With the Genesis sedan, automaker makes good first impression in entry-luxury segment

The hotel valet looked at today’s test car and said, “It looks like a Lexus — but it’s a Hyundai!”

That was an astute 10-second assessment, but I wondered how he saw that my Genesis sedan was a Hyundai.

From the front, there is no Hyundai badge on the grille or any company identifier. And the styling, while contemporary, it is also familiar — and so subtle that even I didn’t recognize the car when he pulled it around later in the day after a news conference.

Hyundai is making a big move into the entry-luxury segment with this large-class Genesis. And it can be compared in features and technology with the best luxury marques on sale today. But the company is not just breaking into a new segment, it has to break through a glass ceiling of perception that Hyundai makes economy cars.

Hyundai makes quality vehicles with long warranty coverage through accommodating dealerships. And the company has been gradually moving uplevel with every new generation of its cars and crossovers.

Genesis, like its name, represents the evolution of the company.

If this were the company’s first human son, he’d be facing years of therapy to shoulder the stress of family expectations. But as a car, this one makes a good first impression. Hyundai gave Genesis the budget to be a contender.

This large, rear-wheel-drive sedan is sold in V-6 and V-8 models, with six-speed Shiftronic automatic transmissions. Pricing ranges from $33,000 to $38,000.

The standard equipment is considerable, but the $3,000 Premium Plus package adds desirable extras, including a 14-speaker Lexicon surround sound audio system, leather-wrapped dashboard top (not just a steering wheel), power tilt and telescopic steering wheel, auto-defogging windshield and 18-inch Hyper Silver wheels.

Buyers will surely scrutinize this car, as I did. And they will find attention to refinement in the cabin that some top-tier luxury brands overlook.

It is how quietly the windows glide open and closed. It is in the padded cups of the door grabs and the softly padded armrests. The standard leather upholstery looks like leather, not like extra-thick vinyl. The dark-brown leather in the test car was beginning to show a patina like that of a gently worn bomber jacket. It will age well, while most seat leather doesn’t.

The interior is an environment of fine stitching, tasteful chrome accents, appealing textures and materials. All controls are in place and easy to figure out.

I might have wished for more swagger to the exterior styling, but the architecture has extraordinary interior space: 40.4 inches of headroom and 38.6 inches of rear legroom, with a big, easy-to-access trunk. Visibility is good all around. The doors open wide and seat hip height is comfortable for easy entry and exit.

The driving experience is, like Hyundai, efficient and youthful. The suspension is taut and, perhaps, too firm for those shopping for the Korean Buick. Braking is strong and flat from 12.6-inch discs, which was once the specification size for fast sports cars.

The engines are sophisticated, smooth and all aluminum. The 290-horsepower, 3.8 liter V-6 is plenty powerful while returning 27-plus mpg on the highway using regular unleaded gasoline. The 4.6-liter V-8 has 375-hp on premium fuel or 368-hp on regular. With 0-60 mph in 6.2 seconds, this engine is just five-tenths of a second faster than the V-6, and still delivers fuel economy of 17/25 mpg.

The car did everything so well in a week of driving more than 300 miles that I had to look deep for complaints, but, of course, found a few. The center back seat is the size of a kindergartner’s chair. The map lights are brilliant white and overwhelming. And now that Suzuki can include a navigation system as standard equipment on its least-expensive car, I expect that type of (standard) differentiator from Hyundai on its most expensive car. Navi with a rearview camera is available in an option package.

The exterior styling is the only vague element to the car. There is some imprint of Lexus — or is it Mercedes-Benz? And the rear quarter has some BMW in it. Hyundai styling is fairly distinct for its mainstream vehicles. You know those Hyundais when you see them. But there needs to be a more distinct DNA for its large and more expensive vehicles, which includes the Veracruz crossover. It is not good enough in today’s market to look a little like this one and a little like that one.

As an entry-level luxury sedan, Genesis may not distract a BMW or Lexus buyer, but it will be an ideal step up for the current Hyundai customer, or those from Honda, Toyota or other imports.

The rear-wheel-drive, large-class Hyundai Genesis sedan is sold in V-6 and V-8 models, with pricing that ranges from $33,000 to $38,000.

2009 Hyundai Genesis 3.8

Body style: large, five-passenger, rear-wheel-drive sedan

Engine: aluminum, 290-horsepower, DOHC 3.8-liter V-6 with continuously variable valve timing

Transmission: six-speed automatic with Shiftronic manual shift mode

Acceleration: 0-60 mph: 6.2 seconds

EPA fuel economy estimates: 18 mpg city, 27 highway; 87 octane recommended

Fuel capacity: 20.3 gallons

DIMENSIONS

Trunk space: 15.9 cubic feet

Front head/leg/shoulder room: 40.4/44.3/58.3 inches

Rear head/leg/shoulder room: 37.3/38.6/57.9 inches

Length/wheelbase: 195.9/115.6 inches

Curb weight: 3,748 pounds

FEATURES

Standard equipment includes: automatic lock/unlock with electric push-button ignition, fog lights, automatic headlights, 17-inch alloy wheels, acoustic laminated windshield and front side glass, dual power heated body-colored side mirrors with turn signal indicators, leather seating surfaces with heated front seats, power front seats, cruise control, floor mats, electroluminescent instrument cluster, leather-wrapped tilt steering wheel with audio controls, dual zone automatic climate control, electrochromic rear view mirror with HomeLink integrated transceiver and compass, CD audio system with XM satellite radio and iPod-USB input jacks, Bluetooth hands-free phone system

Safety features include: advanced front air bags, front and rear seat-mounted side bags, roof-mounted side curtain bags, electronic active front head restraints, four-wheel disc brakes with ABS, electronic stability control with traction control

PRICING

Base: $33,000, including $750 freight charge; price as tested, $36,000

Options on test car: Premium Plus package, $3,000, includes 18-inch Hyper Silver alloy wheels and 235/50 tires; Lexicon 14-speaker surround sound audio system; leather-wrapped dashboard and door trim; power tilt-slide sunroof; power tilt-telescopic steering column; memory presets for seats and mirrors; rain-sensing wipers; auto-defogging windshield

Final assembly: Ulsam, Korea

By Mark Maynard, Wheels editor

LOS ANGELES (KABC) — There’s a new luxury car on the market, but if you saw it, you’d be hard-pressed to figure out who makes it. That’s because the new Genesis is nothing like Hyundai’s more basic models.

This new large sedan definitely gives off a luxury vibe. The front end and grille might remind you of a Mercedes-Benz, while the taillights mimic those of some current BMW models. Inside, the overall look, and even the details, suggest a Lexus.

But it’s none of those upscale cars. This is a Hyundai. The new Genesis sedan breaks new ground for the Korean brand.

“Here you’ve got a vehicle that can give you a lot of those creature comforts and a smooth ride and plenty of power,” said James Bell, Intellichoice.com. “But then also be fiscally much more responsible.”

The Genesis is a true luxury car, with all the ingredients for an upscale driving experience, including an optional V-8 engine.

The one thing you won’t find on or in this car: the word “Hyundai.” Only a simple badge that proclaims it the Genesis model, plus Hyundai’s stylized “H” logo here and there.

It would seem that Hyundai doesn’t necessarily want anyone to think of this premium-class car as a Hyundai.

“Hyundai’s got a big reputation, impression job to build,” said James Bell. “And so by leaving the name off, that might help them out.”

One thing Hyundai is proud to display on the Genesis is the sticker price: from $33,000, to $42,000 with all the options — a downright bargain in the luxury arena.

Will the Genesis attract luxury buyers who may be looking at a Lexus or Mercedes? Well … maybe. But what this new Hyundai is more likely to do is raise the overall image of the entire Hyundai brand.

For example, the mid-size Hyundai Sonata has often been thought of as a bargain-bin alternative to the Accord and Camry, but now it might get some upscale cred.

“To know that you now have a line of vehicles that you can kind of aspire to, that’s something Hyundai has never really had before,” said Bell. “Especially when the Genesis coupe comes out later.”

That coupe debuts next spring, and promises impressive performance, another attribute of upscale luxury brands. It will also be branded as a Genesis to complement the sedan.

If the Genesis line impresses enough people, the words “Hyundai” and “luxury” may end up no longer being mutually exclusive terms.

By Dave Kunz

CHICAGO — When I first saw the 2009 Hyundai Genesis, I thought it looked nice in a nondescript sort of way. There’s no badge embossed on the grille, but its shoulders are wide and there’s a sense of power to it.

But when I parked on the street in Chicago, it seemed everyone walked by it, smiling, nodding in approval, stopping by to tell me how nice the car was. Honestly, I wasn’t expecting that kind of reaction.

Standing in the middle of Koreatown on the north side of the Windy City may have had something to do with the reactions, but they were right.

The new top dog for the South Korea-based company takes on the likes of Mercedes and Lexus with considerable aplomb.

It’s a flagship with something even Lincoln lacks: a V-8. However, even Hyundai executives point out that only 20 percent of models sold will carry the beefier engine.

While Hyundai used to carry the reputation as the “less expensive” carmaker, it’s been polishing its reputation with consumers, creating a new image of itself: Genesis could be just the beginning. It’s as if Hyundai has performed well in prep school, won a scholarship to Harvard and graduated at the top of its class.

Here’s why: At $40,000, the Genesis is an exceptional vehicle, but this one starts at $33,000.

For me, entry level luxury cars must do two things extremely well: offer a superior ride and remind me how special I really am. There’s a whole genre of entry level sport luxury that pairs performance and craftsmanship, and many cars such as the Cadillac CTS and BMW 3 Series fit well in that area. Hyundai aimed at a different target. It hit a sweet spot somewhere between a boring Buick and an overcomplicated Acura.

On the highway, it’s quiet and comfortable. Hyundai covers the basics extremely well: cutting wind and engine noise to extremely low levels. The interior is plush, understated and simplified. The brown leather trim across the front of the dash could come from an antique book, and the heated steering wheel could warm up leftovers. Every control is at my fingertips through the center console’s single control knob — similar to the systems offered by German luxury carmakers. Sit, spin, command.

By the time I finished the five-hour trip to Chicago, I still felt fresh and relaxed. The smooth ride stems from the five-link front and rear suspension, 115.6-inch wheelbase and the 18-inch wheels. (The V-6 model comes with 17-inchers.) I crossed all types of pavements along the way — seamed concrete, quiet asphalt and the post-apocalyptic ruins along patches of the Dan Ryan Expressway.

The 4.6-liter V-8 performed phenomenally, especially on the highway near the Loop. Detroiters may complain about traffic, but it’s nothing compared to Chicago’s. There, you need a big car to wedge your way into the express lane and enough power to blast past the driver in the Mercedes on a cell phone.

The 368-horsepower V-8 manhandles the car on the open road and in Chicago’s high-speed tight traffic. (It can hit 375 horsepower with premium fuel, but I’m just too cheap.) It also produces 324-pound-feet torque and moves smoothly through the ZF six-speed automatic transmission.

While it can go from 0-60 mph in 5.7 seconds, the 4,000 pound body seemed a little heavy for tight cornering on city streets, as the body would roll, and electro-hydraulic steering felt a little loose at slower speeds. After all, it’s a big car — stretching 195.9 inches — so I wasn’t expecting a sprinter. But really, it’s a minor complaint. It has the muscle and the underpinnings to perform at exceedingly high levels.

Another area where I thought the Genesis performed poorly was in the snow. The electronic stability control and traction control kicked on at the millisecond of wheel spin. While this is good in most conditions, when stopped on snow, it leaves the rear wheels sputtering for traction. An all-wheel-drive model might help it in weather conditions tougher than Southern California’s extreme sunshine, but there are no plans for such a model.

I’m even more curious to test the 3.8-liter V-6 model, which touts 290-horsepower and 264-pound-feet torque, with a body weight 250 pounds lighter than its V-8 brother. The heavy body may cut into the car’s fuel performance: 17 miles per gallon in the city and 25 mpg on the highway for the V-8, and 18/27 for the V-6.

The Genesis really shines inside. There is more than 44 inches of legroom in the front and 38 inches of legroom in the back. Fill it up with five adults and every one has enough leg and elbow room to sit comfortably. The 15.9 cubic feet of truck space also offers ample room to hold everything from four sets of golf clubs to luggage.

The dash carries a graceful curve across the middle and then narrows out on the edges. A metallic U envelopes the 8-inch digital display screen that is neatly pushed into the canted dash to cut down on glare from the sun.

The Lexicon 14-speaker stereo can play your iPod, connect any other music device, satellite radio and anything you can cram onto an USB thumb drive.

Hyundai also uses a cool blue lighting scheme at night that works well with the black-faced instruments. It’s easy on the eyes and lets you adjust to the Xenon high-intensity discharge headlamps, which feature an auto leveling feature that keeps the lights on the road, no matter how the sedan is loaded.

As for the car’s profile, the back looks slightly higher than the front, giving it that sporty wedge look, though its sheer size and gracious roofline provide luxury sedan appeal.

The front wheel is pushed forward while the back allows for some overhang. The front end is powerful with its horizontal grille and black intake below the bumper.

My feeling is that as Hyundai was taking a big risk entering the rear-wheel-drive luxury sedan market already, it wasn’t going to take too much of a risk with the exterior. It’s conservative. Then again, so are the people who will buy it.

Detriot News

South Korean automaker rolls out upscale Genesis

Rolled out in the 1980s as the South Korean automaker’s first foray into the U.S. market, the Excel offered decent transportation at rock-bottom prices.

But two decades after entering the U.S. market, Hyundai is working hard to reposition itself as more than just a low-cost brand.

Enter the 2009 Hyundai Genesis: The South Korean automaker’s fanciest (and most expensive) car to date.

With a $32,250 base price and lots of posh accoutrements, the Genesis aims to compete with upscale sedans like the Acura TL and Lexus ES 350 – but costs some $2,000 less.

Motor Mouth recently tested the Genesis 3.8, which comes with a 3.8-liter V-6 engine. (Hyundai also offers a $37,250 Genesis 4.6, which upgrades the engine to a 4.6-liter V-8.)

On the outside, the Korean-built Genesis features a classic “Japanese-sedan” look.

Diamond-shaped headlights and an aerodynamic hood and grille sweep back toward 14-spoke alloy wheels and large doors outfitted with folding side mirrors.

All the way back, a keyless-entry trunk sits above dual chrome exhaust pipes.

Inside, the Genesis has standard perforated stitched-leather upholstery along the seats, door interiors and steering wheel. This material looks pretty nice, but a tad on the cheap side.

Still, the model’s driver’s and front passenger’s heated seats both offered excellent hiproom, along with good headroom and legroom – all thanks to standard electric seat adjusters.

The Genesis also comes standard with a seven-speaker AM/FM/MP3/XM/6CD audio system that’s fairly easy to use, with 16 well-marked knobs and buttons. The model’s standard dual-zone climate system likewise relies on 12 clearly marked buttons.

Other nice standard Genesis features include a built-in iPod port, as well as special plastic coverings under the hood to keep all of the car’s engine components clean.

In back, the model’s rear seats provide excellent headroom, legroom and hiproom for two. However, a third person in the center seat might find things a little bit tight after 15 minutes or so.

All the way back, the Genesis’ 15.9-cubic-foot trunk can accommodate two big suitcases and perhaps three knapsacks.

On the road, the Genesis 3.8’s 290-horsepower engine teams up with a standard rear-wheel-drive system – a first for a U.S. Hyundai model – to provide a generally good ride.

The sedan comes standard with keyless start-up, meaning you just push a button to turn on the car on. (There’s no need to insert a car key.)

The Genesis’ braking capabilities are good, while parking and backing up are easy given the model’s modest size.

Acceleration is fairly solid, although a tad jerky and uneven at times. My test model revved up noisily to 5,000 rpm to go from 0 mph to just 50 mph.

As for fuel economy, the EPA rates the Genesis 3.8 at 18 city and 27/mpg highway. During a week of test drives, Motor Mouth logged a combined 22.2 mpg city/highway.

But pricing is where the Genesis really excels.

As noted above, the model’s $32,250 base price easily beats that of the $34,995 Acura TL, $34,320 Lexus ES and other Japanese rivals. The Genesis likewise costs less than the $35,905 Cadillac CTS and other domestic competitors.

The bottom line: Watch your step, Acura, Lexus and Cadillac. With the 2009 Genesis, Hyundai is pulling out all stops to make an exodus out of the auto world’s bargain basement.

By Jerry Kronenberg / Motor Mouth

Even (or perhaps especially) in V-6 form, the Hyundai Genesis is one of those cars whose value proposition is so strong that it simply cannot be ignored. Like Lexus’ first LS400, the Genesis convincingly elevates its parent company into the luxury sedan market. Similarly, like the original LS, the Genesis surprises with its generously cut, high-quality interior and silent operation, but aesthetically it’s rather underwhelming.

Around our Ann Arbor offices, we still see cladded-up old Genesis test mules circulating, and some of them feature the prototype grille that was passed on in favor of the anonymous sternum-like assembly that reminds of those badgeless surrogates used in commercials when companies don’t want automobiles’ identities highlighted. Neither are particularly attractive, but at least the stillborn grille featured a company emblem–as it is, there are exactly zero badges to inform passers-by that the Genesis is a Hyundai. As good as it is, you’d think that the Koreans would want to take credit.

Banal styling aside, there’s plenty to like here, especially at our modestly-specc’d example’s MSRP of $36k. It offers the room and performance of mid-level luxury cars like the Mercedes-Benz E-Class at a fraction of the price. Furthermore, by being priced so reasonably, Hyundai ought to avoid the Icarus trap that Volkswagen’s Phaeton fell into (if nothing else, the Genesis doesn’t have a sister brand like Audi to compete with), as its value proposition remains clear.

I drove our tester home to (and around) the Cleveland area for the Thanksgiving holiday, and everyone was shocked and by the fact that this was a Hyundai (even current brand owners were bowled over–they apparently didn’t get the memo). Further, for the company’s first stab at a modern rear-drive sedan, the balance and power distribution is impressive stuff–even in slushy, icy conditions–and the 3.8-liter V-6 provided adequate thrust while returning a respectable 24 miles per gallon during what was primarily highway driving.

Any performance issues we experienced with the Genesis can largely be classified as “niggles,” as this is a fine automobile at an exceptional price. If we have a primary complaint, it’s that Hyundai has yet to grasp the concept of premium interior lighting. The gauge cluster’s white backlighting is pleasing to the eye, but it clashes with the buttons and audio system’s blue illumination. Similarly, our optional Lexicon fourteen-speaker stereo (part of the $3000 Premium Plus package) sounded good, but the display’s text and blue backlighting looks downmarket and out-of-place (we turned it off most of the time, especially at night when it was too bright). Worse still are the reading lights, which are incredibly bright LED units–not a bad thing in and of themselves, but they are aimed poorly and blind the driver at night. A bit of attention would go a long way here.

For those who care more about value and less about badge snobbery, the Genesis is a whale of a car for the money. By massaging just a few minor areas (styling, lighting, etc.), who knows… we might even be able to remove the financial qualifier.