We have a great listing price for it. Stop in today and take it our for a test drive! 
Wednesday, February 29, 2012
Take a look at this pre-owned 2012 Hyundai Santa Fe!
Tuesday, February 28, 2012
Monday, February 27, 2012
Take advantage of last minute savings before the end of the month!
Look at this amazing deal on a 201 Genesis Coupe. Stop in and take it out for a test drive!
Friday, February 24, 2012
Thursday, February 23, 2012
Wednesday, February 22, 2012
Take advantage of our Winter Service Package!
For only $79.95, get an oil change, tire rotation, wiper blade replacement and multi-point inspection! What a bargain! Hurry in, offer is only good thru the end of next week!
Tuesday, February 21, 2012
Buyers paying more for Hyundai Elantra than Honda Civic, Toyota Corolla
The analysis shows that buyers in 2011 paid an average of $19,711 for the Hyundai Elantra sedan, which comes in $1,500 more than the Toyota Corolla and $300 more than the Honda Civic. Sales of the redesigned Hyundai Elantra were up 40.5 percent in 2011 from 2010.
Check out more news on the Hyundai Elantra.
Hyundai’s mid-size Sonata is also closing the gap with the Toyota Camry and Honda Accord. In 2011, Hyundai Sonata buyers paid 33 percent more for the Sonata than they did in 2002, while the Accord commanded a 13 percent increase and the Camry a 10 percent increase.
On average, U.S. buyers paid $23,259 for a Sonata, just $860 below the Accord and $500 below the Camry. To put that in perspective, 5 years ago, the Sonata lagged behind its Japanese rivals by more than $2,000.
Later this year, the Hyundai Elantra GT hatchback and the Hyundai Elantra Coupe will also go on sale.
Source: USAToday
Thursday, February 16, 2012
2012 Hyundai Veloster
In order to understand this review of the 2012 Hyundai Veloster, you first need to understand a bit about me. I'm a mid-twenty-something urbanite. My closet is full of obscure band t-shirts, striped hooded sweatshirts and Converse. My black-framed glasses match my messy dyed black hair. I go to a lot of concerts starring bands you've never heard of, I drink Pabst Blue Ribbon at dive bars that I 'check in' to on Facebook. Every photo I take has an Instagram filter. My Twitter feed is one big sarcastic abyss.
I'll sheepishly admit to being sort of a hipster, only without the Arcade Fire shirt and stupid mustache. More to the point, I look like I stepped right out of a commercial for the Hyundai Veloster. All of the smiling, energetic folks pictured in the brochure at the dealership? They could pass as my friends. It's no secret that Hyundai's new hatch is aimed squarely at my demographic – the always-connected scenester who works hard and plays harder. But does this new Veloster adequately meet the demands of my lifestyle? Forget about the fact that I'm an enthusiast first and a consumer second. If I had to go out and buy a new car tomorrow, would the Hyundai dealership be my destination?
We're taught never to judge a book by its cover, but you can understand a lot about the Veloster just from its appearance: quirky, cool and not like anything else you'll get in the segment. Of course, all Veloster design dissections start with that trick third door – a neatly integrated, front-hinged rear door on the passenger side. Those with a trained eye will notice it straight away, but to my friends who had never heard of the Veloster, showing off that third door was always met with reactions of, "Woah, cool." Styling aside, the functional benefits are truly welcomed during grocery runs and when you need to throw an extra person or two in the back seats. Would we like a fourth door on the driver's side? Probably. But then the Veloster wouldn't be as unique – it'd be just another five-door hatch. That's not what Hyundai wanted, as evidenced by the fact that the automaker continues to maintain it has no plans to offer a proper five-door variant in the U.S. Behind that third door is a two-seat bench that'll easily house average-sized passengers, though taller folks will feel cramped. Ingress is a bit of a tough spot, as you'll need to duck while sliding in, but once inside, it's comfy. Even so, it's so much easier than doing the front seat shuffle in any other three-door hatchback and laughing as your friends clumsily stumble into the car's hind quarters. There isn't a ton of headroom up front, either, but the big issue here is side visibility. That high-riding, upward-sloping beltline causes a big ol' blind spot over your shoulder.Would we like a fourth door on the driver's side? Probably. But then the Veloster wouldn't be as unique.
The Veloster comes nicely equipped and looks sharp even in its base trim, but if you have the dough, tick the $2,000 Style Package box that adds things like larger 18-inch wheels, a chrome grille surround, fog lights and a panoramic sunroof. The cool thing about that roof is that the glass stretches all the way back to meet the rear hatch and gives the Veloster a streamlined look, especially when contrasted by the Century White paint of our tester. That Style Package has some interior benefits, too, including leatherette trim on the seat bolsters and door inserts, a leather-wrapped steering wheel and shift knob, piano black interior accents and, of course, alloy pedals. If you're really feeling spendy, an extra $2,000 will get you the Technology Package that gets you a different style of 18-inch rollers (as seen on our test car), rear backup sensors, a navigation system and automatic headlamps. While driving a manual-equipped Veloster, I managed to turn off the engine at a stoplight while shifting into first gear.
Even without the upgrades, the interior of the Veloster is a sweet place to be. The seats are comfortable and nicely bolstered, and most of the buttons and knobs are simply laid out. We say "most of" only because the one issue is the engine start/stop button – it's located right at the bottom of the center stack, which is the last place you naturally think to look. Even more annoyingly, while driving a Veloster equipped with a manual transmission, I managed to turn off the engine at a stoplight while shifting into first gear with my hand loosely resting on the top of the shift knob. All Velosters are treated to a wealth of standard equipment, including a colorful seven-inch LCD touchscreen mounted at the top of the center stack. All come with Hyundai's new BlueLink telematics system (think of it as OnStar for Hyundais), and opting for the Style or Tech packages will get you an upgraded stereo system with features like satellite radio and even Pandora. Don't even get me started on the other features of BlueLink, including the ability to check your efficiency versus other Veloster drivers and turn-by-turn directions. Instead, just know this: Your iPhone will be very, very jealous. 
Before I talk about the powertrain, let's address the issue of the Veloster being underpowered. Read any other review of this car and you'll no doubt scan endless lines of text whining about how it could benefit from an additional 25 horsepower or some more low-end grunt. We won't argue that, but if performance is your thing, come back to the Hyundai dealer later this year when the 201-horsepower Turbo model goes on sale. You want a Veloster with proper enthusiast chops? The Turbo looks to be a willing partner. The standard car uses Hyundai's 1.6-liter direct-injected inline-four – the same engine found in the Accent – good for 138 horsepower and 123 pound-feet of torque. That's adequate grunt for a car that only weighs 2,584 pounds (or 2,813 pounds all loaded up), and with either transmission – a six-speed manual or a six-speed dual-clutch unit like our test car – you can keep the engine revving high to make the most of the powerband. Of course, you won't net the EPA's 40 mile-per-gallon highway rating (38 mpg with the dual-clutch gearbox) if you keep the needle above 3,500 rpm, but if fuel economy isn't your big worry, the Veloster can be an entertaining little runabout. I only managed 34 mpg during my week-long test, but chalk that up to a heavy right foot and a want to drive this thing enthusiastically. 
Right off the line, the Veloster is a bit sluggish – 0-60 estimates are in the high eight-second range – but the engine quickly revs high and you'll be scooting along just fine. Hyundai's EcoShift dual-clutch box is smooth and fires off crisp shifts, though we wish the response from the steering wheel-mounted paddles was a tick quicker. That, and the plastic paddles feel decidedly flimsy during finger flicking. Leave it in D and the transmission has a tendency to jump around between gears, but for the most part, it's smooth sailing. Initially, I was worried that the Veloster's 18-inch Kumho Solus KH25 all-season tires and stiff-ish suspension would make for a harsh ride on the [insert synonym for "post-apocalyptic"] roads in and around Detroit, but the Hyundai is adequately smooth and stable, though a tad crashy on particularly bad stretches of pavement. The Veloster's electronic steering rack certainly isn't the best in the biz, but it's nicely weighted and makes the lightweight Veloster tossable in the city. It won't inspire lots of go-kart confidence like a Mini Cooper or even a Honda Fit, but it's enough to make the Veloster feel enthusiastic and engaging, especially when there isn't a ton of power on tap to play with. 
Normal front-wheel-drive characteristics like understeer and torque steer aren't apparent in the Veloster (you'd need substantially more torque to make that last one a possibility). Of course, if you push it really hard, the Hyundai will plow while entering a corner, but for 95 percent of driving, you'll never notice. But here's hoping that the front suspension has been upgraded on the Turbo model to handle the additional force from the more powerful engine. Perhaps the biggest win for the Veloster is its price point: $18,075 (including $775 for delivery) will get you a solid package with plenty of standard kit. Add the dual-clutch 'box ($1,250), tech package ($2,000) and style package ($2,000), and you'll be at $23,325 all-in. Hyundai has long been known for offering tremendous value on its cars, and the Veloster is no different. For comparison, option a heavier (and slower), less-efficient (though a hybrid), less-functional Honda CR-Z to its top end and you're spending $1,000 more. 
But for a mid-twenty-something, $23,325 is still a lot of coin. That'll get you a host of nicely equipped C-segment cars, many of which offer more interior space, more power and, in some cases, more efficiency (hat tip, Cruze Eco). What makes the Veloster stand out is its unique styling, incredible levels of standard equipment thanks to BlueLink, and the fact that it's more interesting than the majority of other econoboxes. Of course, Hyundai's excellent ten-year/100,000-mile warranty is a big win, too. As I watched the Veloster leave my parking lot at the end of the week, I found myself ogling the design one last time. And with every three-door hatch I've driven since, I commonly think to myself, "This would be awesome with an additional door." The fact that all of my friends rallied around the Veloster speaks volumes, too. They all wanted to get in and check it out. If Hyundai markets this thing correctly, it could do for younger buyers what the original xB (a car I owned at one point – surprise, surprise) did for Scion and Toyota. So do I want one? Only if I can claim I liked it before everyone else. Just make mine the Turbo.
Before I talk about the powertrain, let's address the issue of the Veloster being underpowered. Read any other review of this car and you'll no doubt scan endless lines of text whining about how it could benefit from an additional 25 horsepower or some more low-end grunt. We won't argue that, but if performance is your thing, come back to the Hyundai dealer later this year when the 201-horsepower Turbo model goes on sale. You want a Veloster with proper enthusiast chops? The Turbo looks to be a willing partner. The standard car uses Hyundai's 1.6-liter direct-injected inline-four – the same engine found in the Accent – good for 138 horsepower and 123 pound-feet of torque. That's adequate grunt for a car that only weighs 2,584 pounds (or 2,813 pounds all loaded up), and with either transmission – a six-speed manual or a six-speed dual-clutch unit like our test car – you can keep the engine revving high to make the most of the powerband. Of course, you won't net the EPA's 40 mile-per-gallon highway rating (38 mpg with the dual-clutch gearbox) if you keep the needle above 3,500 rpm, but if fuel economy isn't your big worry, the Veloster can be an entertaining little runabout. I only managed 34 mpg during my week-long test, but chalk that up to a heavy right foot and a want to drive this thing enthusiastically. Right off the line, the Veloster is a bit sluggish – 0-60 estimates are in the high eight-second range – but the engine quickly revs high and you'll be scooting along just fine. Hyundai's EcoShift dual-clutch box is smooth and fires off crisp shifts, though we wish the response from the steering wheel-mounted paddles was a tick quicker. That, and the plastic paddles feel decidedly flimsy during finger flicking. Leave it in D and the transmission has a tendency to jump around between gears, but for the most part, it's smooth sailing. Initially, I was worried that the Veloster's 18-inch Kumho Solus KH25 all-season tires and stiff-ish suspension would make for a harsh ride on the [insert synonym for "post-apocalyptic"] roads in and around Detroit, but the Hyundai is adequately smooth and stable, though a tad crashy on particularly bad stretches of pavement. The Veloster's electronic steering rack certainly isn't the best in the biz, but it's nicely weighted and makes the lightweight Veloster tossable in the city. It won't inspire lots of go-kart confidence like a Mini Cooper or even a Honda Fit, but it's enough to make the Veloster feel enthusiastic and engaging, especially when there isn't a ton of power on tap to play with. Normal front-wheel-drive characteristics like understeer and torque steer aren't apparent in the Veloster (you'd need substantially more torque to make that last one a possibility). Of course, if you push it really hard, the Hyundai will plow while entering a corner, but for 95 percent of driving, you'll never notice. But here's hoping that the front suspension has been upgraded on the Turbo model to handle the additional force from the more powerful engine. Perhaps the biggest win for the Veloster is its price point: $18,075 (including $775 for delivery) will get you a solid package with plenty of standard kit. Add the dual-clutch 'box ($1,250), tech package ($2,000) and style package ($2,000), and you'll be at $23,325 all-in. Hyundai has long been known for offering tremendous value on its cars, and the Veloster is no different. For comparison, option a heavier (and slower), less-efficient (though a hybrid), less-functional Honda CR-Z to its top end and you're spending $1,000 more. But for a mid-twenty-something, $23,325 is still a lot of coin. That'll get you a host of nicely equipped C-segment cars, many of which offer more interior space, more power and, in some cases, more efficiency (hat tip, Cruze Eco). What makes the Veloster stand out is its unique styling, incredible levels of standard equipment thanks to BlueLink, and the fact that it's more interesting than the majority of other econoboxes. Of course, Hyundai's excellent ten-year/100,000-mile warranty is a big win, too. As I watched the Veloster leave my parking lot at the end of the week, I found myself ogling the design one last time. And with every three-door hatch I've driven since, I commonly think to myself, "This would be awesome with an additional door." The fact that all of my friends rallied around the Veloster speaks volumes, too. They all wanted to get in and check it out. If Hyundai markets this thing correctly, it could do for younger buyers what the original xB (a car I owned at one point – surprise, surprise) did for Scion and Toyota. So do I want one? Only if I can claim I liked it before everyone else. Just make mine the Turbo. Source: Autoblog
Wednesday, February 15, 2012
Check out our latest current offers!
Tuesday, February 14, 2012
Monday, February 13, 2012
Check out our selection of the new 2012 Hyundai Santa Fe!
We're currently offering great deals on the Sante Fe! You'll be amazed by the 2012 version once you see it in person. Stop in today or check us out online!
Friday, February 10, 2012
Happy Friday fans!
We want to know, if you could take a road trip with a famous person (past or present) who would you choose?
Thursday, February 9, 2012
Hyundai Spins Off Two Elantra Variants at Chicago Auto Show
With Elantra sales exceeding expectations, the automaker has had difficulty meeting demand. As such, the Elantra variants will be assembled in South Korea, unlike the sedan, which is built for the North American market at Hyundai’s plant in Montgomery, Ala.
The Elantra Coupe is scheduled to arrive at dealerships in spring, with the hatch joining it this summer.
Though the Elantra Coupe shown in Chicago was a new design, the GT was essentially the i30 hatchback shown at the Frankfurt auto show last September. The sedan was introduced at the 2010 Los Angeles auto show and named North American Car of the Year at the Detroit auto show last month.
Shoppers may find that the automaker’s so-called fluidic sculpture design language translates particularly well to a coupe. The front fascia sweeps back into a pronounced fender well, which melds with a character line sweeping up toward the rear deck and lip spoiler. A smooth arc is formed by the windshield and roof.
Tannen Maury/European Pressphoto Agency2013 Hyundai Elantra GT, on display Wednesday in Chicago.The GT, which replaces the discontinued Elantra Touring wagon, receives a less aggressive fascia treatment, in addition to a beltline dip that allows for larger front side windows and a roofline that dips only barely as it approaches the rear hatch.
With all seats raised, the GT accommodates five, but with the split rear seats folded, the hatchback offers crossover-rivaling cargo space, Hyundai says.
Both coupe and hatchback share the sedan’s powertrain, a 1.8-liter 4-cylinder engine that develops 148 horsepower, and the choice of a 6-speed manual or 6-speed automatic transmission. Final fuel economy numbers are not yet available from the Environmental Protection Agency, but Hyundai estimates 28 miles per gallon in city and 39 m.p.g. in highway driving for the hatch and the automatic-equipped coupe. Equipped with the manual transmission, the coupe is expected to achieve 29 m.p.g. city, 40 m.p.g. highway.
All Elantra models are suspended on McPherson struts up front and a torsion beam at the rear. The coupe’s suspension calibration has been tuned for sportier driving. Its interior also nods to the car’s more sporting pretensions, with deeper side bolsters than those in the sedan or hatchback, to keep driver and passenger snug.
The GT, at 2,784 pounds, is 175 pounds lighter than the Ford Focus, 151 pounds lighter than the Mazda 3 and 222 pounds lighter than Volkswagen Golf, Hyundai says. It is also the shortest of the Elantra trio, at 169.3 inches, while the coupe is roughly a half-inch longer than the sedan, at 178.7 inches. The coupe and sedan share a 106.3-inch wheelbase, but the hatchback rides on a 104.3-inch wheelbase.
Prices will be announced closer to the cars’ on-sale dates.
Source: New York Times
Wednesday, February 8, 2012
Tuesday, February 7, 2012
For small families the Hyundai Accent is affordable, stylish
I can't help but smile when I see a child-safety seat in a small car's backseat. I like to think of these folks as rebels proclaiming to the world that having a family doesn't relegate them to a life of minivans. If you also have a desire to buck the system and drive a smaller, more economical car with a child (or two) in tow, the redesigned 2012 Hyundai Accent is an attractive option.
Combined with great fuel economy and a low sticker price, the 2012 Hyundai Accent gives parents an affordable car that doesn't sacrifice style or personality.
Sure, the Accent won't be feasible for many families, rebellious or not. If your family has more than four people, this subcompact won't even be in the running. If you've got older kids, an outing with the entire family might lead to legroom complaints. However, the Accent's size wasn't a problem for my family of three, and it really got me thinking about how I could get used to driving an affordable car.
My hatchback test car with a standard six-speed manual transmission was fun to drive for the first couple of days. I was almost convinced that I could ditch my crossover and become a rebel mom, too, but after taking the Accent on the freeway, I knew I wouldn't be heading to the dealer for a trade-in any time soon. The Accent was responsive and handled well around town while I was running errands, but at higher speeds, it seemed like it would blow off the road at times. I wouldn't go so far as to compare it to a tin can tooling down the highway, but the car did feel lightweight.
The Hyundai Accent comes as both a hatchback and sedan, which has a starting MSRP of $12,445. The base GS hatchback starts at $14,595; my test car, a SE trim hatchback, had a $15,925 sticker price.
Exterior
With an all-new body style for 2012, the Accent is a real standout in the subcompact class, and it definitely looks more expensive than its price. From my test car's bold Marathon Blue paint to its sporty, fluid styling, this modest five-door is a looker. I could hold my head high when parking in a crowded lot or pulling up to any destination as people surprisingly exclaimed, "That's a Hyundai?"
The five-seater has a low step-in height, making it easy for kids to enter and exit it. Adults will want to watch their heads, though. I'm just 5 feet 4 inches tall and when standing next to the Accent I could see over its roof.
The hatchback body style gave me better access to the cargo area and made loading things like my stroller into the back a little easier, thanks to a deep-set space. Full disclosure: I had to remove one of my stroller's wheels to get it in the back, but it fit along with a couple of grocery bags and a shopping cart seat cover! If I wasn't so lazy, I could've folded the 60/40-split rear seats for even more cargo space.
What I really liked about the Accent was filling up the gas tank for not a lot of cash. Its 138-horsepower, 1.6-liter four-cylinder engine gets an EPA-estimated 30/40 mpg city/highway with regular unleaded gas. Saving money is always a welcome scenario for a family, and it felt great to check the trip computer and revel over the gas mileage I was averaging. Just the fuel economy alone had me thinking about how nice it could be to put an Accent on permanent family duty.
SENSE AND STYLE
Family Friendly (Not Really, Fair, Great, Excellent): Fair
Fun-Factor (None, Some, Good Times, Groove-On): Some
Interior
With its low price, you wouldn't expect there'd be much to say about the Accent's interior, but there are a lot of surprises when it comes to its cabin. Hyundai managed to make the inside of this small, inexpensive car look much more spacious and expensive than it really is. Small details such as piano-black surfaces surrounded by silver-painted trim were a welcome sight compared to the usual cheap plastic wasteland usually found in econo-cars.
The Accent's biggest surprise was its roominess. It's still small, but somehow all my passengers riding shotgun with a rear-facing child-safety seat behind them claimed to not feel cramped. There was room for the infant seat without having to pull the front passenger seat all the way forward. This is a considerable feat!
Cupholder enthusiasts should be warned that there are only two in the Accent. Backseat occupants will just have to hold their drinks. In the front row, there's a decent-size upper bin intended to store sunglasses that can be used for other items if you're feeling creative, and the cubby below the center stack can hold a smartphone and lip balm with room for spare change.
IT'S THE LITTLE THINGS THAT COUNT
Storage Compartments (Puny, Fair, Ample, Galore): Puny
Cargo/Trunk Space (Puny, Fair, Ample, Galore): Fair
Safety
The 2012 Accent received the top scores of Good in frontal, rear and roof-strength crash tests by the Insurance Institute for Highway Safety. It got the second highest score of Acceptable in side crash tests. In crash tests by the National Highway Traffic Safety Administration, the Accent received an overall rating of four stars out of five.
The Accent has standard front-wheel drive, all-disc antilock brakes with brake assist, an electronic stability system with traction control, active front head restraints and six airbags, including side curtains for both rows. The best feature is that the base model and the top-trim Accent have the same safety features, which adds to its values for families -- no matter their price point.
I was concerned I'd have to become a human pretzel when it was time to install my daughter's rear-facing infant-safety seat in the Accent, but it went much better I than expected. Thanks to the Accent's roomy interior, I had a little wiggle room and the process was relatively painless. The two sets of lower Latch anchors were quickly located, though buried deeply between the seat cushions, and the car seat was installed and ready for use in minutes.
Source: Newsday
Monday, February 6, 2012
Brand new air filter and installation for only $19.95!
Take care of your car this winter by replacing its worn out air filter. We have a great deal going on right now for a brand new one and installation for only $19.95
Thursday, February 2, 2012
Check out Hyundai's hilarious Super Bowl XLVI commercial
Hyundai's Montgomery, Alabama plant employees provide a little vocal encouragement to a designer. Let us know what you think!
Wednesday, February 1, 2012
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