Although the Genesis sedan is less of a revelation than it was when it debuted three years ago, it's still a worthwhile option in the near-luxury segment. Its infotainment interface continues to be one of the most attractive and user-friendly systems and its cabin remains cosseting and unique without feeling stuffy or overwrought.

Rumors about the return of the seven-passenger Hyundai Santa Fe have been floating around for quite a while. While we expected the 2013 Santa Fe midsize crossover to grow in just about every dimension to better fit a third row, Hyundai is also debuting the 2013 Santa Fe Sport, a smaller five-passenger model with an optional turbocharged four-cylinder engine.

You've already seen the teaser sketch, but this is the first official photo of the actual Hyundai I-oniq: a small, extended-range electric concept car that will formally debut next week at the 2012 Geneva Motor Show.

Hyundai has showed off photos of its new i30 Wagon that will make its world debut at the Geneva Motor Show next month. The all-new wagon will join the i30 hatchback in Hyundai's European lineup later this year.

Every time I get into a Veloster, I'm amazed by the value. I realize the car has faults, a rather unrefined powertrain chief among them, but good golly, you get into the thing and immediately take in the snazzy cabin, illuminated from all sides by a big, two-section moonroof; a big, double-paned hatch window; and a big, broad windshield. You shift into reverse and a rearview camera image pops up onto the screen and you think, how much does this car cost, anyway? So you fish the Monroney window sticker out of the glove box and see it's only $22,550 and it has this wonderful greenhouse, a rearview camera, a superb navigation system, an automatic transmission, and a climate control system with controls that are not only attractively displayed but also 100 percent intuitive to use. And if you're like me, and you just spent eleven days in our Four Seasons Mini Cooper Countryman, which costs about $35K, you think, jeez, Mini could learn a LOT from Hyundai about secondary control interfaces. A lot.

I've driven a lot of Hyundais over the past few years and have spent far more time thinking about them, evaluating them, and writing about them than I ever could have imagined a decade ago, when Hyundai was still at the bottom of the automotive heap. One Hyundai that had completely slipped my mind in recent years, though, was the large Azera sedan, and I believe I'm to be forgiven for that, because it was a completely forgettable car. It debuted in December 2005 as a 2006 model and, in its best-ever year, sold a respectable 27,000 units, but in recent years other Hyundai models took center stage and the Azera receded from view. At least it did in my mind, especially after the large, luxurious, rear-wheel-drive Genesis sedan came on the scene. Hyundai stopped producing the Azera in November 2010, sending only about two thousand 2011 models out to dealers.

It’s been four years since Hyundai introduced its Genesis coupe at the 2008 New York Auto Show, unabashedly presenting it as an alternative to not only obvious competitors like the Ford Mustang but also luxury coupes like the Infiniti G37. The Genesis coupe’s key feature, of course, was its rear-wheel-drive chassis, a relative rarity among affordable cars in general and virtually unheard of from a Korean manufacturer. In fact, the only other inexpensive, rear-wheel-drive car from an Asian manufacturer back in 2009, when the Genesis coupe actually went on sale, was the Mazda Miata roadster, if we take the slightly-out-of-reach Mazda RX-8 and Nissan 370Z out of the equation.

If you've never heard of the Hyundai Elantra Touring, the Korean brand's largely forgettable small wagon/hatch, don't worry, you're not alone. But at first glance, the 2013 Hyundai Elantra GT, which is making its debut at the 2012 Chicago auto show, is a much better-looking piece and should be more fun to drive.

Hot on the heels of another record year, Hyundai has decided to take a shot at a particularly fickle segment of the market -- the compact coupe -- even as others, including Chevrolet and Ford, are leaving it. The 2013 Hyundai Elantra Coupe on display at the 2012 Chicago auto show isn't the Korean automaker's first foray into these waters, but some say its previous effort, the Tiburon, is best left consigned to the history books.

Though it may look like a hot hatch, the Hyundai Veloster lacked the power needed to live up to that billing. But that might change. Hyundai unveiled the 2013 Veloster Turbo at the North American International Auto Show, with 63 more horsepower and 72 more lb-ft than the non-turbo and a few exterior tweaks that could make the Veloster Turbo eligible for a spot in the hot hatch pantheon.

We're always up for more power, especially under the hood of a rear-drive sports car like the Hyundai Genesis Coupe. And with the newly updated 2013 Genesis Coupe spinning on its 2012 Detroit show stand, Hyundai has delivered it -- big time.

It's fair to say that we were surprised by the Hyundai Sonata. Granted, the previous Sonata was a competent offering, but it was not exactly a standout. With the new Sonata, however, staff members suddenly started tossing around phrases like "best-in-class." Against such stalwart competitors as the Honda Accord and the Toyota Camry -- and solid challengers like the Nissan Altima, the Ford Fusion, and the Chevrolet Malibu -- that was a very big claim. The best way to find out for sure whether the Sonata was deserving of such enthusiasm was to spend a year with one in a Four Seasons test.

I keep hearing everyone say that the back seat of the Hyundai Veloster is usable and that may be true, but it isn't exactly inviting. I drove the Veloster on a weekend during which my husband and I were going to a Red Wings game at Joe Louis Arena in Detroit (about a 45-minute trip). We were attending the game with another couple and had offered to drive, but when they arrived at our house we opted to take their Toyota RAV4 instead of the Veloster -- the hassle in getting two adults (one of whom is about 6'2") into and out of the back seat wasn't at all appealing.

Every fourteen seconds, someone in America drives off a dealership lot in a new small car. Maybe it's a Cruze or a Caliber or a Corolla -- it doesn't really matter. They're almost all the same, designed with the same 40-mpg fuel economy number and the same $17,000 starting price and the same fictional six-foot guy sitting in the back seat as immutable parameters. Even the best of the segment -- the Ford Focus, the Mazda 3, and the Volkswagen Golf -- are so similar to the rest of the pack that they earn their accolades on nuance.

The Azera was once Hyundai's flagship sedan, but recent years have seen the car's halo status stripped with the introduction of the Genesis and Equus sedans. Hyundai returns to the Los Angeles Auto Show this year with an updated version of the Azera, now the middle man in the model line-up, ready to do battle in the large-car segment against competitors from America and Japan.

Hyundai is on quite a roll of late, and the brand-new 2012 Accent is perhaps the most impressive model revision yet from the Korean automaker. The entry-level Accent stacks up incredibly well in a segment that has recently been revolutionized by products such as the Ford Fiesta, the Chevrolet Sonic, and the Mazda 2. Like its predecessor, the new Accent is an inexpensive car, but it no longer feels cheap. It features a 1.6-liter direct-injected four-cylinder that produces 138 hp and paces the class in fuel mileage, achieving EPA ratings of 30/40 mpg city/highway. The exterior styling might not appeal to folks with a phobia of melted things, but it helps the car stand out boldly from its competitors as well as its predecessors. The quirky-cool two-door coupe body style didn't return for this season, but it has been replaced by a more usable four-door hatchback (available in GS and SE trim), which carries a premium over the base four-door sedan (which comes only as the GLS). The Accent's cabin is surprisingly spacious -- its interior volume earns it a spot in the EPA's Compact class even though it is, by general definition, a subcompact car. Air-conditioning, a radio, and power windows and door locks are not standard equipment on the most miserly GLS models, but all Accents come with four-wheel disc brakes and six air bags. Few subcompacts are penalty boxes these days, and the Accent proudly stands at the top of its segment alongside the likes of the Ford Fiesta.

The Azera was once the top-of-the-line Hyundai sedan in North America. That, however, was before the appearance of the Genesis and, later, the Equus. Nowadays, the Azera is the slowest-selling Hyundai, despite a face-lift and powertrain revisions last year. Fortunately for fans of soft mid-size luxury sedans, the Azera will be the next Hyundai to get the full attention of the company's able engineers and designers. The attractive Korean-market Grandeur pictured here looks more or less identical to the next Azera that will go on sale in the States in early 2012. It follows the recent swoopy design themes of the Sonata, the Elantra, and the Accent. Until the new Azera reaches dealerships, the outgoing car (whose specifications are listed in the accompanying spec panel) will remain available, likely at discounted prices. That car is available in two Trim Levels: the base GLS model comes with a 260-hp, 3.3-liter V-6; the Limited gets a 283-hp, 3.8-liter V-6. Both engines deliver highway mileage in the high twenties with the help of a six-speed automatic transmission. Dual-zone climate control, power front seats, and iPod/USB auxiliary jacks are standard on all 2011 Azeras, and available luxury items include a power rear sunshade, leather upholstery, and an optional navigation system. The 2012 model will surely be even more luxurious, but don't be surprised if it utilizes smaller engines than the 2011 edition's. If the Azera's revamp is half as successful as that of recent Hyundais, sales of the Toyota Avalon, the Nissan Maxima, and the Volkswagen Passat will likely suffer.

The Elantra plays in a tough category that is traditionally dominated by the likes of the Honda Civic and the Toyota Corolla and has recently been joined by top-notch new models such as the Ford Focus and the Chevrolet Cruze. For 2011, Hyundai unleashed an entirely new Elantra sedan that is more than ready to take on the best in its class. In fact, every Elantra sedan, no matter the trim level or specification, receives an impressive 40-mpg highway rating thanks to a new 148-hp, 1.8-liter four-cylinder engine, light weight, slick aerodynamics, and just plain smart engineering. The sedan is available with fancy features such as heated front and rear seats, navigation, and a backup camera. Its styling is distinctive, but ride quality is merely OK, and excess engine and suspension noise sometimes invade the otherwise pleasant cabin. The truly excellent Elantra Touring station wagon continues largely unchanged for 2012, even though the next-generation Elantra hatchback recently debuted for the European market. If you have too much stuff to fit into a small sedan but not enough space to park a typical mid-size car, then the Touring might be the perfect vehicle for you. It drives well, too, and not merely by station-wagon standards. Six air bags, antilock brakes, power windows and locks, tilt steering, an iPod-friendly stereo, and keyless entry are standard on all Elantras. Options such as heated leather seats and a power sunroof appear across the lineup. A lengthy warranty helps seal the deal in the fight for thrifty buyers' cash.

The Hyundai Equus targets the Mercedes-Benz S550 and the Lexus LS460. Yes, you read that right. Hyundai's luxury boat, launched for 2011, is going after some of the biggest, swankiest, priciest sedans in the land. The rear-wheel-drive, V-8-powered Equus is based on the same bones as the impressive Genesis, which debuted for 2009 and is a size smaller and some $15,000 less expensive. All that cash buys standard features such as -- take a deep breath -- navigation, Bluetooth, XM satellite radio, electronically controlled air springs, swiveling HID headlamps, a rearview camera, a seventeen-speaker stereo, a massaging driver's seat, heated and cooled front seats, leather upholstery, a sunroof, lane-departure warning, and smart cruise control (phew!). Stepping up to the four-passenger Ultimate model brings superfancy ventilated, massaging, and reclining rear seats with footrests as well as a DVD entertainment system and a refrigerator for the rear quarters. The Equus doesn't come close to matching the driving dynamics -- or the prestige and smart styling -- of its German rivals, but it's also many, many thousands of dollars cheaper and still offers an incredibly luxurious driving experience, not to mention a better warranty. All-wheel drive is notable by its absence, particularly given the biggest Hyundai's new injection of horsepower. Subjectively, the Equus doesn't feel quite up to spec with the usual suspects from Germany, but it compares very favorably with the Lexus LS and easily overshadows the Acura RL.

Hyundai's Genesis is the real deal: a world-class, rear-wheel-drive luxury sedan that's not afraid to spar with the best that Lexus, Buick, and others have to offer. The three Trim Levels -- 3.8, 4.6, and 5.0 R-Spec -- denote their respective engine displacements. The 3.8-liter V-6 should please even more buyers this year, as it receives a 43-hp bump for 2012; a bit more cash buys the 4.6-liter V-8 and all its lovely trimmings and extra oomph. The 4.6-liter is no longer the top-dog trim level in the Genesis sedan, however, with the appearance of the 5.0 R-Spec, which offers 44 more horses and sportier chassis tuning for a premium of only $2000. For 2012, all sedans also get a cosmetic face-lift and a more efficient eight-speed automatic transmission. The coupe version of the Genesis looks far different from the sedan and is equipped with either a 2.0-liter turbo four-cylinder or the sedan's 3.8-liter V-6 (without direct injection). The two-door tries -- but mostly fails -- to compete with the Infiniti G37 and the BMW 3-series. Some say it's a shameless amalgam of several premier upscale cars, but the Genesis -- both in sport-coupe and luxury-sedan form -- is nonetheless an impressive effort, so if you're looking for a premium car that's relatively easy on your wallet, be sure to test-drive a Genesis. If you desire all-star large-car luxury at a cut rate, you might consider ponying up for the newer Equus, but that car's existence might conveniently help create some good deals on Genesis sedans.

The Santa Fe was rejuvenated in 2010 with a new focus on fuel economy. To that end, the base model features a 2.4-liter four-cylinder engine that provides improvements in both fuel economy and acceleration versus the old base 2.7-liter V-6. The Santa Fe's top-of-the-line engine also changed at that time -- the 3.3-liter V-6 was replaced by a more powerful, less thirsty 3.5-liter V-6. For 2012, the manual-transmission GLS model has been dropped (very few were actually sold, and it didn't exactly transform the Santa Fe into a sports car anyway), so the base price has gone up by about $1500 this year. All models now utilize a six-speed automatic gearbox. Recent updates aside, the Santa Fe is priced more attractively than most of its competition, and stability control, six air bags, heated power mirrors, cruise control, a CD/MP3 six-speaker stereo, and Bluetooth phone connectivity with steering-wheel controls are all standard equipment. The midlevel SE model comes only with the V-6, but the bookends of the Santa Fe lineup, the GLS and the Limited, are both available with four-cylinder or V-6 power. All-wheel drive is available on any trim level with any engine, with the exception of the four-cylinder Limited, which is sold only with front-wheel drive. A sunroof, heated front seats, leather upholstery, a backup camera, and navigation with XM NavTraffic also are available. Driving the Santa Fe is no dynamic revelation, but the vehicle is very competitive in its class.

The Sonata is the most important car in Hyundai's lineup, so the company has a lot riding on the model, which was completely redesigned last year. Like all the Korean carmaker's recently launched models, the Sonata is truly a world-class effort that helps wipe away any memories of the heinous Hyundais of a couple decades ago. The mid-size Sonata is at or near the top of its class in a broad range of categories -- some you might expect (low price, fuel economy) and some you might not (power, torque, interior space, driving dynamics). The volume engine is a 198-hp, 2.4-liter direct-injected four-cylinder (200 hp in the SE model, which has dual exhausts). Instead of an optional six-cylinder, the Sonata's more potent engine (and impressively potent it is) is a 274-hp, 2.0-liter turbocharged four-cylinder. Filling out the lineup is a 206-hp Hybrid model, which costs about $6400 more and sports a strangely aquatic face. It boasts fuel-economy ratings of 35 mpg in the city and 40 mpg on the highway and bangs heads with the Ford Fusion Hybrid and the Toyota Camry Hybrid. The styling of the Sonata is a big step up from that of its predecessor, with nice proportions and an elegant arc that sweeps from front to rear, although the distorted-looking grille can take some getting used to. Add in a low price, and the Sonata is now a much stronger contender in its hypercompetitive class.

Hyundai's smallest sport-ute has often been overshadowed in the marketplace, but its maker is continually improving the Tucson in hopes of turning it into a segment leader. Lots of subtle tweaks were made to the vehicle for 2012 to further improve real-world fuel mileage, although only the front-wheel-drive, 2.4-liter, automatic-transmission Tucson sees a change to its EPA fuel-mileage rating (up 1 mpg on the highway, to 32 mpg). Not so long ago -- 2010 -- the Tucson dropped its V-6 engine and was completely redesigned as a slightly larger but lighter vehicle. The 2.4-liter engine is powerful enough for most tasks, and the Tucson's impressive fuel-economy numbers are worth the extra beats it might take to reach highway speeds. The interior has lots of hard plastic, but it's nicely finished and the switchgear is well laid out. The base GL -- the only Tucson available with the relatively powerful 2.0-liter four-cylinder or the five-speed manual transmission -- has cheap-feeling upholstery, but the GLS comes with a nice leatherette and cloth upgrade. The top-of-the-line Limited's standard leather is better than what's usually found at this price point, and that model also comes with heated front seats and automatic climate control and offers a sunroof and navigation. Hyundai has been on a quest to shed the soggy chassis tuning that has characterized Korean cars, and it has succeeded with the Tucson, which has merged into the small-crossover mainstream.

Twenty years from now, the Veracruz might be regarded as a watershed product for Hyundai, the vehicle that sprang the Korean manufacturer onto even ground with the likes of Honda and Toyota -- and even Acura and Lexus. Indeed, Hyundai's lineup is now filled with world-class cars that compete on many levels, not just on the merits of superlow pricing and an excellent warranty. The Veracruz, which first hit the streets in 2007 and isn't aging all that well, can easily be spec'd out to a Lexus RX350-like $39,000 (although a Lexus at that price wouldn't have as many features as this Hyundai). Your family might not love the strange front-end styling, but everyone will probably adore the car's oceans of space, numerous standard amenities, very nice interior, and respectable towing rating. Rear-seat DVD entertainment is no longer available, but a navigation system is paired with a 605-watt Infinity sound system, Pandora internet radio, and a rearview camera. Classy illuminated doorsill scuff plates, leather upholstery, heated first- and second-row seats, dual automatic climate control, a power sunroof, a power liftgate, and eighteen-inch wheels are standard equipment on Limited models. All-wheel drive can be added to either model for less than $2000. A six-speed automatic, an XM- and MP3-ready stereo, rear parking sensors, and seven-passenger seating are standard. For all its positive aspects, though, the Veracruz isn't a very strong seller because it's overshadowed by many rivals that have been launched or redesigned more recently, most notably the Ford Explorer.

The American auto industry has become fixated on 40 mpg. This new benchmark dominates car advertising, and nearly every manufacturer is rushing to tweak its models -- or bring out entirely new cars -- in order to achieve that figure in EPA fuel-economy testing. That's a good thing for the environment and consumers' wallets, but higher-mileage cars often come at the expense of driving enjoyment. While a tiny hybrid car might be incredibly efficient, it probably won't get its driver's heart racing.