![]() ![]() The Hyundai Tiburon’s four-passenger cockpit had a trendy vibe when it appeared several years ago. Other trim levels have softer tuning and presumably a more tolerable ride, so be sure to test drive one of them for comparison. The suspension makes for plenty of road noise on the highway, and it packs a brittle wallop over potholes and speed bumps. This isn’t a deal-breaker for more modest drivers, but anyone looking to carve corners will want to consider a vehicle with more refined manners. The wheels will hop over any bumps while you’re making gradual curves, and in tight corners even the slightest rut sends the front tires dancing. Hit a bump with the steering wheel anywhere off center, and things quickly unravel. The electronic stability system is a willing companion - it permits some understeer and reigns things in only as the rear wheels start to slip. It’s remarkably neutral at its limits, never plowing wide too soon, as many front-wheel-drive cars do. Take to the corners, and the chassis tends toward slight understeer. The steering wheel renders lifelike response without too much power assist, but it lacks the lightning-quick precision that sets cars like the Mazda3 apart. Most trim levels come with 17-inch wheels and all-season P215/45R17 tires, and they deliver excellent grip - so much that I had to double-check to make sure they weren’t summer tires. The Hyundai Tiburon SE offers a track-tuned version of the standard car’s MacPherson-strut front and multilink rear suspension, and it allows minimal body roll. It gets an estimated 16 city mpg and 24 highway mpg.ĭepending on pavement conditions, the front-wheel Hyundai Tiburon’s handling ranges from respectable to troublesome. The 2007 Hyundai Tiberon V6 Coupe with a six-speed manual transmission gets an EPA-estimated fuel economy rating of 19 mpg combined. I couldn’t detect any fade after repeated hard stops, but the brakes never stood out as exceptionally strong for this class. The discs are cross-drilled to enhance cooling and theoretically yield better resistance to brake fade. The Tiburon SE adds red calipers and 12-inch, cross-drilled front discs, versus 11-inch plain discs in other trim levels. I’m abysmal at heel-and-toe shifting, but those who do it should have no complaints, as the gas and brake pedals are positioned fairly close together.įour-wheel-disc anti-lock brakes are standard. Still, the accelerator is sensitive enough for any novice to rev-match like a pro. ![]() Some of our drivers objected to the near-dead pedal feel and abnormally high engagement. The gearshift’s throws are a bit long, and those accustomed to snappy footwork will bemoan the lengthy clutch. ![]() Shifting gears is something of a mixed bag. Although the drivetrain lacks the ferocity of a V6 Mitsubishi Eclipse or the high-revving punch of a Volkswagen GTI, it feels a few steps quicker than the four-cylinder Eclipse - or Scion tC, for that matter - and it should prove beefy enough for anyone used to a non-performance car. The engine runs out of steam well short of its 6,500 redline, so keep the tachometer between 2,000 and 5,000 rpm for continuous power. There’s some modest torque steer if you push the car hard, but it never overwhelms the driving experience. With 181 pounds-feet of torque on tap at a relatively low 3,800 rpm, the V6 delivers sprightly acceleration from a standing start through much of the rev range. The Tiburon SE comes with a six-speed manual. Both engines team with a five-speed manual transmission or a four-speed automatic with a manual-shift mode. The GS starts with a 138- horsepower, 2.0-liter four-cylinder, while other trims get Hyundai’s 2.7-liter V6, good here for 172 hp. I tested an SE with a manual transmission. Other trim levels include the base GS, GT and GT Limited. Besides the bumper, headlight and fender revisions, the top-of-the-line Tiburon SE promises sharper handling and, for the first time in a Tiburon, an electronic stability system. ![]() This marks the second time the front-wheel-drive Hyundai Tiburon Coupe has received a face-lift since the current generation bowed in early 2002. Performance-oriented driving enthusiasts should save up and look elsewhere as serious acceleration and top-notch handling go, there’s much better bang for a few more bucks. V6 models start under $20,000 as the Hyundai Tiburon GS, making the Tiburon a compelling alternative to a two-door Honda Civic or Pontiac G5. The restyled 2007 model sports a perky new look, and the optional V6 delivers brisk acceleration. If you’re on the hunt for something a bit more interesting than the usual mass-market coupe, consider the Hyundai Tiburon. ![]()
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