Category Archives: Genesis

Hyundai Genesis to compete with BMW, Lexus

There was a time when South Korean carmaker Hyundai was considered absurdly precocious in challenging Toyota in the U.S. That was more than 3 million sales ago.

Now, they’re taking on Lexus.

The world’s fifth-largest automaker, Hyundai — yes, Hyundai — sees its first rear-drive luxury car, the Genesis, as a worthy rival to the Lexus ES 350. And no one’s laughing.

There’s no laughter at BMW or Mercedes-Benz, either, when Hyundai compares the Genesis with the 5-Series and E-Class, respectively. And at much lower cost.

Hyundai began selling the Genesis in July with a 3.8-liter, 290 horsepower V-6 bearing a price tag of $33,000, which is $340 less than BMW commands for the compact 328i and only $200 higher than the average price of a new car in the U.S. this year.

Now comes the 4.6-liter V-8 with 368 horses that propel the rear-drive sedan from zero to 60 mph in 5.7 seconds.

With a base price of $38,000, the V-8 is expected to secure a place for Hyundai on the wish lists of people shopping the Lexus ES 350, Chrysler 300C, Pontiac G8 and the Cadillac CTS, among others.

“We’re aware there’s a segment out there that won’t consider a luxury vehicle unless it has a V-8,” said Michael Deitz, manager of product development for Hyundai Motor America. “It’s not just about horsepower today — it’s about efficiency.”

Hyundai has always done a magnificent job in the styling department, borrowing cues from the best in the business. So it was not surprising that Genesis fit the fashion scene of Miami Beach and Coral Gables, where the V-8 cruised quietly in a recent demo tour, loaded to the gills with luxury features.

The nicely proportioned body rides on a 115.6-inch wheelbase that is more than 3 inches longer than that of the Lexus GS and more than an inch longer than the Infiniti M’s.

The Genesis face is predatory, with a tapered aluminum hood framed by backswept high-intensity headlamps resembling the eyes of a raptor. A trapezoidal grille with winglike vanes accentuates the curvature of the snout above a low-to-the-ground air scoop that represents the predator’s mouth.

The aerodynamic roofline flows back onto a short deck and a blunt rear end tightly tucked and decorated with wraparound taillamps.

To achieve instant credibility in the premium market, Hyundai had to provide more of everything at an unbeatable price: More horsepower than a Lexus GS and Infiniti M, better longitudinal balance than a Lexus ES 350, bigger disc brakes than a Mercedes-Benz E550, better aerodynamics than a BMW 5-Series and Cadillac CTS and faster acceleration from zero to 60 mph than the BMW 750i (6 seconds) or the Lexus LX 460 (5.9).

The new Tau V-8 has more horsepower per liter than any of its V-8 competitors and outperforms all V-8 performance sedans with an EPA fuel-economy estimate of 17 city miles per gallon and 25 highway, according to Hyundai research.

But where Genesis really exceeds expectations is in its load of standard equipment. A $36,000 Genesis 3.8 with the Premium Package Plus is $8,000 less than a comparably equipped Infiniti M35 and $22,000 less than a comparable BMW 535i.

Standard on the 3.8 models are 17-inch alloy wheels, fog lamps, automatic headlights, dual power heated side mirrors with turn signal indicators, leather upholstery with heated power seats, proximity entry with electric push button start, leather-wrapped tilt steering wheel with audio controls, dual automatic climate control, AM/FM/CD stereo with auxiliary input jacks and Bluetooth.

When you move up to the 4.6, you get 18-inch hyper-silver alloy wheels, chrome lower body-side moldings, power glass sunroof with tilt and slide, power tilt and telescopic steering column, integrated memory system, Lexicon 15-speaker surround-sound audio system, six-disc CD changer, illuminated scuff plates, wood-trimmed leather steering wheel, electrochromic auto-dimming interior rearview mirror with Homelink and compass, power rear sunshade and rain-sensing wipers with auto defogger windshield.

In another extreme measure to challenge the luxury market, Genesis has even matched the Rolls-Royce Phantom as the only other car to offer a Lexicon-branded audio system featuring Logic 7 technology. The surround-sound audio system includes an 11-channel digital amplifier and 17 speakers producing more than 500 watts of sound in 7.1 discrete audio. Hyundai also claims to be the first popular brand to offer digital HD Radio from the factory.

Navigation-equipped Genesis models also include a 40-gigabyte hard drive and XM NavTraffic. The Genesis also comes standard with XM Satellite Radio with a three-month free subscription.

Continuing the coverage that helped overcome early doubts about Hyundai quality, the Genesis warranty includes five-year/60,000-mile bumper-to-bumper protection, 10-year/100,000-mile limited powertrain warranty and seven-year/unlimited mileage anti-perforation coverage. Buyers also get free 24-hour roadside assistance for five years.

Although Hyundai cannot match the prestige of such names as Infiniti, Lexus and Acura, it can grab a piece of the market that wants luxury at a more affordable price. Hyundai at one time considered creating a luxury brand for models such as the Genesis but decided the cost was too high for the rewards.

Hyundai was wise in moving gradually upmarket from its current position, avoiding the marketing boondoggle of Volkswagen’s exotically priced Phaeton.

So far, the Genesis is selling well, and Hyundai predicts a total of 20,000 sales in the first year of production.

“Consumers are showing their vote of confidence and that they will step up for a Hyundai,” Deitz said.

By RICHARD WILLIAMSON
SCRIPPS HOWARD NEWS SERVICE

>Lexicon’s Hyundai Genesis Audio System – Full Review

Can’t Afford a new Rolls? How about this instead?

Hyundai is trying to be Toyota. And Honda. And why not, they’re both some of the most respected and successful car makers out there. With the Genesis, Hyundai aims right in the middle of the luxury sports sedan market.

To help them with that image, they enlisted Lexicon to design the audio system. The only other car with a Lexicon audio system is the Rolls-Royce Phantom. So it’s in good company.

The idea of a high-end Hyundai is one that you’ll either get or not. Keep in mind that had you said in the mid-80s that Toyota could dominate the luxury auto market, you would have been laughed at too. Same with Honda. Volkswagen (you know, the “People’s Car”) routinely sells autos for above 30k and have for years. That’s a far step from the Bug. So lets just concede that it’s possible to move up market, and look at the product at hand.

The Genesis certainly has the right stuff on paper: rear wheel drive, V8, six-speed transmission. Of course you don’t come to HE to hear my thoughts on car performance (which is good, as we didn’t even drive the cars at a recent demo session). What I will say is that the Genesis has one of the nicest interiors I’ve relaxed in in a long time. Beautiful brushed metal surfaces, two-tone color scheme, stitched leather, all add up to a place I’d like to sit and listen to music.

This is convenient, then, given that’s what we were brought to Lexicon’s, ok parent company Harman’s, Northridge California headquarters to do.

First, a lay of the land. There are two levels of Lexicon audio. The “lesser” system is part of the Premium Package, for $2,000. You get other car and interior bits as part of this package, but who cares. The more elaborate and more powerful Lexicon Discrete Surround Audio System is part of the Technology Package. At $4,000 it’s not cheap (around 10% of the price of the car), but with it you get a nav system, backup camera, some other bits, and a cooled drivers seat. The latter just sounding, wait for it… cool.

The LDSAS (my abbreviation) is a 17 driver, 7.1-channel system. There seems to be speakers everywhere. Up front, smack in the middle of the dashboard, is a tweeter and a mid-range. On the front edge of the doors where they meet the “A” pillers there is another tweeter. In the door itself is a midrange and a woofer.

Most notable, from a car audio standpoint, is that the woofer is mounted to a piece of metal, integral to the door.

While this may not seem like much, being able to mount a driver to something solid is extremely important. When you’ve got the tunes going and the woofer is pounding back and forth, if it is mounted to plastic, the whole thing can vibrate.

Not only does this waste energy, but can also muddle the sound. Most audio makers, even just a few years ago, would have laughed at their audio company partners if they had recommended adding more metal.

You see, the greatest evil for any automobile is weight: extra heft decreases fuel economy and all aspects of performance.

Even though car weights have pretty much doubled in the past 20 years, every car maker keeps an eye on every ounce. So Lexicon being able to add in something that is of such importance sonically, but could have a potential effect on the automobile’s weight, to me says volumes about how serious Hyundai is with letting Lexicon design the best audio system they can.

To counter weight gain issues, each driver uses a neodymium magnet. These rare earth magnets are ridiculously powerful, and therefore not only offer sonic benefits, but less mass can be used compared to regular magnets, resulting in a lighter driver. This type of magnet is found in most high-end speakers.

In the back seat, there are a tweeter and a woofer in each door. On the back shelf there is a tweeter, mid-range, and woofer on each side, and in the middle is the subwoofer.

The amp for the entire system is in the trunk, and no it doesn’t take up much space.

Total power is around 528 watts. Compared to some aftermarket systems, this may not seem like much. This point was brought up by another journalist at the recent event. Lexicon replied that when you’re able to design the system as an integral part of the vehicle (like the mounting of the woofer’s mentioned above), you don’t need an excess of power, most of which is wasted on other systems.

So how does it sound? Well in a word, fantastic. In the past 8 years I’ve heard most of the high-end audio systems done by high-end audio companies in luxury cars. These range from Bose, to the ELS system in Acuras, to THX, and different Mark Levinson, Infinity, and other Harman brands. With each generation, the audio quality goes up.

In the Genesis, Lexicon was able to achieve a full, rich sound, without the boominess that is so typical of car audio (well, not typical of most of the ones listed in the last paragraph, but you know the sound I mean).

The most convincing moment for me was Gerhard Oppelt’s Und Lnderkirche track on the Burmester-CD II demo disc. This organ track has a lot of really deep bass. So much that lesser systems can either distort, bottom out, or just not reproduce the pedal tones at all.

With the Lexicon system, the deep bass was both powerful and accurate, better in fact than you’d find with most tower speakers, and even some home subwoofers.

The treble was clean and never bitey. The mid-range was robust.

It plays loud, but has a balanced sound to it like a good set of home speakers.

Not content to let the driver have all the fun, Lexicon’s own LOGIC 7 surround processing is built in. In a car environment, this takes 2-channel material like CDs and spreads it out to all the 7.1-channels in the car. The effect is a wider, more realistic sound stage for everyon ein the car.

Normal stereo imaging is pretty much impossible when you’re not seated in the center. So LOGIC 7 spreads the audio around and makes it sound more like you’re listening in your home than in a car.

Additionally, it sends some sounds to the rear channels, which unlike most of the car audio systems I’ve heard, actually sounds like it’s coming from the rear and not just oddly placed behind you.

In addition to CD, you can also play your antique collection of DVD-Audio discs. When the vehicle is stopped and in park, you can even watch movies in full surround sound. There is a USB port to hook up your iPod, or a standard mini-jack for any portable music player.

Having not heard the base system, nor the “lesser” Lexicon system, I can’t say how much better the LDSAS is over them. What I can say is that the LDSAS is one of, if not the best audio system I’ve heard in an automobile, and I’ve heard quite a few.

It seems that with every new generation, those that design the audio systems figure out something new; a new way of doing something, a new way of convincing the car people, a new way of building or designing, that allows them to get that little bit more fidelity out of the audio system. This is not to diminish what Lexicon has done by just saying it’s the newest. But they have certainly raised the bar for everyone else.

For more info you can check out:

hyundai.lexicon.com
or
hyundaigenesis.com

Home Entertainment Magazine

RIDES Magazine Transforms Hyundai Genesis Sedan Into Technology Center on Wheels for SEMA Show 2008

FOUNTAIN VALLEY, Calif., 10/22/2008 Hyundai Motor America and RIDES magazine are teaming up to develop a customized Hyundai Genesis for the 2008 Specialty Equipment Market Association (SEMA) Show. The RIDES Genesis will be the ultimate in technology, style and refinement, containing the latest in technology both inside and out. As added incentive to visit the Hyundai display, 5,000 RIDES Digital Genesis iTunes cards will be distributed from the car’s Wi-Fi network during the show at the Las Vegas Convention Center from Nov. 4 – Nov. 7, 2008.

“This Genesis perfectly suits the mobile executive, with multiple Mac computers and its own mobile Wi-Fi network,” said Ben Harris, associate publisher, RIDES. “All of the modifications compliment the Genesis’ natural attributes and emphasize the sleek look and luxury interior. We are looking forward to the SEMA show and displaying this amazing vehicle.”

Inside, the RIDES Genesis will feature the latest in digital accessories including two Mac Mini computers, a MacBook Air, iPod Touch, iPhone 3G, high-speed Wi-Fi internet connection and movie theater-quality surround sound. The trunk will house its own Mac mini computer, a 20-inch Apple Cinema Display and a motorized tray containing the mouse and keyboard for the rear computer. Within the center console will be the iPhone 3G, Mac Book Air laptop and wireless keyboard and mouse for the Mac Mini mounted on the rear deck. Each passenger in the back seat has their own computer with internet connectivity. The 8.4-inch VGA headrest monitors are wrapped in the original leather to maintain the OE look and feel, while the seats contain suede accents.

Genesis’ spacious and ultra-quiet cabin offers an ideal environment to experiment with new in-vehicle information and entertainment systems,” said Michael Deitz, manager, Product Development, Hyundai Motor America. “Adding state-of-the-art connectivity and computing power to existing technology like navigation, Bluetooth and satellite radio, this RIDES Genesis offers a glimpse into the future of hi-tech luxury.”

At the Hyundai booth, SEMA attendees will view clean exterior modifications to compliment the high-tech interior. Modifications include 22-inch custom-made staggered fitment MHT three-piece wheels, Pirelli tires, custom-molded front body kit and side skirts, lowered suspension and smoked headlights. Custom dual-tip stacked exhausts and custom-molded rear bumper accentuate the metallic silver and blue paint job.

HYUNDAI GENESIS

Genesis is built on Hyundai’s all-new, performance-driven rear-wheel-drive architecture. It offers two powertrains, including a 3.8-liter V6 engine and Hyundai’s all-new 4.6-liter Tau V8. Tau produces 375 horsepower, leading all its competitors in specific output with 80 horsepower per liter. With technology rivaling more expensive luxury sedans, Genesis showcases features such as XM NavTraffic, Adaptive Front Lighting System (AFLS), Smart Cruise Control, Lexicon® audio systems and electronic active head restraints. Additionally, all Hyundai Genesis have standard iPod connectivity.

RIDES

RIDES is the premiere urban automotive enthusiast magazine and represents the worlds of “Street, Speed, Sound and Style.” Bridging the worlds between enthusiast and consumer magazines, RIDES captures the essence of today’s automotive lifestyle. From the hottest cars, trucks and customizations to celebrity cars, the ultimate in high-end performance, old school classics, new car reviews and the latest trends, if it represents the best in automotive, it’s in RIDES.

HYUNDAI MOTOR AMERICA

Hyundai Motor America, headquartered in Fountain Valley, Calif., is a subsidiary of Hyundai Motor Co. of South Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through 800 dealerships nationwide.

REVIEWS: 2009 Hyundai Genesis 3.8

Is the six as impressive as the eight?

We’ve walked away suitably impressed from the Genesis before – but that was when it was suitably kitted up in its top spec with a big ol’ Korean V-8 under the hood. While the V-8 car may be enough to run with the big dogs, we were curious what the six-cylinder 2009 Hyundai Genesis 3.8-which Hyundai expects will be the best-seller-had to offer.

The list is long

Given today’s gas prices, buyers might be looking to the V-6 for its economy, but its EPA ratings are only 1 or 2 mpg better than the V-8. At nearly $5000 less than the V-8 model, the 3.8 is poised to offer the best bang for the buck. Starting at $33,000, the base Genesis already carries an encyclopedic amount of standard equipment. Features such as dual-zone automatic climate control, leather upholstery, heated front seats, traction and stability control, side- and side-curtain airbags, Bluetooth, and keyless ignition are all standard.

Shoppers can opt for one of two Premium Packages. Our test car was equipped with the Premium Package Plus, which adds a surround-sound audio system, leather-trimmed dash- and door panels, 18-inch alloy wheels, rain-sensing wipers, and a power sunroof.

Ticking this option box costs $3000; a significant figure, certainly, but it renders the Genesis virtually loaded at just under $36,000. In fact, the only way we could have packed any more content would have been to tick the box for the Technology Package, which adds a more powerful surround-sound system, DVD-based navigation, HID headlamps, parking sensors, and an extra $4000 to the sticker price.

Haven’t we seen this before?

If imitation is the sincerest form of flattery, then Lexus must be blushing. The long, smooth forms of the Genesis might not ape those of any one particular Lexus, but try and discern the Hyundai’s front fascia from that of a recent ES or LS-it’s no easy task.

Although the design language may be derivative, the Genesis presents a shape that’s smooth, well-proportioned, and easy on the eyes. All except perhaps the waterfall grille. Although intended to give the car a ritzy look, it comes off as an awkward afterthought.

Interior

What carries a genuinely upscale feel, however, is the interior. The designers did a terrific job of crafting a contemporary and attractive interior that blows away any preconceptions of what a Hyundai can be (the aforementioned leather dash trim really helps in this regard). Open the doors, and you feel like you’re stepping into the interior of a $60,000 vehicle. Fit and finish of interior panels is consistently tight, although some switchgear could stand some refinement.

If there was any complaint we had about the Genesis’ cabin, it was the front two bucket seats. Although they were certainly comfortable (and as soft as a microwaved marshmallow), they were a little too flat. One tester noted you sit on them – not in them – and consequently they weren’t supportive in spirited driving. But a car like this isn’t only about those in front. Rear-seat passengers are treated to some of the best accommodations we’ve seen in car under $40,000.

Smooth but unhurried

Though the V-8 is an all-new engine (the 4.6-liter “Tau” DOHC V-8), the Genesis 3.8’s V-6 is a carryover from other Hyundais. The “Lambda” engine, a 3.8-liter DOHC unit, produces 290 hp and 264 lb-ft of torque. That’s down from the 375 ponies and 333 lb-ft of the V-8, but it proves more than capable of moving the 3700-lb Genesis without strain.

Helping the V-6 considerably is a standard six-speed automatic transmission. Shifts, for the most part, are smooth, if not deliberate. Hyundai lets drivers row their own gears with a requisite manumatic provision, but there’s no sport mode. That’s a shame, as we’d welcome quicker-shifting sport mode, given that the transmission doesn’t like to be hurried into selecting a gear.

More luxe than sport

Though some cars in this comparison sliced through corners with ease, the Genesis was decidedly less sporty. Although Hyundai often compares the car’s handling to a Lexus GS or Infiniti M, the ride is tuned more towards luxury.

Over back-roads flogging, some found the car too soft, but the independent suspension (a five-link setup at each wheel) kept things from turning to Jell-O in the corners. The Genesis exhibits some oversteer at its limits, but the stability control, which is always on guard, helps reign in the back end.

The soft suspension pays dividends with a comfortable low-speed ride. Unfortunately, some of that comfort disappears in highway driving, where the Genesis can be too stiff. Even moderate imperfections in the road surface are telegraphed through the steering column, making the car feel busy.

Will Six Get You Eight?

We’d argue the biggest question surrounding the Genesis V-6 is not how it fares against its immediate competition (quite favorably, thank you), but against itself. The V-8 car is an outstanding bargain for what it offers, but is it worth an extra $5000 over the six?

No, it probably isn’t. Although those with a V-8 fixation will spring for the 4.6-liter (and love it), the rest of the world-especially those looking for a lavish lifestyle on a bohemian budget-will be more than content with the V-6.

2009 Hyundai Genesis 3.8

Base Price: $33,000
As Tested: $36,000

Powertrain
Engine: 3.8-liter DOHC 24-valve V-6
Horsepower: 290 hp @ 6200 rpm
Torque: 264 lb-ft @ 4500 rpm
Transmission: 6-speed automatic
Drive: Rear-wheel

Measurements
L x W x H: 195.9 x 74.4 x 58.3 in
Legroom F/R: 44.3/38.6 in
Headroom F/R: 38.1/37.7 in
Cargo capacity: 15.9 cu ft
Curb Weight: 3748 lb
EPA Rating (city/highway): 18/27 mpg

By Evan McCausland

Hyundai Genesis offers prestige, value

A billboard near a Hudson Valley enclave urges people to “drive prestige.” It is an unabashed pitch to egos in pursuit of sales of expensive European and Japanese automobiles — BMW, Mercedes-Benz, Porsche and Lexus. But times are tough. Prestige no longer gets an automatic nod. Prestige without value, or encumbered by suspect worth, nowadays gets the boot. Into that environment comes Hyundai Motor America with its most expensive automobile to date, the rear-wheel-drive 2009 Hyundai Genesis sedan. It’s aimed at what the car industry calls the “near-luxury segment” — that part of the market priced from about $30,000 to $50,000.

Going for the gold

Conventional wisdom suggests that Hyundai is making a mistake. It is a Korean-owned company that made its mark in America, a poorly formed scratch that eventually became a strong product signature, selling economy automobiles and wagons. What is Hyundai doing trying to sell cars priced from $33,000 to $42,000?

The short answer is that Hyundai, like its competitors, is going for the gold. If successful, Hyundai could reshape popular notions of prestige. In the process, it could elevate the meaning of “value.”

Style without sticker shock

Its styling is attractive inside and out. And the car is loaded with amenities, including touches such as a power rear sunshade.

What the Genesis lacks is an astronomically high price. Depending on the model, the Genesis can cost from $200 to $22,000 less than competitive European and Asian automobiles.

In that regard, the Genesis is a celebration of luxury without hyperbole, luxury with a deal, including one of the best automobile warranties in the business — five years/60,000 miles bumper-to-bumper protection and a 10-year/100,000-mile limited warranty on engine and transmission.

Complaints: The steering in the Genesis 4.6 takes some getting used to. Initially, it feels a bit heavy and off-center, as if it wants to move slightly opposite of your intended turn. But you soon learn to let it do its thing, which turns out to be wonderfully precise. By comparison, the steering in the Genesis 3.8 is remarkably compliant to driver input.

Ride, acceleration and handling: Both the Genesis 4.6 and 3.8 move with agility, speed, power. My favorite is the Genesis 3.8, which feels lighter and quicker and gets 27 miles per gallon on the highway vs. 25 mpg for the Genesis 4.6.

Head-turning quotient: To all of you who asked: Yes, Hyundai designed, developed and manufactured the Genesis, which rolls out of a Hyundai assembly plant in Ulsan, Korea. It’s an attractive piece of work that proves no one has a corner on automotive talent.

Body style/layout: The Genesis is a front-engine, rear-wheel-drive, full-size, entry-level luxury sedan. It is offered in two basic formats, 4.6 and 3.8, with three trim levels — “premium,” “premium plus” and “technology.”

Engines/transmission: There is a 4.6-liter V-8 that, using premium gasoline, develops 375 horsepower at 6,500 revolutions per minute and 333 foot-pounds of torque at 3,500 rpm. The available V-6, which produces 290 horsepower at 6,200 rpm and 264 foot-pounds of torque at 4,500 rpm, runs on regular gasoline. Both engines are mated to a six-speed transmission that can be shifted automatically or manually.

Capacities: There are seats for five people. Luggage capacity is 15.9 cubic feet. The fuel tank holds 19.3 gallons and takes unleaded gasoline.

Mileage: I averaged 16 mpg in urban traffic and 24 mpg on the highway with the V-8. In the V-6, I did two to three mpg better all around.

Safety: There are eight air bags, including head and side bags front and rear. Body construction is rigid. Electronic head restraints, stability and traction control are standard along with anti-lock brakes.

Price: Start at $33,000 for the 3.8, including a $750 shipping charge. The Genesis 3.8 can be optioned out to about $40,000. Prices for the Genesis 4.6 start at $38,000, including the $750 transportation charge. The 4.6 can be optioned out to $42,000. Prices are sourced from Hyundai.

By Warren Brown, Washington Post

Hyundai adds near-luxury Genesis sedan to line up

With fewer than three months remaining in 2008, it’s been a quite a year: The last games were played at Shea and Yankee stadiums, Merrill Lynch almost went broke and HyundaiHyundai! – introduced a $38,000 car that can become a $40,000 car with options.

Why? For the same reason Willie Sutton said he robbed banks instead of five-and- dimes: That’s where the money is. There’s more profit to be made on higher-priced models than in the inexpensive small cars for which Hyundai is best known.

And so we have the big 2009 Genesis sedan, available with a V-8 at $38,000 to start, or a V-6 starting at $33,000. It’s a strong entry in what carmakers call the “near luxury” arena – $30,000 to $40,000. Hyundai nibbled at the low end of that range with the Azera, a front-drive large sedan that can run into the low $30,000s with options.

But the Genesis presses the attack further and only time will tell whether it’s a bridge too far. Hyundai dealers have no experience selling and servicing luxury cars and Hyundai’s name still says “economy,” – not “cache.” True, they said the same thing about Toyota, but when it entered this part of the market in 1990 it created the Lexus brand and a separate dealer group (as did Honda with Acura and Nissan with Infiniti). Hyundai says it’s not ready for that yet.

The Genesis’ timing might be unfortunate. It arrived at dealerships this summer amid darkening recession clouds that have made consumers skittish about major purchases.

Quality, though, shouldn’t be a concern. Hyundai’s early problems in that area seem to be history; Consumer Reports recommends several of its models for which it has reader feedback about reliability. Hyundai has scored above average in J.D. Power and Associates’ two most recent buyer surveys, measuring dependability and customer satisfaction.

And Hyundai backs the Genesis with an impressive warranty. It’s good for five years or 60,000 miles – 10 years and 100,000 miles on the powertrain.

On paper, then, the Genesis looks like it’s worth considering. Its styling is unremarkable – classically simple, if you prefer. Its dashboard is as ugly as it is ergonomically friendly; the protrusion from its lower center of a pod with audio and climate controls makes the dash look like it’s sticking out its tongue at the car’s passengers. But the interior is richly finished, in leather.

On the road, the Genesis rides firmly but comfortably, handles confidently and is delightfully quiet over just about any surface. Rear seat legroom is generous. Some might find the steering a bit heavy during parking.

Most drivers will deem the 290-hp. V-6 more than adequate. The EPA estimates fuel economy at 18 mpg city and 27 highway, and I averaged in the low 20s in mostly highway driving. The government numbers for the V-8 are 17 and 25. Hyundai specifies regular gas for the V-6 but says the V-8 will need premium to deliver the 375 hp., of which it is capable.

Hyundai says the V-8 gets the Genesis to 60 mph a half-second faster than the six, or in 5.7 seconds.

The Genesis has the government’s topmost, five-star, safety rating for its front, side and rollover protection.

The Genesis has a lot going for it but, as Hyundai’s spearhead into new territory, it carries risk for buyers if it fails: poor resale value. This might be a car better leased than purchased.

Vehicle Tested: 2009 Hyundai Genesis 3.8

Engine: 3.8-liter V-6, 290 hp.

Fuel: Regular

Transmission: Six-speed automatic, rear-wheel drive

Safety: Dual front and curtain-type air bags; seat-mounted front and rear side-impact air bags; four-wheel disc brakes w/anti-lock, stability control and brake assist; heated side mirrors with turn signals; fog lamps

Place of Assembly: Ulsan, South Korea

Trunk: 15.9 cubic feet

EPA Fuel Economy

Estimates: 18 mpg city, 27 highway

Price as Driven: $36,000

Tom Incantalupo | ROAD TEST

2009 Hyundai Azera and Genesis: Two solid luxury cars from an unlikely source

Though you may have missed it, Hyundai has been trying to sell luxury cars in the United States for eight years now. The Korean automaker best known for its low prices and long warranty started with the 2001 XG300, moved on to the 2006 Azera, and now, for 2009, offered its most ambitious product yet: the Genesis.

The XG and Azera were both front-wheel-drive large V6 family sedans, the approximate equivalent of a Toyota Avalon selling for the price of a smaller Camry. The XG offered a spacious interior and a smooth ride, and moderately upscale if generic styling, but it wasn’t a particularly strong product.

The 2006 Azera was a significant upgrade over that car, and was able to offer more convincing luxury, with much more interior quality and tastefulness and superior driving dynamics that both could now rival the best large family cars.

But neither was a sales success. Nor was the Hyundai Veracruz, the midsize SUV that Motor Trend magazine compared favorably to the Lexus RX350.

After Hyundai spent years trying and failing to sell pricey vehicles, expectations were generally low when it introduced by far its most expensive product yet: the 2009 Genesis, the first Hyundai with a base price above $30,000.

But the Genesis has been a hit so far, easily outselling the far less expensive Azera in its first two months on the market.

Is it because it’s a leaps-and-bounds improvement over the Azera?

In daily use, it’s fairly similar. Both offer very high-quality interiors, comfortable and quiet rides, safe but unexciting handling, and plenty of space. The Azera costs nearly $5,000 less than a comparably equipped Genesis, comparing sticker prices and rebates, according to pricing site TrueDelta.com. Transaction prices are even further apart.

So why did the Genesis outsell the Azera last month more than 2-to-1?

Part of it is the styling. Not only is its look newer, but the sharper front end and the BMW 5-Series style profile is more eye-catching than the pleasantly rounded but unremarkable Azera.

Part of it is the details. Though the two are similar in most ways, the Genesis trumps the Azera incrementally in most ways but interior volume, where the other has the clear advantage.

But most of it is the difference is that the Genesis is unapologetically a luxury car. With rear-wheel-drive, an available V8, lots of high-end features like cooled front seats and a 17-speaker stereo system, and no low-priced base model, it’s clearly not just a really nice mainstream car.

The less-expensive Azera could certainly pass for a nice family car, just a Camry alternative with more space, more refinement, and a more upscale interior. But many people won’t notice much difference in driving the Azera versus the Genesis, despite the effort and expense Hyundai lavished on its new flagship product.

Driving the Genesis:

Hyundai likes to call the Genesis a sports sedan, which it really isn’t. BMW need not worry about losing driving enthusiast customers. But it emulates the tight, controlled feel of a Mercedes-Benz E-Class at least as well as any other vehicle from an Asian automaker, with firm and responsive steering and comfortable and stable ride. This feel is unique to the Genesis among products in Hyundai’s history. Hyundai is more used to achieving a comfortable ride just by softening the suspension at the expense of softer handling. Again, the Genesis isn’t a sports sedan in that it doesn’t seem to encourage you to drive dangerously, but it isn’t a squishy luxury car that outright prevents you from doing so.

Buyers are offered one of two engines. Standard is an upgraded version of the 3.8-liter V6 used in many Hyundai products, and optional is Hyundai’s new first-ever V8. V8 models are just now arriving on dealer lots, but magazine reviews of pre-production models (cars hand-built for evaluation before they become commercially available) have not given the indication the V8 is worth the extra cost — $3,000 between comparably equipped versions. The V6 already delivers very strong power, excellent refinement, and surprisingly good gas mileage.

Inside, passengers find seats that are firmer than the Hyundai norm, also leading to a Germanic feel. But the interior maintains the Hyundai norm of strong interior packaging that’s often missing from luxury cars in offering bountiful space for front and rear passengers. In the rear especially, the well-shaped bench seat is mounted high from the floor to keep occupants from sitting knees-up as they would in a Lexus GS, and still offers plenty of head room. The trunk is also very spacious by the standards of a midsize luxury car.

If you’re also surprised to see excellent build quality inside, don’t be. Fit and finish was one of the first things Hyundai managed to excel at, as it found early on that it was much easier to give a car a nice interior than to make a competitive engine or suspension system. The rest of the engineering has caught up, but Hyundai hasn’t forgotten how to build a good interior. The company’s tastefulness has also improved in recent years, as current Hyundais lack the garish tones of false wood trim slathered throughout the cabin. The Genesis has its helping of the wood-like plastic, but its use is attractive.

Other Hyundai strong points that have carried over into the Genesis — and which are often absent from luxury cars — are the basic ergonomics of a simple control layout and excellent outward visibility. Both are often compromised in the interest of style in luxury products, and many automakers have also run into trouble making a luxury car’s many gadgets easy to use. Hyundai avoided problems in both areas, without making the Genesis boring to look at inside or out.

But while the Genesis is highly capable, nothing about it is likely to blow away someone used to a Mercedes-Benz E350 or Audi A6. It matches those cars in most areas at a much lower price, and it’s easier to tune the radio, but those don’t tend to be the qualities the average Mercedes buyer is looking for.

So don’t think of the Genesis as a “the same for less” product like most competing Hyundais are. Think of it as a large family sedan that competes against the likes of the Buick Lucerne, Nissan Maxima, or Toyota Avalon in offering more for the same: the feeling of a European luxury car for the price of a mainstream one. In that sense, it’s a Hyundai selling without a price advantage, but it’s a car that doesn’t need one.

Driving the Azera:

If the Genesis is to be considered a large family car, where does that leave the Azera? As a competitor to another Hyundai?

It can and should be. The two cars are about the same size and both try and succeed to deliver a premium feel. Hyundai originally considered the scenario (which has not panned out) that the Genesis would draw people into Hyundai showrooms but that they would leave with the less-expensive Azera.

If the Azera were more noticeable and better-advertised, perhaps they would. Some might even prefer it to the Genesis for its roomier interior — made possible by the greater space-efficiency of front-wheel-drive — and softer, plusher seats. And although it delivers a different sort of luxury feel than the Genesis, that of a nicer Toyota Camry rather than a cheaper Mercedes-Benz, many people do love the feel of a Camry, and both offer the feel of an expensive car.

Hyundai certainly didn’t do a bad job making the Azera feel nice inside. The leather is high-quality, the interior design is attractive, and no moving parts feel clunky. The use of false wood trim is even more restrained than in the Genesis. The crisp gauges are modeled after Lexuses, and look no less slick than in those pricier cars. A myriad of features keeps the Azera from losing the luxury gadget war; it offers rain-sensing wipers, an in-dash navigation system, and a retractable rear sunshade, among others. And taillights made up of hundreds of LEDs give its rear end a sharp look at night.

But there is less sophistication in its drive than in the Genesis, with lighter, looser steering and a bit less ride control. And though it’s hardly slow by any reasonable standard, its acceleration isn’t as strong as in the Genesis either. The Azera holds its own against like-priced competitors and some that cost a bit more, but it doesn’t follow the Genesis in matching big-name luxury in those areas. But it has no trouble in its quietness; the Azera stifles unwanted noise very well to provide a hushed driving experience.

There are a few other incremental differences between the Genesis and the Azera. The Genesis’s crash test results have, so far, been outstanding; the Azera’s merely very good. The V6 Genesis gets slightly better gas mileage than the Azera, up one mile per gallon in the city and on the highway, thanks to refinements made to the engine and an extra speed in the transmission. And the Azera is missing a few of the Genesis’s available features, like cooled front seats and a “proximity key” hands-free entry and starting system.

If you’re shopping for a luxury car or luxurious family car and aren’t afraid to be seen stopping by your local Hyundai dealer, give both of these cars a try. They do slightly different things — the Azera being a bit more of a very nice family car — but they do them very well. Don’t forget to shop the competition, of course, particularly for the pricey Genesis, but both of these Hyundais are leaders at their price point for comfort-focused luxury cars.

Vehicles tested: 2009 Hyundai Azera Limited / 2009 Hyundai Genesis 3.8
Vehicle base prices: $24,770 / $32,250
Vehicle prices as tested: $30,420 / $33,000
Test vehicles provided by: College Park Hyundai of College Park, Md. (Home of the lifetime warranty!)

2009 Hyundai Genesis 4.6: Luxury Car Comparison – Bull’s-Eye, Baby

Once upon a time, a Japanese giant pulled a bit of a sneaky move on the established German luxury-car market. Known best for its inexpensive, reliable economy cars, Toyota launched the 1990 Lexus LS400 – a big, rear-wheel-drive, V-8-powered luxury car. The LS was to compete with the top-of-the-line Mercedes-Benz S-class, but it cost little more than the entry-level 190E. The Germans laughed (and laughed, and laughed), but it was the Japanese who laughed last. The LS400 was, in fact, a worthy rival to the S-class, and to remain competitive over the next decade and a half, Mercedes would slash the price of its S-class by almost twenty percent.

Now that Lexus’s prices have crept up into Mercedes territory, Hyundai’s pulling the same move. Just like the Japanese company did nineteen years ago, the Korean automaker has gathered a bunch of heavy-hitters, put them in a blender, and frapped together a car that competes with all of them in one way or another. The new Genesis is almost as big as the luxurious Lexus LS460, can run with the sporty GS460, and is priced like the compact IS350. Or so says Hyundai. This time, no one’s laughing. We chose the top-of-the-line Genesis to see how it compares with some of the V-8-powered, rear-wheel-drive cars it copies.

In the German corner, we have the Mercedes-Benz E550, an old-school poster child for upright, refined Teutonic virtues. Fighting for the Japanese is the Lexus GS460, which received the LS460’s larger V-8 and eight-speed automatic transmission for 2008. And because it’s new, gorgeous, and priced similarly, we included the very English Jaguar XF in the mix. Lest you think the bargain-basement Hyundai is going to embarrass itself, keep in mind that when we pitted the Lexus LS400 against the European establishment back in 1989, it won outright.

When you line up these four sedans, the first thing you notice is that the Mercedes, the Lexus, and the Jaguar each look like nothing else on the road, and the Hyundai looks like everything else. The Genesis is such a hodgepodge of shoplifted design cues that it resembles one of the nondescript, digitally rendered cars in an insurance advertisement, an impression not helped by the badgeless grille. Other than that homely schnoz, though, nothing about the Genesis’s appearance looks cheap – our test car’s metallic red paint is deep and lustrous, its panel gaps are the same as (or smaller than) all of the other cars here, and the overall proportions create a substantial stance. Even the LED taillights and the intricate headlights look expensive.

Don’t look too closely at the Jaguar’s awkward headlights, or you’ll forget to notice how gorgeous the rest of the car is. In contrast to the derivative Hyundai, the all-business Mercedes, and the introverted Lexus, the Jaguar is an epiphany of design. Every cutline, every detail, and every bulge is a triumphant piece of jewelry – and the longer you stare at it, the more you notice. Your eyes can fully digest the Mercedes in eight seconds, but it takes hours to truly appreciate the Jaguar’s complex shape.

The Jaguar also has the most modern-looking interior, although it borders on kitschy, with rotating vents and a circular gear selector that rises slowly from the center console as the engine is started. At night, the dash illuminates in blue, with thin lines that remind us of the science-fiction movie Tron. Looking at – not touching – the Jaguar’s interior is the best way to enjoy it, as the materials don’t feel quite as nice as they appear. And the entire interior tends to creak and rattle while driving.

This isn’t true for the Hyundai’s rock-solid interior, which is the richest of the group both in appearance and feel. Its swooping, two-tone, leather-covered dashboard mimics that of an S-class and is refreshingly clean and uncluttered. Its perforated leather seats are the warmest (visually – the seat cooler on the driver’s seat will render your unmentionables frostbitten) and most inviting of the group, and the wood steering-wheel rim looks as though it were lifted straight out of a posh LS460. With the key comfortably in your pocket, press the START button, and the Hyundai’s white-on-black gauges perform the same startup ritual we’ve become accustomed to in every Lexus, with luminescent needles glowing brightly as the numeric markings gradually become visible. Actually, the entire experience from behind the wheel of the Genesis leads you to believe you’re in a Lexus.

The particular Lexus in this test, however, offers a more athletic-looking interior than the others. The GS460 has brushed-metal gauge faces and a three-spoke steering wheel that work in concert with a louder, if occasionally boomy, exhaust note to give a sporty impression. Our test car’s monochromatic interior left us a little cold, though, and the LED cabin lighting must have been designed by a photophobic migraine sufferer – open the doors at night, and the interior is illuminated with all the lumens of a sickly glowworm.

There are no LED gimmicks in the E550, and a quick look around the Benz’s cabin will remind you that the traditional German concept of luxury comes from engineering excellence and attention to mechanical detail – not pillowy softness. For example, the perfectly machined door latches are practically works of art, yet your right elbow will become bruised by the rock-hard wood center console. In addition, the E550’s infotainment system looks and feels like an old Tandy computer compared with the others’ colorful and interactive screens.

On the road, though, the Mercedes feels as if it weighs six tons, isolating you so completely from the harsh unpleasantries of planet earth that you imagine every airspace under the dash, in the doors, and in the roof must be filled with sound- and shock-absorbing maple syrup. The E550’s controls have a fluidity of motion and dampened responses that no other car here can match. By comparison, the Lexus and the Jaguar feel like they’re made of harsh, unyielding Styrofoam. The Mercedes’ upright, conservative shape delivers the best view out, the most comfortable back seats, and the most usable trunk. And yet when you floor the accelerator, the E550 leans back on its haunches and explodes forward like a muscle car. Its 382-hp, 5.5-liter V-8 is the largest and most powerful of our quartet, producing significantly more low-end torque than any of the other V-8s. It’s brutally fast off the line, but it’s the unrelenting acceleration at highway speeds (and double them) that serves as a clear reminder that the E-class is very much engineered to run flat-out on the autobahn.

The only engine that sounds better than the E550’s is the XF’s. At 4.2 liters, it’s the smallest and least powerful, yet it’s forced to cart around a heavy car. It’s also quite soft at low rpm, which means that the transmission needs to downshift frequently to keep up with traffic, but that’s a good thing, acoustically. Jaguar’s engineers have muted much of the V-8’s volume without diluting any of its fury. It may be the slowest of the four in a straight line, but it sounds wonderful while trying to keep up, and thanks to agile moves in the corners, it’s easily the fastest on back roads.

There wasn’t as much praise for the Lexus. Hampered by electronic brakes that are frustratingly difficult to modulate, electrically assisted power steering that offers almost no feedback, and electronically adjustable dampers that effectively control body motions at the price of ride comfort, the GS460 was our least favorite to drive. We’ve always wished that the GS would drive like a small luxury car – a miniature LS, if you will – soft, supple, and quiet. Instead, it seems as if Lexus engineers added contrived sportiness by dialing in arbitrary harshness without improving driver involvement. The GS is a very fast and very capable machine, but it’s too compromised to be either a driver’s car or a luxury sedan.

The Hyundai, on the other hand, doesn’t even bother pretending to play sports car, and it drives around town in exactly the manner we think the GS should. Like the Jag, the Genesis uses a ZF six-speed automatic, but in the Hyundai, the transmission shifts like a Lexus – slowly and deliberately. Hyundai’s new V-8 produces almost as many ponies as the Mercedes mill, and in a straight line, the Genesis feels almost as fast. On glass-smooth on-ramps, the big Hyundai takes a deliberate, slightly tail-out set, thanks in part to an enormous rear antiroll bar.

But add a few bumps, and the Genesis takes a turn for the worse. Unlike any of the other sedans, the Hyundai falls completely to pieces on twisty, bumpy back roads. Push it hard, and pavement irregularities send the Genesis heaving and wallowing down the road with the traction control light flashing and the steering wheel shuddering. When you’re hustling with a car full of passengers, its soft rear suspension crashes onto its bump stops over moderately rough roads.

Then again, we can’t imagine Genesis drivers taking their cars on many back-road blasts. At everyday driving speeds, the Hyundai’s only real flaw is a slightly busy ride, and for that we can probably blame the same big antiroll bars that help it corner neutrally. Otherwise, it’s a superb daily driver. It has by far the biggest rear seat, the most interior room, and the best stereo – a seventeen-speaker, 528-watt Lexicon system that is one of the automotive world’s very best. Its high-resolution LCD navigation screen is among the clearest we’ve laid our eyes upon, and the console-mounted controller is easier to use than any other system – touch-screen, controller, or otherwise. The iPod and Bluetooth telephone integration are flawless, the dashboard illumination is perfectly color-coordinated, and the climate-control system operates in virtual silence. The Genesis, like almost all luxury cars these days, also has keyless go, swiveling HID headlights, a reverse camera, turn signals in the mirrors, and automatically dimming rear- and sideview mirrors.

Lexus figured out long ago that most American drivers don’t care much about twisty-road performance in their everyday sedans; it’s the luxury features that people want. Hyundai has obviously come to the same conclusion, and as a luxury car in the grand American tradition of luxury cars – plush, quiet, relatively inexpensive cruisers with loads of space, a big V-8, and all the gadgets to impress the neighbors – the Genesis wins this comparison hands down. But if you’re looking for a car that you can drive with enthusiasm, you’ll need to shell out some more money to get the real thing from Germany or England.

2009 HYUNDAI GENESIS 4.6
Price (base/as tested) $38,000/$42,000

Powertrain
engine DOHC 32-valve V-8
displacement 4.6 liters (282 cu in)
horsepower 375 hp @ 6500 rpm
torque 333 lb-ft @ 3500 rpm
transmission type 6-speed automatic
drive Rear-wheel

Chassis
steering Power-assisted rack-and-pinion
suspension, front Control arms, coil springs
suspension, rear Multilink, coil springs
brakes F/R Vented discs/discs, ABS
tires Dunlop SP Sport 5000m
tire size 235/50VR-18
Measurements
L x W x H 195.9 x 74.4 x 58.3 in
wheelbase 115.6 in
track f/r 63.1/63.8 in
weight 4080 lb
city MPG 17
HWY MPG 25

2009 JAGUAR XF
Price (base/as tested) $49,975/$63,125

Powertrain
engine DOHC 32-valve V-8
displacement 4.2 liters (256 cu in)
horsepower 300 hp @ 6000 rpm
torque 310 lb-ft @ 4100 rpm
transmission type 6-speed automatic
drive Rear-wheel
Chassis
steering Power-assisted rack-and-pinion
suspension, front Control arms, coil springs
suspension, rear Control arms, coil springs
brakes Vented discs, ABS
tires Dunlop SP Sport Maxx
tire size 235/35YR-20
Measurements
L x W x H 195.3 x 73.9 x 57.5 in
wheelbase 114.5 in
track f/r 61.4/63.2 in
weight 4080 lb
city MPG 16
HWY MPG 25

2008 LEXUS GS460
Price (base/as tested) $53,385/$59,318

Powertrain
engine DOHC 32-valve V-8
displacement 4.6 liters (281 cu in)
horsepower 342 hp @ 6200 rpm
torque 339 lb-ft @ 3600 rpm
transmission type 8-speed automatic
drive Rear-wheel
Chassis
steering Power-assisted rack-and-pinion
suspension, front Control arms, coil springs
suspension, rear Multilink, coil springs
brakes Vented discs, ABS
tires Dunlop SP Sport 5000m DSST
tire size 245/40VR-18
Measurements
L x W x H 190.0 x 71.7 x 56.1 in
wheelbase 112.2 in
track f/r 60.4/60.6 in
weight 3960 lb
city MPG 17
HWY MPG 24

2008 MERCEDES-BENZ E550
Price (base/as tested) $60,175/$63,970

Powertrain
engine DOHC 32-valve V-8
displacement 5.5 liters (333 cu in)
horsepower 382 hp @ 6000 rpm
torque 391 lb-ft @ 2800 rpm
transmission type 7-speed automatic
drive Rear-wheel
Chassis
steering Power-assisted rack-and-pinion
suspension, front Multilink, air springs
suspension, rear Multilink, air springs
brakes Vented discs, ABS
tires Continental ContiProContact
tire size f, r 245/40VR-18, 265/35VR-18
Measurements
L x W x H 191.0 x 71.7 x 58.4 in
wheelbase 112.4 in
track f/r 62.1/61.9 in
weight 4020 lb
city MPG 15
HWY MPG 22

By Jason Cammisa

Launch Party: 2009 Hyundai Genesis

If you ever wanted to know what three quarters of a billion dollars looks like, take a gander at the 2009 Hyundai Genesis.

That’s how much the Korean automaker spent developing its first luxury car for the American market, and it can be yours for the low, low price of $33,000.

If that sounds like a lot to you for a Hyundai, join the club. The perennial value brand has its work cut out for it convincing buyers that it can seriously be considered an alternative to the luxury offerings from Japan and Germany, not to mention Detroit, even at a bargain price.

After spending a day driving several models of the car on the winding roads paralleling the Hudson River in New York City’s northern suburbs, I’ll venture to guess that getting high-end shoppers in the doors of its dealerships will be the second hardest challenge Hyundai has ahead of it.

Keeping the Genesis in stock will be the really tough part.

At the press drive introduction, Hyundai made no excuses for the Genesis, nor did they need to. Unlike some past offerings from the brand, there is very little “you get what you pay for” about the car. It is just plain good.

The Genesis is a large vehicle, with exterior dimensions that fall between most mid- and full-size sedans. Considering it’s priced like a compact, that’s an achievement unto itself. The exterior – an amalgam of Mercedes, Lexus and BMW themes – breaks no new ground, but there is also nothing about it that is wrong. The design is clean and well-proportioned without any notable missteps, which is more than many of the cars it will compete against it can say.

The grille was the last feature finalized, and what Hyundai went with kind of looks like a barista drew an S-Class grille with chocolate sauce on the top of a cappuccino, then ran a coffee stirrer down the center.

The only thing missing is a Hyundai logo, but that is intentional. The company is trying to establish Genesis as a sort of pseudo-luxury brand without going to the trouble and expense of starting a separate sales channel like the Japanese did with Acura, Infiniti and Lexus. It probably isn’t special enough to hang all of that on to it, but it will do the trick for now, and is definitely more attractive than your standard Hyundai front end.

One of those fancy proximity keys unlocks the door as you approach, and there’s a button on the dash to start the engine with. Genesis is available with either V-6 or a V-8, and you won’t find yourself wanting much with either. The six cylinder churns 290 horsepower through the rear wheels and manages 27 mpg on the highway, which is very good for a car of this size with that much power. Give the gas pedal a nice prod and you’ll feel a strong shove into the seat.

Do that with the eight cylinder and you might end up in the back row. The 375 horsepower is all you need to know about it, but a 25 mpg highway rating is a nice surprise, and as much as you’ll find in just about any car it competes with. Starting price for a Genesis with the big motor is just $38,000.

Always watching out for your bottom line, Hyundai makes a point to tell you that while premium gasoline is recommended for the V-8, it’ll run just fine on regular. In fact, they are the only automaker I know that gives you the horsepower rating for the lesser grade fuel, and at 368 horsepower, you might as well save the money.

Underway you’ll notice something is missing that is found in most of its sister products. Noise. Hyundai says the Genesis is as quiet as a BMW 750i or Lexus LS460, automobiles that cost twice as much. I can’t vouch for that claim, but it is astonishingly quiet inside. Even under full throttle you hear little more than a murmur from the engine bay, virtually no tire roar and just a whisper of wind through the laminated glass.

Hyundai showed us diagrams of all the sound insulation it stuffed into the car, and I doubt that Bob Villa could have done more with your chilly garage.

The interior of the Genesis is anything but cold, with leather that could be straight from an Infiniti, and lots of glossy real wood that looks the part. There’s some plastic and vinyl, but it’s all soft to the touch, even the stuff way down low on the transmission tunnel, where it’s easy to cheap out with the hard stuff.

The seats are more comfortable than sporting, and a little too flat when the roads start to turn. A shame because with a suspension that automatically adapts to the way you drive, the car can put on a pretty good show, even if it doesn’t go out of its way to encourage that kind of driving.

The shape of the dashboard is Mercedes channeled through Lexus, with a big bulge in the center that houses the multimedia system. On V-8 models, you can opt for a technology package that has navigation with live traffic and a 17-speaker stereo designed by Lexicon, the same company that provides the audio setup for the Rolls Royce Phantom.

With 7.1 surround sound, it is as good as any, and much better than even the 14-speaker system that is also available. You can control most of the functions with a console mounted dial, but there are auxiliary controls scattered about for more immediate adjustments like volume.

The screen is a good size, with up to date graphics, but its a little high on the dashboard and not shaded well, the top half of it often disappearing in direct sunlight just as you are approaching the next right turn.

If it weren’t for the humdrum instrument panel and a steering wheel with too many large square buttons on it, from the driver’s seat you’d have a hard time telling the difference between the Genesis and a dozen cars that cost much more than it does. There’s also a lot of room: as much interior space as a Mercedes S-Class. Much of that must go to headroom, though, because space for legs doesn’t quite top the charts.

That’s not to say back seat passengers will complain. I was easily able to fit behind the driver’s seat, even with it adjusted to fit my 6-foot-1 frame. Unfortunately the cars that Hyundai benchmarked for rear seat comfort don’t seem to have considered hydration very important. The only two cupholders are in the fold-down armrest, which means if three people are back there, they will all need free hands for their Diet Cokes. A lot of carmakers are guilty of this oversight, but that doesn’t mean Hyundai gets a pass.

It doesn’t need one on fit and finish. All of the parts go together like a jigsaw puzzle, with every line and seam matching up perfectly, and there wasn’t a rattle or hum to be heard in any of the cars that I drove. Cruising through the ritzy towns that straddle Route 9 through Westchester County, I felt right at home, and didn’t want for anything.

Sure, if a BMW M5 came along I’d be toast, but only if I were foolish enough to engage him in battle. According to Hyundai, Genesis buyers are mostly male, mostly married, with a little less than half making more than $100,000. These are not hoons looking for trouble. They are people who used to own Sonatas and Azeras. If they were interested in 0 to 60 mph times, they would’ve been driving a different brand and would have never checked out the Genesis in the first place.

Hyundai should have little trouble finding the 20,000 or so of these buyers they’re figuring on for the first year, though they are ready to build a lot more than that if needed.

Give them credit for not getting ahead of themselves, but they may want to think about adding a few shifts at the plant.

FOX Car Report does not accept travel and lodging consideration when attending manufacturer sponsored events.

2009 HYUNDAI GENESIS

Base Price: $33,000 (V-6)/$38,000 (V-8)

Type: Front-engine, rear-drive, 5-passenger, 4-door sedan

Engine: 3.8L V-6/4.6L V-8

Power: 290 hp, 268 lb-ft torque/375 hp, 333 lb-ft torque

Transmission: 6-speed automatic

MPG: 27/18 (V-6) 25/17 (V-8)

By Gary Gastelu

Complex.com: 2009 Hyundai Genesis Sedan Test Drive

While you were out jockin’ M-B’s, Lexus’s and BMW’s, a little Korean company called Hyundai was creepin’ on the come up. Bet you didn’t know they’re now the 7th best selling automotive brand in the U.S., did you? Turns out a lot of Americans love low priced cars–who knew?

To celebrate, the company best known for econo-boxes is looking to go head to head with the big boys by introducing their new rear-wheel drive Genesis platform. Their first Genesis offering touching down in the states will be the amazingly priced 4.6 and 3.8 Sedan, followed later by the coupe. Hyundai threw Complex the keys and we took this recession special for a ride. Read the full review and check out a gallery below.

PRICE: $37,250

SPECS:
Engine: 375hp, 4.6L V8
MPG: 17 city/25 mpg

RIDE: Hyundai may bill the Genesis as a luxury sport sedan, but once behind the wheel there wasn’t much sportiness to be found. Although the peppy V8 made it easy to go up against any other big body sedan on the road not rocking an “AMG” or “M” badge, whipping it through corners wasn’t very confidence inspiring. The steering was a little unresponsive and numb. But that’s not what the Genesis was made for. If you wanna get your Nurburg’ on, get a sports car. The Genesis aspires to be more luxe than sport. Cruising at any speed feels like you’re floating. Hop in the back and you might think you were in something with a six figure price tag. All that’s missing are curtains. And the Cristal.

INTERIOR: Sleek and sophisticated. Hyundai realized the real indicator of a luxury car is the interior and made sure to pay extra attention to detail, and for the most part they succeeded in providing a high class experience. The leather and wood grain that wrap the steering wheel and dash felt as high grade as any other luxury brand. But the aluminum looking panel around the shifter and entertainment system felt cheap, and an analog clock would have been a better fit than the bargain basement digital joint they put in there.

AUDIO: Our model had the Technology package with a 40 gig hard drive, navigation system, and the Lexicon surround system with 17 speakers and 11 channel digital external amplifier, that knocked pretty well. A little more bass would have been perfect. The iDrive-esque controller worked well too. The tech package is well-rounded and you don’t need to study the instruction manual to use it.

WHIP APPEAL: Take the Hyundai badges off of this and it could be anything from a Lexus to a Mercedes. We’d rather push this than a Chrysler 300 or even a BMW 3 series. Driving it around, you definitely don’t feel like you’re in a Hyundai, and most people on the street didn’t know it either until they get closer.

ONE MORE THING: Of course, for the low-low price tag, somethings are missing. While most luxury brands are implementing next generation safety features, Hyundai just rocks with traction control. The heated and cooled seats are pretty dope and lets not forget Hyundai’s 10 year/100,000 warranty.

SUMMARY: The Genesis accomplishes a lot with a little. There are some hiccups, but for those looking for an entry luxury car, this is it. Rear wheel drive, luxe interior, powerful engine, good looks. It’s all there.

RATING: 4/5

Source: Complex.com