Hyundai Genesis Coupe 2dr 2.0t Auto Low Miles Automatic Gasoline 2.0l Dohc Mpfi on 2040-cars

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Luc Donckerwolke steps down as head of Hyundai Group design

Automotive News got hold of "an internal note" declaring that Hyundai Group design chief Luc Donckerwolke is stepping down today for "personal reasons." After ex-Volkswagen Group pen Peter Schreyer took over Kia design in 2006 and began the South Korean automaker's renaissance, Donckerwolke became the next VW Group design emigre to head east in 2015. He began his tenure in charge of Hyundai and Genesis, then took over as group design head when Schreyer stepped back from day-to-day operations in November 2018. Donckerwolke pushed for emotional products and brands that didn't look like different-sized versions of one another, dividing the trio of company makes into sexy and sporty Hyundai, young and cool Kia, and haute couture Genesis. Two of the three brands are on their way. Kia's got some top products but is still tweaking its formula.  The Belgian's design resume stretches back to his first job at Peugeot in 1990, where he stayed for two years before moving to Volkswagen. That's where things get good, a 23-year run including work on the first-generation Skoda Octavia and Fabia, the Audi A2, A4 Avant, and R8 Le Mans race car, the Lamborghini Diablo VT, Gallardo and Murcielago, and the Bentley Flying Spur among many others. Credits at Hyundai include the Kona and Palisade, and at Genesis, the G80 and G90 sedans and the GV80 crossover. Considering Donckerwolke's background, it's no surprise to hear he opined for a Genesis supercar within a year of arrival at Hyundai, and had ideas about what he wanted to do. He said at the 2016 New York Auto Show, "I won't reveal the secret now because it's still my baby! Obviously, yes, this is part of the interest of designing a brand, being able to create [supercars]. It's not just something which we'll do, let's say a rational traditional project, but there will be some highlights." It's too bad we'll miss that. Hyundai Group bosses won't name a successor yet, leaving SangYup Lee as head of design at Hyundai and Genesis and Karim Habib, the ex-BMW and ex-Infiniti designer hired last year, in charge of Kia design. Donckerwolke issued a statement that read in part, "It's been an honor and privilege to contribute to the shaping of the future of Hyundai, Kia and Genesis.

Hyundai Prius-fighting hybrid spied wearing new camo

Hyundai's engineers certainly don't want the public to see its upcoming dedicated hybrid model in several of these new spy shots, but the company can't deny that the machine is on the way. These test cars were first spotted last summer as Prius-like five-door hatchbacks. However in these photos and the second set, it would seem that the model has morphed into a more sedan-like shape similar to the Chevy Volt. Unlike the last time we saw this car during arctic testing, the vehicle no longer is covered in plastic concealment. That obfuscation has been replaced with a very effective camo pattern on everything but the roof, and in several photos, workers are actively standing in the way of the spy shooters' lenses. Beyond the whole model's general shape, there are a few details to pick out, though. You can easily spot the outline of the brand's hexagonal grille up front. There appears to be a rather complicated air dam design there, too. In profile, the shape of the rear hatch creates an integrated spoiler at the back. While the camouflage makes it very hard to tell, we don't see a plug-in port on this example. According to our spies, this test car was being driven with a slew of other electrified models, including a BMW i3, Nissan Leaf, Volkswagen e-Golf, and Kia Soul EV. Given that group, perhaps the engineers were specifically benchmarking the electric performance for this outing. Earlier reports suggest that Hyundai's latest hybrid could debut in the second half of 2016. Power reportedly comes from a 1.6-liter four-cylinder with hybrid assistance and a lithium-ion battery. Plug-in and five-door hatchback versions are also rumored.

2019 Hyundai Veloster Turbo Quick Spin Review | Now with actual 'velo'!

Hyundai finally seems to be figuring out driving dynamics. You know, suspensions that don't become flummoxed after hitting a mid-corner heave. Steering that does more than simply exist. A general driving experience that you may actually remember. Indeed, I'm going to remember the 2019 Hyundai Veloster Turbo, the latest Hyundai group car to demonstrate newfound dynamic talents. Fully redesigned, it picks up its predecessor's funky mantle, bringing over its unique three-door count and unusual hatchback rear, but actually satisfies the "velo" bit of its name. The old car was a dud, this one is not. Well, at least in Turbo guise, as no amount of chassis improvements can make the base 147-horsepower version go anywhere with immediacy. The Turbo packs Hyundai's 1.6-liter four-cylinder with 201 horsepower and 195 pound-feet of torque. That's pretty much equal to the Honda Civic Si Coupe, as is its curb weight of 2,899 pounds. Though it doesn't sing the same melodically mechanical song as the Honda's, the Veloster's turbo four-cylinder nevertheless delivers a satisfying punch. It responds and feels like it belongs in a vehicle with sporting intentions. On a mountain road, the new Veloster is capable, poised and legitimately fun. When completing my local mountain road evaluation route, I was compelled to turn around and run it again — the usual indication of a dynamic job well-done. This handling boon also doesn't come at the expense of ride quality. Sure, it's on the firm side, but it's also not crashy or tiresome relative other sporty compact cars. I'd be curious to try it with the Veloster Turbo R-Spec's manual transmission, though, as the regular Turbo's seven-speed dual-clutch automated manual lacks the precision and smarts of VW's DSG and other such transmissions. In Smart or Sport mode, it's not quick enough to respond to throttle or braking inputs, let alone anticipate the need for them. In manual mode, the engine oddly hangs onto revs when upshifting. The tachometer drops down to a lower rev count, but the engine continues to sing for a split-second. It's unusual. Though this transmission performed well enough in a compact crossover like the Kona, a wannabe hot hatch like the Veloster might be asking too much. That, however, is not why the Veloster ultimately left me cold. While it excels on a mountain road, it is merely OK everywhere else. It just isn't alive and involving enough to make mundane drives a joy — much as a Civic Si or VW GTI can.