Edmunds 2015 Hyundai Genesis First Drive

[YEH]

A Serious Upgrade for the Overachieving Sedan

Republished: 04/06/2014 (Original Date: 11/26/2013) - by Ed Hellwig, Executive Editor

Several months ago we drove an early example of the all-new 2015 Hyundai Genesis sedan in Korea. We were impressed.

After a couple laps around a tight and twisty handling loop at Hyundai's proving grounds outside Seoul, Senior Ride and Handling Engineer Young Jin Hyun asked if we could feel the difference between the drive modes.

He was referring to the new Intelligent Drive Mode Select (IDMS), a driver-adjustable system that alters the transmission, steering, stability control and suspension settings (the last for the V8 model only, when equipped with adaptive suspension) of the redesigned sedan. Often these systems deliver barely perceptible changes, but we found the Sport mode noticeably more aggressive than the standard setting.

"Good," he says. "My job would not be done if it didn't make a real difference."

Fast-forward to the present, and we're behind the wheel again, but this time in Arizona just weeks before the new Genesis hits U.S. dealerships. Would we be as equally impressed?


http://www.edmunds.com/hyundai/genesis/2015/road-test.html

Is It a Real Sport Sedan?

But as exciting as Sport modes and the availability of a rear-drive-biased all-wheel-drive system sound, this Hyundai Genesis is not a hard-edged sport sedan. We found that even in Sport mode there's still plenty of compliance in the optional Continuous Damping Control (CDC) suspension, which makes sense since a U.S. Hyundai engineer told us that, while it's hard to quantify exact numbers, the difference between Normal and Sport in terms of stiffness is about 20 percent.

The steering's heft feels like it gets more of a change in Sport than the suspension does, but it's still not what we'd call heavy. The stiffer chassis gets some credit here, along with the redesigned multilink rear suspension and standard strut tower braces up front.

During our quick test loop run in Korea, the Genesis felt responsive and predictable. It turns in quickly and has adequate grip for a sedan of its size. In the Normal suspension setting there's an average amount of body roll, and the brakes, though initially a bit touchy, exhibit plenty of power to slow the big sedan down quickly.

...Back in the States, driving on the mostly smooth country roads outside Scottsdale, the Genesis proved surprisingly adept in the twisties, the steering in particular exhibiting a much more precise feel than the last generation. And even though this is a stiffer car, the increased suspension travel endowed it with a thoroughly comfortable (and almost eerily quiet) ride.

Where did the extra weight come from? A good 84 pounds or so came from new sound-deadening insulation, such as thicker doors and improved sealing. Hyundai says there are decreased vibrations, too, via the new rigidity of the body shell.

More Luxurious and More Korean Than Ever

When the current-generation Genesis arrived five years ago, expectations were low, at least in the U.S. Hyundai was nowhere near a luxury brand in most consumers' eyes, so the idea of a midsize luxury sedan seemed a stretch at best.

Turns out, the original Genesis was better than expected. Not flashy, or memorable even, but competent and a good value for the money.

This time around, the 2015 Hyundai Genesis looks like an expensive luxury car, both inside and out. More importantly it feels like a more refined sedan behind the wheel. It's still not Germanic in the way it handles itself, but that's a good thing. The Genesis is better off with a mix of comfort and performance that appeals to the average buyer. And for those who like the feel of a German sport sedan, there's always Sport mode.

Edmunds really shouldn't say the Germans as if the midsize Germans are all alike.

Bar the AMG version, the E Class is the least (of the trio) like a sports sedan and was even less so before its rather comprehensive MCE (where MB's engineers gave it quite an improvement when it came to driving dynamics).

Arguably, the (7 Series based) 5 Series is no longer a sports sedan unless you get the M or maybe the M-Sport, but I reckon the 5er will be better at the switchbacks since the 2G Genesis has gotten larger/heavier.

All in all, I didn't expect the 2G Genesis to be like the CTS (a more sports-oriented sedan), but it seems like Hyundai pretty much addressed most, if not all the weak points of the 1G - where it can now, on its own merits, be taken seriously as a midsize, RWD luxury sedan.

 

[YEH]

Car & Driver's

It’s telling that neither Hyundai’s executives nor its engineers mentioned the words “sports sedan” in talking about the new Genesis. The car isn’t particularly spry. Rather, it delivers the refined ride and the competent handling that’s the price of entry to selling a luxury car. This new Genesis should give the Lexus GS, the BMW 5-series, and the Mercedes-Benz E-class a scare, while knocking off the well-rounded Audi A6 and the knife-edged Cadillac CTS in a sports-sedan shootout is probably asking too much.

http://www.caranddriver.com/news/2015-hyundai-genesis-sedan-first-drive-review

 

[larry'sown]

Seems like Edmunds and C/D were genuinely impressed. I can live with the Genesis being just behind the CTS and A6 in driving dynamics, especially since it costs $15K+ less than thise cars. Also keep in mind the Genesis comes with fairly "meh" all season tires and those other cars have considerably more aggressive footwear. I bet that chassis comes alive with some Super Sports. I can't wait to drive it.