Thanks to 'ejwood' for sharing your most recent experience with all of us!

Inver Grove Hyundai gets a "thumbs up" from me and my husband. We appreciated their kind and thoughtful support while we made such a big decision - we love our 2012 (Pacific Blue Pearl) Sonata! We didn't feel pressured, and appreciated them giving us time to research, sleep on it, then come back the next day. We highly recommend them to others. Even the financing/warranty discussion was enjoyable and transparent. We have never had such a positive experience buying a car, and already plan to buy our next vehicle from them. The car itself was a great value, and we were pleased with the price we paid too. Thank you, Terry & Jessica!-ejwood

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Hyundai Azera perfectly parked in large sedan segment

In a quiet, forgotten corner of the automotive landscape there is a segment of vehicle called the large sedan. These cars tilt toward luxury but have a foot firmly planted in practicality and economics.

They are for cheap hedonists. Or penny-pinching gourmands. They are for people who fly coach but upgrade to the exit row, favor Macaroni Grill over Olive Garden or see movies only when they hit video on demand but then spring for the HD version.

After several years of neglect, Hyundai is now paying this segment some attention with its 2012 Azera. Slotting above the company's everyman Sonata but below the European-hunting Genesis sedan, the relaunch of the $32,875 Azera foretells of a battle in the large sedan segment.

Both Chevrolet and Toyota brands used the recent New York auto show to introduce heavily redesigned and rethought versions of their large sedans, the Impala and Avalon, respectively. Those models arrive in 2013 and look to shake up current competitors such as Buick's stout LaCrosse, Ford's improving Taurus and Nissan's sporty-but-aging Maxima.

Thus, Hyundai's new Azera is tasked with a challenge; beat the cars available now at their own game while anticipating what's ahead.

The Azera, which was last made in 2010, has all the trademarks of the large sedan class. It has a V-6 engine routing power to the front wheels via an automatic transmission. The 3.3-liter engine is direct-injected for efficiency and has 293 horsepower and 255 pound-feet of torque.

The engine is also one of the highlights of the Azera; power is smoothly modulated and is more than enough for a car this size, with zero to 60 mph coming in 6.6 seconds, according to Motor Trend.

The engine is quiet under nearly every circumstance, but like that shy kid in the back of chorus, it really sings when encouraged. Meanwhile, the six-speed transmission does its job ably, though slipping it into manual mode reveals some hesitancy to shift gears.

Fuel economy on the Azera is rated at 20 miles per gallon in the city and 29 on the highway. Over 300 miles of testing in slightly more city driving than on the highway, it revealed an average of 19 mpg.

The rest of the driving experience is pleasantly subdued. The suspension is comfortable yet firm; the body rolls around corners in an expected yet not alarming manner, and wind and road noise are nicely hushed.

The Azera's biggest drawback for drivers is the car's electric power steering. This isn't the first time Hyundai has brought to market a new model with a steering system that feels unnecessarily synthetic and removed from what the front wheels are really doing. A similar fault plagued the recent Hyundai Veloster; and it haunts this Azera, especially in tight, last-second maneuvers when you want all the control the car can possibly muster.

Given that Hyundai relentlessly tweaks even the minutiae of its cars' engineering, this repeated oversight is surprising.

But what Hyundai has taken the time to engineer is an interior and exterior worth showing off.

The Azera's body challenges the engine for title of this car's best feature. Even the harshest critics of Hyundai's "fluidic sculpture" design theme should admit that this is arguably the best-looking vehicle in the automaker's showroom.

It takes that design language and applies it in a mature, complete manner. The flowing style is confident without resorting to superfluous embellishments to get attention.

This car should have no trouble standing out from the rest of the large sedan crowd, both now and when those 2013 models roll into the ring. The sleek rear of the Azera and its horizontally oriented taillights are oddly similar to that of the 2013 Toyota Avalon, but with a flourish of style conspicuously absent from the Toyota.

The interior doesn't match the panache of the exterior, though not for lack of trying. The cabin wins plaudits for its excellent construction. Quality materials abound, and they're held together with tolerances usually reserved for a higher class of vehicle. That upscale feel is supplemented by the standard touch-screen navigation system that is still one of the easiest to use in the industry.

Buyers who find solace in a warm interior replete with (usually fake) wood trim should note that Azera's take on budget luxury errs on the more modernist side and uses faux carbon fiber and faux brushed metal trim instead.  

While everything is held together nicely, the layout of the buttons is a bit discombobulated, with symmetry and aesthetics favored over logic. This sends the driver in search of a button that isn't where reason says it should be, and this can be a frustrating distraction.

Additional consternation may result as well from the lack of a dedicated display screen for the climate control. You can call it up on the navigation screen, but if you're using that display for something like directions or for the stereo, you have no idea how and where the climate control is functioning.

But interior gripes end there, as the Azera stays true to its large sedan coterie with an abundance of passenger and cargo space. Passengers 6 feet and up can easily sit behind an equally tall driver; heck, cross your legs if you'd like and enjoy the standard heated leather seats throughout.

Other standard features include a backup camera; dual climate control; stereo system with iPod, Bluetooth and XM Satellite radio; and push-button start. Safety comes in the form of nine air bags, ABS, stability and traction control and a tire-pressure monitoring system.

My test car added the $4,000 Technology package, which includes 19-inch alloy wheels, a panoramic sunroof, Xenon headlights, an excellent Infinity audio system, ventilated front seats and a power rear sunshade. Total damage at the dealership: $36,875.

Although that price tag is a bit spendy compared with the older Azera, it still keeps the 2012 model fiercely competitive for its segment. Thus, value joins a commendable list of reasons this Hyundai is in an excellent position to challenge both current and future rivals.

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Car review: 2013 Genesis Coupe

What it is: The Genesis Coupe is a premium, rear-wheel drive coupe from the Korean manufacturer Hyundai. The Genesis Coupe landed on American shores in early 2009 as a 2010 model, and the 2013 model is a significant refresh. Hyundai’s popular “fluidic sculpture” design lines are integrated into a new front bumper and hood that give the car a much sportier and modern appearance. The interior has been taken up a few notches as well with a smokin’ hot red leather interior that comes with the R-Spec trim. The interior as a whole feels very upscale, even with the base cloth materials.

The Genesis Coupe is offered in six different trims; there are three trims for each of the two engine choices. The two engine choices should be familiar, as they are a carryover from last year, a 2.0 liter four-cylinder turbocharged engine and a 3.8 liter six-cylinder naturally aspirated engine. What has changed is the power rating for each of the engines. The 2.0T went from 210hp to 271hp and the 3.8 V6 went from 306hp to 345hp. Those aren’t the usual nominal increases, but significant improvements. There are two transmissions offered, a 6-speed manual and a new 8-speed automatic and both were fantastic. The auto carries a $1,250 price premium.

The trims offered vary slightly by engine. The 2.0T has a base trim (that is unnamed), the R-Spec trim and Premium trim. The 3.8 offers R-Spec, Grand Touring and Track. The prices range from $24,500 for the 2.0T base in manual to $34,250 for the 3.8 Track in automatic. I really hate calling the base trim ‘base’ because it does offer a significant amount of features like 18” alloy wheels, steering wheel audio controls, daytime running lights, etc. The $2,250 step-up to the R-Spec gets you the red leather interior, 19” alloy wheels, Brembo brakes, and a Torsen limited slip differential. That is an insane amount of value. You can look at Hyundai’s website to compare all of the trims, but I feel like the R-Spec trim is the way to go if you want a manual transmission (with either engine). If you want the automatic, then the premium (2.0T) or Grand Touring (3.8) is the trim for you. If you want a manual and navigation, then your only choice is the 3.8 V6 Track, which is kind of a shame.

All four combinations of engine/transmission choices are brilliant matches. The new 8-speed auto works great while just cruising or for spirited driving. The 6-speed manual is my preference, and it offers silky smooth control. The engines themselves have a significant power difference (271hp vs 345hp) but didn’t feel too different off of the line, mostly due to the torque coming much earlier on the turbocharged four cylinder. If you are doing a full on drag race, then yes, the V6 is significantly faster from 0-60 (6.8 seconds vs 5.7 seconds), but the 2.0T doesn’t feel sluggish at all, and you still get the full sports car experience. The difference in torque tells the tale with the 2.0T producing 275 lb-ft at 2,000 RPM and the 3.8 producing 295 peak at 5,300 RPM. Gotta love turbochargers!

MPG: 21/30 for 2.0T. 18/27 for 3.8

Upsides: Great value, fun to drive, looks great

Downsides: Availability. Cars have recently been released, but it will be tough finding one in the near future.

Wrap-up: I really liked the Genesis Coupe. In the car world, the product itself is what sells cars and Hyundai has delivered a killer product. It is fun to drive, great to look at and at a very reasonable price. The Genesis Coupe, in this iteration, will never be as prevalent as the Mustang or Camaro, as it is designed to have a little more finesse. Hyundai continues to produce some fantastic cars and are on path to become a juggernaut in the car industry. The 2013 Genesis Coupe is just the next domino to fall.

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Hyundai’s US CEO set high goals to transform Hyundai from joke to auto sales juggernaut

Americans were laughing at Hyundai’s cars when John Krafcik joined the company eight years ago.

The cars were ugly and often broke down. The only reason to buy one was because it was cheap. Jay Leno once joked that you could double a Hyundai’s value by filling it up with gas.

( Richard Drew / Associated Press ) - In a Tuesday, April 3, 2012 photo, John Krafcik, president and CEO of Hyundai Motor America, is interviewed by the Associated Press, in New York. Americans were laughing at Hyundai’s cars when Krafcik joined the company eight years ago. No one’s laughing now. The Korean automaker’s quality has improved, and it’s among the leaders in fuel efficiency and styling. Sales are up more than 60 percent since 2008, the year Krafcik began running the company’s American operations.

No one’s laughing now.

The Korean automaker’s quality has improved, and it’s among the leaders in fuel efficiency and styling. Sales are up more than 60 percent since 2008, the year Krafcik became CEO of American operations. Hyundai’s Elantra compacts and Sonata midsize sedans are in such demand that few discounts are offered. And although the company’s U.S. sales are just a fraction of General Motors’ or Ford’s, they’re growing so quickly that Hyundai is feared by every other carmaker.

Hyundai had already started to change before Krafcik arrived, offering a 10-year, 100,000 mile warranty with its cars. But the transformation from joke to juggernaut accelerated under his watch.

Krafcik, 50, is a Stanford-trained engineer and manufacturing expert. He began his career as a manufacturing engineer at a General Motors-Toyota joint venture factory set up so GM could learn how Toyota made cars. While working for the venture in the early 1980s, he saw the gap in standards between Japanese and American plants. He has focused on quality ever since.

Despite Hyundai’s turnaround, Krafcik still worries about quality.

“It only takes one small mistake with a critical part in a safety-related system to derail all of the good work that we’ve done,” he says.

Krafcik, who often wears open-collar shirts, sport coats and jeans, recently spoke with The Associated Press in New York. He talked about the success of the Fountain Valley, Calif., company, his management style, and cup holders. Here are excerpts, edited for clarity and style:

Q: Your company has made a remarkable turnaround since the early 1990s when it sold inexpensive cars that fell apart. How did you make the transformation?

A: First you had to build that foundation of quality and consumer trust. By the time we got to the late ‘90s, we knew that our quality was good. We knew our reputation was horrible. And the America’s Best Warranty, that 10-year, 100,000-mile powertrain warranty, ended up being huge. We were able to take ourselves from about 90,000 units (cars and trucks) per year at the absolute pits of our sales — this was in the late 90s — to 300,000 and 400,000 within four or five years.

Q: That was a bet-the-company move?

A: It was an absolute bet-the-company move. If we had gotten that one wrong, then the company would have failed. And rather quickly, too, as the warranty expense and exposure are significant when you’re taking a bath that big.

Q: Hyundai has pushed the envelope in its car designs, and other companies are just now catching up with the Elantra and Sonata. How did you pull that off?

A: It just takes courage and a willingness to take risks. So with Sonata, the conventional orthodoxy in the industry was midsize cars should be styled conservatively. This is typical market research talking. We know this because we talk to our midsize car buyers all the time. Here’s what they say: ‘Safety. Quality. I want a good value and a fair price.’ And about number seven or eight on the pecking order is design. From that mentality has come the point of view that midsize cars should look like (Toyota) Camrys and (Honda) Accords and (Chevrolet) Malibus.