drive
Settle in, find a rhythm and it won't take long to discover that the Genesis is both the quicker and more dedicated tool for dissecting any road. Largely, this is down to its more sophisticated suspension, stronger power plant and lower stance.

The speed difference, however, isn't as substantial as the chasm that emerges in our confidence during aggressive driving. Drive both cars over the same road at the same pace and you'll come away from the Genesis far less aware of your own mortality. Its better damping and body control are a blessing. And if the going gets even remotely rough, the Mustang's axle begins to show itself for what it is: heavy and old.

Set the Mustang's adjustable steering weight to Sport and steering effort is similar in both cars. We don't love the steering feel in either car, but response in the Genesis is quicker and more intuitive. There's less urgency just off-center and a better sense of control when probing the limits of its chassis.

Work the upper reaches of the tachometer and there's no ignoring the Korean coupe's 43-hp advantage. Despite its peak torque arriving a few hundred rpm higher in the rev range, the Genesis leaves slow corners with more punch. More importantly, it encourages hard driving rather than merely tolerating it. If you're buying one of these cars for back roads, pick the Genesis.

Data Dump
These impressions manifest themselves in our instrumented tests, where the 2013 Hyundai Genesis Coupe also produces better numbers. Its 68.5-mph slalom speed is a full 2.4 mph faster (68.5 mph vs. 66.1 mph) than the Mustang, which protests with awkward transitional response on the less-than-smooth course. Lateral acceleration is nearly a wash, but again the Genesis ekes out a slight advantage despite its smaller tires (0.88g vs. 0.87g).

When it comes to getting down the road, the 2013 Ford Mustang V6 is quick, but its 5.7-second run (5.4 seconds using a 1-foot rollout as on a drag strip) to 60 mph is a few clicks behind the Genesis Coupe's 5.4-second time (5.1 seconds with rollout). The gap narrows some at the quarter-mile, where the Genesis produces a 13.8-second pass at 102.0 mph to the Mustang's 14.0-second run at 100.3 mph.

Braking performance, though, falls easily in the Mustang's favor, which is ironic considering the hardware that's stopping both of these cars. With 13.4-inch front rotors and fixed four-piston Brembo calipers, the 3,533-pound Genesis should easily provide more thermal capacity and better brake feel. But it's the 3,526-pound Mustang's 12.4-inch rotors and two-piston sliding calipers that produced better pedal feel and consistency.

Only 2 feet separate the coupes' 60-0 stopping distances (112 feet Mustang, 114 feet Genesis), but after five consecutive stops, the Genesis showed significant pedal fade, which never materialized after six stops in the Mustang.

Daily Living, Daily Driving
Reality says that practical matters will weigh into the purchase decision of any buyer shopping this segment. And it's here that the Mustang's ease of use and practical shape give it an advantage. Simple things that any automaker should get right are mostly right in the Mustang.

Its electronic throttle is honest, its clutch take-up is consistent and intuitive and its brake feel is surprisingly good. The Mustang offers upright seating, a bigger greenhouse, more rear-seat headroom and a bigger trunk than its Korean competitor. What's more, its split-folding rear seats provide better usability than the Genesis' single-folding seat.

The Mustang feels bigger than the Genesis and in every dimension except wheelbase, it is. This, of course, means the Mustang has longer overhangs, which you can feel every time you corner this pony. But it's also a straightforward machine to operate. It moves away from a stop with ease, steers with more precision than most American cars and embraces drivers who don't concern themselves with rigorous apex clipping. There's value here not because it's simple, but because it's easy.

The Genesis, in contrast, demands your constant attention. Its neediness is a product of an unnatural throttle calibration, which requires thoughtful clutch/throttle work, millimeter-precise pedal movements and perfect timing. And that's not what we want every time we go to the store. In fact, this car lacks the performance to merit such attention, especially considering the number of quicker machines that don't come with those compromises.

Consider the Inside
Each car's character is as conspicuous from the driver seat as it is from the outside. Waistlines, in both cases, are high — at least for those of us who aren't tall in the torso. But the Mustang's muscle car roots mean a more traditional packaging of controls and instruments set at right angles to the driver. The Genesis envelops its driver in a GT-style cockpit where most controls and gauges are driver-focused. Hyundai's coupe is more contemporary, but Ford does a good job of modernizing the Mustang's retro theme into full functionality.

The Hyundai's seats are narrower, harder and provide more lateral support, yet they're not so firm as to punish one's backside on long drives. Both cars offer heated front seats.

Ford and Hyundai have demonstrated solid progress in material and assembly quality in the last five years, and the evidence is on display in both cars. Each offers an interior finish on par with its price. Accordingly, noise at 70 mph is nearly identical between the two.

The Take-Away
When it comes to the qualities we think are most important in this class — character, speed and value — the Genesis Coupe wins. Certainly, its drivability quirks are annoying, but they are limitations we'd work around in exchange for its strengths.

Even so, the 2013 Ford Mustang V6 is a solid choice. There's value in its practicality and ease of use that the Hyundai can't match. Plus, it's still reasonably quick. And if you're not concerned with performance minutia, then it might feel just as fast. At the very least, it's deserving of a second look even if it doesn't have the "5.0" badge on the side.

But the strengths of the 2013 Hyundai Genesis Coupe are many: a superior powertrain, better suspension, more rewarding at-the-limit behavior, and — in our eyes — better looks. Also, the 3.8 Track trim level comes with Hyundai's intuitive touchscreen Nav Traffic system, keyless entry/start and automatic climate control. So, yes, you'll pay more, but you'll also get more. And in this fight, getting more wins every time.

Article and image courtesy of Inside Line.

Low Lease Special on 2012 Hyundai EQUUS Ultimate models

2012 Hyundai Equus Ultimate: $735.36 per month for 36 Months with a $0.00 * down payment. Offer ends 07/31/2012.

* PRICES EXCLUDE: destination and handling fee as well as applicable; governmental fees, taxes, dealer Processing Fee and dealer installed equipment. Restrictions apply.

Call us at 571-748-4466 for complete details.

Team Hot Wheels: Wall Riders

Have you ever imagined the gravity-defying stunts in our Veloster? Check it out!

Video courtesy of Hyundai News.

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If accordions can get a month, fuel efficiency should too.

There seems to be a day or month devoted to just about everything. Except fuel efficiency. Hyundai thinks little things, like improving your MPG, can help make a big difference. That's why Hyundai wants to get fuel efficiency in the national spotlight by making August "National Fuel Efficiency Month."

Video courtesy of Hyundai's Youtube channel.

Your Monday Maintenance Tip: Put your car on jack stands during long-term storage

Preserve your car during long-term storage by putting the vehicle on jack stands to take the weight of the vehicle off the wheels and tires.

Your Monday Maintenance Tip courtesy of Reader's Digest.