ultra63
Been here awhile...
- Joined
- Dec 2, 2008
- Messages
- 297
- Reaction score
- 105
- Points
- 43
- Location
- FL
- Genesis Model Year
- 2022
- Genesis Model Type
- Genesis GV70
http://www.canada.com/montrealgazette/cars/story.html?id=62dffc06-e01b-4ebe-97fc-f427c1d040ea
" Thursday » January 22 » 2009
Luxury without pedigree
DAVID BOOTH
Canwest News Service
Wednesday, January 21, 2009
I'm running out of superlatives here. This is about the third or fourth time I've written about Hyundai's new Genesis luxury sedan and all my gushing is starting to get embarrassing. If it gets any worse, I'll be accused of shilling for the South Korean company.
But, if anything, I like the Genesis even more after testing it for a week in Toronto than I did during my first drive in California. Like my previous test, I spent all my time in the more expensive and powerful 4.6-litre V8 version.
And by more powerful I mean 375 horsepower that arrives in a smooth rush, not unlike the sensation one gets when one mats the throttle of a V8-powered BMW. There's precious little noise and virtually no vibration.
It's also very quick, accelerating to 100 kilometres an hour in less than six seconds. You really don't need more power than this. The highest compliment I can pay to Hyundai's Tau V8 is that it could occupy the engine bay of a Lexus, BMW or Mercedes and no one would be disappointed.
Nor would anyone find much amiss with the six-speed automatic transmission.
The V8's version of the six-cog tranny is supplied by ZF, the same company that manufactures transmissions for many European luxury brands. It shifts smoothly and, unlike, say, Mercedes' transmissions, which can be sluggish to downshift, the Genesis is calibrated to kick down a gear any time the driver appears to be in a hurry. Combined with those 375 high-revving horses, it makes for a responsive package.
You won't find many shortcomings in the chassis, either. The Genesis platform feels as rigid as anything from Germany or Japan, no doubt aided by the almost 100 metres of structural adhesive -- on top of all the spot welds -- that hold the various body parts together. Not only does this make the body feel as if carved from the proverbial block of granite, it also helps dampen noise, eliminating the creaks and groans that result from body panels fretting against one another.
Both front and rear wheels are independently suspended, each with four links controlling the motion. The links, as well as other key moving parts, are made of aluminum (ý la BMW) to reduce the unsprung weight, a key factor in attaining a compliant ride without sacrificing road holding.
And, indeed, the Hyundai does hold the road quite well, the suspension compliance and control reminding me of a BMW 5 Series. That's high praise and not a compliment I toss out carelessly. I drove an entire day in California looking for a weakness in the Genesis' chassis control and couldn't find one.
However, in that same test, I noted that I wasn't as fond of the steering, noting a strong on-centre steering feel and a higher than normal effort to turn-in on twisty roads. After testing it in Toronto for a week, I can only think my criticism was swayed by the relatively high speeds I was playing with in California. Closer to home, I found the steering ideally weighted with a very linear feel.
The Genesis continues to impress inside. The interior is very roomy, feeling at least as large as Chrysler's 300, BMW's 5 Series or Mercedes' E-Class interiors. Its fine leather seats can be both heated and cooled. The only possible criticism is a need for more side bolstering.
The doors and even the dashboard are clothed in a contrasting deep tan leather that appears just as luxurious as the seats. The wood grains are also excellent and the only hint of errant Hyundai-ism is that some of the silver metallic bits look a tad plasticky.
On the other hand, Hyundai's iDrive-clone onboard computer is easy to use.
Like most of the latest of such systems, the de rigueur twiddle knob is surrounded by a bunch of quick-access buttons, which means that the radio, car controls, and other functions are never more than a single push away.
Better yet, no matter how lost you get in the system, you can always return from whence you came by simply accessing the menu. Even the radio tuning controls are extremely simple. Believe it or not, Hyundai's system might be the best of all such onboard computers.
If there's a criticism of the Genesis, it's that its exterior style does not match the exquisite interior nor the car's incredible performance.
Oh, sure, it looks the part of a luxury car and, in fact, one can see a bit of Lexus and BMW in some of its lines. But, as a bold new step for the Korean manufacturer, it breaks no barriers. Perhaps Hyundai thought the clientele would not appreciate an outlandish outward sign of off-brand luxury.
And it might have a point because the only reason not to buy the new Genesis is that lack of pedigree. There is no BMW rondel or Mercedes-Benz tri-star --just simple, honest-to-goodness luxurious performance.
© The Gazette (Montreal) 2009
Copyright © 2009 CanWest Interactive, a division of CanWest MediaWorks Publications, Inc.. All rights reserved.
CanWest Interactive, a division of CanWest MediaWorks Publications, Inc.. All rights reserved."
" Thursday » January 22 » 2009
Luxury without pedigree
DAVID BOOTH
Canwest News Service
Wednesday, January 21, 2009
I'm running out of superlatives here. This is about the third or fourth time I've written about Hyundai's new Genesis luxury sedan and all my gushing is starting to get embarrassing. If it gets any worse, I'll be accused of shilling for the South Korean company.
But, if anything, I like the Genesis even more after testing it for a week in Toronto than I did during my first drive in California. Like my previous test, I spent all my time in the more expensive and powerful 4.6-litre V8 version.
And by more powerful I mean 375 horsepower that arrives in a smooth rush, not unlike the sensation one gets when one mats the throttle of a V8-powered BMW. There's precious little noise and virtually no vibration.
It's also very quick, accelerating to 100 kilometres an hour in less than six seconds. You really don't need more power than this. The highest compliment I can pay to Hyundai's Tau V8 is that it could occupy the engine bay of a Lexus, BMW or Mercedes and no one would be disappointed.
Nor would anyone find much amiss with the six-speed automatic transmission.
The V8's version of the six-cog tranny is supplied by ZF, the same company that manufactures transmissions for many European luxury brands. It shifts smoothly and, unlike, say, Mercedes' transmissions, which can be sluggish to downshift, the Genesis is calibrated to kick down a gear any time the driver appears to be in a hurry. Combined with those 375 high-revving horses, it makes for a responsive package.
You won't find many shortcomings in the chassis, either. The Genesis platform feels as rigid as anything from Germany or Japan, no doubt aided by the almost 100 metres of structural adhesive -- on top of all the spot welds -- that hold the various body parts together. Not only does this make the body feel as if carved from the proverbial block of granite, it also helps dampen noise, eliminating the creaks and groans that result from body panels fretting against one another.
Both front and rear wheels are independently suspended, each with four links controlling the motion. The links, as well as other key moving parts, are made of aluminum (ý la BMW) to reduce the unsprung weight, a key factor in attaining a compliant ride without sacrificing road holding.
And, indeed, the Hyundai does hold the road quite well, the suspension compliance and control reminding me of a BMW 5 Series. That's high praise and not a compliment I toss out carelessly. I drove an entire day in California looking for a weakness in the Genesis' chassis control and couldn't find one.
However, in that same test, I noted that I wasn't as fond of the steering, noting a strong on-centre steering feel and a higher than normal effort to turn-in on twisty roads. After testing it in Toronto for a week, I can only think my criticism was swayed by the relatively high speeds I was playing with in California. Closer to home, I found the steering ideally weighted with a very linear feel.
The Genesis continues to impress inside. The interior is very roomy, feeling at least as large as Chrysler's 300, BMW's 5 Series or Mercedes' E-Class interiors. Its fine leather seats can be both heated and cooled. The only possible criticism is a need for more side bolstering.
The doors and even the dashboard are clothed in a contrasting deep tan leather that appears just as luxurious as the seats. The wood grains are also excellent and the only hint of errant Hyundai-ism is that some of the silver metallic bits look a tad plasticky.
On the other hand, Hyundai's iDrive-clone onboard computer is easy to use.
Like most of the latest of such systems, the de rigueur twiddle knob is surrounded by a bunch of quick-access buttons, which means that the radio, car controls, and other functions are never more than a single push away.
Better yet, no matter how lost you get in the system, you can always return from whence you came by simply accessing the menu. Even the radio tuning controls are extremely simple. Believe it or not, Hyundai's system might be the best of all such onboard computers.
If there's a criticism of the Genesis, it's that its exterior style does not match the exquisite interior nor the car's incredible performance.
Oh, sure, it looks the part of a luxury car and, in fact, one can see a bit of Lexus and BMW in some of its lines. But, as a bold new step for the Korean manufacturer, it breaks no barriers. Perhaps Hyundai thought the clientele would not appreciate an outlandish outward sign of off-brand luxury.
And it might have a point because the only reason not to buy the new Genesis is that lack of pedigree. There is no BMW rondel or Mercedes-Benz tri-star --just simple, honest-to-goodness luxurious performance.
© The Gazette (Montreal) 2009
Copyright © 2009 CanWest Interactive, a division of CanWest MediaWorks Publications, Inc.. All rights reserved.
CanWest Interactive, a division of CanWest MediaWorks Publications, Inc.. All rights reserved."
