News

• Hyundai claims it has created the world's first Continuously Variable Valve Duration (CVVD) engine technology, which it says increases engine performance by 4 percent and efficiency by 5 percent.
• The first application will be in the company’s Smartstream G1.6 T-GDi inline-four engine, which makes 180 horsepower and 195 lb-ft of torque and is expected later this year in the new Sonata Turbo in the home market of South Korea.
• Continuously Variable Valve Duration (CVVD) stretches or shortens the time the intake valves are open, depending on engine speed and load.

Engine building is an exercise in balancing efficiency with power. Much of that compromise involves the camshafts, which control the air that flows in and out of an engine’s cylinders. To minimize the trade-offs between competing priorities automakers use systems that are by now well known-variable valve timing, variable valve lift-and now Hyundai is announcing something new: variable valve duration. Hyundai calls the technology Continuously Variable Valve Duration (CVVD) and claims an increase in performance of 4 percent with 5 percent better efficiency, along with a 12 percent improvement in tailpipe emissions. The system works as a complement to existing variable-valve-timing systems, not as a replacement. It's just one more invention to make engines instantly able to adjust to any operating condition, and probably the final step short of a camless engine.

So what's going on here? First, let's back up to the basics for the uninitiated (experts skip ahead two paragraphs). Each piston in a four-stroke engine goes down, up, down, up-four strokes-in every combustion cycle. That's intake, compression, combustion, and exhaust. In simple terms, the intake valve(s) need to be open at the right time to pull air in, and the exhaust valve(s) need to be open to push those hot, post-combustion gases out to start the cycle all over again. In actual practice, the valves open at different times throughout the four-stroke cycle and even overlap at times.

The valves are pushed open by the eccentric lobes (think egg shaped) of a camshaft at a specific point in a 360-degree rotation. Adjust the shape of the camshaft lobe, and you can change when, how far, and how long a valve opens. The problem is that valve timing that works for high-rpm performance running might not work very well for idling or low-rpm cruising. Enter variable valve timing, which helps get closer to the best of both worlds.

Here’s a more detailed explanation, but the general idea uses a form of rotational black magic (cam phasing) to advance or delay the valve timing. Variable valve lift gets even more complicated.

Variable valve duration is not necessarily less complicated than variable timing or lift, but VCCD is an elegant solution. It works, as best as we can tell from patent drawings and Hyundai’s promotional video, with a rotating adjuster with a slot in the middle. The variable duration adjuster moves up and down, and shifts the contact point of the cam lobe. Where the duration adjuster is moved determines how long a valve is open.

The benefit is that you can have a long valve duration during low engine speeds and loads, allowing plenty of time for the air to enter the cylinder. At higher speeds, a short duration maximizes compression and thus power. Speaking of compression, VCCD can also be used to change the effective compression ratio, similar to how variable-valve-timing systems can close the intake valve late and effectively switch between Atkinson-cycle and Otto-cycle operation.

While the 1.6-liter debut of VCCD only uses adjustable duration on the intake valves, Hyundai’s patent applications state the system is not limited to a single camshaft. As this is a new derivative of the Gamma engine, used across the Hyundai and Kia lineups, it’s likely to see widespread use. Hyundai has not announced when we'll see this technology in the United States, however, or which vehicles will get the new engine.

Looking for a luxurious three-row crossover SUV? You might want to seek out a second mortgage while you’re at it. Many high-end manufacturers ask more than $70,000 for their most basic options. But you shouldn’t spend big dollars on a luxury-badged crossoverbased solely on brand power. At the very least, you should also check out more mainstream options like the new Hyundai Palisade, which is a competent, comfortable, near-lux three-row that won't break the bank.Sure, the Palisade isn't what we'd call “conventionally attractive,” but at a minimum, Hyundai deserves credit for taking a risk. The Palisade looks unique, and it’s almost pretty in the top-tier Limited trim. Almost. Overlook the oddly shaped, thickly framed cascading grille – the only feature we're not totally fond of – and you’ll see the Palisade has more appealing angles.

The slim upper LEDs, which act as both running lights and turn signals, give way to square lower lightboxes (dubbed “Crocodile Eyes” by designers). The combination looks aggressive. Separated by a thin piece of the front body panel, the two housings interlock via an LED running light that extends from the right-hand corner of the upper housing into the left side of the larger, lower box. The headlights, like those in the Kia Soul, make up the lower portion of the fixture, oddly enough.

The floating roof accent, while not itself uncommon, looks exceptionally stylish here and helps the side profile stand out. The inclusion of additional glass visually expands the rear greenhouse from the exterior, making the Palisade look airier. A silver trim piece wraps around the front two side windows, sinking into the sheet metal just shy of the third row, and accents the front two windows.

We appreciate the Palisade's unconventional exterior, but we like Hyundai's conventional cabin styling more. The long, vertical dash flows neatly across the front of the vehicle. Lined by high-quality materials like matte-finished wood, soft leather, and some shiny plastic, the top-trim Palisade Limited (with all the options) feels like an entry-level luxury vehicle, even though it wears a Hyundai badge.

The silver-painted center console, littered with dials, switches, and an unnecessarily convoluted button-operated gear selector, separates the two front leather seats down the center. Lift the lid of the storage compartment, located behind the shifter, and it hides a space large enough for cell phones and keys, not to mention a Qi wireless charging tray and a USB port. Open the larger center console and there's more room still. The deep tub (also equipped with a USB port) might be large enough to hold an iPad Mini. The Palisade has impressive organizational skills.

Opt for the eight-way adjustable quilted Nappa leather seats on the Limited model (the less-expensive leather on SE and SEL trims isn't as nice). You'll thank us. These units look superb in the bright white cowhide and are extremely comfortable. The third row is tight, but it’s more usable than most in this segment thanks in part to the Palisade's 196.1-inch length (a three-inch increase over the outgoing Santa Fe XL). The rear bench isn’t pinned to the floor, the large rear window reduces feelings of claustrophobia, and with a USB port and cupholder on either side, it’s a perfectly fine seating option in a pinch.

Motivated by a 3.8-liter V6 engine producing 291 horsepower and 262 pound-feet of torque, the Palisade has power. On the steep mountain roads of northern Idaho, it offered enough oomph to move the 4,300-pound crossover uphill without a struggle. The automatic gearbox ticks through its eight gears decisively, while the optional HTRAC all-wheel-drive system provides tons of grip on the pavement (and the dirt, too, as we found out). Compared to its Kia Telluride cousin, the Palisade’s ride is better tuned, and thus more refined, resulting in a bit less body roll. The Palisade also has better steering feel due to its weightier tiller, which, inspires more confidence in the corners. And even while riding on optional 20-inch wheels (18-inch wheels are standard), the Palisade's suspension is absorbent, soaking up rocky roads with relative ease.

Palisade has a few different driving modes. Sport mode makes things interesting by tightening up the steering with additional weight (maybe too drastically) while also improving the responsiveness of the throttle at tip-in. Snow mode, on the other hand, limits dramatics, dulling throttle response, transferring torque to the tires that need it most, and relaxing steering weight in pursuit of grip. With an ambient temperature of 65 degrees Fahrenheit during our time with the Palisade, we quickly discovered that Snow mode acts as a makeshift dirt mode instead. A moderate gravel course with the occasional bump confirmed Snow mode’s grippy abilities.

Jutting up from the dash, the optional 10.3-inch touchscreen looks stunning (SE and SEL models get an 8.0-inch screen standard). The graphics of the infotainment system are crisp and clean, and Apple CarPlay and Android Auto come standard throughout the range, as does Hyundai BlueLink in the Limited model. BlueLink adds features like remote start, remote lock and unlock, and Apple Watch and Amazon Alexa connectivity.

But the home screen of the infotainment system is neither easy to navigate – due to its complicated layout – nor simple to access, because there's no tactile home button on the dash. The home screen is customizable, at least, making for quick accessibility to preferred features. But plugging your phone in to use Apple CarPlay or Android Auto is a much simpler solution. And using the standard steering wheel controls with the optional 12.3-inch digital instrument cluster (standard on the top-range Limited trim) alleviates some of that frustration.

Switch the left or right turn signal on, and a mirror-mounted camera displays a view of the Palisade’s blind spot into the appropriate side of the digital instrument cluster. It makes changing lanes simpler and safer. And though it's similar to Honda's LaneWatch system, Hyundai's setup stands out due to its front-and-center positioning of the video feed (Honda’s is in the center console), and crystal clear video resolution.

Safety equipment like automatic emergency braking, blind-spot monitoring, rear cross-traffic alert, and parking assist sensors come standard throughout the Palisade range. But the Limited trim is loaded with more active safety kit, including “Highway Drive Assist,” essentially a fancy term for radar cruise control paired with a lane centering system. Think, a dulled version of Nissan ProPilot. It works wonderfully, for the most part, without ping-ponging from one side of the lane to the other.

For all that's mentioned, the Hyundai Palisade is a big step up from the Santa Fe XL it replaces, and a serious competitor in a crowded class. Love it or hate it, the Palisade looks unique. And with a long list of standard features, including advanced tech, better safety, impressive dynamics, and most notably, near-luxury comfort, Hyundai’s new three-row could be the break-out hit the brand’s looking for.

Source: motor1.com

Pulling out of the 123-story Lotte World Tower into the crush of Seoul’s morning traffic in the 2020 Hyundai Sonata, the striking symbolism isn’t lost on me. The 1,819-foot tower is new, the fifth-tallest building in the world, and the tallest in Korea. This engineering marvel symbolizes the dramatic progress Korea has made in a short time just as the eighth-generation Sonata that will land in the U.S. later this year represents the dramatic leap Korea’s largest automaker has made in the automotive industry.

The 2020 Sonata isn’t just a good Korean car, it’ll tango with the best of the mid-size segment. It has a few strong cards to play to make it competitive. First, and most noticeably, is the styling. It’s stunning, and photos don’t quite capture the presence the Sonata has in person. But it’s also more dynamic, and it will feature a range of engines to satisfy a variety of buyers.

A 2.5-liter naturally aspirated inline-4 will serve as the base engine, good for 191 horsepower and 181 pound-feet of torque, while a 1.6-liter turbo-4 will be the ever-so-slightly upmarket play. That engine boasts similar power figures, at 180 hp, and 195 lb-ft of torque. A more-powerful 2.5-liter turbo-4 will eventually come.

Albert Biermann, head of R&D for Hyundai (and former head of BMW M) says while he can’t elaborate, we can expect a significant power bump to come to Sonata soon. Not coincidentally, he also mentions that Hyundai will expand its N lineup, especially in the N-line, which is more of a trim. Expect a Sonata N-line with the 2.5-liter turbo-4 to follow, likely in 2021.

While the Korean-market powertrain would be wholly insufficient in the U.S., thankfully I get a little time with the 1.6 turbo-4 on Hyundai’s Namyang high-speed test track. The track is short, but it’s a good test for the Sonata’s new platform. It features several corners that are great for evaluating dynamics, its elevation changes will work the engine and transmission, and its long straight will let me get well past highway speeds and give the brakes a good test to boot.

The 2020 Hyundai Sonata is built on a new, third-generation platform that will be used by several future Hyundai and Kia car and crossover SUV models. Codenamed “N3” internally, the architecture makes strategic use of high-strength steel to make it lighter and safer, and to improve driving performance. The front-drive platform can facilitate all-wheel drive, which will not be offered for the Sonata at launch, but Hyundai’s product planners say it’s something they are considering.

The Sonata I’m driving on the track is paired to an 8-speed automatic transmission, the same setup we’ll get in America. Acceleration from the 1.6 turbo-4 feels pleasingly quick, and the 8-speed auto—motivated by boost and more power to call upon—does a good job of channeling that power. In automatic, while not seamless, shifts occur quickly and smoothly. I took a second lap, this time opting for the paddles, second into third for the short corners, up into fifth and sixth before coming down hard on the left pedal. While the engine lacks a sporty engine note, I assume the N-line engine will handle those duties.

Turning into the short corners, the car remains planted even as the tires squeal. While it exhibits noticeable weight shift and body roll, they’re both less than you’d expect on a mid-size sedan.

I momentarily crest triple-digit speeds on the straightway on my second go before slamming on the brakes. The braking is excellent. The engineer riding with me swears the car doesn’t have Brembos or a special track setup, and I confirm he’s not pulling one over on me with a peek at the brakes after my run.

The suspension damping will also change slightly. The Korean market generally prefers softer damping than North America, mostly to deal with a distressing amount of speed bumps. Nonetheless, this car feels about right for what we’ll get in the U.S. The steering is well-weighted—light, as this segment calls for—and consistent.

Despite Hyundai’s efforts to improve NVH, road noise and wind noise both make themselves known at highway speeds. They’re not distractingly loud, but they are noticeable at times in the background.

 

 

 

Designed to attract in an SUV world

As improved as the dynamics may be, the Sonata’s trump card is its design. In a shrinking sedan market, Hyundai went bold and broke new ground with the Sonata’s design.

“It was a case of do we go the way of the Big Three, and begin to eliminate and go in an all-SUV direction? We decided to go a different way, to go bold, we think there will always be a place for the sedan.” SangYup Lee, head of Hyundai design (and a former Bentley and GM designer), tells Motor Authority.

The hood is long, and the nose pinches down low, like on an Aston Martin. That’s not a coincidence. "Astons are very expensive cars, and they have a lot of money to work with the sheet metal. But why can’t we bring some of that style to a car in this price range?,” Lee says.

The standout design element is the Hidden Lighting Lamp, which employs a chromic strip that looks like it’s part of the chrome strip that runs from the headlight, along the hood, to the door. When the car is on, it illuminates and is an extension of the daytime running lights. It’s especially eye-catching when you see the Sonata in your rear-view mirror.

Two character lines draw the eye and break up volume in the profile view, while in the rear aero pins on the taillights add a sporty touch. The Sonata looks great to my eye, but it’s also a risky play that’s sure to polarize.

While the exterior is bold, the interior is decidedly modern. It’s designed around two screens. One is a curved-display, 12.3-inch touchscreen that is easy to use and controls navigation and infotainment functions. The second is a 10.2-inch digital skin for the instrument cluster. Its graphics and colors change depending on driving mode. Toggle into Sport mode, for example, and a blue splash momentarily overtakes the speedometer and tachometer, as they turn to red. Hyundai also offers a wireless charging pad—though I noticed my phone was on slow-roast after 30 minutes of resting on the charger.

 

 

 

The cabin is roomy and luxurious, too. The center stack features tactile knobs for the temperature controls that could have been pinched from a German luxury car; the cushy headliner feels high-end; and piano black, chrome, and faux-leather trim accents complement the overall aesthetic. The available nappa leather-wrapped seats are comfortable, and higher-end models have a striking stitch-quilting pattern on the seats. The back seat has ample knee and leg room, and head room is sufficient for all but the tallest passengers.

The 2020 Hyundai Sonata boasts striking, elegant styling, and a modern, attractive, and cohesive interior to create a premium vibe usually reserved for pricier cars. Its range of engines will suit varying tastes, and its improved dynamics will satisfy more drivers. Hyundai has come a long way from the value brand of the 1990s, and the 2020 Sonata will be an alluring standout in a shrinking mid-size car segment.

Source: motorauthority.com

Continuing a successful 2019, the multi award-winning Isuzu D-Max picks up yet another award, this time at the Best Workhorse Pick-up 2019 award from Trade Van Driver, in fact this is the 7^th year in a row that the Isuzu D-Max has won this award!

Trade Van Driver is the only magazine which caters for the owner-driver and small fleet operator and as such its awards are different from others as they are judged not only by the expert panel of journalists at the magazine but also by a panel of readers who use light commercial vehicles as part of their businesses.

The Trade Van Driver Awards celebrate the most reliable, capable and truly effective working vehicles available on the market. Vehicles are compared across several core criteria, including payload, safety, technology, running costs, fuel efficiency, reliability and aftersales service so it is a great accolade that, yet again the Isuzu D-Max emerged victorious, beating strong competition from rivals in the highly contested pick-up sector.

The Isuzu D-Max was praised for meeting Euro 6 standards without the need for AdBlue, unlike most of its competitors. It has a 3.5 tonne towing capacity, over 1 tonne payload and provides a quiet, economical driving experience. The breadth of the Isuzu D-Max range also impressed; with single, extended and double-cab formats available, as well as a wide choice of trim levels. Coupled with the attractive five-year/125,000-mile warranty package and 5 years’ roadside assistance (in the UK & Europe), the Isuzu D-Max proved it was truly built for the professionals who use it.

David Johns, Group Sales Manager at Trade Van Driver, handed over this coveted award to William Brown, Isuzu UK Managing Director, who commented: “The award for the Isuzu D-Max is a demonstration of the truck’s capability, practicality and reliability which meets the needs of customers, working hard for drivers and offering class leading durability. This award is another testament to that reputation, especially as the judging panel consisted of industry experts and professional pickup drivers alike.”

The award-winning Isuzu D-Max has already had a successful 2019, being crowned ‘Pick-Up of The Year’ at the 2019 WhatVan? Awards and in the Pick-up & 4x4 Pro Awards 2019 plus the Isuzu D-Max won best model in the 4x4 Magazine awards. This success follows on from 2018 where another seven awards were won by the Isuzu D-Max. It just keeps picking them up!

Consumer Reports believes that even the Veloster without the N is a fun-to-drive hatchback with practical storage space and interior comforts. 

The pricepoint is cheaper than the Honda Civic Si and a lot more affordable than other hot hatchbacks. Don’t be fooled into thinking the 201-horsepower engine isn’t potent enough because that’s far off the highlight of the turbocharged Veloster.

Consumer Reports has been “wowed by the lively handling,” adding that “it’s a blast to drive on curvy roads” thanks to the Michelin summer tires, taut suspension setup, quick steering, and low-rev torque. The asymmetrical design adds to the character of the Veloster, but on the downside, you’ll have to put up with a “hard and choppy ride.”

The R-Spec Turbo comes exclusively with a six-speed manual and a decent amount of interior flair, including a metal shift knob. “Some of the pieces feel a bit cheap and flimsy” according to Consumer Reports, and there’s no denying Hyundai had to cut a few corners to sell the Veloster at a low price.

Whereas the R-Spec Turbo is certain to make you smile, there’s no denying the N will make you laugh out loud every time you speed out of a corner. The essence of the N performance division is to deliver driving enjoyment, and the Veloster has been developed from the get-go with this characteristic.