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Auto Blog
5 days ago
- Automotive
- Auto Blog
Hyundai Says Nobody Wants Manual Gearboxes Anymore
According to Hyundai's European technical chief Tyrone Johnson, the manual gearbox is not dying — it's already dead. In a recent interview with Car Magazine, the longtime Ford and Jaguar performance engineer declared, 'Nobody wants manual gearboxes and handbrakes anymore, or analogue instruments.' As blunt as it sounds, the data and direction of the industry seem to back him up. Johnson now leads Hyundai's European development center in Germany, and he's not one to mourn the passing of what he sees as outdated tech. From his perspective, the driving experience offered by EVs like the Ioniq 5 N has already surpassed most combustion-engine performance cars. And while some purists still seek out stick shifts for their engagement and mechanical tactility, Johnson argues those drivers are now the exception, not the rule. Source: 2025 Hyundai Why the Manual Is Disappearing It's not just consumer preference steering the shift. Developing a car with both manual and automatic options introduces engineering complexity and cost — particularly in an era of increasingly sophisticated driver assistance systems and global emissions targets. Automatic transmissions, especially modern dual-clutch and CVT systems, often outperform manuals on efficiency tests. With fewer people opting for the third pedal, the investment simply doesn't make sense. Even Hyundai's own enthusiast offerings reflect this shift. In the U.S., the Elantra N's manual take rate was just 30% last year — still higher than average, but not enough to reverse the trend. And as these models disappear from the lineup, the list of new cars even offering a manual continues to shrink. Johnson also highlighted how modern buyers — especially those under 40 — expect digital interfaces and seamless tech integration. Traditional gear levers, handbrakes, and needle gauges are being phased out in favor of electronic selectors, drive-by-wire systems, and fully digital dashboards. Even performance models like the Ioniq 5 N now feature fake gear changes and synthetic engine sounds to simulate the sensations of traditional driving. What Replaces the Experience? Hyundai's electric N cars include a feature called N e-shift, designed to replicate the feeling of an eight-speed dual-clutch gearbox. It's a software-driven system with paddle shifters and artificial powertrain noise piped through the speakers. Johnson says it's not nostalgia, but sensory feedback — vibrations, engine sounds, gear transitions — that help drivers feel connected to the machine. 'You can do some really clever things,' he added, pointing to the pace of EV development and the expanding role of software in suspension tuning and performance behavior. Whether this approach resonates with enthusiasts is another matter. For those still chasing that old-school feel, there are still affordable options, but they're dwindling fast. The gap between what enthusiasts want and what the broader market will buy is only growing. The Future of the Gear Stick Johnson doesn't buy into the narrative that performance cars are in decline. 'If you want to go fast, there's nothing better than an EV,' he told Car. That said, he's aware of the emotional appeal of a manual — the sense of control, the raw connection — but insists that EVs are advancing at a rate combustion cars never could. And as more manufacturers prioritize global platforms and digital experiences, the manual transmission risks becoming less a driver's choice and more a collector's quirk. For now, manuals survive in pockets of the market, often thanks to enthusiast demand or brand tradition. Some of the best stick-shift cars of 2025 still make a strong case for the format, even if they're no longer mainstream. But as Johnson's comments suggest, the real question may not be whether manuals are worth saving — it's whether the industry can afford to keep them around at all. About the Author Max Taylor View Profile
ArabGT
5 days ago
- Automotive
- ArabGT
Hyundai Sparks Debate Over the Fate of Manual Transmissions
In a statement that stunned driving purists, Hyundai has acknowledged a sharp drop in global demand for manual transmission vehicles—so much so that in certain markets, such cars are virtually extinct. This bold declaration came from the head of product planning at Hyundai Europe, who didn't mince words: 'Nobody wants a manual anymore… The numbers speak for themselves.' Is this simply a business decision, or are we witnessing the slow death of a driving symbol that once stood for skill, engagement, and control? The news echoes a similar sentiment from Ferrari, which recently stated that anyone seeking a manual Ferrari should turn to the second-hand market. From Hero to Relic: The Manual Transmission's Quiet Exit Just a decade ago, manual gearboxes were dominant, particularly across Europe and Asia. Today, the automotive landscape tells a different story: Younger drivers favor ease and comfort behind the wheel. City traffic has made constant shifting a daily frustration. Automatic transmissions have caught up—offering equal or better performance and fuel efficiency. Even performance-focused models like the Hyundai Elantra N, once a go-to for manual enthusiasts, are now seeing higher demand for the more modern dual-clutch (DCT) option. Why Are Manuals Vanishing from Production Lines? There are several forces accelerating their decline: Economic inefficiency: Developing and maintaining manual gearboxes no longer makes business sense. Technological incompatibility: Advanced systems like autonomous driving and adaptive cruise control don't work well with manual setups. The EV revolution: Electric vehicles eliminate the need for multi-speed transmissions altogether. As a result, the manual transmission is increasingly seen as an outdated technology with no place in the evolving automotive ecosystem. What Are We Losing Along the Way? To many car lovers, driving a manual isn't just about changing gears—it's about immersion. The tactile feedback, the rhythm of shifting, the joy of mastering technique—even the occasional stall—all contribute to an experience that automatics simply can't replicate. Still, automakers like Hyundai argue that emotion alone can't justify production decisions. The market today is driven by convenience, refinement, and efficiency—not nostalgia. Are Consumers to Blame? The numbers don't lie, and perhaps neither do our habits. How often do buyers today actively choose a manual? Would most drivers really want to wrestle with a clutch in heavy traffic? Or would they rather sit back and enjoy the music, air conditioning, and smart controls with no extra effort? This evolution in customer preference has pushed brands like Hyundai to quietly retire manual options, even in models that once thrived on driver engagement. Is There Still a Future for Stick Shifts? A few brands continue to defend the manual transmission's honor—Mazda with its MX-5, Honda with the Civic Type R, and Ford with the Mustang GT—but such cars are now the exception, made in smaller volumes for a shrinking base of enthusiasts.
Motor 1
5 days ago
- Automotive
- Motor 1
Hyundai: 'Nobody Wants Manual Gearboxes Anymore'
Rowing your own gears is gradually becoming a lost art as more and more automakers eliminate the third pedal. The convenience of an automatic is undeniable, but there are other reasons why stick shifts are disappearing. Increasingly complex driver assistance systems are geared (get it?) toward automatic transmissions. Engineering a car with both types of gearboxes increases costs, which are difficult to recoup as manual take rates continue to decline. Emissions regulations also play a role, as modern automatic transmissions tend to be more efficient than manual ones. At the core of the manual's downfall, however, is weakening demand. Automakers might be more willing to overcome those obstacles if more people were buying three-pedal cars. But they aren't, and things will likely get worse, given the shrinking number of performance models and the rise of EVs. In an interview with Car Magazine , Hyundai's Managing Director of the Europe Technical Centre in Germany went so far as to say that 'nobody wants manual gearboxes anymore.' While that statement may sound like an exaggeration, the truth is that manuals are a dying breed, with only some enthusiasts still clinging to the do-it-yourself gearbox. Take, for example, the Elantra N's manual take rate of just 30% in the U.S. last year. The rest of the buyers opted for the dual-clutch, eight-speed automatic instead. It's not just the stick shift falling out of favor. Johnson also believes buyers no longer want manual handbrakes or analog dials. That's probably true for most customers under 40, while only older drivers still want to pull a handbrake lever and look at an instrument cluster with real gauges and needles. Of course, there are exceptions, but the trend is clear. Then again, it's not like automakers are giving us much choice. A new car is likely to come with an electronic handbrake, a fully digital instrument cluster, and an automatic gearbox. Cost is also a factor, as simplifying the list of options makes cars cheaper to develop and manufacture. Johnson also said we shouldn't mourn the decline of combustion-engine sports cars. Older ones, he claimed, were 'miles away—a disappointment' compared to the Ioniq 5 N . He argued that EVs have evolved in 10 years as much as gas-powered cars have in a century. Fake engine sounds pumped through the speakers are a good substitute for the roar of an internal combustion engine, he added. 'I don't understand the idea that performance cars are dying. If you want to go fast, there's nothing better than an EV. I don't understand the nostalgia.' It's perfectly understandable if you disagree with most of these statements, but we need to consider the broader perspective. If you're reading Motor1 , you're probably an enthusiast, but most people aren't car fanatics. Automakers don't want to invest in features that only a few people would buy. It's not financially sustainable. In an increasingly digital and cost-conscious industry, manuals have become relics appreciated by too few to justify their continued existence. To quote Ferrari, if you want a manual, buy a used car . Catch Up With Hyundai: Hyundai Is Planning a Rear-Wheel-Drive Hybrid Hyundai: We Want More Buttons In Your Car Source: Car Magazine Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Miami Herald
02-07-2025
- Automotive
- Miami Herald
Tariffs couldn't stop one Asian car brand from record 2025 sales
Tariffs have driven all of the action in the automotive industry during the first half of 2025. Auto dealers' customer traffic index rose to 37 from 33 in Q1 last year. Franchised dealers reported a 10-point increase in in-person visits, the largest increase since the metric was introduced in Q3 2022, according to Cox Automotive. Due to the anticipation of 25% duties on all auto imports, car buyers flocked to dealer lots during the early months of the year. Once the tariffs officially took effect on April 3, buyer behavior didn't change. Related: General Motors makes $4 billion tariff move In recent months, car dealers have increased their incentives to attract customers. Bank of America saw consumer vehicle loan applications peak in April. However, the majority of automakers reported reducing incentive spending in May. Dealers like Volkswagen, Mazda, Land Rover, Volvo, and BMW all reduced incentive spending by more than 10%. Incentives were also notably lower month over month for Stellantis. U.S. consumers have been resilient despite the dwindling incentives offered, partially because automakers, at President Donald Trump's behest, have only raised prices modestly. And when they raise prices, they make sure not to blame it on the tariffs. Image source:A buyer's market has driven the auto industry so far this year, and car companies, both domestic and foreign, are benefiting from the environment. On Tuesday, Hyundai Motor America, the Korean brand's American arm, reported a year-over-year 3% increase in June sales to 69,702 units. "We just wrapped up the strongest first half in Hyundai's history, driven by sales growth across our lineup," said Hyundai Motor North America CEO Randy Parker. The highly regarded 276 hp Elantra N and Santa Fe hybrid EV set new sales records for the month, with each seeing sales jump 33% and 39%, respectively. Hyundai (HYMLF) sold 439,20 vehicles worldwide in the first half of the year, a 10% year-over-year increase that was capped by a 10% second quarter increase to 235,726 units. Related: Car buyers have a lot riding on the 'Big, Beautiful Bill' Retail sales rose 5% in the first half, and total electrified vehicle sales rose 20% year over year. "We're proud of our progress in the current market and ready to carry that energy into the second half of the year. With industry-leading recognition for quality and safety, a growing lineup of American-made vehicles, and award-winning marketing campaigns, we're continuing to build momentum with every mile," Parker said. Hyundai has had enormous success in recent years. It's no secret that the U.S. auto industry has become dominated by foreign brands over the past few decades. While General Motors still has the highest market share at 17% and Ford ranks third with a 13% market share, foreign models from Asia round out the top five, according to Cox Automotive data. More automotive news: Car buyers should be nervous about this emerging trendCar buyers, dealers are both shocked by latest price trendsFire risk recall affects 60,000 vehicles from US car company Toyota ranks second with 15% U.S. market share, while Korean brand Hyundai ranks fourth with 11%. Toyota's fellow Japanese brand, Honda, is fifth in the market, with 9%. Hyundai only started selling in the U.S. in 1986, so it is no small feat that it has a larger market share than Stellantis, whose Chrysler brand has been around in the U.S. since 1925. Hyundai operates two major auto manufacturing plants in the United States, one in Montgomery, Alabama, and a new facility that just opened in March in Ellabell, Georgia. The company is also building a $5.8 billion steel plant in Louisiana that will provide the steel for its U.S. plants. Hyundai builds the Santa Fe Hybrid, Elantra sedan, Tuscon SUV and Santa Cruz SAV. The Georgia facility is dedicated to producing between 300,000 and 500,000 EVs annually. Related: President's latest interview gives US automakers much-needed boost The Arena Media Brands, LLC THESTREET is a registered trademark of TheStreet, Inc.
The Drive
03-06-2025
- Automotive
- The Drive
Fiery Crash in Hyundai's Elantra N Spec Race Points To Bad Brakes. It's the Drivers
The latest car news, reviews, and features. The Hyundai N Festival is a one-make, spec racing series in which several Hyundai N models compete for bragging rights. The 2025 season started in May at Yongin Everland Speedway in South Korea and will hold five more rounds before coming to an end in November. However, the season debut was marred by a heavy crash involving four cars and what appears to be minor injuries to the drivers. The series is divided into three classes, which more or less groups competitors by car model, performance, and modifications. The crash we're discussing here happened in the lowest, entry-level N2 class. That category features the spicy Hyundai Elantra N that we've all grown to love, though with some light modifications. Emphasis on light. The clip below is an archived live stream from the race, so it's seven freaking hours long. I've time-stamped the link to start right before the crash, but if that doesn't work, fast-forward to 4:40:35. Everything is going well until seven laps into the race. The enthusiastic camera drone pilot is closely following the battle for fourth place when the feed abruptly cuts to the No. 17 Hyundai, which appears to have run wide at a corner and crashed head-on into a tire barrier. Suddenly, however, the 17 is rammed by a black Elantra wearing the No. 42. Almost immediately, the blue-and-pink No. 76 joins the party and t-bones the 42. The 76 catches on fire for a few seconds, but the flames appear to fizzle out quickly, though it's unclear if they're fully extinguished because the camera pans right and we lose track of those two cars. By the time we get a second look at the car that first crashed, the 17, it looks like another one's gone off next to it, the No. 10. That car appears to have gone off at an angle, wedging itself between the 17 and the tire barrier. While the video doesn't show the initial crash, the subsequent collisions between the 42 and 76 are fairly heavy. It looks like they were coming into or out of a corner when they encountered those stationary vehicles. Even the commentators react with shock. I've watched this video many times, and I'm still not positive what actually triggered this multi-car crash. If you pay attention to the 17 car before it gets rammed by 42, you can tell that it already has some serious rear-end damage. So, this leads me to believe that another, unknown car triggered this crash, and not the 17. Why is that car not shown? I don't know. I'd guess that the 17 was rear-ended heavily by another competitor, and that's what sent it into the tire barrier before it got sent to hell by a couple more cars. This is where it gets tricky. To me—and the naked eye—this is another run-of-the-mill racing crash. It's a spec series with very lightly modified cars, and rookie drivers racing wheel-to-wheel on a high-speed track. Stuff like this is going to happen, and we should just be glad that no one was seriously hurt. However, if you peek at the YouTube comments—as well as this in-depth thread on Reddit—many people are pointing the finger at the N2's brakes. Specifically, the lack of upgraded brakes. Some commenters go as far as saying that insufficient braking power has been an issue at previous races, and they speculate this crash could be another instance. The official N Festival website describes the N2 category like this: 'This class boasts the highest number of participants in races, segregated into Masters and Challenges based on qualifying performance. The Avante [what the Elantra is called in Korea] N2 Cup car is equipped with safety-oriented tuning parts, offers a regular road driving experience.' Scroll down a little more, and you'll see the N2 Cup Car's specs, which lists 'N Performance 4P Front/1P Rear braking system' under the Brake category, and 'Floating type Front N performance hybrid disc / Rear 314mm disc' under Brake Disc. In the U.S., the Elantra N comes straight from the factory with ventilated rotors measuring 13.6 inches in the front and 12.4 inches in the rear, and single-piston calipers in the front and rear. That appears to be the same case in Korea, though four-piston calipers are reportedly available as an option. I emailed Hyundai to find out if these specs are the same in the Korean market Avante for current model-year cars, and if, in fact, those are the same in the N2 cup cars. A Hyundai U.S. spokesperson reached out to their counterparts in Korea, who replied to my inquiry and clarified that the American and Korean Elantra N come equipped with the same brakes, including the single-piston calipers. However, they also explained that all cars racing in the N2 class feature upgraded, race-prepped brakes. 'The Elantra N sold in the U.S. and the Elantra N sold in Korea use the same braking set, featuring single piston calipers,' a Hyundai Korea spokesperson told The Drive . 'The N2 class race car is equipped with a different motorsport-specific braking setup that features four-piston calipers, floating-type brake disc, racing brake pads, and an additional cooling system.' Hyundai's explanation clears up various claims made on the internet that N2 cars do not feature upgraded brakes. Of course, this does not absolve the automaker or brake manufacturer from any possible mechanical malfunctions or manufacturing defects, but that seems highly unlikely. After all, these are not custom applications where limited testing has been performed on the parts. Several videos are cited as examples of brake failure, such as this one, but in my opinion, as someone with above-average track and racing experience, it's nearly impossible to judge catastrophic brake failure without looking at data coming off the brakes. This video reportedly shows that, but from where I'm standing, it appears the driver was coming into the corner extremely hot. In fact, despite the driver claiming zero bars of brake pressure via the telemetry, you can hear the tires chirping from the ABS trying to mitigate the situation. Furthermore, you can see the speedo reading 168 km/h before losing control of the car, and 92 km/h before impact. I don't know about you, but slowing down from 104 mph to 57 without brakes sounds extremely unlikely. And if you look at the original video of the No. 17 crash, there aren't any skid marks on the track leading to the tire wall. This leads me to believe that my theory about the driver being rear-ended by an unknown car is likely true. Are the brakes to blame here? In this specific crash, I don't believe so. Upgraded hardware is crucial for safety, but there isn't a smoking gun here pointing directly at them. If anything, I'd ask Hyundai and the event organizers to consider running shorter races (five to seven laps instead of 12) and perhaps shorter tracks with lower top speeds. This would put less stress on the drivers and their cars. Racing wheel to wheel for upwards of 30 minutes is no easy feat . And once you factor in that these are mostly rookie drivers, it's easy to understand that unusual crashes like these, where one car ended up upside down for no apparent reason, are going to happen rather frequently. Got a tip? Email us at tips@
