2002 Hyundai XG350 Review

Hyundai kicked aside worries that its economy car image would prevent it from selling upscale autos after its new, $23,000-plus flagship XG300 sedan became a hit in the recently ended 2001 model year. The front-drive car's attractive styling, spirited performance, luxury features, roominess and reasonable price surprised the media and drew buyers who'd never considered a Hyundai.

The 2002 version of the flagship gets its new XG350 name because the size of the car's sophisticated dual-overhead-camshaft V-6 has been increased from 3 liters to 3.5 liters. Most automakers would wait at least two years before giving a successful new model a different engine, but South Korea's Hyundai is becoming increasingly aggressive.

Horsepower is up only slightly, from 192 to 194. But the larger V-6 produces considerably more torque, which allows it to be smoother and more responsive. The XG350 hits 60 mph in a brisk 8.1 seconds and has a good 65-75 mph passing time on highways.

Torque is more important than horsepower during typical U.S. driving because good torque allows fast starts off the line and swift passing. Old American V-8s produced neck-snapping response mostly because their large sizes resulted in strong torque. The engine works with a five-speed automatic transmission usually found in costlier cars. It allows better response than a typical four-speed automatic and has an easily used manual-shift feature.

While the automatic shifts smoothly, my test XG350 lurched ahead from a standing start unless I touched the accelerator pedal very lightly when the transmission was in "drive.'' Fuel economy dips a bit, from an estimated 19 mpg in the city and 27 on the highway to 18 and 26. But, after all, the XG350 is pretty heavy at 3,651 pounds and its new V-6 is fairly large for the midsize market.

The top-selling Toyota Camry, Honda Accord and Ford Taurus mid-size sedans have a 3-liter V-6. The $23,999-$25,999 XG350 only costs $500-$600 more than its predecessor. The new model, which remains a bargain, can fool people into thinking it costs more than it does--with such things as slick styling, nice paint, a roomy leather interior and good body fits.

The XG350 also has one of the longest warranties in the industry: 5-year/60,000-mile conventional protection and 10-year/100,000-mile powertrain protection. There's also 5-year roadside assistance.
Remove the Hyundai badges and some will think that the XG350 is a near-luxury model from a higher-line automaker. Most folks didn't believe that my test XG350 was a Hyundai until they saw its nameplate.

Hyundai has upgraded its smaller, less costly Accent, Elantra and Sonata cars, but the XG350 clearly is the top dog. Hyundai says it's in the ''upper middle/near luxury sedan segment.'' That's a description never expected from Hyundai, which sold only cheap, flimsy cars in the 1980s and part of the 1990s.

The only major difference between the base XG350 and the $25,999 L version is the latter's standard power glass sunroof, although the L also has such items as heated front seats and a driver's power seat with a pre-set memory feature. Both models have leather upholstery and a leather-wrapped steering wheel, but the L wheel has faux wood inserts.
The long standard equipment list for both models includes power front seats, air conditioning with automatic temperature control, AM/FM/CD/cassette with six speakers, numerous gauges, cruise and traction controls and power locks, windows and dual outside power mirrors.
However, rear windows don't lower all the way. Safety features include side air bags up front and anti-lock brakes.

The only factory option for both models is a 6-disc in-trunk CD changer, which costs $500. Port installed options are $89 floor mats, $38 trunk cargo net and a $62 wind deflector for the sunroof. The XG350 doesn't pretend to be a sports sedan and isn't meant to be. But it has a sophisticated all-independent suspension. And the size of the alloy wheels has been increased from 15 to 16 inches for better handling and braking.

The power steering is fast, although rather stiff, and handling inspires confidence if you don't try to drive the XG350 like a BMW. In keeping with its "near-luxury'' status, the suspension is a bit soft and thus causes the ride to occasionally get bouncy. The brake pedal is soft, but it allows the all-disc brake setup to be easily modulated once you get used to it. Stopping distances are short.

Large outside door handles can be grabbed easily for quick entry, but the key fob has small, confusing controls that occasionally caused me to open the trunk instead of the doors. Four tall adults easily fit in the quiet interior. You sit upright in the supportive front seats with a good view around the car.
Gauges can be easily read and controls work smoothly, although the power window controls are set too high on the door and can easily cause a driver to open a rear window instead of a front one. Cupholders are sturdy and the front console storage bin is large.

The big trunk has a low, wide opening, but its lid has manual hinges that eat into cargo space. Rear seatbacks fold pretty flat to enlarge the cargo area, although the pass-through opening between the trunk is only moderately large. The XG350 isn't as refined as popular Japanese rivals, but feels solid and looks and drives as if it costs more than it does.