Hyundai doesn't want us to buy its cars for the low price and long warranty alone. They want us to actually desire their cars. And so a trip to the Hyundai dealer will now find vehicles with attractive styling, upscale interiors, and powerful engines.

The new Veracruz seven-seat crossover could be their best effort yet. With a powerful 3.8-liter V8, posh interior, and Lexus-influence styling, could it be a breakout product for Hyundai, one that will change the entire image of the brand?

I thought this could well be the case based on sitting in one at the auto shows. A test drive would be the true test, though. And now I've taken one.

Styling

The Hyundai Veracruz's exterior isn't perfect. The overhangs are a bit long, and the nose a bit round and formless. (I prefer the bolder, Infiniti FX-influenced nose on the smaller Santa Fe.) But most people won't notice these details. Instead, they'll notice the swoopy character line along the upper bodyside and detailing that was clearly influenced by Lexus. The overall look is quite pretty and definitely upscale, even in the mid-level SE trim I drove.

The interior isn't up to Lexus levels, but it's certainly a match for anything close to the Veracruz in price. The vehicle I drove had light gray leather, a shade that doesn't suit any vehicle interior well. The optional brown leather in the Limited (pictured on the Hyundai website and in the vehicle at the auto shows) has a much richer, more upscale ambiance. In either trim level the fake wood looks a bit too fake. You'll find more attractive plastic timber inside the also new Mazda CX-9. But the Hyundai has more comfortable grips on the doors. Call it a draw.

Workmanship could be better. For example, in the car I drove the upholstery on the rear armrest, which strongly resembles the one in the Lexus RX 350, fit very poorly and had a lumpy appearance. They did get all of the little storage cubby lids to glide open like those in a Lexus, though.

Accommodations

I drove a Mazda CX-9 immediately after driving a Hyundai Veracruz, and the two differ tremendously in terms of driving position. You sit relatively low in the Mazda, which also has an usually tall center console and a steeply raked windshield in an attempt to make you think you're driving a sports car rather than a minivan substitute. In the Hyundai Veracruz, you sit quite a bit higher behind a much more upright (but still far from vertical) windshield. You're much more clearly behind the wheel of a people hauler.

In fact, you sit so high that when I adjusted the tilt wheel for comfort it blocked my view of the tops of the instruments. I had to go a detent or two higher than I would have preferred. Which brings up the detents: unlike with most imported vehicles, the tilt of the steering wheel is not continuously adjustable.

Oddly, given the size of the Veracruz, the driver's seat cannot go very far back. I'm only 5-9, yet I drove with the seat all the way back. Taller drivers may feel cramped.

Large drivers also may not care for the seat, the cushion of which is moderately small. I don't have long legs, but the seat still stopped far short of my knee. Smaller drivers shoudl be fine with it.

Aside from the size issue, the front seats are about average in terms of comfort and support. You won't find much lateral support, but then this clearly isn't a vehicle designed for aggressive driving.

The second row is higher off the floor than most in this class, so it provides adults with more under-thigh support than those in the Mazda and the new GM large crossovers. The reclinable second-row seatback is very flat, though. You'll find a more comfortably contoured second-row seat in the Mazda. The second row adjusts fore-aft a few inches. With the seat all the way back there's plenty of space in the second row for adults. It could even go forward an inch or two without harm.

As in the Mazda, the second-row seatbacks tip forward and then the whole seat slides to open up a path to the third row. This doesn't provide as large an opening as you'll find in the competition from GM and Ford, but it does work even if child seats are installed in the second row.

The third row is a marvel of packaging. The Veracruz is about nine inches shorter than the CX-9 on the outside, making it more mid size than full size based on this dimension, yet its third row is a bit roomier. Even with the second row all the way back I had an inch or two of knee clearance.

There's also a healthy amount of headroom back there. All is not perfectly hospitable, though. As in all other third rows in the segment, the seat is mounted very low to the floor, so adults will sit knees high.

A note on official specs: you can't trust them. Looking at the brochures, the Hyundai should have a couple inches more front legroom than the Mazda, while the Mazda should have about an inch more legroom in each of the other two rows. Sorry, but it just isn't so.

Heating and air conditioning become important in such large vehicles. Unlike Mazda, Hyundai provides ceiling vents in both rear rows. These should help more rapidly cool the interior on hot days. On the other hand, the Hyundai does not have a separate temperature setting for the front passenger unless you opt for the top-of-the-line Limited. Every CX-9 has three-zone automatic climate control.

The Mazda's longer body does pay off in terms of cargo capacity. The Hyundai offers enough space to squeeze in a row of grocery bags behind the third row. In the Mazda, you might be able to stuff in a second row of bags. There's a storage compartment under the floor behind the third row in both, but this compartment is also significantly larger in the Mazda.

Both rear rows of seats fold easily in both vehicles, without removing the headrests, but in neither case does the second row fold low or entirely flat. Instead, the seatbacks angle up when folded. The Hyundai has one advantage: in the GLS and the SE the front passenger seat also folds.

On the Road

On paper, the Hyundai Veracruz and Mazda CX-9 are very evenly matched in terms of powertrain performance. The Hyundai has a larger engine, 3.8 liters to the Mazda's 3.5, but the horsepower and torque ratings are very similar, and so are the vehicles' curb weights (about 4,300 pounds in base, front-drive trim). Both engines are paired with six-speed automatics.

And yet on the road, the Hyundai's powertrain feels less strong and less responsive than the Mazda's. The big six is far from weak, and generates a fair amount of tugs in the steering when the throttle is cracked wide at low speeds. But it just doesn't feel as snappy or sound as sporty as the Mazda mill. Which is odd, since in past test drives I've found the new Ford 3.5 short on midrange power.

On the other hand, the Hyundai engine is quieter.

Both transmissions can be manually shifted. In manual mode, the Mazda's transmission is a bit more responsive, but neither is a match for VW's lightning quick DSG.

The Hyundai is much less rewarding to steer than the Mazda. The problem isn't with the suspension; body roll isn't too much greater than in the Mazda, and the chassis generally feels composed. The problem is that the steering is quite slow and numb. The steering in the Mazda is quicker and, aside from being overly light at low speeds, provides a bit of feedback.

Also, Mazda knows that drivers want to be able to grip the leather wheel. Like those in other Hyundais and Kias, the Veracruz's steering wheel is wrapped in totally smooth, unnaturally slick leather. It does not feel good to the hand, and isn't easy to grip.

Oddly, given its handling-oriented suspension, the Mazda also rides better than the Hyundai. The Veracruz's ride becomes busy over some surfaces, and the tire impacts across bumps and chuckholes are much louder than I generally expect in any vehicle with luxury pretensions.

In either vehicle wind and engine noise are agreeably low when cruising down the highway.

Hyundai Veracruz Price Comparisons and Pricing

Sure, I said in the introduction that Hyundai wants to compete on the basis of more than just a low price. But its prices remain relatively low.

Compared to a Mazda CX-9, the Veracruz is about $2,500 less at MSRP, and $1,800 less at invoice (Hyundai dealers are given narrower margins to work with). This is with front-wheel-drive. Mazda charges $500 less for all-wheel-drive, so with that option the prices are closer. Load both up a bit with leather and sunroof, and the invoice prices are about $400 apart before adjusting for remaining feature differences, and about $1,000 apart afterwards.

Of course, Hyundai also offers a second three-row car-based SUV, the Santa Fe. The smaller Hyundai will run about $3,000 less.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the Hyundai Veracruz:

http://www.truedelta.com/models/Veracruz.php

Last Words

So, is the Veracruz Hyundai's ticket to respectability? Does Hyundai now have a product that people will desire for reasons unconnected to a low price or long warranty?

At first glance, yes. The Veracruz offers a decidedly upscale appearance, powerful engine, and excellent interior room given the midsize exterior. The rear climate control is also better than in the Mazda.

But a test drive finds it a bit rough around the edges, with duller steering and a louder, busier ride than in the Mazda CX-9.

And, equipped the way many people will want them, with AWD, leather, and a sunroof, the Hyundai's price isn't much lower.

Both Mazda and Hyundai compare their vehicles often to the Honda Pilot and Toyota Highlander. I don't, because both segment leaders are approaching the ends of their cycles and are ripe for redesigns. The new Highlander arrives this summer, the new Pilot probably next summer. Until then, both fall short of newer competitors like the Veracruz.

With the Mazda, I initially went with a three-star rating, then begrudgingly added a fourth star after more rationally considering that vehicle's strengths. With the Hyundai, I find myself going in the other direction. The initial impression is excellent. They've done an outstanding job giving the exterior an upscale appearance. But a rational evaluation finds too many rough edges. So three stars, at least until the rebates kick in.

A Note on Hyundai Veracruz Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a Veracruz rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Hyundai Veracruz reliability comparisons.

Before I can report results, I need reliability data on all cars--not just the Veracruz--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Some of my reviews of related vehicles:
Acura MDX review
Chrysler Pacifica review
Ford Freestyle review
Honda Pilot review
Hyundai Santa Fe review
Lexus RX 330 review
Mazda CX-9 review
Nissan Murano review
Subaru B9 Tribeca review
Toyota Highlander review
Saturn Outlook review