#Strut Bar Hyundai Santa Fe

[aleksracing]

Strut Bar and Rear Lower Bar Hyundai Santa Fe TM facelift

Strut Bar and Rear Lower Bar improve your Hyundai Santa Fe TM facelift Handling & Stability.

[jesusvasser]

The 2020 Hyundai Palisade Is Exactly What It Needs to Be

SEOUL, South Korea — If there’s one auto-industry rule to follow to have a strong fiscal 2019, it’s to have a strong SUV game. Fortunately for Hyundai, the Korean brand will launch the Palisade, its all-new flagship utility next summer just as the kids are getting out of school and parents are on the search for a new road-trip machine. And fortunately for those buyers, the 2020 Hyundai Palisade may be Hyundai’s most impressive SUV yet.

Serving as the replacement for the three-row 2019 Santa Fe XL, the new, three-inch-longer Palisade rides on a front-drive platform with Hyundai’s HTRAC all-wheel-drive system an available option. It has a 114.2-inch wheelbase and will directly compete with such vehicles as the Honda Pilot, Nissan Pathfinder, Toyota Highlander, and Ford Explorer as a spacious vehicle with seating for either seven or eight, depending on whether you opt for a bench or captain’s chairs in the second row. The interior is roomy enough that it almost feels like a minivan inside (the roof-mounted second- and third-row HVAC vents only enhance this sense) and the second-row seats have enough fore-aft adjustment to make the third row accessible to average-sized adults, if needed.

When the 2020 Palisade launches in the U.S. next summer, it won’t have the 2.2-liter diesel engine we found under the hood of our South Korean market test vehicle. Diesel-emission debate aside, the engine performed well enough but was loud and clattery from the Palisade’s exterior; this did provide a good test for interior noise levels, and the racket was masked fairly well thanks to copious amounts of sound deadening in this roughly 4,500-pound vehicle. Instead, we’ll receive an all-aluminum, Atkinson-capable 3.8-liter V-6 with something like 292 horsepower and 262 lb-ft of torque. (The U.S. output figures haven’t been finalized.) The in-house eight-speed automatic in the vehicles we drove will also serve duty in U.S. models, and we found it to be a good partner for the diesel engine. Hyundai did not have fuel-economy estimates available for the U.S.-spec powertrain.

The suspension consists of struts up front and a multilink setup at the rear, essentially the industry standard for this class, and our Palisade rode on 20-inch wheels (18s are standard) with Michelin Primacy all-season tires. The Palisade’s ride is both comfortable and well-controlled, with just a hint of the firmness you’d find in SUVs with sportier pretensions. The ride was comfortable and never jarring during light off-roading on an unpaved hillside trail, yet the handling was composed and responsive on meandering back roads and during exercises at Hyundai’s proving grounds. Drive modes include Comfort, Sport, and Eco, with Sport firming up the steering and enlivening the throttle response and transmission shift programming. Traction modes include Sand, Mud, and Snow.

While all the vehicles on hand had the available all-wheel-drive system, when the going got tough, the Palisade simply stopped going, albeit with much of the blame to be apportioned to the venue. Specifically, Hyundai invited us to try the Palisade on a local beach where we could use the vehicle’s Sand traction-control setting to have a little rooster-tailed fun. Unfortunately, no fewer than three of the 10 or so assembled Palisades met their match once the beach had been well and truly churned up by the group, getting hopelessly buried up to their undercarriages in deep, soft sand that required higher speeds, lower tire pressures, or both to realistically traverse. No matter, the likelihood of a Palisade finding itself on anything more than a dirt road is about the same as getting struck by lightning on your way to cash-in your winning Mega Millions ticket.

Still, as we sat there on the beach waiting for the stuck-UVs to be extricated, we found plenty to like in the cabin, with its fairly convincing wood-look trim, soft Nappa leather seats, and light, airy feel (helped in part by the rich looking, cream-colored upholstery). While there are still some painted plastic surfaces that don’t fit the otherwise premium aesthetic, the Palisade’s interior presents above the status quo for the segment. Our example was well-equipped and came with the optional 10.25-inch display panel with navigation, which is mounted vertically on the dash similar to the latest offerings from Mercedes. Our Palisade was also equipped with the optional head-up display and the Surround View monitor, the latter of which should really be a standard feature in vehicles of this size. Apple CarPlay and Android Auto are included on every Palisade, and we appreciated the camera display between the speedometer and tachometer that gives a look at blind spots when turning or changing lanes.

The Palisade is the first Hyundai to be equipped with a push-button-style transmission, with the buttons located on the high, wide, and sweeping center console, next to the drive and traction-mode controller. While the center stack looks a little button-heavy, all the switchgear is laid out clearly and thoughtfully, making it relatively simple to find most basic functions even on first introduction. There is also a sizable center cubby under the armrest that should fit smaller handbags, and a tray under the console for snacks or other detritus. USB ports are found in both first and second rows for device-charging and connectivity.

Other interesting optional features available on the Palisade include an intercom system for speaking with passengers in the rear rows, as well as a mute function which allows music to play up front but not in the rear of the vehicle. Wireless device charging, a 630-watt Infinity premium stereo, and heated/ventilated first- and second-row seating is also available. The optional dual-panel sunroof still leaves plenty of headroom in all rows.

As you’d imagine, a whole suite of safety tech is found on the Palisade, including standard speed-sensing cruise control, blind-spot monitoring, lane-keep assist, and rear cross-traffic warning and parking-distance warning. A rearview monitor with parking guidance and forward collision avoidance is also found on all Palisades. Really, it’s a pretty comprehensive standard safety package with the only out-of-pocket items being front parking distance alert, rain-sensing wipers, and a rear-occupant alert system that detects activity in the car after it’s locked and uses a honk of the horn and a flash of the headlights to alert the driver to a forgotten child, pet, or snoozing grandmother.

We’ll be able to get a better feel for the Palisade on American roads before its launch here. Hyundai says that the Palisade will get one state of tune to fit both the Korean and U.S. markets, so we’re expecting the ride and handling to feel largely the same as it did in South Korea, barring and last-minute adjustments. Meanwhile, Kia will launch its own Telluride SUV on this same chassis, which we expect will slot into a slightly lower price point. That price is still unclear, but if the company stays true to form, it’ll be in-line with those of its major competitors if not a bit lower. Figure a starting point in the mid-$30,000 range and to pay $10,000 or so more for the top-spec, all-wheel-drive versions. While these sorts of vehicles are anathema to those who seek driving enjoyment, they can still be pleasant places to spend time. The Palisade is that, and it proves that Hyundai’s SUV game is indeed strong right now.

2020 Hyundai Palisade Specifications

ON SALE Summer 2019 PRICE $35,000 (est) ENGINE 3.8L DOHC 24-valve V-6; 291 hp @ 6,000 rpm, 262 lb-ft @ 5,000 rpm (est) TRANSMISSION 8-speed automatic LAYOUT 4-door, 7- or 8-passenger, front-engine, FWD or AWD SUV EPA MILEAGE N/A L x W x H 196.1 x 77.8 x 68.9 in WHEELBASE 114.2 in WEIGHT 4,500 lb (est) 0–60 MPH N/A TOP SPEED N/A

IFTTT

[eddiejpoplar]

The 2020 Hyundai Palisade Is Exactly What It Needs to Be

SEOUL, South Korea — If there’s one auto-industry rule to follow to have a strong fiscal 2019, it’s to have a strong SUV game. Fortunately for Hyundai, the Korean brand will launch the Palisade, its all-new flagship utility next summer just as the kids are getting out of school and parents are on the search for a new road-trip machine. And fortunately for those buyers, the 2020 Hyundai Palisade may be Hyundai’s most impressive SUV yet.

Serving as the replacement for the three-row 2019 Santa Fe XL, the new, three-inch-longer Palisade rides on a front-drive platform with Hyundai’s HTRAC all-wheel-drive system an available option. It has a 114.2-inch wheelbase and will directly compete with such vehicles as the Honda Pilot, Nissan Pathfinder, Toyota Highlander, and Ford Explorer as a spacious vehicle with seating for either seven or eight, depending on whether you opt for a bench or captain’s chairs in the second row. The interior is roomy enough that it almost feels like a minivan inside (the roof-mounted second- and third-row HVAC vents only enhance this sense) and the second-row seats have enough fore-aft adjustment to make the third row accessible to average-sized adults, if needed.

When the 2020 Palisade launches in the U.S. next summer, it won’t have the 2.2-liter diesel engine we found under the hood of our South Korean market test vehicle. Diesel-emission debate aside, the engine performed well enough but was loud and clattery from the Palisade’s exterior; this did provide a good test for interior noise levels, and the racket was masked fairly well thanks to copious amounts of sound deadening in this roughly 4,500-pound vehicle. Instead, we’ll receive an all-aluminum, Atkinson-capable 3.8-liter V-6 with something like 292 horsepower and 262 lb-ft of torque. (The U.S. output figures haven’t been finalized.) The in-house eight-speed automatic in the vehicles we drove will also serve duty in U.S. models, and we found it to be a good partner for the diesel engine. Hyundai did not have fuel-economy estimates available for the U.S.-spec powertrain.

The suspension consists of struts up front and a multilink setup at the rear, essentially the industry standard for this class, and our Palisade rode on 20-inch wheels (18s are standard) with Michelin Primacy all-season tires. The Palisade’s ride is both comfortable and well-controlled, with just a hint of the firmness you’d find in SUVs with sportier pretensions. The ride was comfortable and never jarring during light off-roading on an unpaved hillside trail, yet the handling was composed and responsive on meandering back roads and during exercises at Hyundai’s proving grounds. Drive modes include Comfort, Sport, and Eco, with Sport firming up the steering and enlivening the throttle response and transmission shift programming. Traction modes include Sand, Mud, and Snow.

While all the vehicles on hand had the available all-wheel-drive system, when the going got tough, the Palisade simply stopped going, albeit with much of the blame to be apportioned to the venue. Specifically, Hyundai invited us to try the Palisade on a local beach where we could use the vehicle’s Sand traction-control setting to have a little rooster-tailed fun. Unfortunately, no fewer than three of the 10 or so assembled Palisades met their match once the beach had been well and truly churned up by the group, getting hopelessly buried up to their undercarriages in deep, soft sand that required higher speeds, lower tire pressures, or both to realistically traverse. No matter, the likelihood of a Palisade finding itself on anything more than a dirt road is about the same as getting struck by lightning on your way to cash-in your winning Mega Millions ticket.

Still, as we sat there on the beach waiting for the stuck-UVs to be extricated, we found plenty to like in the cabin, with its fairly convincing wood-look trim, soft Nappa leather seats, and light, airy feel (helped in part by the rich looking, cream-colored upholstery). While there are still some painted plastic surfaces that don’t fit the otherwise premium aesthetic, the Palisade’s interior presents above the status quo for the segment. Our example was well-equipped and came with the optional 10.25-inch display panel with navigation, which is mounted vertically on the dash similar to the latest offerings from Mercedes. Our Palisade was also equipped with the optional head-up display and the Surround View monitor, the latter of which should really be a standard feature in vehicles of this size. Apple CarPlay and Android Auto are included on every Palisade, and we appreciated the camera display between the speedometer and tachometer that gives a look at blind spots when turning or changing lanes.

The Palisade is the first Hyundai to be equipped with a push-button-style transmission, with the buttons located on the high, wide, and sweeping center console, next to the drive and traction-mode controller. While the center stack looks a little button-heavy, all the switchgear is laid out clearly and thoughtfully, making it relatively simple to find most basic functions even on first introduction. There is also a sizable center cubby under the armrest that should fit smaller handbags, and a tray under the console for snacks or other detritus. USB ports are found in both first and second rows for device-charging and connectivity.

Other interesting optional features available on the Palisade include an intercom system for speaking with passengers in the rear rows, as well as a mute function which allows music to play up front but not in the rear of the vehicle. Wireless device charging, a 630-watt Infinity premium stereo, and heated/ventilated first- and second-row seating is also available. The optional dual-panel sunroof still leaves plenty of headroom in all rows.

As you’d imagine, a whole suite of safety tech is found on the Palisade, including standard speed-sensing cruise control, blind-spot monitoring, lane-keep assist, and rear cross-traffic warning and parking-distance warning. A rearview monitor with parking guidance and forward collision avoidance is also found on all Palisades. Really, it’s a pretty comprehensive standard safety package with the only out-of-pocket items being front parking distance alert, rain-sensing wipers, and a rear-occupant alert system that detects activity in the car after it’s locked and uses a honk of the horn and a flash of the headlights to alert the driver to a forgotten child, pet, or snoozing grandmother.

We’ll be able to get a better feel for the Palisade on American roads before its launch here. Hyundai says that the Palisade will get one state of tune to fit both the Korean and U.S. markets, so we’re expecting the ride and handling to feel largely the same as it did in South Korea, barring and last-minute adjustments. Meanwhile, Kia will launch its own Telluride SUV on this same chassis, which we expect will slot into a slightly lower price point. That price is still unclear, but if the company stays true to form, it’ll be in-line with those of its major competitors if not a bit lower. Figure a starting point in the mid-$30,000 range and to pay $10,000 or so more for the top-spec, all-wheel-drive versions. While these sorts of vehicles are anathema to those who seek driving enjoyment, they can still be pleasant places to spend time. The Palisade is that, and it proves that Hyundai’s SUV game is indeed strong right now.

2020 Hyundai Palisade Specifications

ON SALE Summer 2019 PRICE $35,000 (est) ENGINE 3.8L DOHC 24-valve V-6; 291 hp @ 6,000 rpm, 262 lb-ft @ 5,000 rpm (est) TRANSMISSION 8-speed automatic LAYOUT 4-door, 7- or 8-passenger, front-engine, FWD or AWD SUV EPA MILEAGE N/A L x W x H 196.1 x 77.8 x 68.9 in WHEELBASE 114.2 in WEIGHT 4,500 lb (est) 0–60 MPH N/A TOP SPEED N/A

IFTTT

[jonathanbelloblog]

Look Out SEMA! Hyundai BTR Edition Elantra Sport Concept is Coming Your Way

Hyundai will debut the BTR Edition Elantra Sport Concept at this year’s SEMA Show as a tuner’s take on the automaker’s well-received sporty compact.

Developed in cooperation with Blood Type Racing (BTR), this Elantra Sport gets a slew of modifications to make it more aggressive-looking and more potent.

Some of the key suspension changes include an HSD coilover setup, and an upgraded strut tower brace, chassis brace, and anti-roll bars from Pierce Motorsports.

The Elantra Sport’s 1.6-liter turbo-four gets BTR’s own custom EC tune and engine management software, a Torcon CAI intake, and a Pierce Motorsports exhaust system.

SSR GTXo1 19-inch wheels replace the factory 18-inch alloys and are wrapped in Toyo T1 Sport tires. Behind those wheels you’ll find a Fella big brake kit for improved stopping power. The car also features a Devil’s Own water/methanol injection system.

The Elantra Sport’s exterior gets custom headlights, AutoArt body and paint work, a custom Aerotek front, side, and rear aero kit, an APR GTC-200 GT wing, and the extremely bright BASF Glasurit Arancio Borealis (read: orange) paint job you see above.

Inside, the BTR Edition Elantra Sport Concept gets LED interior lighting, diamond stitched floor mats, a carbon-fiber steering wheel from SoCalGarageWorks, and a re-stitched OEM-style interior.

The BTR Edition Elantra Sport Concept will be one of a number of show cars Hyundai will debut at this year’s SEMA Show. Earlier this week, it revealed the Rockstar Energy Moab Extreme Off-Roader Santa Fe Concept as the first SEMA-bound Hyundai show car.

In addition to its show cars, Hyundai will show the i30 N race car that participated in this year’s Nürburgring 24-Hour endurance race, marking the first appearance of an N-badged vehicle in the U.S. However, the first production N-badged Hyundai to arrive in the U.S. is expected to be the second-generation Veloster.

The post Look Out SEMA! Hyundai BTR Edition Elantra Sport Concept is Coming Your Way appeared first on Automobile Magazine.

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[robertkstone]

Hyundai BTR Edition Elantra Sport Concept Heading to SEMA

Hyundai will debut the BTR Edition Elantra Sport Concept at this year’s SEMA Show as a tuner’s take on the automaker’s well-received sporty compact. Developed in cooperation with Blood Type Racing (BTR), this Elantra Sport gets a slew of modifications to make it more aggressive-looking and more potent.

Some of the key suspension changes include an HSD coilover setup, and an upgraded strut tower brace, chassis brace, and anti-roll bars from Pierce Motorsports. The Elantra Sport‘s 1.6-liter turbo-four gets BTR’s own custom EC tune and engine management software, a Torcon CAI intake, and a Pierce Motorsports exhaust system. SSR GTXo1 19-inch wheels replace the factory 18-inch alloys and are wrapped in Toyo T1 Sport tires. Behind those wheels you’ll find a Fella big brake kit for improved stopping power. The car also features a Devil’s Own water/menthanol injection system.

The Elantra Sport’s exterior gets custom headlights, AutoArt body and paint work, a custom Aerotek front, side, and rear aero kit, an APR GTC-200 GT wing, and the extremely bright BASF Glasurit Arancio Borealis (read: orange) paint job you see above. Inside, the BTR Edition Elantra Sport Concept gets LED interior lighting, diamond stitched floor mats, a carbon fiber steering wheel from SoCalGarageWorks, and a re-stitched OEM-style interior.

The BTR Edition Elantra Sport Concept will be one of a number of show cars Hyundai will debut at this year’s SEMA Show. Earlier this week, it revealed the Rockstar Energy Moab Extreme Off-Roader Santa Fe Concept as the first SEMA-bound Hyundai show car. In addition to its show cars, Hyundai will show the i30 N race car that participated in this year’s Nürburgring 24-Hour endurance race, marking the first appearance of an N-badged vehicle in the U.S. However, the first production N-badged Hyundai to arrive in the U.S. is expected to be the second-generation Veloster.

Source: Hyundai

The post Hyundai BTR Edition Elantra Sport Concept Heading to SEMA appeared first on Motor Trend.

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[omgchocolateunknownbouquet-blog]

2017 Hyundai Tucson Limited

New Post has been published on http://auto.tintoantap.com/2017-hyundai-tucson-limited/

2017 Hyundai Tucson Limited

   The Hyundai Tucson is a compact crossover SUV produced by the South Korean manufacturer Hyundai since 2004. In the marque’s lineup, the Tucson fits below the Santa Fe and Veracruz. It is named after the city of Tucson, Arizona. 2017 Hyundai Tucson is in its Third generation.

The Tucson SE 2.0L 4-cylinder engine gets up to an EPA-estimated 30 MPG Highway.* The Eco, Sport and Limited’s 1.6 Turbo GDI engine steps up the horsepower to 175 and can still deliver up to an EPA-estimated 32 MPG Highway.* Both engines were designed to give you the optimal balance of horsepower and MPG.

The standard 6-speed automatic delivers smooth power and efficient highway cruising. Select the class-exclusive available 7-speed EcoShift® Dual Clutch Transmission and enjoy a direct connection that provides a balance of fuel economy and performance.

With up to an EPA-estimated 32 MPG Highway,* it’s not just the engine that makes Tucson a more efficient vehicle. Its advanced aerodynamic design is also part of the picture, helping Tucson move down the road effortlessly and contributing to its impressive fuel economy.

A multi-link rear suspension provides a confident response for drivers and a composed ride, especially on rough road surfaces. Up front, the Tucson features an independent strut design with coil springs and gas-pressurized SACHS® shock absorbers. While Motor-Driven Power Steering (MDPS) offers a more natural driving feel.

This available feature gives drivers improved traction and greater cornering capability in turns by transferring engine torque to the rear wheels and applying braking force to the inside rear wheel. The result is improved cornering performance and all-weather capability. For driving off-road and in slippery conditions there’s also a driver-selectable AWD lock which allows for a 50/50 split of available torque between the front and rear wheels.

We’re committed to building higher quality vehicles that offer exceptional value, fuel efficiency and performance. To learn more about all the other ways our commitment to quality wins new accolades and owners.

Apple CarPlay takes the things you want to do with your iPhone® while you’re driving your Tucson and lets you access them right on its built-in touchscreen display or ask Siri® to assist. You can get directions, make calls, send and receive text messages and listen to music all in a way that lets you stay focused on the road. It’s easy, just plug in your iPhone and go.

Android Auto was designed especially for your driving needs. Just connect your Android Auto compatible phone and your select apps are road ready. Use the touchscreen or the Talk to Google feature for directions, to make calls, listen to music or send and receive text messages while you stay focused on the road. Get ready for a great driving experience with fewer distractions.

The 5-inch color touchscreen audio system with a rearview camera is standard on the 2017 Tucson. Plug into this 6-speaker AM/FM/SiriusXM/CD/MP3/smartphone audio system and enjoy the drive. Your free trial of SiriusXM Satellite Radio* offers you even more music, sports, news, talk radio and entertainment options.

Get to your destination easier with voice-recognition—for directions without distractions. The interactive 8-inch touchscreen offers navigation and audio info on the same screen. Available apps include Pandora®, SoundHound and Yelp. Plus, SiriusXM Travel Link* to search for local businesses, get current traffic, weather, stocks, sports—even fuel prices and movie times—all in real time.

2017 Hyundai Tucson Limited PRICING/PACKAGES

Pricing

Starting MSRP (Front Wheel Drive) : $22,700

Starting MSRP (All Wheel Drive) : $24,100

2017 Hyundai Tucson Limited EPA MILEAGE ESTIMATES*/FUEL CAPACITY

EPA Mileage Estimates/Fuel Capacity

City/Highway/Combined (Front Wheel Drive) : 23 / 30 / 26

City/Highway/Combined (All Wheel Drive) : 21 / 26 / 23

Fuel tank capacity (gal.) : 16.4

2017 Hyundai Tucson Limited MECHANICAL

Engine

Type : Inline 4-cylinder

Displacement (liters) : 2.0

Horsepower @ RPM : 164 @ 6200

Torque @ RPM : 151 @ 4000

Compression ratio : 11.5:1

Valve train : DOHC 16-valve with D-CVVT

Fuel system: Gasoline Direct Injection (GDI) : Standard

Drivetrain

Front Wheel Drive (FWD) : Standard

All Wheel Drive (AWD) : Optional

6-speed automatic transmission with SHIFTRONIC® : Standard

Body/ Suspension/Chassis

Body type: 5-passenger crossover : Standard

Drive Mode Select : Optional

Body material: Advanced high-strength steel and high tensile steel : Standard

Front suspension: Independent MacPherson strut with coil springs : Standard

Rear suspension: Independent multi-link design : Standard

SACHS® gas-pressurized shock absorbers, front and rear : Standard

Front stabilizer bar (24.7 mm) : Standard

Rear stabilizer bar (23.0 mm) : Standard

4-wheel disc brakes with Anti-lock Braking System (ABS) : Standard

Motor-Driven Power Steering (MDPS) rack-and-pinion steering, column-mounted : Standard

Turning diameter, curb-to-curb (ft.) : 34.9

17-inch alloy wheels with 225/60R17 tires : Standard

2017 Hyundai Tucson Limited EXTERIOR DIMENSIONS

Exterior Features

Wheelbase (in.) : 105.1

Length (in.) : 176.2

Width (in.) without mirrors : 72.8

Height (in.) without roof rack side rails/with roof rack side rails : 64.8 / 65.0

Wheels

Track (in., front/rear) 17-inch wheels : 63.3 / 63.8

Weight

Curb weight (lbs.) FWD : 3,300

Curb weight (lbs.) AWD : 3,463

2017 Hyundai Tucson Limited INTERIOR DIMENSIONS

Interior Features

Head room (in., front/rear) : 39.6 / 39.2

Leg room (in., front/rear) : 41.5 / 38.2

Shoulder room (in., front/rear) : 57.1 / 55.5

Hip room (in., front/rear) : 55.6 / 54.5

Interior Volume

Total interior volume (cu. ft.) : 133.2

Passenger volume (cu. ft.) : 102.2

Cargo volume (cu. ft.) rear seats up/rear seats folded down : 31.0 / 61.9

2017 Hyundai Tucson Limited SAFETY FEATURES

Safety Features

Driver’s blind spot mirror : Standard

Rearview camera : Standard

Tire Pressure Monitoring System (TPMS) with individual tire pressure indicator : Standard

Vehicle Stability Management (VSM) system : Standard

Electronic Stability Control (ESC) : Standard

Traction Control System (TCS) : Standard

Anti-lock Braking System (ABS) : Standard

Electronic Brake-force Distribution (EBD) : Standard

Brake Assist (BA) : Standard

Advanced dual front airbags (SRS) with Occupant Classification System (OCS) : Standard

Dual front seat-mounted side-impact airbags (SRS) : Standard

Front and rear roof-mounted side-curtain airbags (SRS) with rollover sensors : Standard

Energy-absorbing steering column : Standard

Front seatbelt pretensioners and force limiters : Standard

Rear LATCH (Lower Anchors and Tethers for CHildren) : Standard

Power window lock-out button : Standard

Front and rear crumple zones : Standard

Remote keyless entry system with alarm : Standard

2017 Hyundai Tucson Limited EXTERIOR FEATURES

Exterior Features

Roof rack side rails : Optional

Dual fold-away heated power bodycolor side mirrors : Standard

LED Center High-Mount Stop Light (CHMSL) : Standard

Rear spoiler : Standard

Premium side sills (metallic painted) : Optional

Solar control glass : Standard

Privacy glass : Standard

Variable intermittent windshield wipers/washer : Standard

Front windshield wiper de-icer (AWD only) : Optional

Front fog lights : Optional

Halogen projector headlights : Standard

LED headlight accents : Optional

Automatic headlights : Standard

LED Daytime Running Lights (DRL) : Optional

2017 Hyundai Tucson Limited INTERIOR FEATURES

Interior Features

Power windows with driver’s auto-up/down with pinch protection : Optional

Power door locks : Standard

8-way power driver seat with power adjustable lumbar support : Optional

Cloth seating surfaces : Standard

YES Essentials® cloth : Standard

60/40 split fold-down rear seatback : Standard

Rear reclining seat backs : Standard

Rear center armrest : Standard

Dual illuminated vanity mirrors : Optional

Tilt-and-telescopic steering wheel : Standard

Steering-wheel-mounted audio, Bluetooth® and cruise controls : Standard

Bluetooth® hands-free phone system : Standard

Smartphone/USB and auxiliary input jacks : Standard

AM/FM/SiriusXM/CD/MP3 audio system with 6 speakers : Standard

5-inch color touchscreen audio : Standard

2017 Hyundai Tucson Limited WARRANTY

10-Year/100,000-Mile : Powertrain Warranty

Covers repair or replacement of powertrain components (i.e., selected engine and transmission/transaxle components), originally manufactured or installed by Hyundai that are defective in material or factory workmanship, under normal use and maintenance. Coverage applies to original owner only, effective with 2004 model year and newer model-year vehicles. On 1999-2003 model years, coverage applies to original owner and immediate family members (i.e., wife, husband, daughter, son, stepdaughter, stepson). Second and/or subsequent owners have powertrain components coverage under the 5-Year/60,000-Mile New Vehicle Limited Warranty. Excludes coverage for vehicles in commercial use (e.g., taxi, route delivery, delivery service, rental, etc.).

5-Year/60,000-Mile : New Vehicle Limited Waranty

Covers repair or replacement of any component manufactured or originally installed by Hyundai that is defective in material or factory workmanship, under normal use and maintenance.

The following components are covered for time and mileage limits indicated:

Radio and audio systems (i.e., radio, compact disc player, DVD player, navigation system and Bluetooth®): for MY 15 and prior, 3 years/36,000 miles—Equus: 5 years/60,000 miles

Radio and audio systems (i.e., radio, compact disc player, DVD player, navigation system and Bluetooth®): for MY 16, 5 years/60,000 miles for all models

Paint: 3 years/36,000 miles

Battery: for MY 15 and prior, 3 years/unlimited miles (100% covered 2 years/unlimited miles; after 2 years and within 3 years, 25% cost of battery and 100% labor cost covered)

Battery: for MY 16, 3 years/36,000 miles (no proration)

Air conditioner refrigerant charge: 1 year/unlimited miles

Adjustments: 1 year/12,000 miles

Wear items: 1 year/12,000 miles (e.g., belts, brake pads and linings, clutch linings, filters, wiper blades, bulbs and fuses)

7-Years/Unlimited Miles : Anti-Perforation Warranty

Covers 7 years/unlimited miles starting with 2005 model year (previously 5 years/100,000 miles for 2004 and prior model years).

Covers perforation (rust hole through the body panel from inside to outside) corrosion of original Hyundai body sheet metal due to defects in material or factory workmanship, under normal use and maintenance.

Excludes surface corrosion.

5-Year/Unlimited Miles : 24-Hour Roadside Assistance

Effective from the date the vehicle is delivered to the first retail buyer, or otherwise put into service (in-service date), whichever is earlier.

When you call 1-800-243-7766 for Roadside Assistance, please provide the following:

Your Name

Vehicle Identification Number (VIN) – located on the driver’s side dashboard

Vehicle Mileage

Vehicle Location

Description of Your Vehicle’s Problem

BUILD 2017 Hyundai Tucson Limited IN YOUR AREA

[aleksracing]

Strut Bar Hyundai Santa Fe TM facelift (2020-2023)

A Strut Bar Hyundai Santa Fe TM facelift (2020-2023) bolts across the top of the engine to the tops of the two suspension posts and makes that direct physical contact. The result is that the whole front suspension setup becomes a lot more rigid and there will be virtually no movement relative to each side. Fast delivery.

https://www.aleksracing.com/strut-bar-hyundai-santa-fe-2020-urkr-tw2-4183

[eddiejpoplar]

Look Out SEMA! Hyundai BTR Edition Elantra Sport Concept is Coming Your Way

Hyundai will debut the BTR Edition Elantra Sport Concept at this year’s SEMA Show as a tuner’s take on the automaker’s well-received sporty compact.

Developed in cooperation with Blood Type Racing (BTR), this Elantra Sport gets a slew of modifications to make it more aggressive-looking and more potent.

Some of the key suspension changes include an HSD coilover setup, and an upgraded strut tower brace, chassis brace, and anti-roll bars from Pierce Motorsports.

The Elantra Sport’s 1.6-liter turbo-four gets BTR’s own custom EC tune and engine management software, a Torcon CAI intake, and a Pierce Motorsports exhaust system.

SSR GTXo1 19-inch wheels replace the factory 18-inch alloys and are wrapped in Toyo T1 Sport tires. Behind those wheels you’ll find a Fella big brake kit for improved stopping power. The car also features a Devil’s Own water/methanol injection system.

The Elantra Sport’s exterior gets custom headlights, AutoArt body and paint work, a custom Aerotek front, side, and rear aero kit, an APR GTC-200 GT wing, and the extremely bright BASF Glasurit Arancio Borealis (read: orange) paint job you see above.

Inside, the BTR Edition Elantra Sport Concept gets LED interior lighting, diamond stitched floor mats, a carbon-fiber steering wheel from SoCalGarageWorks, and a re-stitched OEM-style interior.

The BTR Edition Elantra Sport Concept will be one of a number of show cars Hyundai will debut at this year’s SEMA Show. Earlier this week, it revealed the Rockstar Energy Moab Extreme Off-Roader Santa Fe Concept as the first SEMA-bound Hyundai show car.

In addition to its show cars, Hyundai will show the i30 N race car that participated in this year’s Nürburgring 24-Hour endurance race, marking the first appearance of an N-badged vehicle in the U.S. However, the first production N-badged Hyundai to arrive in the U.S. is expected to be the second-generation Veloster.

The post Look Out SEMA! Hyundai BTR Edition Elantra Sport Concept is Coming Your Way appeared first on Automobile Magazine.

from Performance Junk Blogger 6 http://ift.tt/2x28pIs via IFTTT

[jesusvasser]

Look Out SEMA! Hyundai BTR Edition Elantra Sport Concept is Coming Your Way

Hyundai will debut the BTR Edition Elantra Sport Concept at this year’s SEMA Show as a tuner’s take on the automaker’s well-received sporty compact.

Developed in cooperation with Blood Type Racing (BTR), this Elantra Sport gets a slew of modifications to make it more aggressive-looking and more potent.

Some of the key suspension changes include an HSD coilover setup, and an upgraded strut tower brace, chassis brace, and anti-roll bars from Pierce Motorsports.

The Elantra Sport’s 1.6-liter turbo-four gets BTR’s own custom EC tune and engine management software, a Torcon CAI intake, and a Pierce Motorsports exhaust system.

SSR GTXo1 19-inch wheels replace the factory 18-inch alloys and are wrapped in Toyo T1 Sport tires. Behind those wheels you’ll find a Fella big brake kit for improved stopping power. The car also features a Devil’s Own water/methanol injection system.

The Elantra Sport’s exterior gets custom headlights, AutoArt body and paint work, a custom Aerotek front, side, and rear aero kit, an APR GTC-200 GT wing, and the extremely bright BASF Glasurit Arancio Borealis (read: orange) paint job you see above.

Inside, the BTR Edition Elantra Sport Concept gets LED interior lighting, diamond stitched floor mats, a carbon-fiber steering wheel from SoCalGarageWorks, and a re-stitched OEM-style interior.

The BTR Edition Elantra Sport Concept will be one of a number of show cars Hyundai will debut at this year’s SEMA Show. Earlier this week, it revealed the Rockstar Energy Moab Extreme Off-Roader Santa Fe Concept as the first SEMA-bound Hyundai show car.

In addition to its show cars, Hyundai will show the i30 N race car that participated in this year’s Nürburgring 24-Hour endurance race, marking the first appearance of an N-badged vehicle in the U.S. However, the first production N-badged Hyundai to arrive in the U.S. is expected to be the second-generation Veloster.

The post Look Out SEMA! Hyundai BTR Edition Elantra Sport Concept is Coming Your Way appeared first on Automobile Magazine.

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[robertkstone]

First Drive: 2018 Chevrolet Traverse Premier

LAKE GEORGE, Michigan — The first-generation Chevrolet Traverse represented a brand and its corporation in transition, having launched the model year before General Motors’ bankruptcy. American families were starting to trade in truck-based sport/utility vehicles like the Chevy TrailBlazer for more carlike unibody front-wheel-drive-based SUVs. Ten years later, Chevrolet is stepping up its game in this segment, taking on leaders like the best-selling Ford Explorer, as well as the likes of the Jeep Grand Cherokee, Toyota Highlander, Hyundai Santa Fe and Honda Pilot, all of which are more popular than the Traverse. Even Chevrolet’s bigger, traditional Chevy Tahoe/Suburban combo outsold Traverse by more than 46,000 units last year.

So the 2018 Chevrolet Traverse and its smaller compact sibling, the Equinox, are two key models in Chevy’s goal of becoming America’s number-one brand again. That means it must first catch Toyota, and then Ford, the latter of which outsold Chevrolet by nearly 391,000 units last year.

To drive its competitive points home, Chevy offered journalists a chance to take their families to various Michigan resorts (yes, we have them) for the weekend in order to best enjoy the Traverse’s qualities. No one among Automobile’s Detroit Bureau-based staff has kids, but my wife, Donna, and I have three collies in our family. We took up Chevy on its offer of a new Traverse for the weekend, and turned down the resort lodging offered as our destination in favor of our newly purchased, dog-friendly cabin off Lake George in the north-central part of the state, about 180 miles away.

There will be fur.

Outside, the new Traverse shares Chevy’s very handsome design language and its coke-bottle body forms with the new Equinox. The two SUVs recall the organic, fuselage-style profiles of Chevy’s glory years in the 1960s and early ‘70s. Chevy says that the all-new Traverse is only slightly larger than the first model, with a 2.0-inch longer wheelbase and a slight increase in overall length, but significantly more interior space.

“We wanted the feeling and the presence of a truck,” says designer Rich Scheer. It has ‘Tahoe DNA’—more SUV than CUV, he says.

I think the new Chevy Traverse looks much sleeker, tighter and less people-mover-like than the old Traverse.

“The fact that the truck studio designed this model is not a happy accident,” says Steve Majoros, marketing director for Chevrolet cars and crossovers.

That’s a major hint. We know the 2019 Chevrolet Silverado and 2020 Chevy Tahoe/Suburban will be radically updated, with sleeker, more aerodynamic styling, so it’s pretty clear that the 2018 Chevy Traverse is a 7/8-scale preview of those full-size trucks. Imagine the next Tahoe/Suburban as a larger, longer Traverse. Cut the top off aft the b- or c-pillar, throw a solid rear axle back in, and you have the next Silverado. Whether this styling translates into being more truck-like or not, it works, and it should move the metal among mainstream consumers, who typically list “styling” as a major purchase consideration.

Underneath, the 2018 Traverse is all-new. It rides on the C1Y platform shared with the smaller GMC Acadia and the coming Mark II Buick Enclave. Its 3.6-liter V-6 is the only carryover piece, and only engine choice thus far. This is not the 3649-cc V-6 with Active Fuel Management (cylinder shut-off) introduced in the Cadillac CT6, but instead an updated version of the 3564-cc High-Feature V-6 that’s been on the market for more than a decade. It’s coupled to GM’s new 9-speed automatic transmission, and features stop/start technology, with no shutoff switch for the driver. Manumatic control is limited to a button on the gearshift, and the driver may select a range of gears among the nine while in tow mode.

The suspension of the Traverse has MacPherson struts up front and a five-link rear. Chief engineer Dean Perelli points to the Sachs PLV passive dampers with rebound springs in the rear as an important addition. A urethane vertical bar inside the spring coils, called a Spring Aid, serves as a jounce bumper.

The result is a soft, supple ride, but with good handling, Perelli says. The electrically assisted power steering has variable effort, and the turning diameter of 39 feet is about 1.5-feet tighter than the old model’s.

Base wheels are 18-inchers, but our spiffy-looking Traverse Premier’s $2,495 Redline Edition appearance package adds 20-inch aluminum wheels and paints them black with red accents. It also blacks out the chrome trim and the bowtie badges and adds a dual Skyscape sunroof and the trailering package.

Donna and I headed for the cabin late Friday afternoon, the Traverse loaded up with our three collies and just a couple of bags. The Traverse’s three rows of seats meant nothing to us. We folded down the second-row captains chairs and the third row bench, and tried to fill in the space between those second-row seats with bags in order to keep the floor as flat as possible for the dogs. If you have dogs and no kids, you’ll want the second-row bench.

The updated V-6 is smooth and powerful, with really nice throttle tip-in. Keep your right foot in it and the 3.6 rewards you with a subtle motorboat trill as you smoothly and quickly reach the mid- and upper-rev ranges. Chevy says 0-60 mph comes in less than 7 seconds, respectable for a 4,362-pound three-row SUV. Ours was a front-wheel-drive model, closer to the stated curb weight than one with the optional all-wheel-drive system.

Because collie Hugo was born blind and has obsessive-compulsive disorder, we can’t buckle him in—and so we don’t buckle in Django or Maude, either. (We usually put up some netting behind the front seats.) Driving with three dogs means being less aggressive on the highway and leaving more space for gentler braking. I made good use of the surround vision cameras, which make backing into parking spaces easy, though we had no use for the “teen driver technology.”

The Traverse’s suspension and steering work as Perelli advertised. It’s probably the smoothest and most comfortable ride among SUVs in this segment, nicely soaking up the expansion strips and the crumbling bits of Michigan’s I-96 and State Highway 127. The jounce control means that dive isn’t bad when sudden brake lights ahead force a harder-than-usual stop. The steering is precise and light, offering good feedback, though the ratio isn’t so quick as to feel too twitchy for such a big, tall sport/utility. This is a comfortable, well-balanced SUV that will suit a family with a sportier, more enthusiast-oriented car on the other side of the garage.

Donna was happy to find that the front passenger seat, like the driver’s seat, has power lumbar support, a feature all too rare, even in luxury models. We ran the front seat coolers on the way up to Lake George. Interior materials and fit-and-finish are state-of-the-art for a brand offering luxury at a commodity price, with rich-looking padding on the dashboard and better-than-average plastic finish on the lower parts of the doors. The Traverse has a lot of convenient storage, including a hidden compartment behind the power-operated radio/navigation screen and a deep compartment under the cargo load floor that’s good for carrying food right under the dogs’ paws. Our $47,930 Chevy Traverse Premier Redline is priced up there with Buick Enclaves and Infiniti QX60s, though the base Traverse starts at $30,875, and the popular Traverse LT with cloth seats begins at $35,495.

We enjoyed the Bose Premium 10-speaker hi-fi, standard with the Premium trim, listening to a mix of public radio and XM channel 67, but we didn’t bother with Apple CarPlay (what are we going to do – call each other?) nor the OnStar or 4G LTE wi-fi hotspot. Longer trips, maybe. Everything operates by touchscreen, though. Chevrolet eschewed the tuning knob in the new Traverse, as well as the Equinox, which makes finding that out-of-town radio station too distracting.

We did use the navigation system and its eight-inch color touchscreen on Saturday night to find a restaurant in Cadillac. The navigation took us out of our way by maybe half a mile, through a closed-loop cul de sac in our lake area community, before directing us to the town about 35 miles away.

On Sunday morning, I drove to a dirt road near our cabin, where there’s some deep sand on parts of the mile-long stretch that goes unplowed during wintertime. I could have had some fun with the twin-clutch Advanced AWD system that disconnects the propshaft for better fuel efficiency. It’s standard on the new top-of-the-range $52,995-base Traverse High Country.

The High Country’s Advanced AWD has four driver-selectable modes (our FWD model came with three; standard, snow-mode and trailer, of which Traverse can tow up to 5,000 pounds). In AWD off-road mode, the system turns the Chevy Traverse High Country into something of a rally car around dirt-road corners, “like a WRX,” says chief engineer Perelli. For me, with my FWD Premier Redline, the road made only a decent photo-op.

It acquitted itself well back in Metro Detroit Monday, when I subjected the SUV to my standard local cloverleaf of right-turn sweepers. There’s no wallow to accompany the soft, comfortable ride, and the SUV steers through such turns with mild, predictable understeer and moderate yaw. You can go sufficiently fast without alerting any stability control nannies, unlike, say the segment-leading Ford Explorer with its overly intrusive Curve Control.

The Traverse’s steering initially required a bit of mid-curve correction. Even with 266 pound-feet going to the front wheels, there was no detectable torque-steer. I heard and felt the un-defeatable stop/start start up just once, on the way back to the office from this modest handling exercise. Otherwise, the fuel-saving feature was undetectable without an eye on the tachometer. It’s the best stop/start in the business.

The three-hour drive back to Metro Detroit a day earlier was uneventful in a good way, even with traffic jams south on 127 and east on 96 as other weekenders tried to get home. Yes, it’s a drive-and-forget sort of vehicle, with a plethora of entertainment options for three-hour-plus trips, with the best-looking styling in the segment. By Monday, I had driven the 2018 Chevrolet Traverse Premier Redline more than 600 miles, the last 256.7 off a fill-up in Cadillac. Indicated fuel mileage was 25.3 mpg at an average speed of 46.7 mph, but by my calculation (and with three or four extra clicks on the regular unleaded pump), I averaged 23.9 mpg. I returned the Traverse to Chevy with the weekend’s bugs and dirt washed off, and just about all of the fur vacuumed from the interior.

2018 Chevrolet Traverse Premier Specifications

ON SALE Now PRICE $45,395/$47,930 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/310 hp @ 6,800 rpm, 266 lb-ft @ 2,800 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 7-passenger, front-engine, FWD SUV EPA MILEAGE 18/27 mpg (city/hwy) L x W x H 204.3 x 78.6 x 70.7 in WHEELBASE 120.9 in WEIGHT 4,362 lb 0-60 MPH 6.9 sec (est) TOP SPEED N/A

<img width="150" height="113" src="http://ift.tt/1YDcwlQ" class="attachment-g

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from PerformanceJunk WP Feed 3 http://ift.tt/2wdbJmv via IFTTT

[jesusvasser]

First Drive: 2018 Chevrolet Traverse Premier

LAKE GEORGE, Michigan — The first-generation Chevrolet Traverse represented a brand and its corporation in transition, having launched the model year before General Motors’ bankruptcy. American families were starting to trade in truck-based sport/utility vehicles like the Chevy TrailBlazer for more carlike unibody front-wheel-drive-based SUVs. Ten years later, Chevrolet is stepping up its game in this segment, taking on leaders like the best-selling Ford Explorer, as well as the likes of the Jeep Grand Cherokee, Toyota Highlander, Hyundai Santa Fe and Honda Pilot, all of which are more popular than the Traverse. Even Chevrolet’s bigger, traditional Chevy Tahoe/Suburban combo outsold Traverse by more than 46,000 units last year.

So the 2018 Chevrolet Traverse and its smaller compact sibling, the Equinox, are two key models in Chevy’s goal of becoming America’s number-one brand again. That means it must first catch Toyota, and then Ford, the latter of which outsold Chevrolet by nearly 391,000 units last year.

To drive its competitive points home, Chevy offered journalists a chance to take their families to various Michigan resorts (yes, we have them) for the weekend in order to best enjoy the Traverse’s qualities. No one among Automobile’s Detroit Bureau-based staff has kids, but my wife, Donna, and I have three collies in our family. We took up Chevy on its offer of a new Traverse for the weekend, and turned down the resort lodging offered as our destination in favor of our newly purchased, dog-friendly cabin off Lake George in the north-central part of the state, about 180 miles away.

There will be fur.

Outside, the new Traverse shares Chevy’s very handsome design language and its coke-bottle body forms with the new Equinox. The two SUVs recall the organic, fuselage-style profiles of Chevy’s glory years in the 1960s and early ‘70s. Chevy says that the all-new Traverse is only slightly larger than the first model, with a 2.0-inch longer wheelbase and a slight increase in overall length, but significantly more interior space.

“We wanted the feeling and the presence of a truck,” says designer Rich Scheer. It has ‘Tahoe DNA’—more SUV than CUV, he says.

I think the new Chevy Traverse looks much sleeker, tighter and less people-mover-like than the old Traverse.

“The fact that the truck studio designed this model is not a happy accident,” says Steve Majoros, marketing director for Chevrolet cars and crossovers.

That’s a major hint. We know the 2019 Chevrolet Silverado and 2020 Chevy Tahoe/Suburban will be radically updated, with sleeker, more aerodynamic styling, so it’s pretty clear that the 2018 Chevy Traverse is a 7/8-scale preview of those full-size trucks. Imagine the next Tahoe/Suburban as a larger, longer Traverse. Cut the top off aft the b- or c-pillar, throw a solid rear axle back in, and you have the next Silverado. Whether this styling translates into being more truck-like or not, it works, and it should move the metal among mainstream consumers, who typically list “styling” as a major purchase consideration.

Underneath, the 2018 Traverse is all-new. It rides on the C1Y platform shared with the smaller GMC Acadia and the coming Mark II Buick Enclave. Its 3.6-liter V-6 is the only carryover piece, and only engine choice thus far. This is not the 3649-cc V-6 with Active Fuel Management (cylinder shut-off) introduced in the Cadillac CT6, but instead an updated version of the 3564-cc High-Feature V-6 that’s been on the market for more than a decade. It’s coupled to GM’s new 9-speed automatic transmission, and features stop/start technology, with no shutoff switch for the driver. Manumatic control is limited to a button on the gearshift, and the driver may select a range of gears among the nine while in tow mode.

The suspension of the Traverse has MacPherson struts up front and a five-link rear. Chief engineer Dean Perelli points to the Sachs PLV passive dampers with rebound springs in the rear as an important addition. A urethane vertical bar inside the spring coils, called a Spring Aid, serves as a jounce bumper.

The result is a soft, supple ride, but with good handling, Perelli says. The electrically assisted power steering has variable effort, and the turning diameter of 39 feet is about 1.5-feet tighter than the old model’s.

Base wheels are 18-inchers, but our spiffy-looking Traverse Premier’s $2,495 Redline Edition appearance package adds 20-inch aluminum wheels and paints them black with red accents. It also blacks out the chrome trim and the bowtie badges and adds a dual Skyscape sunroof and the trailering package.

Donna and I headed for the cabin late Friday afternoon, the Traverse loaded up with our three collies and just a couple of bags. The Traverse’s three rows of seats meant nothing to us. We folded down the second-row captains chairs and the third row bench, and tried to fill in the space between those second-row seats with bags in order to keep the floor as flat as possible for the dogs. If you have dogs and no kids, you’ll want the second-row bench.

The updated V-6 is smooth and powerful, with really nice throttle tip-in. Keep your right foot in it and the 3.6 rewards you with a subtle motorboat trill as you smoothly and quickly reach the mid- and upper-rev ranges. Chevy says 0-60 mph comes in less than 7 seconds, respectable for a 4,362-pound three-row SUV. Ours was a front-wheel-drive model, closer to the stated curb weight than one with the optional all-wheel-drive system.

Because collie Hugo was born blind and has obsessive-compulsive disorder, we can’t buckle him in—and so we don’t buckle in Django or Maude, either. (We usually put up some netting behind the front seats.) Driving with three dogs means being less aggressive on the highway and leaving more space for gentler braking. I made good use of the surround vision cameras, which make backing into parking spaces easy, though we had no use for the “teen driver technology.”

The Traverse’s suspension and steering work as Perelli advertised. It’s probably the smoothest and most comfortable ride among SUVs in this segment, nicely soaking up the expansion strips and the crumbling bits of Michigan’s I-96 and State Highway 127. The jounce control means that dive isn’t bad when sudden brake lights ahead force a harder-than-usual stop. The steering is precise and light, offering good feedback, though the ratio isn’t so quick as to feel too twitchy for such a big, tall sport/utility. This is a comfortable, well-balanced SUV that will suit a family with a sportier, more enthusiast-oriented car on the other side of the garage.

Donna was happy to find that the front passenger seat, like the driver’s seat, has power lumbar support, a feature all too rare, even in luxury models. We ran the front seat coolers on the way up to Lake George. Interior materials and fit-and-finish are state-of-the-art for a brand offering luxury at a commodity price, with rich-looking padding on the dashboard and better-than-average plastic finish on the lower parts of the doors. The Traverse has a lot of convenient storage, including a hidden compartment behind the power-operated radio/navigation screen and a deep compartment under the cargo load floor that’s good for carrying food right under the dogs’ paws. Our $47,930 Chevy Traverse Premier Redline is priced up there with Buick Enclaves and Infiniti QX60s, though the base Traverse starts at $30,875, and the popular Traverse LT with cloth seats begins at $35,495.

We enjoyed the Bose Premium 10-speaker hi-fi, standard with the Premium trim, listening to a mix of public radio and XM channel 67, but we didn’t bother with Apple CarPlay (what are we going to do – call each other?) nor the OnStar or 4G LTE wi-fi hotspot. Longer trips, maybe. Everything operates by touchscreen, though. Chevrolet eschewed the tuning knob in the new Traverse, as well as the Equinox, which makes finding that out-of-town radio station too distracting.

We did use the navigation system and its eight-inch color touchscreen on Saturday night to find a restaurant in Cadillac. The navigation took us out of our way by maybe half a mile, through a closed-loop cul de sac in our lake area community, before directing us to the town about 35 miles away.

On Sunday morning, I drove to a dirt road near our cabin, where there’s some deep sand on parts of the mile-long stretch that goes unplowed during wintertime. I could have had some fun with the twin-clutch Advanced AWD system that disconnects the propshaft for better fuel efficiency. It’s standard on the new top-of-the-range $52,995-base Traverse High Country.

The High Country’s Advanced AWD has four driver-selectable modes (our FWD model came with three; standard, snow-mode and trailer, of which Traverse can tow up to 5,000 pounds). In AWD off-road mode, the system turns the Chevy Traverse High Country into something of a rally car around dirt-road corners, “like a WRX,” says chief engineer Perelli. For me, with my FWD Premier Redline, the road made only a decent photo-op.

It acquitted itself well back in Metro Detroit Monday, when I subjected the SUV to my standard local cloverleaf of right-turn sweepers. There’s no wallow to accompany the soft, comfortable ride, and the SUV steers through such turns with mild, predictable understeer and moderate yaw. You can go sufficiently fast without alerting any stability control nannies, unlike, say the segment-leading Ford Explorer with its overly intrusive Curve Control.

The Traverse’s steering initially required a bit of mid-curve correction. Even with 266 pound-feet going to the front wheels, there was no detectable torque-steer. I heard and felt the un-defeatable stop/start start up just once, on the way back to the office from this modest handling exercise. Otherwise, the fuel-saving feature was undetectable without an eye on the tachometer. It’s the best stop/start in the business.

The three-hour drive back to Metro Detroit a day earlier was uneventful in a good way, even with traffic jams south on 127 and east on 96 as other weekenders tried to get home. Yes, it’s a drive-and-forget sort of vehicle, with a plethora of entertainment options for three-hour-plus trips, with the best-looking styling in the segment. By Monday, I had driven the 2018 Chevrolet Traverse Premier Redline more than 600 miles, the last 256.7 off a fill-up in Cadillac. Indicated fuel mileage was 25.3 mpg at an average speed of 46.7 mph, but by my calculation (and with three or four extra clicks on the regular unleaded pump), I averaged 23.9 mpg. I returned the Traverse to Chevy with the weekend’s bugs and dirt washed off, and just about all of the fur vacuumed from the interior.

2018 Chevrolet Traverse Premier Specifications

ON SALE Now PRICE $45,395/$47,930 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/310 hp @ 6,800 rpm, 266 lb-ft @ 2,800 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 7-passenger, front-engine, FWD SUV EPA MILEAGE 18/27 mpg (city/hwy) L x W x H 204.3 x 78.6 x 70.7 in WHEELBASE 120.9 in WEIGHT 4,362 lb 0-60 MPH 6.9 sec (est) TOP SPEED N/A

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[eddiejpoplar]

First Drive: 2018 Chevrolet Traverse Premier

LAKE GEORGE, Michigan — The first-generation Chevrolet Traverse represented a brand and its corporation in transition, having launched the model year before General Motors’ bankruptcy. American families were starting to trade in truck-based sport/utility vehicles like the Chevy TrailBlazer for more carlike unibody front-wheel-drive-based SUVs. Ten years later, Chevrolet is stepping up its game in this segment, taking on leaders like the best-selling Ford Explorer, as well as the likes of the Jeep Grand Cherokee, Toyota Highlander, Hyundai Santa Fe and Honda Pilot, all of which are more popular than the Traverse. Even Chevrolet’s bigger, traditional Chevy Tahoe/Suburban combo outsold Traverse by more than 46,000 units last year.

So the 2018 Chevrolet Traverse and its smaller compact sibling, the Equinox, are two key models in Chevy’s goal of becoming America’s number-one brand again. That means it must first catch Toyota, and then Ford, the latter of which outsold Chevrolet by nearly 391,000 units last year.

To drive its competitive points home, Chevy offered journalists a chance to take their families to various Michigan resorts (yes, we have them) for the weekend in order to best enjoy the Traverse’s qualities. No one among Automobile’s Detroit Bureau-based staff has kids, but my wife, Donna, and I have three collies in our family. We took up Chevy on its offer of a new Traverse for the weekend, and turned down the resort lodging offered as our destination in favor of our newly purchased, dog-friendly cabin off Lake George in the north-central part of the state, about 180 miles away.

There will be fur.

Outside, the new Traverse shares Chevy’s very handsome design language and its coke-bottle body forms with the new Equinox. The two SUVs recall the organic, fuselage-style profiles of Chevy’s glory years in the 1960s and early ‘70s. Chevy says that the all-new Traverse is only slightly larger than the first model, with a 2.0-inch longer wheelbase and a slight increase in overall length, but significantly more interior space.

“We wanted the feeling and the presence of a truck,” says designer Rich Scheer. It has ‘Tahoe DNA’—more SUV than CUV, he says.

I think the new Chevy Traverse looks much sleeker, tighter and less people-mover-like than the old Traverse.

“The fact that the truck studio designed this model is not a happy accident,” says Steve Majoros, marketing director for Chevrolet cars and crossovers.

That’s a major hint. We know the 2019 Chevrolet Silverado and 2020 Chevy Tahoe/Suburban will be radically updated, with sleeker, more aerodynamic styling, so it’s pretty clear that the 2018 Chevy Traverse is a 7/8-scale preview of those full-size trucks. Imagine the next Tahoe/Suburban as a larger, longer Traverse. Cut the top off aft the b- or c-pillar, throw a solid rear axle back in, and you have the next Silverado. Whether this styling translates into being more truck-like or not, it works, and it should move the metal among mainstream consumers, who typically list “styling” as a major purchase consideration.

Underneath, the 2018 Traverse is all-new. It rides on the C1Y platform shared with the smaller GMC Acadia and the coming Mark II Buick Enclave. Its 3.6-liter V-6 is the only carryover piece, and only engine choice thus far. This is not the 3649-cc V-6 with Active Fuel Management (cylinder shut-off) introduced in the Cadillac CT6, but instead an updated version of the 3564-cc High-Feature V-6 that’s been on the market for more than a decade. It’s coupled to GM’s new 9-speed automatic transmission, and features stop/start technology, with no shutoff switch for the driver. Manumatic control is limited to a button on the gearshift, and the driver may select a range of gears among the nine while in tow mode.

The suspension of the Traverse has MacPherson struts up front and a five-link rear. Chief engineer Dean Perelli points to the Sachs PLV passive dampers with rebound springs in the rear as an important addition. A urethane vertical bar inside the spring coils, called a Spring Aid, serves as a jounce bumper.

The result is a soft, supple ride, but with good handling, Perelli says. The electrically assisted power steering has variable effort, and the turning diameter of 39 feet is about 1.5-feet tighter than the old model’s.

Base wheels are 18-inchers, but our spiffy-looking Traverse Premier’s $2,495 Redline Edition appearance package adds 20-inch aluminum wheels and paints them black with red accents. It also blacks out the chrome trim and the bowtie badges and adds a dual Skyscape sunroof and the trailering package.

Donna and I headed for the cabin late Friday afternoon, the Traverse loaded up with our three collies and just a couple of bags. The Traverse’s three rows of seats meant nothing to us. We folded down the second-row captains chairs and the third row bench, and tried to fill in the space between those second-row seats with bags in order to keep the floor as flat as possible for the dogs. If you have dogs and no kids, you’ll want the second-row bench.

The updated V-6 is smooth and powerful, with really nice throttle tip-in. Keep your right foot in it and the 3.6 rewards you with a subtle motorboat trill as you smoothly and quickly reach the mid- and upper-rev ranges. Chevy says 0-60 mph comes in less than 7 seconds, respectable for a 4,362-pound three-row SUV. Ours was a front-wheel-drive model, closer to the stated curb weight than one with the optional all-wheel-drive system.

Because collie Hugo was born blind and has obsessive-compulsive disorder, we can’t buckle him in—and so we don’t buckle in Django or Maude, either. (We usually put up some netting behind the front seats.) Driving with three dogs means being less aggressive on the highway and leaving more space for gentler braking. I made good use of the surround vision cameras, which make backing into parking spaces easy, though we had no use for the “teen driver technology.”

The Traverse’s suspension and steering work as Perelli advertised. It’s probably the smoothest and most comfortable ride among SUVs in this segment, nicely soaking up the expansion strips and the crumbling bits of Michigan’s I-96 and State Highway 127. The jounce control means that dive isn’t bad when sudden brake lights ahead force a harder-than-usual stop. The steering is precise and light, offering good feedback, though the ratio isn’t so quick as to feel too twitchy for such a big, tall sport/utility. This is a comfortable, well-balanced SUV that will suit a family with a sportier, more enthusiast-oriented car on the other side of the garage.

Donna was happy to find that the front passenger seat, like the driver’s seat, has power lumbar support, a feature all too rare, even in luxury models. We ran the front seat coolers on the way up to Lake George. Interior materials and fit-and-finish are state-of-the-art for a brand offering luxury at a commodity price, with rich-looking padding on the dashboard and better-than-average plastic finish on the lower parts of the doors. The Traverse has a lot of convenient storage, including a hidden compartment behind the power-operated radio/navigation screen and a deep compartment under the cargo load floor that’s good for carrying food right under the dogs’ paws. Our $47,930 Chevy Traverse Premier Redline is priced up there with Buick Enclaves and Infiniti QX60s, though the base Traverse starts at $30,875, and the popular Traverse LT with cloth seats begins at $35,495.

We enjoyed the Bose Premium 10-speaker hi-fi, standard with the Premium trim, listening to a mix of public radio and XM channel 67, but we didn’t bother with Apple CarPlay (what are we going to do – call each other?) nor the OnStar or 4G LTE wi-fi hotspot. Longer trips, maybe. Everything operates by touchscreen, though. Chevrolet eschewed the tuning knob in the new Traverse, as well as the Equinox, which makes finding that out-of-town radio station too distracting.

We did use the navigation system and its eight-inch color touchscreen on Saturday night to find a restaurant in Cadillac. The navigation took us out of our way by maybe half a mile, through a closed-loop cul de sac in our lake area community, before directing us to the town about 35 miles away.

On Sunday morning, I drove to a dirt road near our cabin, where there’s some deep sand on parts of the mile-long stretch that goes unplowed during wintertime. I could have had some fun with the twin-clutch Advanced AWD system that disconnects the propshaft for better fuel efficiency. It’s standard on the new top-of-the-range $52,995-base Traverse High Country.

The High Country’s Advanced AWD has four driver-selectable modes (our FWD model came with three; standard, snow-mode and trailer, of which Traverse can tow up to 5,000 pounds). In AWD off-road mode, the system turns the Chevy Traverse High Country into something of a rally car around dirt-road corners, “like a WRX,” says chief engineer Perelli. For me, with my FWD Premier Redline, the road made only a decent photo-op.

It acquitted itself well back in Metro Detroit Monday, when I subjected the SUV to my standard local cloverleaf of right-turn sweepers. There’s no wallow to accompany the soft, comfortable ride, and the SUV steers through such turns with mild, predictable understeer and moderate yaw. You can go sufficiently fast without alerting any stability control nannies, unlike, say the segment-leading Ford Explorer with its overly intrusive Curve Control.

The Traverse’s steering initially required a bit of mid-curve correction. Even with 266 pound-feet going to the front wheels, there was no detectable torque-steer. I heard and felt the un-defeatable stop/start start up just once, on the way back to the office from this modest handling exercise. Otherwise, the fuel-saving feature was undetectable without an eye on the tachometer. It’s the best stop/start in the business.

The three-hour drive back to Metro Detroit a day earlier was uneventful in a good way, even with traffic jams south on 127 and east on 96 as other weekenders tried to get home. Yes, it’s a drive-and-forget sort of vehicle, with a plethora of entertainment options for three-hour-plus trips, with the best-looking styling in the segment. By Monday, I had driven the 2018 Chevrolet Traverse Premier Redline more than 600 miles, the last 256.7 off a fill-up in Cadillac. Indicated fuel mileage was 25.3 mpg at an average speed of 46.7 mph, but by my calculation (and with three or four extra clicks on the regular unleaded pump), I averaged 23.9 mpg. I returned the Traverse to Chevy with the weekend’s bugs and dirt washed off, and just about all of the fur vacuumed from the interior.

2018 Chevrolet Traverse Premier Specifications

ON SALE Now PRICE $45,395/$47,930 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/310 hp @ 6,800 rpm, 266 lb-ft @ 2,800 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 7-passenger, front-engine, FWD SUV EPA MILEAGE 18/27 mpg (city/hwy) L x W x H 204.3 x 78.6 x 70.7 in WHEELBASE 120.9 in WEIGHT 4,362 lb 0-60 MPH 6.9 sec (est) TOP SPEED N/A

IFTTT

[jesusvasser]

First Drive: 2018 Chevrolet Traverse Premier

LAKE GEORGE, Michigan — The first-generation Chevrolet Traverse represented a brand and its corporation in transition, having launched the model year before General Motors’ bankruptcy. American families were starting to trade in truck-based sport/utility vehicles like the Chevy TrailBlazer for more carlike unibody front-wheel-drive-based SUVs. Ten years later, Chevrolet is stepping up its game in this segment, taking on leaders like the best-selling Ford Explorer, as well as the likes of the Jeep Grand Cherokee, Toyota Highlander, Hyundai Santa Fe and Honda Pilot, all of which are more popular than the Traverse. Even Chevrolet’s bigger, traditional Chevy Tahoe/Suburban combo outsold Traverse by more than 46,000 units last year.

So the 2018 Chevrolet Traverse and its smaller compact sibling, the Equinox, are two key models in Chevy’s goal of becoming America’s number-one brand again. That means it must first catch Toyota, and then Ford, the latter of which outsold Chevrolet by nearly 391,000 units last year.

To drive its competitive points home, Chevy offered journalists a chance to take their families to various Michigan resorts (yes, we have them) for the weekend in order to best enjoy the Traverse’s qualities. No one among Automobile’s Detroit Bureau-based staff has kids, but my wife, Donna, and I have three collies in our family. We took up Chevy on its offer of a new Traverse for the weekend, and turned down the resort lodging offered as our destination in favor of our newly purchased, dog-friendly cabin off Lake George in the north-central part of the state, about 180 miles away.

There will be fur.

Outside, the new Traverse shares Chevy’s very handsome design language and its coke-bottle body forms with the new Equinox. The two SUVs recall the organic, fuselage-style profiles of Chevy’s glory years in the 1960s and early ‘70s. Chevy says that the all-new Traverse is only slightly larger than the first model, with a 2.0-inch longer wheelbase and a slight increase in overall length, but significantly more interior space.

“We wanted the feeling and the presence of a truck,” says designer Rich Scheer. It has ‘Tahoe DNA’—more SUV than CUV, he says.

I think the new Chevy Traverse looks much sleeker, tighter and less people-mover-like than the old Traverse.

“The fact that the truck studio designed this model is not a happy accident,” says Steve Majoros, marketing director for Chevrolet cars and crossovers.

That’s a major hint. We know the 2019 Chevrolet Silverado and 2020 Chevy Tahoe/Suburban will be radically updated, with sleeker, more aerodynamic styling, so it’s pretty clear that the 2018 Chevy Traverse is a 7/8-scale preview of those full-size trucks. Imagine the next Tahoe/Suburban as a larger, longer Traverse. Cut the top off aft the b- or c-pillar, throw a solid rear axle back in, and you have the next Silverado. Whether this styling translates into being more truck-like or not, it works, and it should move the metal among mainstream consumers, who typically list “styling” as a major purchase consideration.

Underneath, the 2018 Traverse is all-new. It rides on the C1Y platform shared with the smaller GMC Acadia and the coming Mark II Buick Enclave. Its 3.6-liter V-6 is the only carryover piece, and only engine choice thus far. This is not the 3649-cc V-6 with Active Fuel Management (cylinder shut-off) introduced in the Cadillac CT6, but instead an updated version of the 3564-cc High-Feature V-6 that’s been on the market for more than a decade. It’s coupled to GM’s new 9-speed automatic transmission, and features stop/start technology, with no shutoff switch for the driver. Manumatic control is limited to a button on the gearshift, and the driver may select a range of gears among the nine while in tow mode.

The suspension of the Traverse has MacPherson struts up front and a five-link rear. Chief engineer Dean Perelli points to the Sachs PLV passive dampers with rebound springs in the rear as an important addition. A urethane vertical bar inside the spring coils, called a Spring Aid, serves as a jounce bumper.

The result is a soft, supple ride, but with good handling, Perelli says. The electrically assisted power steering has variable effort, and the turning diameter of 39 feet is about 1.5-feet tighter than the old model’s.

Base wheels are 18-inchers, but our spiffy-looking Traverse Premier’s $2,495 Redline Edition appearance package adds 20-inch aluminum wheels and paints them black with red accents. It also blacks out the chrome trim and the bowtie badges and adds a dual Skyscape sunroof and the trailering package.

Donna and I headed for the cabin late Friday afternoon, the Traverse loaded up with our three collies and just a couple of bags. The Traverse’s three rows of seats meant nothing to us. We folded down the second-row captains chairs and the third row bench, and tried to fill in the space between those second-row seats with bags in order to keep the floor as flat as possible for the dogs. If you have dogs and no kids, you’ll want the second-row bench.

The updated V-6 is smooth and powerful, with really nice throttle tip-in. Keep your right foot in it and the 3.6 rewards you with a subtle motorboat trill as you smoothly and quickly reach the mid- and upper-rev ranges. Chevy says 0-60 mph comes in less than 7 seconds, respectable for a 4,362-pound three-row SUV. Ours was a front-wheel-drive model, closer to the stated curb weight than one with the optional all-wheel-drive system.

Because collie Hugo was born blind and has obsessive-compulsive disorder, we can’t buckle him in—and so we don’t buckle in Django or Maude, either. (We usually put up some netting behind the front seats.) Driving with three dogs means being less aggressive on the highway and leaving more space for gentler braking. I made good use of the surround vision cameras, which make backing into parking spaces easy, though we had no use for the “teen driver technology.”

The Traverse’s suspension and steering work as Perelli advertised. It’s probably the smoothest and most comfortable ride among SUVs in this segment, nicely soaking up the expansion strips and the crumbling bits of Michigan’s I-96 and State Highway 127. The jounce control means that dive isn’t bad when sudden brake lights ahead force a harder-than-usual stop. The steering is precise and light, offering good feedback, though the ratio isn’t so quick as to feel too twitchy for such a big, tall sport/utility. This is a comfortable, well-balanced SUV that will suit a family with a sportier, more enthusiast-oriented car on the other side of the garage.

Donna was happy to find that the front passenger seat, like the driver’s seat, has power lumbar support, a feature all too rare, even in luxury models. We ran the front seat coolers on the way up to Lake George. Interior materials and fit-and-finish are state-of-the-art for a brand offering luxury at a commodity price, with rich-looking padding on the dashboard and better-than-average plastic finish on the lower parts of the doors. The Traverse has a lot of convenient storage, including a hidden compartment behind the power-operated radio/navigation screen and a deep compartment under the cargo load floor that’s good for carrying food right under the dogs’ paws. Our $47,930 Chevy Traverse Premier Redline is priced up there with Buick Enclaves and Infiniti QX60s, though the base Traverse starts at $30,875, and the popular Traverse LT with cloth seats begins at $35,495.

We enjoyed the Bose Premium 10-speaker hi-fi, standard with the Premium trim, listening to a mix of public radio and XM channel 67, but we didn’t bother with Apple CarPlay (what are we going to do – call each other?) nor the OnStar or 4G LTE wi-fi hotspot. Longer trips, maybe. Everything operates by touchscreen, though. Chevrolet eschewed the tuning knob in the new Traverse, as well as the Equinox, which makes finding that out-of-town radio station too distracting.

We did use the navigation system and its eight-inch color touchscreen on Saturday night to find a restaurant in Cadillac. The navigation took us out of our way by maybe half a mile, through a closed-loop cul de sac in our lake area community, before directing us to the town about 35 miles away.

On Sunday morning, I drove to a dirt road near our cabin, where there’s some deep sand on parts of the mile-long stretch that goes unplowed during wintertime. I could have had some fun with the twin-clutch Advanced AWD system that disconnects the propshaft for better fuel efficiency. It’s standard on the new top-of-the-range $52,995-base Traverse High Country.

The High Country’s Advanced AWD has four driver-selectable modes (our FWD model came with three; standard, snow-mode and trailer, of which Traverse can tow up to 5,000 pounds). In AWD off-road mode, the system turns the Chevy Traverse High Country into something of a rally car around dirt-road corners, “like a WRX,” says chief engineer Perelli. For me, with my FWD Premier Redline, the road made only a decent photo-op.

It acquitted itself well back in Metro Detroit Monday, when I subjected the SUV to my standard local cloverleaf of right-turn sweepers. There’s no wallow to accompany the soft, comfortable ride, and the SUV steers through such turns with mild, predictable understeer and moderate yaw. You can go sufficiently fast without alerting any stability control nannies, unlike, say the segment-leading Ford Explorer with its overly intrusive Curve Control.

The Traverse’s steering initially required a bit of mid-curve correction. Even with 266 pound-feet going to the front wheels, there was no detectable torque-steer. I heard and felt the un-defeatable stop/start start up just once, on the way back to the office from this modest handling exercise. Otherwise, the fuel-saving feature was undetectable without an eye on the tachometer. It’s the best stop/start in the business.

The three-hour drive back to Metro Detroit a day earlier was uneventful in a good way, even with traffic jams south on 127 and east on 96 as other weekenders tried to get home. Yes, it’s a drive-and-forget sort of vehicle, with a plethora of entertainment options for three-hour-plus trips, with the best-looking styling in the segment. By Monday, I had driven the 2018 Chevrolet Traverse Premier Redline more than 600 miles, the last 256.7 off a fill-up in Cadillac. Indicated fuel mileage was 25.3 mpg at an average speed of 46.7 mph, but by my calculation (and with three or four extra clicks on the regular unleaded pump), I averaged 23.9 mpg. I returned the Traverse to Chevy with the weekend’s bugs and dirt washed off, and just about all of the fur vacuumed from the interior.

2018 Chevrolet Traverse Premier Specifications

ON SALE Now PRICE $45,395/$47,930 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/310 hp @ 6,800 rpm, 266 lb-ft @ 2,800 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 7-passenger, front-engine, FWD SUV EPA MILEAGE 18/27 mpg (city/hwy) L x W x H 204.3 x 78.6 x 70.7 in WHEELBASE 120.9 in WEIGHT 4,362 lb 0-60 MPH 6.9 sec (est) TOP SPEED N/A

IFTTT

[jonathanbelloblog]

First Drive: 2018 Chevrolet Traverse Premier

LAKE GEORGE, Michigan — The first-generation Chevrolet Traverse represented a brand and its corporation in transition, having launched the model year before General Motors’ bankruptcy. American families were starting to trade in truck-based sport/utility vehicles like the Chevy TrailBlazer for more carlike unibody front-wheel-drive-based SUVs. Ten years later, Chevrolet is stepping up its game in this segment, taking on leaders like the best-selling Ford Explorer, as well as the likes of the Jeep Grand Cherokee, Toyota Highlander, Hyundai Santa Fe and Honda Pilot, all of which are more popular than the Traverse. Even Chevrolet’s bigger, traditional Chevy Tahoe/Suburban combo outsold Traverse by more than 46,000 units last year.

So the 2018 Chevrolet Traverse and its smaller compact sibling, the Equinox, are two key models in Chevy’s goal of becoming America’s number-one brand again. That means it must first catch Toyota, and then Ford, the latter of which outsold Chevrolet by nearly 391,000 units last year.

To drive its competitive points home, Chevy offered journalists a chance to take their families to various Michigan resorts (yes, we have them) for the weekend in order to best enjoy the Traverse’s qualities. No one among Automobile’s Detroit Bureau-based staff has kids, but my wife, Donna, and I have three collies in our family. We took up Chevy on its offer of a new Traverse for the weekend, and turned down the resort lodging offered as our destination in favor of our newly purchased, dog-friendly cabin off Lake George in the north-central part of the state, about 180 miles away.

There will be fur.

Outside, the new Traverse shares Chevy’s very handsome design language and its coke-bottle body forms with the new Equinox. The two SUVs recall the organic, fuselage-style profiles of Chevy’s glory years in the 1960s and early ‘70s. Chevy says that the all-new Traverse is only slightly larger than the first model, with a 2.0-inch longer wheelbase and a slight increase in overall length, but significantly more interior space.

“We wanted the feeling and the presence of a truck,” says designer Rich Scheer. It has ‘Tahoe DNA’—more SUV than CUV, he says.

I think the new Chevy Traverse looks much sleeker, tighter and less people-mover-like than the old Traverse.

“The fact that the truck studio designed this model is not a happy accident,” says Steve Majoros, marketing director for Chevrolet cars and crossovers.

That’s a major hint. We know the 2019 Chevrolet Silverado and 2020 Chevy Tahoe/Suburban will be radically updated, with sleeker, more aerodynamic styling, so it’s pretty clear that the 2018 Chevy Traverse is a 7/8-scale preview of those full-size trucks. Imagine the next Tahoe/Suburban as a larger, longer Traverse. Cut the top off aft the b- or c-pillar, throw a solid rear axle back in, and you have the next Silverado. Whether this styling translates into being more truck-like or not, it works, and it should move the metal among mainstream consumers, who typically list “styling” as a major purchase consideration.

Underneath, the 2018 Traverse is all-new. It rides on the C1Y platform shared with the smaller GMC Acadia and the coming Mark II Buick Enclave. Its 3.6-liter V-6 is the only carryover piece, and only engine choice thus far. This is not the 3649-cc V-6 with Active Fuel Management (cylinder shut-off) introduced in the Cadillac CT6, but instead an updated version of the 3564-cc High-Feature V-6 that’s been on the market for more than a decade. It’s coupled to GM’s new 9-speed automatic transmission, and features stop/start technology, with no shutoff switch for the driver. Manumatic control is limited to a button on the gearshift, and the driver may select a range of gears among the nine while in tow mode.

The suspension of the Traverse has MacPherson struts up front and a five-link rear. Chief engineer Dean Perelli points to the Sachs PLV passive dampers with rebound springs in the rear as an important addition. A urethane vertical bar inside the spring coils, called a Spring Aid, serves as a jounce bumper.

The result is a soft, supple ride, but with good handling, Perelli says. The electrically assisted power steering has variable effort, and the turning diameter of 39 feet is about 1.5-feet tighter than the old model’s.

Base wheels are 18-inchers, but our spiffy-looking Traverse Premier’s $2,495 Redline Edition appearance package adds 20-inch aluminum wheels and paints them black with red accents. It also blacks out the chrome trim and the bowtie badges and adds a dual Skyscape sunroof and the trailering package.

Donna and I headed for the cabin late Friday afternoon, the Traverse loaded up with our three collies and just a couple of bags. The Traverse’s three rows of seats meant nothing to us. We folded down the second-row captains chairs and the third row bench, and tried to fill in the space between those second-row seats with bags in order to keep the floor as flat as possible for the dogs. If you have dogs and no kids, you’ll want the second-row bench.

The updated V-6 is smooth and powerful, with really nice throttle tip-in. Keep your right foot in it and the 3.6 rewards you with a subtle motorboat trill as you smoothly and quickly reach the mid- and upper-rev ranges. Chevy says 0-60 mph comes in less than 7 seconds, respectable for a 4,362-pound three-row SUV. Ours was a front-wheel-drive model, closer to the stated curb weight than one with the optional all-wheel-drive system.

Because collie Hugo was born blind and has obsessive-compulsive disorder, we can’t buckle him in—and so we don’t buckle in Django or Maude, either. (We usually put up some netting behind the front seats.) Driving with three dogs means being less aggressive on the highway and leaving more space for gentler braking. I made good use of the surround vision cameras, which make backing into parking spaces easy, though we had no use for the “teen driver technology.”

The Traverse’s suspension and steering work as Perelli advertised. It’s probably the smoothest and most comfortable ride among SUVs in this segment, nicely soaking up the expansion strips and the crumbling bits of Michigan’s I-96 and State Highway 127. The jounce control means that dive isn’t bad when sudden brake lights ahead force a harder-than-usual stop. The steering is precise and light, offering good feedback, though the ratio isn’t so quick as to feel too twitchy for such a big, tall sport/utility. This is a comfortable, well-balanced SUV that will suit a family with a sportier, more enthusiast-oriented car on the other side of the garage.

Donna was happy to find that the front passenger seat, like the driver’s seat, has power lumbar support, a feature all too rare, even in luxury models. We ran the front seat coolers on the way up to Lake George. Interior materials and fit-and-finish are state-of-the-art for a brand offering luxury at a commodity price, with rich-looking padding on the dashboard and better-than-average plastic finish on the lower parts of the doors. The Traverse has a lot of convenient storage, including a hidden compartment behind the power-operated radio/navigation screen and a deep compartment under the cargo load floor that’s good for carrying food right under the dogs’ paws. Our $47,930 Chevy Traverse Premier Redline is priced up there with Buick Enclaves and Infiniti QX60s, though the base Traverse starts at $30,875, and the popular Traverse LT with cloth seats begins at $35,495.

We enjoyed the Bose Premium 10-speaker hi-fi, standard with the Premium trim, listening to a mix of public radio and XM channel 67, but we didn’t bother with Apple CarPlay (what are we going to do – call each other?) nor the OnStar or 4G LTE wi-fi hotspot. Longer trips, maybe. Everything operates by touchscreen, though. Chevrolet eschewed the tuning knob in the new Traverse, as well as the Equinox, which makes finding that out-of-town radio station too distracting.

We did use the navigation system and its eight-inch color touchscreen on Saturday night to find a restaurant in Cadillac. The navigation took us out of our way by maybe half a mile, through a closed-loop cul de sac in our lake area community, before directing us to the town about 35 miles away.

On Sunday morning, I drove to a dirt road near our cabin, where there’s some deep sand on parts of the mile-long stretch that goes unplowed during wintertime. I could have had some fun with the twin-clutch Advanced AWD system that disconnects the propshaft for better fuel efficiency. It’s standard on the new top-of-the-range $52,995-base Traverse High Country.

The High Country’s Advanced AWD has four driver-selectable modes (our FWD model came with three; standard, snow-mode and trailer, of which Traverse can tow up to 5,000 pounds). In AWD off-road mode, the system turns the Chevy Traverse High Country into something of a rally car around dirt-road corners, “like a WRX,” says chief engineer Perelli. For me, with my FWD Premier Redline, the road made only a decent photo-op.

It acquitted itself well back in Metro Detroit Monday, when I subjected the SUV to my standard local cloverleaf of right-turn sweepers. There’s no wallow to accompany the soft, comfortable ride, and the SUV steers through such turns with mild, predictable understeer and moderate yaw. You can go sufficiently fast without alerting any stability control nannies, unlike, say the segment-leading Ford Explorer with its overly intrusive Curve Control.

The Traverse’s steering initially required a bit of mid-curve correction. Even with 266 pound-feet going to the front wheels, there was no detectable torque-steer. I heard and felt the un-defeatable stop/start start up just once, on the way back to the office from this modest handling exercise. Otherwise, the fuel-saving feature was undetectable without an eye on the tachometer. It’s the best stop/start in the business.

The three-hour drive back to Metro Detroit a day earlier was uneventful in a good way, even with traffic jams south on 127 and east on 96 as other weekenders tried to get home. Yes, it’s a drive-and-forget sort of vehicle, with a plethora of entertainment options for three-hour-plus trips, with the best-looking styling in the segment. By Monday, I had driven the 2018 Chevrolet Traverse Premier Redline more than 600 miles, the last 256.7 off a fill-up in Cadillac. Indicated fuel mileage was 25.3 mpg at an average speed of 46.7 mph, but by my calculation (and with three or four extra clicks on the regular unleaded pump), I averaged 23.9 mpg. I returned the Traverse to Chevy with the weekend’s bugs and dirt washed off, and just about all of the fur vacuumed from the interior.

2018 Chevrolet Traverse Premier Specifications

ON SALE Now PRICE $45,395/$47,930 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/310 hp @ 6,800 rpm, 266 lb-ft @ 2,800 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 7-passenger, front-engine, FWD SUV EPA MILEAGE 18/27 mpg (city/hwy) L x W x H 204.3 x 78.6 x 70.7 in WHEELBASE 120.9 in WEIGHT 4,362 lb 0-60 MPH 6.9 sec (est) TOP SPEED N/A

IFTTT

[omgchocolateunknownbouquet-blog]

2017 Hyundai Tucson SE

New Post has been published on http://auto.tintoantap.com/2017-hyundai-tucson-se/

2017 Hyundai Tucson SE

   The Hyundai Tucson is a compact crossover SUV produced by the South Korean manufacturer Hyundai since 2004. In the marque’s lineup, the Tucson fits below the Santa Fe and Veracruz. It is named after the city of Tucson, Arizona. 2017 Hyundai Tucson is in its Third generation.

The Tucson features rear exterior details and lighting that enhances its design and adds to your visibility. A brilliant combination of available LED taillights and twin, bevel-cut chrome exhaust tips plus a standard rear spoiler is sure to leave an impression.

Once you’re in the Tucson, look up—all you’ll see is open sky. The available panoramic sunroof extends from the front seats to the back, bringing in light, fresh air and bliss.

Imagine what you could see with a lighting system that moves as you do. Well, that’s the idea behind Tucson’s available HID headlights with Dynamic Bending Light. It’s designed to turn the headlights with the direction of the curve as you turn the steering wheel. Very illuminating.

Whatever the weather, hot or cold, Tucson offers features that protect you from the elements and even the paparazzi. Front solar glass keeps the glaring sun at bay while the rear privacy glass keeps wandering eyes from intruding. When the air turns frosty you’ll appreciate heated side mirrors with available turn-signal indicators, all done up to match the color of your vehicle.

The standard 17-inch alloy wheels and available 19-inch alloys were both designed to complement the Tucson’s sleek, European-inspired exterior.

This available feature makes loading and unloading your Tucson more convenient. The Hands-free Smart Liftgate opens automatically when it senses the Proximity Key is behind the vehicle within three feet for more than three seconds.

2017 Hyundai Tucson SE PRICING/PACKAGES

Pricing

Starting MSRP (Front Wheel Drive) : $22,700

Starting MSRP (All Wheel Drive) : $24,100

2017 Hyundai Tucson SE EPA MILEAGE ESTIMATES*/FUEL CAPACITY

EPA Mileage Estimates/Fuel Capacity

City/Highway/Combined (Front Wheel Drive) : 23 / 30 / 26

City/Highway/Combined (All Wheel Drive) : 21 / 26 / 23

Fuel tank capacity (gal.) : 16.4

2017 Hyundai Tucson SE MECHANICAL

Engine

Type : Inline 4-cylinder

Displacement (liters) : 2.0

Horsepower @ RPM : 164 @ 6200

Torque @ RPM : 151 @ 4000

Compression ratio : 11.5:1

Valve train : DOHC 16-valve with D-CVVT

Fuel system: Gasoline Direct Injection (GDI) : Standard

Drivetrain

Front Wheel Drive (FWD) : Standard

All Wheel Drive (AWD) : Optional

6-speed automatic transmission with SHIFTRONIC® : Standard

Body/ Suspension/ Chassis

Body type: 5-passenger crossover : Standard

Drive Mode Select : Optional

Body material: Advanced high-strength steel and high tensile steel : Standard

Front suspension: Independent MacPherson strut with coil springs : Standard

Rear suspension: Independent multi-link design : Standard

SACHS® gas-pressurized shock absorbers, front and rear : Standard

Front stabilizer bar (24.7 mm) : Standard

Rear stabilizer bar (23.0 mm) : Standard

4-wheel disc brakes with Anti-lock Braking System (ABS) : Standard

Motor-Driven Power Steering (MDPS) rack-and-pinion steering, column-mounted : Standard

Turning diameter, curb-to-curb (ft.) : 34.9

17-inch alloy wheels with 225/60R17 tires : Standard

2017 Hyundai Tucson SE EXTERIOR DIMENSIONS

Exterior Features

Wheelbase (in.) : 105.1

Length (in.) : 176.2

Width (in.) without mirrors : 72.8

Height (in.) without roof rack side rails/with roof rack side rails : 64.8 / 65.0

Wheels

Track (in., front/rear) 17-inch wheels : 63.3 / 63.8

Weight

Curb weight (lbs.) FWD : 3,300

Curb weight (lbs.) AWD : 3,463

2017 Hyundai Tucson SE INTERIOR DIMENSIONS

Interior Features

Head room (in., front/rear) : 39.6 / 39.2

Leg room (in., front/rear) : 41.5 / 38.2

Shoulder room (in., front/rear) : 57.1 / 55.5

Hip room (in., front/rear) : 55.6 / 54.5

Interior Volume

Total interior volume (cu. ft.) : 133.2

Passenger volume (cu. ft.) : 102.2

Cargo volume (cu. ft.) rear seats up/rear seats folded down : 31.0 / 61.9

2017 Hyundai Tucson SE SAFETY FEATURES

Safety Features

Driver’s blind spot mirror : Standard

Rearview camera : Standard

Tire Pressure Monitoring System (TPMS) with individual tire pressure indicator : Standard

Vehicle Stability Management (VSM) system : Standard

Electronic Stability Control (ESC) : Standard

Traction Control System (TCS) : Standard

Anti-lock Braking System (ABS) : Standard

Electronic Brake-force Distribution (EBD) : Standard

Brake Assist (BA) : Standard

Advanced dual front airbags (SRS) with Occupant Classification System (OCS) : Standard

Dual front seat-mounted side-impact airbags (SRS) : Standard

Front and rear roof-mounted side-curtain airbags (SRS) with rollover sensors : Standard

Energy-absorbing steering column : Standard

Front seatbelt pretensioners and force limiters : Standard

Rear LATCH (Lower Anchors and Tethers for CHildren) : Standard

Power window lock-out button : Standard

Front and rear crumple zones : Standard

Remote keyless entry system with alarm : Standard

2017 Hyundai Tucson SE EXTERIOR FEATURES

Exterior Features

Roof rack side rails : Optional

Dual fold-away heated power bodycolor side mirrors : Standard

LED Center High-Mount Stop Light (CHMSL) : Standard

Rear spoiler : Standard

Premium side sills (metallic painted) : Optional

Solar control glass : Standard

Privacy glass : Standard

Variable intermittent windshield wipers/washer : Standard

Front windshield wiper de-icer (AWD only) : Optional

Front fog lights : Optional

Halogen projector headlights : Standard

LED headlight accents : Optional

Automatic headlights : Standard

LED Daytime Running Lights (DRL) : Optional

2017 Hyundai Tucson SE INTERIOR FEATURES

Interior Features

Power windows with driver’s auto-up/down with pinch protection : Optional

Power door locks : Standard

8-way power driver seat with power adjustable lumbar support : Optional

Cloth seating surfaces : Standard

YES Essentials® cloth : Standard

60/40 split fold-down rear seatback : Standard

Rear reclining seat backs : Standard

Rear center armrest : Standard

Dual illuminated vanity mirrors : Optional

Tilt-and-telescopic steering wheel : Standard

Steering-wheel-mounted audio, Bluetooth® and cruise controls : Standard

Bluetooth® hands-free phone system : Standard

Smartphone/USB and auxiliary input jacks : Standard

AM/FM/SiriusXM/CD/MP3 audio system with 6 speakers : Standard

5-inch color touchscreen audio : Standard

2017 Hyundai Tucson SE WARRANTY

10-Year/100,000-Mile : Powertrain Warranty

Covers repair or replacement of powertrain components (i.e., selected engine and transmission/transaxle components), originally manufactured or installed by Hyundai that are defective in material or factory workmanship, under normal use and maintenance. Coverage applies to original owner only, effective with 2004 model year and newer model-year vehicles. On 1999-2003 model years, coverage applies to original owner and immediate family members (i.e., wife, husband, daughter, son, stepdaughter, stepson). Second and/or subsequent owners have powertrain components coverage under the 5-Year/60,000-Mile New Vehicle Limited Warranty. Excludes coverage for vehicles in commercial use (e.g., taxi, route delivery, delivery service, rental, etc.).

5-Year/60,000-Mile : New Vehicle Limited Waranty

Covers repair or replacement of any component manufactured or originally installed by Hyundai that is defective in material or factory workmanship, under normal use and maintenance.

The following components are covered for time and mileage limits indicated:

Radio and audio systems (i.e., radio, compact disc player, DVD player, navigation system and Bluetooth®): for MY 15 and prior, 3 years/36,000 miles—Equus: 5 years/60,000 miles

Radio and audio systems (i.e., radio, compact disc player, DVD player, navigation system and Bluetooth®): for MY 16, 5 years/60,000 miles for all models

Paint: 3 years/36,000 miles

Battery: for MY 15 and prior, 3 years/unlimited miles (100% covered 2 years/unlimited miles; after 2 years and within 3 years, 25% cost of battery and 100% labor cost covered)

Battery: for MY 16, 3 years/36,000 miles (no proration)

Air conditioner refrigerant charge: 1 year/unlimited miles

Adjustments: 1 year/12,000 miles

Wear items: 1 year/12,000 miles (e.g., belts, brake pads and linings, clutch linings, filters, wiper blades, bulbs and fuses)

7-Years/Unlimited Miles : Anti-Perforation Warranty

Covers 7 years/unlimited miles starting with 2005 model year (previously 5 years/100,000 miles for 2004 and prior model years).

Covers perforation (rust hole through the body panel from inside to outside) corrosion of original Hyundai body sheet metal due to defects in material or factory workmanship, under normal use and maintenance.

Excludes surface corrosion.

5-Year/Unlimited Miles : 24-Hour Roadside Assistance

Effective from the date the vehicle is delivered to the first retail buyer, or otherwise put into service (in-service date), whichever is earlier.

TIPS FOR CALLING When you call 1-800-243-7766 for Roadside Assistance, please provide the following:

Your Name

Vehicle Identification Number (VIN) – located on the driver’s side dashboard

Vehicle Mileage

Vehicle Location

Description of Your Vehicle’s Problem

BUILD 2017 Hyundai Tucson SE IN YOUR AREA

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2017 Hyundai Santa Fe Limited Ultimate

New Post has been published on http://auto.tintoantap.com/2017-hyundai-santa-fe-limited-ultimate/

2017 Hyundai Santa Fe Limited Ultimate

   The Hyundai Santa Fe is a sports utility vehicle (SUV) produced by the South Korean manufacturer Hyundai since 2000. It is named after the city of Santa Fe, New Mexico, and was introduced for the 2001 model year as Hyundai’s first SUV, released at the same time as the Ford Escape and Pontiac Aztek. 2017 Hyundai Santa Fe is in its third generation.

Everybody has a different take on steering feel. Some want more steering effort, others less. Well, now you get to choose. Drive Mode Select adjusts both throttle response and steering effort to match your driving style. Select from three modes: Eco, Normal or Sport by simply touching a button.

Every Santa Fe engine is mated to Hyundai’s 6-speed automatic transmission with SHIFTRONIC® with an overdrive lock-up torque converter for higher fuel economy at freeway speeds.

The available Active Cornering Control AWD gives drivers improved traction and greater cornering capability in turns by transferring engine torque to the rear wheels and applying braking force to the inside rear wheel. The result is improved cornering performance and all-weather capability.

Imagine having a 360-degree view around your entire vehicle. That’s the innovative idea behind the available Multi-view Camera System. It features four cameras that offer a 360-degree view around your vehicle. This system includes a forward-view cornering camera mounted on the front grille, two cameras incorporated into the side mirrors and a rearview camera. When the system is on, the driver initially sees an aerial view of the Santa Fe, then can select from front, rear and side camera views. All camera views are displayed on the central in-dash navigation screen at low parking speeds, the display then automatically switches back to the normal display.

A 7-inch color LCD touchscreen and rearview camera are standard. This display controls an audio system with AM/FM/CD/MP3, HD Radio™ technology, SiriusXM Satellite Radio, plus built-in smartphone/USB and auxiliary input jacks. The available 8-inch touchscreen navigation system offers voice-recognition. And SiriusXM Travel Link® gives you updates on current traffic, weather, stocks, sports, even movie times, all in real time.

Hyundai leads the way by supporting smartphone technology that makes driving and staying in touch with your world simple and seamless. This available feature lets you use your voice to do a variety of useful tasks from listening to and dictating text messages to finding locations and helping you navigate to your destination.

Activate this available feature and once it detects a vehicle in your lane ahead, it automatically slows the Santa Fe down maintaining a safe distance with the vehicle ahead and will even come to a full stop, then start again without driver input.

A lighting system that moves the headlights in sync with your vehicle is an innovation that makes perfect sense. That’s the idea behind Santa Fe’s available Dynamic Bending Light. It’s designed to turn the headlights with the direction of the curve as you turn the steering wheel.

This is convenience you’ll appreciate. Setting this available feature is easy—just pull the switch located on the center console near the shifter. Once the available Electronic Parking Brake is set, it disengages automatically when the gas pedal is depressed. And there’s an Automatic Vehicle Hold feature that will engage the parking brake automatically after the brake is depressed, without your foot on the pedal.

Blue Link® provides additional safety, security and connected convenience for your Hyundai. Access the suite of features with your smartphone, smartwatch, a web application, or the in-car system to find that next latte, lock your car from inside the stadium, stay informed on vehicle health, or call for help. In the event of an accident, it can send an automatic collision notification and request assistance. Even securely and remotely start your car and set the climate control to cool the interior on sweltering days or heat the interior and defrost the windshield on cold mornings.

2017 Hyundai Santa Fe Limited Ultimate PRICING/PACKAGES

PRICING

Starting MSRP (Front Wheel Drive) : $30,800

Starting MSRP (All Wheel Drive) : $32,550

2017 Hyundai Santa Fe Limited Ultimate EPA MILEAGE ESTIMATES*/FUEL CAPACITY

EPA Mileage Estimates/Fuel Capacity

City/Highway/Combined (Front Wheel Drive) : 18/25/21

City/Highway/Combined (All Wheel Drive) : 18/24/20

Fuel tank capacity (gal.) : 18.8

2017 Hyundai Santa Fe Limited Ultimate MECHANICAL

Engine

Type : V6

Displacement (liters) : 3.3

Horsepower @ RPM : 290 @ 6400

Torque (lb.-ft. @ RPM) : 252 @ 5200

Compression ratio : 11.5:1

Valve train : DOHC 24-valve with D-CVVT

Fuel system: Gasoline Direct Injection (GDI) : Standard

Drivetrain /Transmission

Front Wheel Drive (FWD) : Standard

All Wheel Drive (AWD) : Optional

6-speed automatic transmission with SHIFTRONIC® and Active ECO System : Standard

Final drive ratio (FWD/AWD) : 3.041 / 3.041

Body / Suspension /Chassis

Body type: 6- or 7-passenger Crossover : Standard

Body construction: Unibody : Standard

Front suspension: MacPherson struts with gas-filled damper and stabilizer bar : Standard

Rear suspension: Multi-link with gas shock absorber and stabilizer bar : Standard

Motor-Driven Power Steering (MDPS) : Standard

Drive Mode Select : Standard

Turning diameter, curb-to-curb (ft.) : 36.9

Towing capacity (lbs.) : 5,000

18-inch alloy wheels : Standard

2017 Hyundai Santa Fe Limited Ultimate EXTERIOR DIMENSIONS

Exterior Dimensions

Wheelbase (in.) : 110.2

Length (in.) : 193.1

Width (excludes mirrors) (in.) : 74.2

Height (in., with roof rack side rails) : 66.9

Wheels

Track (in., front/rear) 18-inch wheels : 64.1 / 64.5

Weight

Curb weight (lbs., FWD/AWD) : 4,026 / 4,178

2017 Hyundai Santa Fe Limited Ultimate INTERIOR DIMENSIONS

Interior Dimensions

Head Room (1st /2nd /3rd row) (in.) w/o sunroof : 39.9 / 39.4 / 35.7

Leg Room (1st /2nd /3rd row) (in.) : 41.3 / 40.4 / 30.9

Shoulder Room (1st /2nd /3rd row) (in.) : 59.4 / 58.3 / 53.9

Hip Room (1st /2nd /3rd row) (in.) : 56.7 / 55.4 / 44.1

Interior Volume

Total interior volume (cu. ft.) : 160.1

Passenger volume (cu. ft.) : 146.6

Cargo volume (cu. ft.) Behind Front seats : 80.0

Cargo volume (cu. ft.) Behind 2nd row : 40.9

Cargo volume (cu. ft.) Behind 3rd row : 13.5

2017 Hyundai Santa Fe Limited Ultimate SAFETY FEATURES

Safety Features

Blind Spot Detection (BSD) : Optional

Rear Cross-traffic Alert (RCTA) : Optional

Lane Change Assist : Optional

Rearview camera : Standard

Vehicle Stability Management (VSM) system : Standard

Electronic Stability Control (ESC) : Standard

Traction Control System (TCS) : Standard

4-wheel, 4-channel Anti-lock Braking System (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist (BA) : Standard

Downhill Brake Control (DBC) : Standard

Hillstart Assist Control (HAC) : Standard

Driver’s knee airbag (SRS) : Standard

Driver and front passenger advanced airbags (SRS) (2) : Standard

Driver and front passenger seat-mounted side-impact airbags (SRS) (2) : Standard

Roof-mounted side-curtain airbags with rollover sensors (SRS) (2) : Standard

Tire Pressure Monitoring System (TPMS) with independent tire monitor : Standard

Energy-absorbing steering column : Standard

Front seatbelt pretensioners and force limiters : Standard

2nd-row LATCH (Lower Anchors and Tethers for CHildren) : Standard

Power window lock-out button : Standard

Front and rear crumple zones : Standard

Remote keyless entry system with alarm : Standard

2017 Hyundai Santa Fe Limited Ultimate EXTERIOR FEATURES

Exterior Features

Premium rear fascia : Standard

Roof rack side rails : Standard

Roof rack cross rails : Accessory

Bodycolor dual power manual-folding side mirrors : Standard

Heated side mirrors : Standard

Side mirror turn-signal indicators : Optional

Bodycolor rear spoiler with LED Center High-Mount Stop Light (CHMSL) : Standard

Rear window wiper/washer : Standard

Windshield wiper de-icer : AWD only

Chrome door handles : Standard

Chrome-tipped dual exhaust : Standard

Front solar glass and rear privacy glass : Standard

Projector headlights with LED accents : Standard

Automatic headlight control : Standard

LED Daytime Running Lights (DRL) : Standard

LED fog lights : Optional

Proximity Key entry with push button start : Optional

Hands-free Smart Liftgate with auto open : Optional

2017 Hyundai Santa Fe Limited Ultimate INTERIOR FEATURES

Interior Features

Dual front automatic temperature control with CleanAir Ionizer : Standard

Rear seat ventilation (HVAC vents) : Standard

YES Essentials® stain-resistant cloth : Standard

Leather seating surfaces : Optional

7-passenger seating : Standard

8-way power driver seat with 4-way power lumbar support : Standard

4-way power front passenger seat with power height adjustment : Optional

Heated front seats : Optional

Seatback pockets : Standard

40/20/40 split-folding 2nd-row bench seat : Standard

Split-folding 3rd-row bench seat : Standard

Sliding 2nd-row seats with cargo-area releases : Standard

12-volt power outlet (2-front, 1 rear center console, 1 cargo area) : Standard

3rd-row USB outlet : Optional

Premium door sill plates : Optional

Center armrest with storage compartment : Standard

Cargo-area underfloor storage : Standard

Power door locks : Standard

Power windows with driver and passenger auto-down/up : Standard

Tilt-and-telescopic steering wheel : Standard

Steering-wheel-mounted audio, cruise and Bluetooth® controls : Standard

Leather-wrapped steering wheel and shift knob : Optional

Manual rear side window sunshades : Optional

Sunvisors with illuminated vanity mirrors and extensions : Standard

Illuminated ignition : Standard

Auto-dimming rearview mirror with HomeLink® and compass : Optional

Hyundai Blue Link® Connected Car System : Standard

Bluetooth® hands-free phone system : Standard

Electroluminescent Gauge Cluster with color LCD multi-information display : Optional

AM/FM/CD/HD Radio™/SiriusXM/MP3 audio system with 6 speakers : Standard

HD Radio™ technology with multicasting : Standard

Smartphone/USB and auxiliary input jacks : Standard

Complimentary SiriusXM activation and 3-month trial subscription : Standard

Android Auto™ : Standard

7-inch display audio system : Standard

2017 Hyundai Santa Fe Limited Ultimate WARRANTY

10-Year/100,000-Mile : Powertrain Warranty

Covers repair or replacement of powertrain components (i.e., selected engine and transmission/transaxle components), originally manufactured or installed by Hyundai that are defective in material or factory workmanship, under normal use and maintenance. Coverage applies to original owner only, effective with 2004 model year and newer model-year vehicles. On 1999-2003 model years, coverage applies to original owner and immediate family members (i.e., wife, husband, daughter, son, stepdaughter, stepson). Second and/or subsequent owners have powertrain components coverage under the 5-Year/60,000-Mile New Vehicle Limited Warranty. Excludes coverage for vehicles in commercial use (e.g., taxi, route delivery, delivery service, rental, etc.).

5-Year/60,000-Mile : New Vehicle Limited Waranty

Covers repair or replacement of any component manufactured or originally installed by Hyundai that is defective in material or factory workmanship, under normal use and maintenance.

The following components are covered for time and mileage limits indicated:

Radio and audio systems (i.e., radio, compact disc player, DVD player, navigation system and Bluetooth®): for MY 15 and prior, 3 years/36,000 miles—Equus: 5 years/60,000 miles

Radio and audio systems (i.e., radio, compact disc player, DVD player, navigation system and Bluetooth®): for MY 16, 5 years/60,000 miles for all models

Paint: 3 years/36,000 miles

Battery: for MY 15 and prior, 3 years/unlimited miles (100% covered 2 years/unlimited miles; after 2 years and within 3 years, 25% cost of battery and 100% labor cost covered)

Battery: for MY 16, 3 years/36,000 miles (no proration)

Air conditioner refrigerant charge: 1 year/unlimited miles

Adjustments: 1 year/12,000 miles

Wear items: 1 year/12,000 miles (e.g., belts, brake pads and linings, clutch linings, filters, wiper blades, bulbs and fuses)

7-Years/Unlimited Miles : Anti-Perforation Warranty

Covers 7 years/unlimited miles starting with 2005 model year (previously 5 years/100,000 miles for 2004 and prior model years).

Covers perforation (rust hole through the body panel from inside to outside) corrosion of original Hyundai body sheet metal due to defects in material or factory workmanship, under normal use and maintenance.

Excludes surface corrosion.

5-Year/Unlimited Miles : 24-Hour Roadside Assistance

Effective from the date the vehicle is delivered to the first retail buyer, or otherwise put into service (in-service date), whichever is earlier.

When you call 1-800-243-7766 for Roadside Assistance, please provide the following:

Your Name

Vehicle Identification Number (VIN) – located on the driver’s side dashboard

Vehicle Mileage

Vehicle Location

Description of Your Vehicle’s Problem

BUILD 2017 Hyundai Santa Fe Limited Ultimate IN YOUR AREA