2007 HYUNDAI VERACRUZ GLS

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1 2007 HYUNDAI VERACRUZ GLS The all-new Veracruz is basically a stretched version of the Santa Fe, powered by the same 3.8L V6 used in the Azera. When designing this midsize crossover, the engineers took inspiration for elements such as quality of construction from the Acura MDX and Lexus RX350. Both versions of the Veracruz, the GLS and Limited, are equipped with a standard ondemand all-wheel drive system and can carry seven people. Interior and cargo area Easy to access, the front seats provide just average comfort because the cushions are long and humped at the edge. You also feel as though you are sitting on and not in the seat, though it is not as bad as in the Santa Fe. Some people will find they are seated a bit too high, as is often the case with Hyundai products. Side bolstering is rather timid. The steering wheel telescopes and tilts, but the tilt adjustment is in steps, rather than continuous. The driving position is good, but the seat does not slide back far enough for tall drivers. Access to the second-row bench is easy. The seat is split 60/40 and is comfortable for two adults, with good head and leg room. Each section slides fore and aft, and each seatback reclines to several different angles. When the seat is folded, the seatback slopes slightly upward from the floor, and depending on where the seat is positioned, there is a gap in front or behind into which a pet can tumble. The third-row bench is hard to access and suitable only for small people, who ll have to endure very tight foot room and unpleasant seat belts. This seat folds flat into the floor. Photo: Hyundai

2 Cargo space is almost inexistent when the third-row seat is in place, very good when it is down and excellent when both rear seats are folded. Convenience and safety features Inside, the Veracruz is very well finished in good-quality materials. However, there were creaking sounds from the dash and headliner in our test vehicle. Sound isolation is efficient, and there is plenty of storage throughout. Gauges and controls are well designed and illuminated at night. The rear wiper has only a continuous cycle; there should be an intermittent cycle, too, especially in a vehicle with luxury pretensions. The front windshield washer nozzles are under the edge of the hood where they can be blocked by snow or ice. The click of the turn signals is inaudible. Oddly enough, for the time being, Hyundai does not offer a navigation system or a front MP3 jack. Safety features aboard the Veracruz include six air bags (dual front, side and curtain airbags), seven head restraints, four-wheel disc brakes with ABS, traction control and stability control. The rear head restraints are not high enough for tall people. Visibility is good all around except on a ¾ rear angle and straight back, making it difficult to judge distances when backing up. Headlight intensity is very good in the low-beam position, but the high beams aim too high to be really effective. In U.S. government crash tests, the Veracruz obtained five out of five stars for front-occupant protection in a frontal collision and for all occupants in a side crash. It earned four stars for rollover resistance. The Insurance Institute for Highway Safety awarded the Veracruz a good rating, its highest, for driver protection in an off-set frontal collision, and an acceptable rating, the second highest, for protection of occupants in a rear collision. Engine and transmission The 3.8L engine with continuously variable valve timing develops 260 horsepower and 257 pound-feet of torque, providing relatively lively acceleration and pickup. The engine is smooth and well suited to the vehicle, turning in adequate and willing performance. It is activated by a very progressive accelerator, which is not always the case in today s vehicles. This V6 meets strict Tier2/Bin5 emissions control standards. The six-speed automatic transmission proves very smooth overall. It is well geared and allows the vehicle to be driven off in second and even third gear. The on-demand all-wheel drive system directs torque to the rear wheels when accelerating and when the front wheels slip. It also has a LOCK mode

3 that splits torque 50/50 front and rear. However, it begins to disengage the rear wheels at 30 km-h and disengages them completely at 40 km-h. The system functions efficiently. On the road The fully independent suspension provides a generally smooth ride but on some rough surfaces, the reaction is stiff almost to the point of harshness. The suspension is unrefined and seems lacking in travel. At times, the jolting absorption of broken pavement is accompanied by suspension noise. Road holding is adequate, and the pronounced body lean in corners is not conducive to sporty driving. The Veracruz feels solid. The power steering is well weighted, stable, precise and relatively quick. It provides little road feel, and the turning circle is short. The brakes are very powerful and resist well to fade. Inspection Our inspection at a CAA-Quebec technical inspection centre showed that the Veracruz rides on a very robust platform with good rust protection. Unfortunately, debris can get through several openings above and below the front bumper and damage the air conditioner condenser: odd and especially undesirable in a vehicle that Hyundai says has medium-duty off-road capability. The overhead camshafts are chain driven. Conclusion For its first incursion into the midsize crossover segment, Hyundai has done well with the Veracruz, a secure, robust, spacious, well-built and wellequipped vehicle. All that s left is for Hyundai to refine certain elements, such as front-seat comfort and suspension tuning. PROS: space, smooth transmission, robust platform, powerful brakes, generous standard equipment, good safety ratings CONS: perfectible front seats, suspension sometimes brusque, front seats do not slide back far enough, large front openings, washer nozzles under hood edge, only one rear wiper cycle

4 2007 HYUNDAI VERACRUZ Engine: 24-valve, 3.8-litre V6 Horsepower: 260 hp at 6,000 rpm Torque: 257 lb-ft at 4,500 rpm Transmission: 6-speed automatic Suspension: fully independent Brakes: disc/disc Wheelbase: cm Length: 484 cm Width: cm (without mirrors) Height: cm Weight: 2,010 kg Tires: P245/60R18 Maximum towing capacity: 1,588 kg Airbags: dual front, plus two side and two curtain airbags Fuel consumption: Transport Canada rating: City: 13.9 L/100 km (20 mpg) Highway: 9 L/100 km (31 mpg) Test result: 13.9 L/100 km (20 mpg) Test temperature: 12 C to 26 C Fuel tank capacity: 78 litres Fuel requirement: regular grade gasoline Acceleration: km/h: 10 seconds km/h: 7 seconds Competition: Chrysler Pacifica, Ford Taurus X (formerly Freestyle), Honda Pilot, Mazda CX-9, Mitsubishi Endeavor, Nissan Murano, Subaru Tribeca, Toyota Highlander Warranty: Full basic coverage: 5 years/100,000 km Powertrain: 5 years/100,000 km Surface corrosion: 3 years/60,000 km Perforation damage: 5 years/unlimited km Emissions control system: 5 years/100,000 km (full coverage); 8 years/130,000 km (catalytic converter, electronic control module, onboard diagnostic system)

5 Factory replacement parts: Rear bumper: $706 Front brake disc: $164 Brake pads: $119 Muffler: $457 Front fender: $282 Average insurance premium (Quebec City, replacement cost endorsement, claim-free insurance record, male or female driver 30 to 40 years old): $801 to $1,134 Price according to trim level: GLS: $39,995 Limited: $45,995 Main options: none Price as tested: $39,995 Freight and preparation: $1,610 Dealers: Quebec: 56 Canada: 144 July All rights reserved, CAA-Quebec

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