Most of our review cars manage to travel about greater Hartford unnoticed. They blend in, like a single tree in a forest.

There are exceptions, of course. Sporty models, performance vehicles and those with an extravagant price tag attract attention from enthusiasts. Four-door sedans, however, are generally ignored.

The Genesis, Hyundai’s new luxury flagship sedan, turned out to be a notable exception. It is neither sporty nor extravagantly priced, yet it drew a surprising amount of attention.

There was the Buick driver at the self service pump who thought the Genesis looked “like a BMW” and wondered about various aspects of its performance, starting with fuel economy. The answer, which I did not know then, since the car was getting its first refueling during our review period, turned out to be 22 miles per gallon on regular gas.

The owner of a Mercury Grand Marquis was more probing. How did it ride, what is the handling like and did the interior, which looks very good, cost any extra? The answers follow, but first some background.

The Genesis is Hyundai’s first attempt to break into the so-called near-luxury and luxury markets. It is also Hyundai’s first rear-wheel drive sedan offered here and the first model from this maker that can be had with a V-8, though a refined and potent V-6 engine comes in the base version, which Hyundai loaned us for this review.

“Base version,” unfortunately, has a negative connotation that does not apply here. It conjures up images of stripped down vehicles with plastic upholstery and a shocking lack of comfort and convenience features.

The base Hyundai Genesis is lavishly equipped. Think of an item you would not motor without and the chances are good that it will be on the standard equipment list. Air conditioning? The Genesis features automatic, dual zone climate control. Power assists? Standard are power windows, power heated mirrors, power remote control locks and power front bucket seats. Hyundai also includes an AM/FM/CD/MP3 playing audio system, keyless starting and, for the safety conscious among us, eight standard air bags (front, front side, rear side and side curtain), anti-lock disc brakes, traction and stability control.

“Hyundai has done a great job,” said Steve Katuzney, sales manager at Lia Hyundai in Hartford. “We’re taking BMWs and Mercedes-Benzes in trade.”

The interior in the Genesis is beautifully done. Heated front seats and leather upholstery throughout are standard. Every surface that a driver or passenger can see or touch is probably padded and definitely highly attractive. The car is beautifully assembled and the body has a solidity that was once the exclusive hallmark of German luxury car makers. In short, there is nothing basic about the base version of the Genesis, except its $33,000 price tag.

For an additional $5,000, buyers can opt for the V-8 version. In addition to this expenditure delivering 85 additional horses, the V-8 version also adds a power tilt and telescoping steering wheel, a power sunroof, memory for the driverâs seat, mirrors and steering wheel settings, an audio upgrade and rain sensing wipers. All of these items are offered in a $2,000 option package for base Genesis customers, suggesting that the V-8 is actually a $3,000 upgrade.

“The 3.8 [liter V-6] is the most popular,” Katuzney said.

Regardless of the engine, a six-speed automatic transmission that shifts with near perfection is standard. Performance with the V-6 is impressive. Our review car made it to 60 miles per hour in just 6.7 seconds. The V-8, tried on the track at Pocono two months ago, is faster yet. Both drivetrains offer world-class refinement.

The ride is generally smooth, if firm. Comfort is enhanced over bumps by the taut body structure and the complete absence of squeaks, buzzes or rattles. Cruising is especially quiet with the windows closed. Handling is predictable and reassuring, though the Genesis is not particularly sporty.

The front seats offer all-day comfort and ample room for six-footers. In the rear, two more six footers will fit, even with the front seats moved back on their tracks. The Genesis is officially a five-passenger car, but the center rear seat passenger will find a large hump in the floor that ruins leg room. The hump is there for the driveshaft; remember that this is a rear-wheel drive car.

The trunk is large and easily accessed through a nicely sized lid. The rear seat back is fixed, however, so what you see once the trunk is opened is what you get. There is no expansion option here, though there is an arm-rest pass through for skis.

On the road, the Genesis easily earns its luxury car stripes. It is placid yet responsive, luxurious and comfortable. It may not be a sports sedan, but it delivers just what buyers who prize comfort, silence and style want. And it does so at a surprisingly low price.

“People who come to look at it love it,” Katuzney said. “Those who just read about it and who don’t come in to look at it and drive it are losing out.”

Paula Says…

As a passenger, I loved the Genesis. It was quiet, comfortable and serene. The back seat was accommodating and, for me, limousine-like, thanks to its comfort and room. Interior treatments, materials, design and assembly are all top notch.

Driving the Genesis, however, was not quite as thrilling as I expected. Granted, the V-6 engine has lots of pep. It is so lively that I would have to question the need for the V-8, which while more powerful is less economical and calls for premium fuel. (The V-6 happily consumes regular.)

The vehicle’s steering response is perfectly okay, but not exceptional. Of greater concern, the view ahead for a shorter driver is marred at intersections and in parking lots by the left outside mirror. Piloting the car through a busy mall calls for lots of head movement to overcome this. It also calls for a careful touch on the accelerator pedal, which I found a little sensitive at first.

On the plus side, the gauges are clear and the controls are easy to use thanks to a layout that has everything just where you think it should be. Getting in and out is a breeze, too.

By JIM MACPHERSON

The chocolate-brown leather is softer than a Hershey bar in a cop’s back pocket. The topstitched upholstery across the dash and doors seems sewn with a needle borrowed from Miuccia Prada. The interior wood accents are carved from the most majestic lumber in the old-growth faux forest.

If you didn’t know better — and really, Hyundai would prefer you didn’t know better — you’d think the South Koreans had been at this luxury-car business a long time. In fact, the Genesis is the company’s first full-size, rear-drive luxury car, an audacious shot whistling across the sport-sedan bows of BMW, Mercedes, Audi and Lexus.

And the Genesis — $33,000 with the base 290-horsepower V-6; $38,000 with the optional 375-hp V-8 — undercuts whatever relevant competitor you care to name by a good $10,000.

Cut-rate luxury is a complicated notion. It is true that when you buy a BMW or Mercedes, some incalculable percentage of the cost resides in the badge. But there is value in those names, and not just as a matter of getting good spots in valet parking.

Premium-brand cars keep more of their residual value and offer owners the satisfactions of heritage — Mercedes at Monza, BMW at Le Mans — and the sense of belonging to a great automaking tradition.

Hyundai, storied maker of cracker boxes such as the Excel and Accent, has no such poetry to fall back on. But it does have an extraordinarily lean and efficient manufacturing process, cheap labor and great relationships with its suppliers. So it’s possible for the company to offer this near-peer to Euro sport sedans at about a 20 percent discount. In these leaner times, many customers will forgive the Hyundai its relative lack of brand cachet.

To make that compromise easier to swallow, Hyundai has taken the extraordinary step of de-badging its own car: There is no flying H on the big grille of the Genesis. This is a first, in my experience, and it’s a move that subverts the grammar of luxury in ways I can scarcely wrap my head around. It’s like taking a Rolex knockoff — a Romex, say — and scratching off the name. A real counterfeit, a fake genuine article? I’m dizzy.

Doubling down on its own perverse anonymity, the Genesis’ styling is hyper-generic — a ransom-note collage of cues from BMW (tail lights), Mercedes (grille) and Lexus. Check out that Hofmeister kink in the C-pillar. Been to Munich lately, have we?

Still, there’s no denying that, like Hyundai’s Sonata and Azera, the Genesis is a staggering amount of car for the money. Our test vehicle was the 4.6-liter, V-8-powered model with the $4,000 technology package (528-watt, 17-speaker sound system with XM radio; navigation system; adaptive front headlamps; heated and cooled driver’s seat; and more).

In some ways, the Genesis delivers a deep-pile luxury that betters the badge-bearing competitors. The cabin ambience is exceptionally quiet. The windshield and side windows are glazed with double-laminated acoustic glass; the unibody and body panels are crammed with sound-deadening panels and adhesives that all but mute the outside hurly-burly.

The creamiest and most luscious part of the car, though, is Hyundai’s new 4.6-liter, all-alloy V-8, a lovely watch-work of reciprocation that hits all the right notes. Near-silent and under-taxed around town, the engine is capable of big torque and acceleration — zero to 60 mph is well below 6 seconds — and a bit of a feral growl. At 80 miles per hour, I slipped the six-speed ZF automatic transmission into third and kicked the slats. The car pulled like a rabid malamute up to its 6,850-rpm redline. Another shift, another redline, and without much ado I was exceeding the posted speed limit of most Autobahnen.

Interestingly, the overhead-cam V-8, with dual-intake runners and variable timing on its 32 valves, will happily digest both regular and premium fuel, Hyundai says.

The company even offers horsepower figures for both fuels: 368 hp on regular and the nominal 375 hp on premium. Fuel economy is 17 miles per gallon city, 25 mpg highway, though I lead-footed my way to an 18-mpg average.

The Genesis has respectable undergirding: five-link suspension front and rear, with all the bits in cast alloy. The suspension tuning on the 4.6-liter model (by Sachs) is firm but compliant, though it lacks the silk-wrapped dreaminess of a comparable Lexus.

On a vigorous flog up the secret canyon test road, the Genesis acquitted itself well enough, with good body control and well-damped transient behavior.

The steering has a nice heft to it but isn’t particularly communicative. The car will hustle, but given the all-season radials’ relative lack of bite and the car’s significant weight, it doesn’t seem to enjoy it.

This car is much happier defying expectations in a straight line than confirming them in aggressive cornering.

I’m far too much of a romantic to buy this car. I like a brand with provenance and I’m willing to pay for it. For more hard-nosed, practical types, the Genesis 4.6 presents an all-but-irresistible case of value per dollar. And they won’t be wrong.

Hyundai Genesis 4.6
Base price: $38,000
As tested: $42,000
Powertrain: 4.6-liter DOHC, 32-valve V-8, with dual intake runners and variable valve timing; six-speed automatic transmission; rear-wheel drive
Horsepower: 375 at 6,500 rpm
Torque: 333 foot-pounds at 3,500 rpm
Weight: 4,012 pounds
0-60 mph: 5.6 seconds
Wheelbase: 115.6 inches
Overall length: 195.9 inches
EPA fuel economy: 17 mpg city, 25 mpg highway

Compare with the similarly equipped:
BMW 550 or Mercedes-Benz E550: north of $60,000
Lexus LS 460: north of $70,000

By Dan Neil
Los Angeles Times
Copyright © 2008 The Seattle Times Company

Hyundai’s new foray into the luxury car market is eerily reminiscent of the Japanese — and specifically Toyota’s — entry into BMW and Mercedes territory more than 20 years ago.

Toyota, builder of small, fuel-efficient bargain-basement cars in the ’70s and ’80s, announced a new luxury nameplate in 1987 to the snickers of European and American manufacturers. Well, as we all know today, the joke was on BMW, Mercedes, Jaguar, Cadillac and Lincoln. One of the first two products of the oddly named Lexus brand was a full-sized clone of the Mercedes S-Class. Hitting showrooms as the LS 400 in the fall of 1989, it was as good as the Mercedes in most ways, but at a price many thousands less.

The meteoric rise of Lexus is automotive history. Lexus rapidly expanded its lineup and went on to become the top luxury-car builder in the world with a level of quality and reliability never before achieved. South Korean automaker Hyundai, reviled for its cheap and shoddily built products after it entered the U.S. market in 1985, has steadily improved its vehicles over the last decade until now it sells some of the most well-built, well-designed and fuel-efficient cars and sports utilities in the world.

Hyundai is as ambitious today as Toyota/Lexus was 20 years ago. That ambition is evident in Hyundai’s first luxury undertaking, the 2009 Genesis full-sized rear-wheel-driven sedan. We think that this time there won’t be any snickers from the Europeans or the Japanese luxury manufacturers over the Korean’s first attempt at a premium sedan. There might even be some consternation because, for the most part, Hyundai has hit the nail squarely on the head. The one thing that may hold the Genesis back is its Hyundai nameplate.

Will a Genesis shopper seeking a less expensive alternative to his Lexus or Infiniti, think twice about driving off in a Hyundai, known for its inexpensive family of compact and mid-sized sedans, no matter how impressed he is with the car? You can hear his slightly aghast status-driven neighbor proclaiming, “I knew things were bad George, but trading your Lexus for a Hyundai? Didn’t know they were that bad, partner.” Of course if old George can overcome the Mercedes/Lexus status issue, it won’t take him long to wow his neighbors who then may think him the wisest shopper at the country club.

We say you can get 50 grand quality and substance for a fraction of the cost with the Genesis that tops out at around $42,000 for a lavishly equipped 4.6-liter 375-horsepower V-8 model. As usual, Hyundai has taken the best from the competition and molded it into a well-rounded automobile. This has been their modus operandi for the past decade. The styling is handsome yet conservative. The front end resembles a S-Class Mercedes and the profile has a striking resemblance to a Lexus LS 460. The rear end includes some BMW traits. And the Hyundai insignia is purposely missing from the grille.

The well-thought-out dashboard looks much like some layouts in the current-generation Infiniti. After a couple of hours behind the wheel and in the passenger seat it was easy to reach the conclusion that the Genesis is much more than a well-executed clone. It carries its own unique personality. It breaks no new ground, but it’s a well-rounded and well-executed luxury sedan with all the current technology.

Hyundai says it used the Chrysler 300C, Lexus ES 350, Pontiac G8 and Cadillac CTS as its “primary competitive set” and the Lexus GS, Infiniti M, BMW 5-Series and Mercedes E-Class as its “image target competitors.” We’re not sure what that means. Hyundai officials seem to be saying they have set their sights on a wide range of competitors to match up with the least expensive 3.8-liter V-6 trim level up to the well- equipped 4.6-liter V-8. The base 3.8 makes 290 horsepower mated to a six-speed automatic. One published performance number has it rocketing from 0 to 60 in 6.3 seconds and completing a quarter mile in 14.8 seconds at 95 mph. Considering gas mileage of 18 city and 27 highway on regular fuel and a well-equipped starting price of $33,000 including destination charge it’s a solid package and matches up well with the Acura TL, Cadillac CTS, Lexus ES 350 and Mercedes C-Class.

The real kicker, however is the 4.6-liter V-8, which generates 375 horsepower and 333 pound-feet of torque. It can nail a 0-to-60 run in a heart-pounding 5.5 seconds and finish off a quarter in 14 seconds at nearly 104 mph. Gas mileage on premium fuel is rated at a class-leading 17 city and 25 highway. Hyundai says its acceptable to pump in regular if you don’t mind losing six or seven horsepower. This car can go head-to-head with the big boys including the 5-Series BMW and E-Class Mercedes.

We know that’s a bold statement, but it was made after spending a morning inside a extremely quiet Genesis 4.8 cockpit with its rich- looking and rich-feeling leather interior, a dashboard that sweeps gracefully from side to side, a well-designed center stack and comfortable chairs. The doors shut with a solid thunk. The one-touch power windows silently go down and up with a touch. The ride is ever so slightly on the firm side with a smile-inducing smoothness over rough road surfaces.

Back-seat passengers will find stretch out room in comfortable seats. That’s because the Genesis is a relatively big car stretching out 196 inches with a 74.4-inch wheelbase. That’s six inches longer than the Lexus GS 460 and five inches longer than the E-Class Mercedes.

Trunk space is relatively generous at 16 cubic feet, but the rear seat does not fold down for those pesky long items.

For $33,000 including destination charge you can purchase a very well equipped 3.8. Standard stuff includes a full array of safety features, leather interior, a sunroof, dual-zone climate control and full power accessories including power tilt and telescoping steering wheel.

A $7,000 technology package adds navigation, rear backup camera and what Hyundai officials say is the most advanced audio system in the industry, a 500-watt 17-speaker Lexicon surround sound system that includes an 11-channel amplifier.

A similar technology package can be ordered up for the 4.6 at $4,000. That means that for $42,000 you can have every amenity available on the Genesis. We call that a bargain.

And by the way, don’t forget Hyundai’s standard five-year/60,000-mile bumper-to-bumper and 10-year/100,000-mile powertrain warranties.

Jim Meachen, www.car-data.com
Wednesday, November 12, 2008

DETROIT — The all-new 2009 Hyundai Genesis luxury car is something of a revelation. It’s the first rear-drive sedan Hyundai has ever produced; it’s the first Hyundai powered by an optional V-8 engine and it’s the first Hyundai to package real luxury in a Korean-built sedan. That’s certainly a lot of firsts. The Genesis sedan, which will be followed by a high-performance coupe in the spring of 2009, fits into the same class, size-wise, as the much more expensive BMW 550i and the Mercedes-Benz E550 sedans, yet the Genesis V8 is priced more like a loaded Chrysler 300C Hemi at around $37,250.

To see if this new Hyundai really hits the marks when it comes to bargain luxury and to find out if that V8 returns the fuel economy many consumers expect these days, we hit the highway for a road trip.

The Specs
Hyundai’s Genesis is a relative lightweight (4000 pounds) thanks to the fact that 75 percent of the body is made of high-strength steel. It uses no struts underneath, but rather an expensive five-link front and rear suspension systems that look and act much like the ones you’ll find on a Mercedes-Benz. The all-new 4.6-liter engine is a double-overhead-cam, 32-valve V8 with variable valve timing on both intake and exhaust valves, a design that yields 375 hp at 6500 rpm, or 82 horsepower per liter. That’s higher than most of the competitive V8 engines. Plus, there’s a solid 333 lb-ft of torque that peaks at 3500 rpm. The V8 is matched to a butter-smooth ZF six-speed manumatic transmission. Plant the skinny pedal and the Genesis V8 is good enough for 0 to 60 mph in about 5.5 seconds.

We couldn’t find much missing from the Genesis package. The base price includes plenty of hardware, including stability control, leather, sunroof and a 14-speaker Lexicon sound system with Bluetooth. The safety package is replete with front, side and roof airbags, and the Genesis carries a quintuple five-star rating for front, side and rollover crash ratings from the NHTSA.

For a nice, round $4000, the Technology package adds a 528-watt, 17-speaker, 7.1 surround-sound system, with an HD radio tuner and XM satellite radio, a six-CD changer, navigation, a rearview camera, driver information system, HID headlamps with auto leveling, adaptive headlamps, parking assists front and rear, and a heated and cooled driver’s seat. All this stuff bumps the price up to $41,250-still well below that of a German luxury sedan.

The Drive
Our Genesis V8 arrived with little more than 1200 break-in miles on the odometer. The plan was to challenge the window sticker’s 17/25 rating with a long weekend trip from Detroit to Columbus-the one in Indiana, not Ohio. Why Columbus, Indiana? Because there are some significant motoring milestones along the way, and because tiny Columbus (population about 40,000) is one of the most architecturally significant small towns in America, with half a dozen national historic landmarks and more than 70 homes, buildings, businesses and parks worth exploring. Not to mention it’s the hometown of two-time NASCAR champion Tony Stewart.

We set the nav system for our hotel in Columbus, zeroed the trip odometers, reset the mileage meter and hit the road, using only interstates. We immediately noticed the comfy leather seats, tilt and telescope steering wheel, and the quiet cabin. We were quite impressed by the fit and finish of the Genesis cabin too. All these factors meant we arrived in Columbus refreshed instead of worn down by the journey. The human-machine interface, the master controller on the console for the sound and navigation system, worked simply and easily-without the usual guessing games, repeats or delays that plague many luxury cars.

The instruments showed 355 miles on the trip odo, an indicated average mileage for the trip of 26.7 mpg at an average speed just over 61 mph. Not too shabby for a 2-ton V8 luxury car.

We spent the entire day driving the Genesis around Columbus, trying to deteriorate our average mileage figure. But that did not happen. After an effortless, trafficless Sunday morning drive back to our headquarters near Detroit, we had posted a 27 mpg average on the driver information center’s meter at an average speed of 67 mph over a distance of 736 miles. But that’s the Genesis calculating its own fuel economy. We posted a more accurate 23 mpg overall when we calculated odometer mileage divided by fuel used for the entire trip.

The Bottom Line
Throughout our experience with the Genesis, we were impressed by the way it goes about its business with quiet competence. It’s Lexus-like in this regard. The Genesis is no sport sedan, but on our drive it handled fast sweepers with little body roll. The suspension again felt very plush over the undulating freeway transitions. And our fuel economy of 23 mpg matches up well to the figures we recorded for our Infiniti M35 PM long-term test vehicle-a V6-powered luxury car of about the same size. If this is what a Korean car company can do on its first attempt at a luxury car, we can’t wait to drive the next one.

Popular Mechanics

When you get beyond emotions, the car game is all about numbers. In this respect alone, the new 2009 Hyundai Genesis is a winner.

Pitched directly into the entry-level luxury segment against respected names like Audi, BMW, Lexus and Mercedes, the Genesis is more powerful and fuel efficient, longer and wider, has a stiffer chassis, slipperier shape and costs thousands of dollars less. Hyundai quality, both initial and longer term as judged by J. D. Power and other industry studies, has become the equal of the best in the industry and better than most in this class. Helping the cause is a warranty that covers the longest period of time in the business. On a purely rational scale, the Genesis is a done deal.

But for many buyers, emotions play a major role in vehicle acquisition decisions, from the looks, content, driving dynamics and in this class, image. The latteris the reason Hyundai is entering the luxury arena. It wants the world to know that it is building vehicles that stand up to comparison with anything on the market. It might take a while before luxury-car owners put Hyundai stores on their buying tour, after all these are people willing to pay a hefty premium for a brand and an image. But it shouldn’t take long for people wanting to move up to a luxury car to catch on that this is a screaming bargain.

The styling is somewhat familiar. Each time you look atthe Genesis from a different angle you see a reminder of another luxury car, whether it be a Mercedes, BMW or a Lexus. The lines are all there someplace. To continue that effect, there is no identification on the front of Genesis. There’s no logo, badge or name. You have to walk around to the back to learn of its genetics. The overall look is one of conservatism, which is something owners in this class apparently look for.

The interior on the other hand is a stand out. Stunning in looks and execution, it is a distinct departure, well furnished and finished as expected in this class. There is plenty of legroom front and rear and there’s a massive trunk. In addition to eight airbags, the Genesis comes with electronic head restraints to reduce the risk of whiplash. The instruments and controls are large, legible and well positioned.

The Genesis is based on a brand new rear-drive platform specifically designed for this vehicle. The next to share these underpinnings will be a two-door version coming along in a few months. The four-door model comes in V6 and V8 formats. Standard equipment includes 17-inch alloy wheels, heated front seats, leather interior, automatic climate control, push-button start, Bluetooth connectivity, AM/FM/CD/MP3/satellite audio system with iPod and USB inputs. The V8 adds 18-inch wheels, power moon roof, park assist, a special two-tone leather that’s slathered on both the instrument panel top and door panels where you can both see and feel the incredibly soft finish. The option list is peppered with neat stuff like an amazing 17-speaker audio system, navigation system, back-up camera, power rear sunshade, high-intensity-discharge adaptive headlights and a cooled driver seat.

The 3.8-liter V6 is the same silky smooth and quiet engine found in other Hyundai products. It comes paired with a six-speed automatic transmission and stands up well in comparison with other six-cylinder powerplants in the field.

The optional V8 is a source of great pride for Hyundai. The all-aluminum DOHC unit is as refined as they come and propels this big sedan to 60 mph in less than six seconds, which is pretty stout by any comparison. It, too, comes with a six-speed automatic, in this case the same ZF unit supplied to BMW. Hyundai suggests the use of premium fuel with the V8, but says that you lose only seven horsepower should you opt for the less-expensive propellant.

The Genesis offers the luxury, performance and features of the more expensive and established brands. If you’re not prepared to pay a hefty premium for a logo, buy a Genesis, a second new daily-use car and treat yourself to a Caribbean vacation… for the same outlay.

RICHARD RUSSELL

Hyundai’s new Genesis full-size sedan takes aim at established luxury cars like the BMW 5 Series and Mercedes-Benz E-Class with its rear-wheel-drive layout, available V-8 power and upscale features. Competitive pricing should enhance the Genesis’ appeal when it hits dealerships in summer 2008. Primary competitors include the Buick Lucerne, Chrysler 300 and Toyota Avalon.

In 1990, when Toyota wanted to enter the luxury-car market, company executives were unconvinced that customers would pay premium prices for a Toyota, so they created a luxury brand called Lexus. Nissan thought the same thing, so they created Infiniti. Mazda very nearly launched a luxury brand call Amati.

These thoughts have to be circulating at Hyundai, with the launch of the all-new 2009 Genesis, the company’s first real luxury vehicle. Will people pay more than $40,000 for a Hyundai when it’s parked on the dealer’s lot next to an $11,000 Accent?

Hyundai is convinced that won’t be a problem, and the rest of the industry is watching with interest. Especially because the last time a mainstream manufacturer tried to jump into the luxury business — Volkswagen, with its short-lived Phaeton — the result was disastrous.

The 2004 VW Phaeton started at $65,000, though, and topped out at close to $90,000, admittedly a long way from the Genesis’ base price of $32,250 for the V-6 model, and $37,250 for the V-8 model we tested. But still, it’s a reach for Hyundai.

To succeed, the company knows it has to overdeliver for the price, and it has. The Genesis 4.6 — so named for the size of its V-8 engine, the first ever for the Korean manufacturer — is a genuine surprise in almost every area.

The Genesis, Hyundai’s first rear-wheel-drive car, has an overall length of 195.9 inches and width of 73.4 inches, roughly the same size as an Acura RL. The base engine is a 3.8-liter, 290 horsepower V-6, with the 4.6-liter V-8 as an option. Horsepower for the V-8 is rated at 375 on premium gas, 368 on regular. The transmission is a built-in-Germany ZF six-speed automatic, the only major component not built in Korea.

Inside, the Genesis is plush and roomy up front and slightly less roomy in the rear. Two adults fit fine, but a third will have to sit on a hard console that folds up into the seat back. Trunk space is average for a car this size.

The Genesis 4.6 is absolutely loaded with standard features, ranging from a power rear sunshade to a 14-speaker Lexicon sound system. A $4,000 optional “Technology Package” on the test car upgraded the stereo to 17 speakers, and adds a navigation system, rear backup camera, automatic leveling headlights and a cooled driver’s seat. With $750 in shipping, the price was an even $42,000.

While the leather- and wood-trimmed cockpit suggests that Hyundai designers have been studying BMW, the outside looks more like an Infiniti than anything else. This is a handsome car, if not particularly distinctive.

On the road, it’s another story: This is one of the quietest cars I’ve driven at any price.

The engine is superb — Hyundai has often been a beat behind the competition in that area — and the ride and handling rival the best from Europe and Japan. Coming next is a performance-oriented Genesis coupe, and I’m looking forward to that with a lot more anticipation now than I was before.

This is not an exceptionally good time to be introducing a new flagship, but by all accounts Hyundai has the patience to wait for the Genesis to find a market. They certainly have the product down pat: Considering that Hyundai only began selling cars here in 1986, it’s astounding how far they’ve come.

Steven Cole Smith | Sentinel Automotive Editor