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It's better to evoke a strong reaction, positive or negative, than none at all. The 2020 Hyundai Sonata certainly follows this mantra, immediately setting the stage with unique styling that's sure to garner a reaction. But the Sonata is no mere one-trick pony -- instead, Hyundai's assembled a whole-ass package that oozes value and immediately pushes this new car to the top of its segment.

Funky outside, fancy inside

First impressions matter, which is why the Sonata's styling will either make or break it. It's hard not to have an opinion on the way the 2020 Sonata looks, but I'm of the belief that it looks pretty awesome. Bearing a resemblance to absolutely nothing else on the road, especially with my tester's Glowing Yellow hue, the car turns heads and begs questions from other drivers like no other midsize sedan I've reviewed.

Even if you disagree with the fish-face grille, there are so many cool little elements here. The LED running lights literally blend into the chrome strip that runs nearly the whole length of the car. The shoulder line gets sharper as it heads rearward, terminating at a dramatic rear end with little vortex generators on the taillights. The new Sonata hearkens back to a time when Hyundai placed a lot of weight on stand-out aesthetics, and I think this formula absolutely has the chance to strike gold twice.

While the outside is a love-it-or-list-it affair, the interior should appeal to buyers of all shapes and sizes. Here, the design is a little more sedate, opting for clean lines and shiny surfaces that feel like they'd be at home in any number of luxury cars. My SEL Plus tester's leather seats are smooth and supportive, and nearly every touch point up front feels fancy.

Despite the stylish cut in the Sonata's roofline, there's ample headroom in the rear, and legroom is more than sufficient for taller passengers. The trunk is equally capacious, and its wide opening makes stuff-shoving an absolute breeze. If that's not enough room for your junk, the center armrest has space for a decently sized purse, the door panels will handle plenty of crumpled-up receipts and the cubby ahead of the shifter is more than big enough for keys, phones and wallets. My only real complaint about the interior isn't unique to the Sonata. My tester's piano-black trim might look slick when it's clean, but hoo boy, it will pick up (and dramatically highlight) fingerprints like no other material. Unless you like that greasy look, I recommend keeping a cloth handy.

Cool and collected on the road

The Sonata's two biggest competitors, the Honda Accord and Toyota Camry, have both entered new generations with newfound dynamics that make each car more rewarding to drive in a spirited manner. The Sonata's been upgraded in this way, too, but having fun is not this car's focus -- until the Sonata N-Line shows up, anyway.

Instead, this sedan does a great job appealing to buyers who want something predictable and comfortable. The Sonata's new chassis does exhibit some more stiffness than previous iterations, but it doesn't come off as sporty. Static dampers soak up a good amount of the road's nastiness, only really transferring the most serious of movements to the cabin. Both road and wind noise are delightfully low, too, giving the car a slightly more luxurious feel than, say, a comparably equipped Accord.

That focus on sensible comfort makes its way to other parts of the car, too. The steering is suitably direct, with a lighter overall weight that prioritizes smooth inputs. The brake pedal is progressive enough to make smooth stops easy to execute. A standard eight-speed automatic transmission swaps cogs effortlessly with little feel translated to those inside.

While many Sonatas will make do with the standard 2.5-liter inline-4 gas engine, my SEL Plus tester rocks the 1.6-liter turbocharged I4 found on higher trims. 180 horsepower and 195 pound-feet of torque isn't exactly world-changing, especially when more expensive trims of Accord and Camry are pushing out between 250 and 300 hp, but the Sonata's torque arrives nice and low in the rev range, and I think most buyers will find its motive force more than sufficient.

The Sonata's output might be low, but its fuel economy is pretty impressive. The EPA rates the Sonata SEL Plus at 27 mpg in the city and 36 mpg on the highway. While I was closer to 23 mpg in the city, I'm beating the highway estimate by 1 or 2 mpg. Those figures are good, but they lag behind the 2.5-liter Camry and the 1.5-liter Accord.

In gross winter weather, the Sonata doesn't lose much of its composure, but I think a change of tires will do a world of good here. The standard 235/45R18 Michelin Primacy Tour all-season tires aren't that great on snow or ice, causing the clunky traction control to kick in frequently. All-wheel drive is not available, but with the right rubber, you should feel plenty secure with this front-driver.

Dripping with fresh tech

I have long been a fan of Hyundai's in-car tech, and the 2020 Sonata only reinforces my beliefs, in part because of its notable complement of standard equipment. An 8-inch touchscreen is included on all Sonatas, which is great, because I find Hyundai's system to be one of the best, offering easy access to major features and laying out information in a straightforward fashion. Apple CarPlay and Android Auto are standard, too, in the event you'd rather use what's most familiar.

My tester one-ups the de facto kit with not one, but two screens. The touchscreen on the dashboard grows to 10.25 inches, part of a $2,750 Tech Package upgrade, and I'm a huge fan of its configurable home screen that all but eliminates the need to swap between map and audio pages. This SEL Plus trim also sports a 12.3-inch display in the gauge cluster. Switching between vehicle modes introduces some cute graphics, but more importantly, it shows all the pertinent vehicle info I need with minimal distraction.

No matter where depleted batteries are in the Sonata, there's a port for 'em. My tester carries two USB ports in the front cubby, in addition to a Qi wireless charger. The rear seats make do with a single charger, but hey, it's better than nothing.

Nearly every one of the Sonata's myriad safety systems are included on every trim, covering automatic emergency braking, lane-keeping assist and adaptive cruise control. The optional Tech Package improves upon that kit with Highway Drive Assist, which combines all the aforementioned tech and holds the vehicle in its lane on the highway. HDA is quite good at maintaining its position on the road, but the steering rack's constant adjustments are felt rather prominently through the wheel, which will feel weird to drivers who aren't used to it. The hands-on system could stand to notify drivers to keep their hands on the wheel more often, too.

The 2020 Sonata also carries some new left-field tech, but it's not meant for everyone. Hyundai's Digital Key lets owners use their phones in place of actual physical keys, but it's only available for Android users, which means Apple users (like myself) are cut out from this tech. It's a bummer, but both platforms still get access to Hyundai's Blue Link connected-car app, which offers remote start, locking and unlocking and basic stuff like that.

Down to brass tacks

The midsize sedan segment was once the place to be, but even though crossovers have swallowed up a sizable chunk of its sales, this corner of the industry is producing some of the best metal it has in years. The new Honda Accord places a higher focus on driving dynamics, but its interior doesn't feel nearly as premium as the Sonata's. The latest Camry can wield a 300-horsepower V6, and it'll soon be available with all-wheel drive, but its style (and, again, its fanciness) lags behind the Hyundai's. If you think the Sonata is just a bit too much, sister company Kia has a new Optima on the way that is also very, very good.

The last couple generations of Hyundai Sonata were a little boring, with ho-hum anonymous aesthetics inside and out. It was a fine car, but it didn't exactly make a statement. The 2020 Sonata, on the other hand, screams its benefits from the mountaintops with an out-there design but the same focus on value that Hyundai has always held dear. Even if you're not exactly sold on the styling, the Sonata is worth your hard-earned money for so many other reasons.

Source: CNET Roadshow

For years, the U.S. market has known Hyundai as a brand that makes good road cars and kind of stops there. The company has been safe, like its longer factory warranties and its tendency to focus on what does well rather than what serves a more niche audience. But Hyundai is becoming more daring by the model, and the driving the Sonata N-Line performance trim doesn’t just emphasize that—it screams it from the lungs of the Sonata’s most powerful engine yet.

The upcoming Sonata N-Line, along with the other sportier variants Hyundai’s introduced recently, are further proof of what Hyundai wants to be: a company that not only makes good cars, but one that also makes good cars.

We all know the difference, and it’s a big one.

The Sonata N-Line, when it comes around late next year, will be the newest addition to Hyundai’s growing lineup of specialty-oriented models. Since 2015 alone, the company has introduced the separate Genesis luxury brand, which even offers a manual transmission in the G70 sedan despite knowing sales would be meager, along with performance N trims and the mid-grade N-Lines at regular Hyundai—variants that, although new, are good enough to challenge performance trims competitors have made for years. Then, there’s the mid-engine, rear-wheel drive RM19 prototype that’s as loud as it is wild.

The N-Line will also be the top of the Sonata lineup in terms of performance, as Hyundai said at the launch of the 2020 Sonata that it doesn’t plan for the car to go “full N.” (Like Honda’s Si versus Type R, or Ford’s ST versus RS, Hyundai’s N-Line presents the step in the middle between the regular model of a car and the full-on performance trim, the N.)

The N-Line Sonata’s engine will make an estimated 290 horsepower and 310 lb-ft of torque, Hyundai said, and will come with an eight-speed dual-clutch automatic transmission. That’ll make it the most powerful Sonata ever, and far more powerful than any other Sonata Hyundai plans to offer—the other two engines on the car make a rated 180 and 191 HP, meaning it’s a huge jump to the N-Line.

The other main details Hyundai gave on the car were that it would come with 19-inch wheels that aren’t available on other Sonatas, while keeping the same front-drive layout. The prototype for the N-Line is still in camouflage, so at least some styling elements are hidden.

The two regular Sonata engines are almost disappointing next to the car’s new, sportier looks, since hitting the gas pedal is met with some groan and not a lot of go. But the N-Line solves that problem and then some, because next to the 180-HP turbo in the Sonata’s top Limited trim, the N-Line is a rocket.

After only a couple of minutes in what Hyundai called an “early production” prototype of the upcoming car, a few things were evident. It’s fast. It’s fun. It feels as sporty as the Sonata looks, whereas the regular Sonata does not. Its torque steer isn’t at all noticeable, despite the front-wheel drive.

The N-Line feels more planted and far more engaged than the normal model, and it lets a driver choose whether they’d like engine noise fed in through the speakers with a menu option rather than making them pull a fuse to get rid of it. Anyone who wants to fake it has a choice between “minimized,” “normal,” or “enhanced” sound, but it honestly sounds best when it’s off.

The N-Line, overall, just feels good. It feels like the Sonata that its new, more daring look was designed for, and it feels like yet another win for Hyundai in its pursuit of being a brand that does more than just make good cars. It feels like a win for Hyundai, a brand that makes good cars.

And we all know the difference.

Source: Jalopnik

Range anxiety? Lightning storms? Hyundai's got your questions covered.

More and more manufacturers are introducing alternatively-powered vehicles as governments the world over push them in the direction of electrification.

However, it turns out that still, a fifth of conventional car buyers are still against the idea of electric cars. That is despite the sales of electric vehicles rising by 151 percent in October.But why? Well, Hyundai, in conjunction with One Poll has compiled a list of the most common EV misconceptions, and an explanation for each of them to bust the myths.

Among the issues was concerns over safety, with 22 percent saying they wouldn't feel safe charging electric cars, and some (18 percent) not even keen to drive them during a lightning storm.

As many as 2,000  motorists were surveys, including petrol, diesel, and alternatively-fuelled vehicle (AFV) drivers. More than half (56 percent) agreed with the government push to encourage everyone to switch to AFVs by 2040. But a previous Hyundai survey found that 46 percent of car buyers were still concerned about range anxiety with EVs, even though the average daily car journey for the UK motorist is around 20 miles.

"It’s been fascinating to hear about some of the misconceptions that people still have about electric vehicles," said Sylvie Childs, senior product manager at Hyundai Motor UK. "We’ve all been told you don’t mix electricity with water, but when it comes to EVs there’s absolutely no extra risk of driving in a lightning storm – they are just as safe as a petrol or diesel car."

"Range anxiety is also an interesting one. When electric cars first came out the range was an issue we had to tackle, but these days you can get almost 300 miles on a single charge and this will increase further in time. The NEXO hydrogen fuel cell car can travel even further with a range of over 400 miles and takes less than five minutes to re-fuel with hydrogen."

"But despite these common misconceptions, our research, along with the growth in sales figures, shows there is a real appetite for low emission vehicles in the UK," she added. "It’s for us in the industry, working together with Government and electricity providers, to make sure drivers understand the reality of EV ownership."

Hyundai has now addresses the top ten concerns and myths about electric cars:

Range anxiety bringing you down?

"Don’t panic. A typical electric vehicle (EV) covers between 100 and 200 miles on a single charge and even longer on some models with ranges of more than 300 miles. Hyundai’s Kona Electric can actually go as far as 278 miles with one charge."

Worried you won’t find anywhere to charge?

"No need to be! There are currently more than 14,500 public charging points in more than 9,000 locations in the UK and the network is growing rapidly."

Think an electric vehicle is too expensive?

"Think again. With more and more affordable and competitive options and fewer moving parts to fail or need replacing, EVs are in fact cheaper to run than conventionally fuelled vehicles."

 Worried that electric vehicles are too sluggish?

"Not true! Instant torque delivery means EVs can accelerate just as quickly and if not much quicker than their petrol or diesel counterparts. For example, Hyundai’s Kona Electric can accelerate from 0-62mph in just 7.9 seconds."

Think you can’t take an electric vehicle through the car wash or drive in a lightning storm?

"Of course we’ve all been told that you don’t mix electricity with water, but when it comes to EV’s its perfectly safe to use a car wash and there’s no extra risk of driving in a lightning stor

Not enough choice in the market?

"The electric car market is expanding rapidly. In fact, Hyundai currently has the largest e-mobility fleet in the world including the latest in electric, hybrid and hydrogen fuel cell vehicles."

Worried that electric vehicles’ batteries are adding to the landfill crisis?

"EV batteries can be recycled just like the batteries in petrol or diesel cars. EV power cells can be used to store solar and wind energy, or they can be broken down with their more-valuable elements reused."

Doubting the safety of electric vehicles?

"Rest assured that EVs undergo the same rigorous testing and meet the same safety standards required for petrol or diesel fuelled cars."

Worried about your breakdown cover?

"No reason to be. The majority of breakdown suppliers now provide services for all EVs as well as conventional vehicles."

Don’t think an electric vehicle will fuel your petrol head needs?

"You won’t be disappointed. As soon as you push down on the accelerator, the transition from stationary to speed is almost instantaneous."

Source: Yahoo! News

The 2020 Hyundai Sonata looks good. Its manufacturer-suggested prices are good, too, especially given its design. Its entire aura is enough to make anyone have to squint in order to confirm that it does, in fact, have a Hyundai badge on the front. For an automaker aimed at affordability, that’s a feat.

For the most part, the car lives up to the expectations its design creates.

(Full disclosure: Hyundai provided travel to and lodging in Arizona in order to drive its 2020 Sonata and an N-Line prototype, along with providing a few meals.)

What Is It?

The 2020 Sonata is a complete overhaul of the last model year, trading the old car’s generic looks for ones that—whether you love or hate them, and whether they’ll age well or not—were unexpected. And unexpected, in a vehicle market where the average car looks really, really average, is commendable regardless.

 

While the Sonata is a global vehicle, such an evolution and ambitious design revision is almost necessary in terms of the U.S. vehicle market. Buyers here are all about crossovers and SUVs, choking sedan sales and killing plenty off in recent years.

There’s still a month left in the year, but Sonata sales won’t be near where they were at the start of the decade. They likely won’t even match last year.

 

Sedans, thus, need to get buyers’ attention if they even want a sliver of hope to lure them away from their more bloated competitors. But the new Sonata isn’t only a major styling update, giving the car the looks it needs to have in order to distract from the growing crossover and SUV market. It’s also a testament to what Hyundai wants to be: a company that offers more niche, enticing vehicles, like the Sonata N-Line performance variant will be when it launches.

The new Sonata has a lot going for it. We’ll just have to see whether prospective buyers agree.

Specs That Matter

The Sonata comes with a few engine and transmission options, if we include the N-Line, and base MSRPs for trims range from $23,400 to $33,300 excluding the N-Line. All regular Sonatas come with an eight-speed automatic transmission, front-wheel drive and a four-cylinder engine, but the bottom two trims have a 2.5-liter unit that claims 191 horsepower and 181 lb-ft of torque while the top two have a 1.6-liter turbo with 180 HP and 195 lb-ft.

If you’re into big wheels, that’s one place where the four regular trims differ that’s noticeable from the outside: the bottom SE will give you 16-inch wheels, the SEL has 17s, and the SEL Plus and Limited both come with 18s.

Most of the safety features available on the top Limited trim are also standard on the lower ones, with the exceptions of: parking-collision avoidance assist; blind-spot view monitor, which puts a blind-spot camera on the instrument cluster when a turn signal comes on; and highway driving assist, which helps the car stay in its lane and at a safe distance behind others. That means even the $23,400 Sonata will have assistance systems for things like collision avoidance in certain situations, lane keeping, lane following, smart cruise control, and automatic high beams.

The N-Line, comparatively, will make a Hyundai-estimated 290 HP and 310 lb-ft of torque when it comes out, and still be front-wheel drive. It will have an eight-speed dual-clutch automatic transmission, and 19-inch wheels that aren’t available on other Sonatas.

What’s Great

Everything inside of the 2020 Sonata’s top Limited trim feels decent, and that’s all, which is a testament to both its exterior looks and the fact that modern cars are just really good. It has a comfortable ride with a bit of road and wind noise, and passengers can feel bumps in road well but not distractingly. Ride quality is very average—the Sonata’s suspension is no pillow, but it’s also not bad.

From the driver’s side, the interior of the Sonata looks well thought out. It’s big, shiny screen isn’t distracting, and the consolidation of buttons for features like seat heaters is a nice effort toward an uncluttered interior. There’s a huge amount of pocket space in the doors compared to the usual divot that only holds a smartphone vertically, a standard wheel heater if your hands get cold, and ambient lighting, if you’re feeling it.

The big center screen allows for easy app navigation, and the instrument cluster is put to good use: Digital gauges will splash to red when the car changes into sport mode, and the blind-spot monitor that comes standard on the Limited trim is helpful in a way that isn’t jarring. Unlike blind-spot monitors that wail with beeps if anyone or thing is in the intended lane when a turn signal comes on, the Sonata simply trades out a gauge temporarily for a video view of who or what might be over there.

But where the Sonata really does well, at least in its top trim, is the technology. In addition to all of the non-invasive safety features on the Sonata, reminders to grab the wheel from the assistance features aren’t annoying during highway driving, and across several minutes in traffic with lane-keep features on, the wheel only inadvertently nudged itself to the side a couple of times.

The Limited trim also comes with a standard 12-speaker sound system, which is optional on other trims except the base SE. It’s easy to see how good the system is when you pop on over to the “Sounds of Nature” section in the infotainment screen, which will make you feel like you’ve been transported to the middle of the Rainforest Cafe. (Or my idealized, magical version of what that sounds like, since I haven’t been in years.) Certain trims and packages on the 2020 car also come with features like Blue Link and the Hyundai Digital Key, with the former—which is complimentary at first and then costs money—allowing drivers to check up on their vehicles and remote start or lock them from certain devices, and the latter allowing owners to give people temporary digital keys to their car. But don’t get too excited for a digital key if you have an iPhone, because they’re not yet compatible.

What’s Weak

The interior of the new Sonata, while an improvement from the last one because it cleans things up a bit, is almost too basic. It could use a few accents simply to catch the eye, and that’s particularly noticeable on the all-black interior—it’s almost like staring into a well, up until the jarringly light gray headliner.

 

And while the car feels decent overall from the inside, looking closely will lead to some disappointment. Its overly simplistic interior is paired with too much noticeably cheap and plastic-like material, which is most obvious on certain parts of the door trims and centerpieces up front. It’s especially evident given how striking the car is from the outside, and from the front passenger seat.

That’s because the experience for the front passenger is just lacking. That’s the best way to put it. Some vehicles, like the new Sonata, are all about orienting the interior toward the driver—screens and center controls pointed their direction, making both an awkward reach of the passenger—which ends up leaving the passenger in a bucket of barren nothingness and feeling disengaged in the car. That, then, makes the flaws of the interior more noticeable.

 

The actual driving experience is another place where the regular Sonata isn’t impressive, and that’s also probably due to its styling. The car just looks special whether you like the style or not, but its gas pedal provides nothing special in return, groaning at the press of your foot and not providing much actual pickup.

Sport mode in the car will give a driver more aggressive sound and the feeling of a quicker acceleration, but overall, the actual act of driving the Sonata isn’t that interesting.

 

The Sonata thus looks sportier than it feels, which is probably fine for most of the people considering it.

The 2020 Hyundai Sonata is the kind of car that, without the “H” on the front, those unfamiliar with it might wonder what (stylish) planet it came from. But it’s a car from this planet, and it comes with a starting price affordable by most people who have the budget to buy a car new.

And while the Sonata’s looks and safety features might be its best aspects, that doesn’t mean the areas that fail to stand out in comparison—interior styling and performance, outside of the N-Line—are bad. They’re just not quite as good as the high bar the rest of the car sets, but they sure are good for the price.

Automakers know buyers aren’t flocking to sedans like they did, or even paying much attention to them in the crossover era. The Sonata’s tanking sales since the early 2010s prove that, and prove how the same old thing won’t work anymore if companies want to level out the sedan drop.

Hyundai has done its part, because unlike its predecessor, the 2020 Sonata is far from the same old thing. But, like everything else, buyers will decide whether the effort was enough.

Source: Jalopnik

Its name is a misnomer. Or at least only partially accurate. The Hyundai RM19 isn’t quite a true mid-engine machine. Hyundai says "RM" stands for "racing midship," but this car's engine—a turbocharged 2.0-liter producing 390 horsepower—isn’t mounted ahead of the rear-axle line. According to Alberto Iob, calibration engineer at Hyundai Motorsport, “The engine is basically on the rear axle, so it’s actually in between mid-engine and rear-engine.”

The RM19 began life as a production front-wheel-drive Veloster, and it maintains much of its bodywork and dashboard to prove it. “I don’t want to call it a toy; that’s not fair,” says Thomas Schemera, the man in charge of Hyundai’s High Performance Vehicle and Motorsport Division since 2018. “It’s a test bed, a rolling lab.” Hyundai has indeed confirmed that it intends to create a high-performance production car with its engine in back, although it's still a couple years away.

Riffing off cars like the engine-in-the-back-seat Renault R5 Turbo and Clio V6 Renault Sport, Hyundai has been toying with mid-engine-powered hatchbacks for a while now. The Korean brand just won its first World Rally Championship this year, and the N Performance line continues to grow. The RM19, which was revealed at the Los Angeles auto show, is the latest high-performance vehicle in the sequence. “It’s the wildest machine we have so far,” Schemera says with a smile.

Part Race Car, Part Hot Hatch

Visually, the RM19 is easy to confuse with the front-engine Veloster race car fielded by Bryan Herta Autosport for IMSA competition. Its exaggerated bumpers, flares, hood, and rear spoiler are made of carbon-fiber and Kevlar composites, and the signature rear door on the passenger's side has been eliminated. Two large side scoops feed the intercooler, which also has water sprayers for additional cooling, while the engine breathes through a round hole in the bodywork behind the driver’s door. For a while, the engine’s intake wore a scoop to direct more air into the engine, but it was deemed too unsightly, so Hyundai removed it.

The company says the RM19 has spent time in its rolling-road wind tunnel and weighs 3200 pounds. The four-cylinder engine and sequential six-speed gearbox are primarily aluminum, and the 48 percent front and 52 percent rear weight balance is achieved by relocating the fuel tank and the radiator to the front. Two fans force hot air out of the engine compartment through holes cut into the backlight.

Can Be a Handful

Helmet on, we step inside and fasten the prototype's four-point harness. The RM19 sounds and feels like a race car. There’s a beefy cage, hard racing seats, and a small three-spoke steering wheel with carbon-fiber paddle shifters. The 2.0-liter is fitted with a muffler but idles at over 1200 rpm, and the gearbox, with its straight-cut gears, finds first with clunk. Unfortunately, we’re told to leave the Launch button on the steering wheel alone.

There’s a clutch pedal, but it’s only needed to get the car moving from a dead stop. It chatters a bit, but we keep the revs up as we pull onto the track. First gear is long and the engine builds revs smoothly but slowly. The gearbox is noisy, so much so that it drowns out the engine, even at the 6800-rpm redline. We zing past the redline to find that there’s a rev limiter

In faster corners, the RM19's chassis holds on tight, allowing you to get back on the power early. Gearchanges are firm and immediate. Its power steering is quick, with the same 12.3:1 ratio as the production Veloster N. It’s also light and precise, with plenty of feel. The Veloster’s multilink rear suspension has been replaced with control arms, but it’s tuned softer than expected. We're told the spring and damping rates are just a little higher than the specs of a production Veloster N. There’s a bit more body roll than expected, which actually makes it easier to drive. 

Another surprise is its rubber. Instead of the expected slicks, the forged aluminum wheels are wrapped in Pirelli P Zeros, size 245/30ZR-20 up front and 305/30ZR-20 in the rear. Choosing street tires might not result in the most grip, but they break away progressively and allow you to play right on the edge. Get the hang of its balance and power delivery and the RM19 is entertainingly tossable. It would be all smiles at a track day.

Hedging Its Bets

Although company reps have already confirmed Hyundai's intentions to produce a mid-engine sports car, Schemera tells us that such a car isn’t approved, but if it were, it would be three or four years down the road and would have to have a flexible platform that would work for Hyundai, Kia, and Genesis. It would also have to have the ability to accept a wide range of powertrains, including electric, hybrid, and fuel cell. “It would be challenging to make such a car affordable at $35,000 to $40,000,” he says. “It makes the most sense for Genesis, at $50,000 to $80,000. This could be a strategy to compete with the Corvette, but it hasn’t been decided yet.”

In the meantime, the Veloster N will get a new eight-speed dual-clutch transmission eventually, and a Sonata N-Line is on the way. Both cars will have their engines in the front.

Source: Car & Driver