For its second generation, the South Korean luxury sedan born to be a rule breaker is completely new and at it again.
Smashing the Glass Ceiling
America builds trucks. Italians craft supercars. The Japanese create
transportation appliances carefully masked to look like cars and until
several years ago, South Koreans seemed content to complete their part
of the picture with inexpensive automobiles. At least that was the case
in North America until Hyundai
grabbed on with both hands and shook things up with a rear-wheel drive,
V8-powered sedan ostensibly capable of applying a value-first
philosophy to the luxury world.
The Genesis never sold in high volume, but it wasn’t supposed to.
Like hiring the spin-doctors in AMC’s “Mad Men,” it served as a halo car
capable of elevating its brand’s public image; but it wasn’t perfect.
Hampered by a front-engine, rear-wheel drive powertrain, the Genesis
didn’t appeal to people besieged by snow through several months of the
year. Especially at lower trim levels, it also suffered from
underwhelming interior materials. The latter is a cardinal sin among
luxury car customers.
New Style Steps in the Right Direction
Give it a fleeting glance or two and you’ll have an idea of how
future Hyundai models will look. First to wear “Fluidic Sculpture 2.0,”
Hyundai uprooted the organic lines that characterized its first Genesis
in favor of hard edges. The 2015 Sonata is on deck for the same
treatment later this year.
There’s very little to distinguish the costlier V8 model from its
six-cylinder siblings. Standard exterior equipment includes 18-inch
wheels with a provision for 19s should the urge strike. Still, there are
differences, with LED fog lights helping characterize the upmarket
iterations as do a different set of tail pipes.
Transcending
trim levels, the new grille is the undeniable focal point. It adds a
sense of maturity and lends a cohesive quality to the design. Look
closely at the center of that mouth and you’ll notice a square black
patch blocking some of the slats. It houses sensors connected to
adaptive cruise control and safety systems capable of bringing the car
to a full stop in anticipation of a crash.
Needles to say, that is one aspect of the car that is better left
untested by members of the automotive media. Official results by
government and independent safety organizations are due out soon and
Hyundai says it expects top marks.
Hyundai Wants You to Play it Safe
Hyundai claims it’s autonomous braking system can stop the car
completely at up to 50 mph and to slow it significantly while travelling
at speeds up to 112 mph. After that, you’re on your own.
There’s
also a lane departure warning system that sends vibrations through the
steering wheel if you’re about to cross a line without signaling. A
“lane keeping” feature goes one step further and actually nudges the car
back into position. Depending on how you configure the system, it can
be set to interfere either before or just after the border is breached.
Adaptive cruse control is optional on V6 models and offered at
standard equipment with the pricier V8. For 2015, it gains full-speed
functionality, meaning it even works in stop-and-go traffic.
Just like that system, a head-up display is offered on the V6 and
standard with the V8. It displays useful information like current speed,
but also the present speed limit. Short of installing a radar detector,
this is the best way to avoid those damn Smokeys while you’re road
tripping in unfamiliar territory.
Technically Great
Speaking of displays, all models come with an eight-inch touch screen
at minimum, but the optional 9.2-inch version is a big step up. Not
only does it offer more real estate, but it boasts high-definition
resolution as well.
That’s one of several areas where Hyundai makes big strides with the
Genesis. The whole cabin is greatly improved and finally feels like a
legitimate luxury product. Some of the switches and dials are still
obviously shared with less prestigious models, but they are few and far
between.
Leather
upholstery is standard on all cars while plush semi-aniline animal skin
is also available. It has a soft feeling of quality that almost seems
out of place for the brand, and that’s a very good thing.
The seats themselves are remarkably comfortable. Equipped with the
optional 16-way bucket, the driver can tinker with the leg rests, height
and even the width of the side bolsters.
Plenty of Real Estate
In total, the Genesis boasts more interior volume than industry contenders including the Mercedes-Benz E-Class and BMW
5 Series. But unless you’re in the business of carrying packing
peanuts, overall volume is worth about as much as those little pieces of
foam are themselves. What really matters is rear seat legroom. In that
regard, the Mercedes E-Class edges out the Genesis by less than an inch.
Regardless, you won’t be left hurting for knee space.
If you spring for the “Ultimate” package, which is available with any
powertrain, you also get open pore wood panels similar to what Cadillac
offers in its top-tier CTS Vsport sedan. As a side note, that car
competes with the V8 Genesis, makes comparable power and costs roughly
$15,000 more for a fully-loaded model. Admittedly, the two cars stand on
different planes from a performance perspective, but based purely on
cabin quality, Hyundai has a real winner on its hands here.
Heated
front seats are standard on all models, but you’ll have to pay extra if
you want them to come with a cooling feature. All-wheel drive variants
are also packaged with heated rear seats and a warmed steering wheel.
The way that Hyundai chose to package options in this car proves that
as a company, it has a finger on the market’s pulse. It doesn’t matter
which version you buy, they’re all well equipped.
New Platform Sets Stage for Success
Without a decent platform, Hyundai might as well have heaped its
high-quality leather and HD screens into a horse-drawn buggy.
Thankfully, the South Korean company is packing a real slugger
underneath. For 2015, the Genesis migrates to new, stiffer architecture
that includes a provision for all-wheel drive. Arguably the most
important change to the new car, it is now a viable competitor in places
with inclement winter weather.
What’s more, the all-wheel drive system is especially sophisticated
and can shift most of the engine’s torque to either the front or rear
axle as traction demands change. For now, the company is only selling
its V6 version with that layout, but there’s a chance the eight might
get it too. North of the border, Canadians will be able to buy models
with AWD and either engine.
Wrung Round the ‘Ring
Not only did Hyundai spend time tuning that chassis at the world famous Nurburgring, they also paid Lotus to help out.
Still, you shouldn’t use that as a reason to assume that the Genesis
has particularly sports-oriented pretentions. It’s still a soft-sprung
luxury cruiser, albeit a much more refined one than in the previous
generation. Part of that has to do with a new rear multi-link suspension
while V8 models can also be packaged with continuous damping control
(CDC) for adjustable stiffness settings.
A
total of four drive modes are available. Eco mode is programmed so that
the eight-speed transmission will work for optimal fuel economy while
normal mode performs… normally. The sport mode delivers sharper throttle
responses, revised shift points and a stiffer steering feel and – with
CDC equipped – also stiffens the suspension. Regardless of which setting
you choose, sharp turns cause noticeable body roll.
As for the steering, it delivers as promised, but each setting feels
far too static, unlike the variable setup in, say, an Audi product, that
adjusts its feel based on speed.
Old Engines Revised for New Life
The engines and transmissions have been refreshed for 2015 but carry
over from the old model. Both are actually a little bit less powerful
than they were before, a concession Hyundai says it made in favor of
offering a broader power band. The 3.8-liter V6 makes 311 hp and 293
lb-ft of torque while the V8 makes 420 hp and 383 lb-ft. Premium fuel is
recommended, but not required although you’ll end up with a little less
power by burning the cheap stuff.
Fuel
consumption estimates suggest that the cars should see a slight
improvement. Rear-drive V6 models should return 18 MPG in the city or 29
on the highway with AWD models rated at 16/25. The V8 offers 15 MPG
around town or 23 on an open road.
Hyundai had to increase what it charged for the Genesis this time
around, but it insists that side-by-side, the new model is still a
better value based on content. It certainly comes well-equipped at the
entry point, which is $38,950 including delivery. AWD models start at
$41,450 while the V8 variant will run you at least $52,450.
The Verdict
With the second generation, Hyundai made praise-worthy improvements
to its mid-size premium sedan. The brand isn’t shy about its aspirations
for the car to be a legitimate German fighter. It still lags behind
industry leaders, but to a much smaller extent than before. With the
Elantra, Hyundai caught Honda by surprise. It wouldn’t be shocking to
see the Genesis cause a similar upset in its own segment.
FAST FACTS |
| Engine: A 3.8L V6 makes 311 hp and 293 lb-ft of torque while the V8 makes 420 hp and 383 lb-ft.
Transmission: An eight-speed automatic is the only transmission offered. Fuel Economy: 18/29 city/highway for V6 RWD or 16/25 with AWD. V8 Models get 15/23. Price: Starts at $38,950 including delivery. AWD models start at $41,450 and the V8 comes in at $52,450. |
