2010 Hyundai Sonata Gls on 2040-cars

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2019 Hyundai Nexo fuel-cell debuts in California by year’s end

Hyundai will make its 2019 Nexo hydrogen fuel-cell crossover available in California by end of the year, and while it still hasn't announced pricing, it said the vehicle will be sold at Hyundai dealerships in Van Nuys and Tustin in Southern Cal, with a San Jose dealer coming online in early 2019. Read Autoblog's Quick Spin review of the 2019 Nexo here. The Nexo is the replacement for the Tucson Fuel Cell, which it leased to customers and use to log testing miles in 18 countries. Considered the second generation of Hyundai's fuel cell car, the Nexo boasts an estimated range of 380 miles, 115 more than its predecessor, in the Nexo Blue trim, with an estimated MPGe of 65 miles in the city, 58 on the highway and 61 combined. The Limited model offers a slightly more, uh, limited driving range of 354 miles and an estimated MPGe of 59/54/57. The EPA has yet to publish official fuel-economy ratings. Power and acceleration are also improved to 161 horsepower and 291 pound-feet of torque. Hyundai developed the Nexo on its own dedicated architecture, which it says weighs less (though how much is not known), offers an improved power-to-weight ratio, and delivers a 20 percent faster 0-60 mph sprint time at a not-particularly blistering 9.5 seconds over the Tuscon. Despite the three hydrogen tanks, they take up less total space than the Tucson FCEV, so rear cargo volume is increased by nearly 6 cubic feet to 29.6 cubic feet, with the battery relocated to the trunk. The Nexo is also longer by 10.3 inches and wider by 1.5 inches, with a longer wheelbase, though it's shorter by 1 inch. Overall power increases to 135 kilowatts, with a slightly less energy-dense fuel cell but a battery pack that jumps by 16 kW to 40 kW. The Nexo also gets a host of driver-assist technologies, like forward collision-avoidance assist, high-beam assist and what it calls remote smart parking assist, which enables the car to autonomously park or retrieve itself from either a parking space, including parallel slots and rear-first parking spaces. Related Video:

Hyundai patenting speed bump detection

Often patents are more about solving a small, annoying problem than really taking on the big issues. Take Hyundai's recent filing for a system to detect speed bumps, for example. Other than teens with a fresh license and ground-scraping supercar drivers, no one really sees spotting these traffic-slowing devices as the bane of their existence. However, the Korean automaker is out to make driving just a little more convenient for everyone with this tech. The Hyundai patent combines several pieces of currently available technology in a new way. GPS, a camera, and multiple sensors identify an oncoming speed bump, and they then measure its height, width, and curvature. With that info, the software calculates the appropriate speed to drive over the hump. If drivers are going too fast, then a warning message tells them to slow down. The patent is a straightforward solution to a problem that doesn't seem to really exist for many drivers. However, while Hyundai makes no mention of this in the documents, this tech could be extremely useful for applications in autonomous vehicles. All the system would need is the additional ability to slow itself automatically, and the driverless car could potentially handle a speed bump just as well as a human.

2019 Hyundai Veloster N First Drive Review | Naughty and Nice

NuRBURGRING, Germany — The N in the 2019 Hyundai Veloster N's name supposedly represents Hyundai's R&D base back in Namyang. For the excuse to visit Germany I'm glad N also stands for Nurburgring, the track on which it was honed and symbolic of the car enthusiast culture it wants a piece of. Because here in the Eifel mountains it feels like a permanent party for gearheads. The parking lot where you access the Nordschleife for the legendary "tourist laps" is buzzing with cars from every corner of Europe. The air around the track is thick with barbecue smoke, hot brakes and adrenaline, high-performance engines echoing across the rolling landscape long after the track has shut down for the day. It's a heady atmosphere, and exactly the spirit Hyundai wants to capture for an American audience in the Veloster N. The man tasked with doing that is Albert Biermann, recruited from an equivalent job at BMW M for his instinctive understanding of what enthusiast drivers want. Proof of that is evident in the number of M2s and M3s you see pounding the Nordschleife tourist sessions. Hyundai is clearly hoping he can channel that expertise into its own products. He makes the right noises about the brand's home being in Korea, but on a sunny evening in the German countryside with a pilsner in hand, it's clear this is his comfort zone and N most definitely stands for Nurburgring. Next day we're out on the track itself, the exit from the pit lane so abrupt I've barely selected second gear before filtering out onto the Nordschleife. I've bagged first place in the train of cars behind an instructor in an i30 N, the Elantra GT relative that launched the performance brand to the European market last year to critical acclaim. And I'm determined to make him work for his lunch. They might have a different look and distinct chassis tuning, but the i30 N and its Veloster cousin are pretty much interchangeable in terms of hardware. Like all N products, the Veloster N will be manual-transmission only for the near future, partly out of deference to enthusiasts and partly out of lack of a suitable in-house gearbox. And they have the same 2.0-liter twin-scroll turbocharged engine driving the front wheels with 275 horsepower and 260 pound-feet of torque. That's a big jump from the 201-hp, 1.6-liter Veloster Turbo Ultimate and puts it square between the Golf GTI and all-wheel-drive R, which is no accident given Volkswagen's performance products are the benchmark Hyundai needs to exceed.