2011 Hyundai Equus

2011 Hyundai Equus

Episode 3009
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Hyundai’s reputation - especially as of late - is based on building affordable vehicles with great value and quality. But now the Korean carmaker is taking that formula to the large luxury sedan segment. This is the all-new 2011 Equus, and it will compete with flagships from Lexus, Mercedes and others. That’s an astounding goal, but has Hyundai finally bitten off a little more than they can chew?

When Hyundai introduced the Genesis premium mid-size sedan two years ago, we wondered if the value carmaker could compete in a more rarified class. We quickly concluded that it could. Now, to cement its reputation even further as a premium brand, the carmaker brings to market the full-size 2011 Hyundai Equus. As their new flagship, Equus aims to compete with vaulted saloons like the Lexus LS, and even the Mercedes-Benz S-Class. Equus will attempt to do so by delivering all the bells and whistles affluent buyers expect, but at a much more affordable price point. But, right off the bat, targeted buyers may have two reservations. One, the full-line Hyundai badge itself, and two, the car’s overly conservative styling. It looks bland even compared to its hardly earth shaking rivals. Except for a Bentley-like rear end, there isn’t much to attract an exclusive eye to the Equus. Still, the big sedan does exude sophistication with a Genesis-like front fascia and a flowing greenhouse and roofline for an almost presidential profile.

But there’s also a hint of sportiness here, thanks to brawny rear shoulders, 19-inch chrome alloys, and dual exhausts. Things improved when we stepped inside its executive cabin. It’s spacious, with well laid out controls amid nicely done wood trim. But there’s still an air of cost containment, from the plain gauges, to an abundance of hard plastics, to even the unremarkable face of the analog clock. On the other hand, a lot that’s optional on rivals is standard on Equus.

Base Signature trim includes front seats that are very comfortable and supportive, with heat, ventilation, and even driver’s side massage. A class first. Likewise, there’s heat for the wood and leather-wrapped steering wheel. Other standard luxuries include dual automatic climate, navigation, back-up camera and a 17-speaker Lexicon stereo. And get this, an Apple iPad owner’s manual! Comfort extends to the enormous rear seats with sunshades and the only
standard power recliners in its class. A three passenger heated split bench is standard, with Ultimate Trim dividing it into two individual seats, and adding massage, a console refrigerator, and DVD system.

All seats fold, adding nicely to the Equus’ generous 16.7 cubic foot trunk space. Based on the Genesis sedan platform, the Equus is powered by the same 4.6-liter variable-timing V8, good here for 385 horsepower and 333 pound-feet of torque. Power moves to the rear wheels through a six-speed automatic with manual shift mode. On the track, our Equus charged from 0 to 60 in a fast 6.1 seconds, and cleared the quarter mile in 14.6 seconds at 99 miles per hour. Equus feels powerful off the line, but not overwhelmingly so. Power delivery builds nicely, and is quite smooth. Shifts, too, were smooth, but a little slow. Driving dynamics are governed by front and rear multilink geometries. And the electronically-controlled air suspension with Continuous Damping Control includes height-adjustable and driver-selectable Sport mode. And through the cones, with Sport mode on, the Equus feels acceptably capable, and trimmer than it actually is.

Understeer is always present, as is a fair amount of body roll. The steering is light and linear, but with little feedback. We give it better overall marks than the Lexus LS, but it doesn’t come close to the caliber of a German sedan. Equus stopping power is solid. With large vented discs at all four corners, the 4,500-pound Equus managed 60 to 0 in a good 127 feet. So, while overall, Equus performance seems unremarkable, as a first effort, it’s still very notable. On public roads, the Equus is more than competent. It’s very quiet and smooth, maybe a little too smooth. There are no ragged edges about this car’s performance.

But then there isn’t much to get excited about either. Government Fuel Economy ratings for the Equus are 16 city/24 highway on premium gas. We achieved 21.6 miles per gallon in real world driving. The Energy Impact Score is a fairly high 18 barrels of oil consumed per year. The Carbon Footprint measures a similar 9.8 annual tons of CO2 emitted.

But here’s the kicker…the Equus Signature starts at $58,000. That’s about $8,000 less than an LS, and $30-grand less than the cheapest S-Class. The Hyundai Equus Ultimate stickers for $64,500. The 2011 Hyundai Equus is an ambitious effort, and it’s a bargain. Still, for clientele to whom status and prestige are just as important as the accouterments, the biggest hurdle for Hyundai may be the brand itself. However, we can easily see other buyers viewing the Equus as a way to play big without breaking their 401(k). And even if this Equus isn’t a hit at the country club, Hyundai has the patience to make sure the next one will be.

Specifications

  • Engine: 4.6-Liter Variable-timing V8
  • Horsepower: 385
  • Torque: 333 Lb Feet
  • 0-60 MPH: 6.1 Seconds
  • 1/4 Mile: 14.6 Seconds @ 99 MPH
  • 60-0 MPH: 127 Feet
  • EPA: 16 MPG City/ 24 MPG Highway
  • Mixed Loop: 21.6 MPG
  • Energy Impact 18.0 Barrels Oil/Yr:
  • CO2 Emissions: 9.8 Tons/Yr
2025 Hyundai Santa Cruz 2

2025 Hyundai Santa Cruz

Hyundai’s Trucklet Gets A Lot Techier And A Little Truckier

Epsidoe 4432
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Small trucks are once again a big deal here in the U.S., with more options to choose from than we’ve had since the 1980s heydays, including newcomers like this Hyundai Santa Cruz. And just like the Hyundai Tucson crossover that it’s based on, the Santa Cruz gets some major updates for 2025. So, it looks like it’s time for us to do some more tiny truckin’!

The Hyundai Santa Cruz pickup truck, and the Hyundai Tucson compact utility that it’s based on, get some significant updates for 2025, mostly revolving around style and tech. So, while our focus here is on the Santa Cruz, just know that most of what you see also applies to the Tucson.

The biggest changes happen inside where the Santa Cruz adopts Hyundai’s curved panoramic display that puts the 12.3-inch driver display and 12.3-inch infotainment screen into a single housing that stretches from behind the steering wheel to over the center stack. And while the center stack itself remains relatively minimal, they’ve redone the climate controls and actually added a few more physical buttons and dials back in. There’s also a better-looking steering wheel with a Driver Attention Sensor behind it; and while the Tucson moved its gear selector to the column, the Santa Cruz keeps its beefy old school shifter right there on the console. That, combined with an overall feel that’s not quite as open as the Tucson, goes a long way towards helping this trucklet feel more truck-like.

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XRTs have a Surround View Monitor, Blind Spot Monitoring, and some branded logos. Rear seat room is more plentiful than you’d think seeing it from the outside, but you do sit very upright, and the seats themselves are not very comfy.

Exterior changes center around the usual new grille and wheel choices, but the off-road-inspired XRT gets a tiny bit more serious, featuring a unique front fascia with added tow hooks and a tidied-up undercarriage for better approach angles; plus, exclusive 18-inch wheels with all-terrain tires. No changes to the integrated 4-foot bed with all trims getting storage cubbies on the side of the bed as well as underneath the floor. The integrated bed cover comes with XRT and above or is available in SELs as part of an added Activity package which also adds a sliding rear window.

[It] is certainly one of the best riding vehicles around with a bed.

The Santa Cruz is certainly one of the best riding vehicles around with a bed, nothing rough or tumble here. In XRTs, you will hear a little more road noise from the more aggressive tires, but it’s far from being annoying. And the Santa Cruz’s size makes it very easy to whip in and out of parking spaces.

Nothing changes mechanically; that means a standard 191-horsepower, 2.5-liter naturally aspirated I4 engine in SE and SEL. While XRT and Limited get the turbocharged version of that engine with 281 horsepower, 311 lb-ft of torque, plus standard all-wheel drive. AWD is available on SE and SEL for $1,500. The turbo engine gets a unique dual-clutch transmission which gets an added tow mode for ’25, while the non-turbo works with a traditional automatic; both are eight-speeds. Max tow rating is 3,500 lbs. with the standard powertrain and 5,000 lbs. with all-wheel drive.

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After towing our crew to Mason Dixon Dragway, the turbocharged Santa Cruz XRT delivered us to 60 in 6.6 seconds, about half a second slower than what we achieved back in ’22 with a Limited. Full power was a little late to arrive, but once it showed up, it was ready to get to work, providing steady power the whole way down the track. Our best quarter-mile time was a 15-flat at 96 mph. At wide open throttle, DCT shifts were smooth with no power loss moving through the gears, but it does still stumble a little at slower speeds around town.

The handling experience with the XRT was also different from Limited, as the off-road tires struggled to get a good grip on the pavement when we pushed hard; leading to oversteer and more roll than we remember. There was great feel and feedback coming from the brakes in our panic braking runs however; also, consistent fade-free stops from 60 in just 105 feet.

Government Fuel Economy Ratings are 19 City, 27 Highway, and 22 Combined; we averaged a good 23.1 mpg of Regular. That’s an average Energy Impact Score; consuming 13.5 barrels of oil annually, with CO2 emissions of 6.7 tons. Starting price is a low $30,100, but things get much more serious for the XRT which starts at $41,600, though that’s still well below the average transaction price for a pickup truck these days.

So, until Subaru brings back the Brat or Baja or something similar, the 2025 Hyundai Santa Cruz will remain as the most car-like “truck” you can buy. For purists, that’s an absolute turn-off, but for a lot of others, it’s exactly what they desire.

Specifications

As Tested

  • Engine: 2.5-liter turbo-4
  • Transmission: 8-speed DCT
  • Horsepower: 281
  • Torque: 311 lb-ft
  • EPA: 19 City | 27 Highway | 22 Combined
  • 0-60 mph: 6.6 seconds
  • 1/4 Mile: 15.0 seconds at 96 mph
  • Braking, 60-0 (avg.): 105 feet
  • MW Fuel Economy: 23.1 mpg