2011 Hyundai Tucson Gls Sport Utility 4-door 2.4l on 2040-cars

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This is the Genesis I've been waiting for

In November Hyundai finally confirmed everyone's years long suspicion and announced the creation of its own global luxury brand, naming it the obvious choice, Genesis. The press release revealed a few important details, the biggest probably being that six models will be under the new brand by 2020. We can already account for at least two of these models as newly branded Equus and Genesis sedan models (possibly the coupe as a third) but we are left wondering for the rest. There is a strong argument for the Azera, as it was recently cut from Hyundai's line-up and the obvious choice of bringing in some ever important crossover models, especially while remembering the Veracruz experiment. The newly minted luxury name adds another player to an ever crowded high-end market, but a growing one, where there is room for deviation from the pack. Can Hyundai fill that niche and crack a historically expensive market to enter? I think so. Part of the Genesis plan is in crafting a proper luxury buying environment, what it calls its "hassle-free customer experience." It is unclear if this will mean fixed market pricing and no-negotiating terms but we can certainly draw that conclusion. As much as consumers claim they don't want to hassle, past attempts at fixed pricing have had mixed results. Though, with the emergence of Tesla as a real luxury contender using that kind of pricing model, maybe it's something thats time has finally come. When Hyundai introduced the Equus to the American market they placed an emphasis on the customer experience, requesting that each Equus qualified Hyundai dealership assign an "Equus Champion" to specifically handle all Equus inquires and follow a meticulously designed sales process. This salesperson had to take extra online training and pass multiple choice tests to maintain their position to sell Equus. Hyundai knows that customers buying a $60,000 vehicle expect a different experience than those buying a $30,000 one. The former group is more in tune to the concierge experience, a complete envelopment of the buyers attention and needs. Hyundai achieved this with personal on call attention from the Equus Champion, who went so far as picking up the customers vehicle well after purchase, dropping off a Genesis sedan loaner, and taking care of the entire vehicle service process (included free of charge of course) without barely any customer involvement.

2013 Hyundai Veloster Turbo: Introduction

The Hyundai Veloster is indeed an automotive oddball, and that's part of the reason why we're so drawn to it. Even in base form, the Veloster is a cleverly packaged little wonder that's bursting with personality, and with the added grunt and visual aggression of the Turbo model, there's a lot to talk about.
Despite not really fitting into any one specific vehicle segment (unless you dump it into the all-too-vague "compact" class), the Veloster Turbo looks really good on paper, to say nothing of how it looks on the street. It's certainly a head-turner, and we're intrigued by the overall package of an oddly shaped three-door (or four-door?) with some forced induction motivation.
We've had a lot to say about the weird little Hyundai in the past, and we don't see the conversations about this car ending anytime soon. Thus, we've welcomed a matte gray example into the Autoblog long-term garage for one year of testing. This should definitely be interesting.

Hyundai i30 N, so probably Veloster N, to get dual-clutch transmission

Hyundai's N Performance division broke out of the starting gate with the i30 N in Australia, fitted exclusively with a six-speed manual transmission. Our first taste of a South Korean blue wonder will be the Veloster N launching later this year, and it also comes with that single gearbox. Hyundai executives told Australian site Car Advice an eight-speed dual-clutch transmission is on the way, but that it won't join the party until late 2019. That means we could see it in the Veloster around then or a little later, and it might portend future developments for the go-fast lineup. The in-house unit will be all-new, not a rework of the seven-speed EcoShift dual-clutch in the Veloster Turbo. It isn't clear whether the seven-speeder can handle the 279 pound-feet of torque in the top-spec N cars when on overboost. According to N Peformance boss Albert Biermann, the new eight-speed, wet-clutch, paddle-shifted gearbox has already been tested in the Kia Sorento diesel, which has 325 lb-ft of torque, and the 380-horsepower RN30 concept car. Ultimately, it will serve vehicles across Hyundai and Kia ranges. Although late introduction of a dual-clutch has been the plan all along, a Hyundai exec admitted "sales limitations" in offering a manual exclusively. Every prime rival offers dual-clutch transmissions. But Hyundai believed that it needed to appeal to the Euro hot-hatch purists first, and we can't blame it. The long delay between launch and DCT availability does raise questions and possibilities, though. Every N model unveiled so far sends all power to the front wheels because, according to Biermann, "Without a high amount of power there is no need to go to all-wheel drive." The introduction of the beefier eight-speed DCT that's ready to deal with at least 380 hp and 325 lb-ft could open up the way to even more powerful N versions and all-wheel drive, which has the potential to create real parity with segment rivals. Car Advice also reported that Hyundai Australia will cover track use in the five-year warranty on the i30 N. We'll wait to see if that line-item makes it to the U.S., but after the dual-clutch woes suffered by competitors like the Volkswagen Golf R and Ford Focus RS, such reassurance could go a long way with buyers. Eventually. Related Video: