But there's always an alternative. Hyundai's role in the business world has not yet evolved past the role of discount Honda, and the Tiburon plays that part. Starting at $17,594 (low compared to RSX, less so against Celica), you do get a reasonable amount of car. Reflecting today's expectations, every Tiburon has power windows and locks, cruise, 6-speaker CD stereo, keyless entry, alloy wheels. Two simple option packages comprise the base model's shopping list. The first adds a 360-watt Infinity stereo (plus cassette); another adds a power moonroof on top of it. For $1,200 more, the $18,794 Tiburon GT adds a rear spoiler, 17-inch wheels, cargo net, and a 172-horsepower 2.7-liter V6 to replace the 138-horsepower, valve timing-equipped 2.0-liter 4. The GT adds the Infinity stereo but maintains the moonroof option package, then adds two more packages consisting of leather and antilock brakes. Hyundai is obviously more concerned with profits than safety by making a stereo, moonroof, and leather as prerequisites to antilock brakes, which would certainly cost less than the $2,446 it does in this bundle. The GT with the 6-speed shuffles things further, moving leather to the standard equipment roster and the moonroof to the options list, packaged with the antilock brakes. Sheesh. Five and six-speed manuals are available on the GT and a $900 4-speed automatic is optional on all models. The interior comes in any color as long as it's black.
Like the last Tiburon, this fresh-for-2003 model is based on the Elantra of its time. That means an upgrade to a multilink suspension in back, struts in front, stabilizer bars everywhere, and - what's this - disc brakes? What happened to the cheap, cheerful Hyundai we once knew? A 2004 6-speed Tiburon GT (the most comparable model) tops out at $22,135.
So do we have a bargain here, or is an RSX Type S $2,005 better? Is a Celica GT-S (matched for equipment with optional leather, sunroof, side air bags, keyless entry, JBL sound, ABS, spoiler, and 16" wheels) really $4,060 better? From a content perspective, the answers are no and not a chance, respectively. You may have to load up the Tiburon to match RSX content, but when you're done, you end up with all the same toys for $2,000 off. The Celica makes the double offense of starting out with less, then costing an extra arm, leg, and a couple of kidneys. And through it all, only the Tiburon has six cylinders firing.
Take the analysis past the paper and the choice becomes less clear, at least against the RSX. While the Celica can rest on its handling laurels (plus a great engine) and the RSX has its engine to brag about (plus great handling), what does Hyundai have to show? The stories of all who have driven one sound similar: the Tiburon has vague, uncommunicative handling with modest limits. It pounds over bumps - noisily - and its interior is stark. Despite having two more cylinders, the engine sounds flat and boring, and who can forget Hyundai's recent horsepower recall that dropped this V6's power rating to 172? 172 trails these rivals by 8 and 28, and is a none-too-high number for a 2.7-liter block. Weight for all V6 models is on the wrong side of 3,000 pounds, and as expected, the Tiburon is the only car with 0-60 acceleration on the wrong side of 7 seconds. Hyundai is finally using all the right parts, and is willing to back them up with excellent warranties, yet still stumbles in designing them to potential. If all this doesn't illustrate the importance of a driving before buying, what does?
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