EXBMWGUY
Been here awhile...
Background
I have loved cars since the day I first drove my best friend’s 1965 GTO convertible. I loved the pushrod grunt of the enormous V8s of that era and spent my growing up years in the car-culture of So. Cal., street racing Chevy 409s and Roadrunners. Fast forward . . . with an Army discharge and some cash burning a hole in my pocket, I bought a new blue 1969 Mach 1 SCJ. It was the first of a whole string of fun cars (and some dull company cars) including a couple of Porsches, MB 6.9, several Lexus LSs, Audi A8 and S8, a Toyota Avalon and a BMW 535xi. The 2008 Avalon was an appliance, not a car, and served me well through a lightning fast 90,000 miles, harsh winters and bad Minnesota winter roads. I later heard that almost immediately after I sold it, the Avalon disintegrated into about 5,000 non-warranty pieces and paid a stealership owner’s daughter a half-year’s college tuition.
I then ordered what was one of the very first freshly redesigned 2011 MY BMW 535 X-drives the factory had produced. It was a beautiful car with every luxury and safety option, biased toward luxury rather than sport. During the 22,000 miles I owned the car, I averaged nearly one dealer visit every 2,000 miles. These were not terribly serious issues (mostly software-related drivability problems and some failure of components related to convenience features). In retrospect, I never should have bought a car with this much new technology in its first MY. Definitely, the BMW was a car with wonderful refinement and beautiful exterior design, and good, but not great, driving dynamics. But it was beginning to remind me of past cars that I had regretted owning out of warranty. My master plan was to sell it, wait two years and buy either a 2013 535 or 550.
So Why Did I Purchase the Genesis?
This is a two part question, starting with, why the Genesis, and then, why the R-Spec? It started in 2008 with the introduction of the Genesis through an invitation to test-drive pre-production models on a closed course alongside some competitive sedans. This event was being held outside the Mall of America, and it was a great time to spend with my 5-Series owning son, who is as much a car guy as I am. We each drove a 4.6 and were pleasantly surprised with the interior and exterior design and quiet cabin. It clearly copied other cars – both German and Japanese – but was well-executed, and frankly, what car manufacturer wasn’t doing some level of design plagiarism at the time? During that drive, I was only modestly impressed with the car’s handling. It didn’t seem to want to change directions well (a combination of the car’s size and some of the limitations of the course). However, I scheduled a test drive of a production model at a dealer several months later, and took it by myself on one of the worst stretches of pavement I could find. I wanted to love the Genesis, but found it jittery on poor road surfaces and not as confident as I hoped it would be. This is when I purchased the Avalon, with few expectations of getting any joy out of it. Then came the BMW – and finally, a re-introduction to the 2012 Genesis.
I set out to test drive the 3.8, knowing it had more power, direct injection, etc. I absolutely never intended to buy the 4.6 and certainly not the 5.0, which I really didn’t know much about, except for a short car magazine article. My wife came along and she drove the 3.8 after I did. We both thought it drove well, but it was a short test drive and neither of us liked the salesperson. As we were about to leave, he said, “Have you seen this one?” and pointed to a Platinum R-Spec. My wife said to me, “You might as well drive it, because I suspect you’re going to buy it.” We both drove it and liked it better than the 3.8. There were a lot of little things that made the R-Spec our choice, including subtle differences in steering and handling, interior cabin noise and power. Did I say power was a little thing?? Crazy me! This car transformed me to different times, beaches, bikinis and memories of onramps to the San Diego and Santa Monica Freeways years earlier.
One week later, a black R-Spec with 2,000 miles showed up at a competitive dealer. It was the general manager’s car for sale at a substantially discounted price. The huge savings on the R-Spec was the only thing that comforted the bruising I knew I was going to take on the 5-Series trade-in.
Dependability and Dealer Service
I have no complaints here at all. The car has been into the service department for oil changes at 3K and 7.5K, where they did an alignment correction and installed four Dunlop SP Wintersport 3D snow tires on the OEM 19s and stored my Continental ContiProContact All-season tires at no charge. I may purchase dedicated wheels for the snows at some point, but not yet. Tire pressure was correct at delivery, perhaps because the car had already been driven 2,000 miles. They offered a free car wash – I said no thanks. I will have the rear driver’s side and center passenger’s seat belt buckles corrected, as they are reversed. I would highly recommend the dealer, Morrie’s 394 Hyundai in Golden Valley, MN. They are an Equus dealer as well, and have a number of dealerships, including the Maserati and Bentley franchises in the Twin Cities. As few times as I have been in there, the service manager, service advisor and the general manager actually remember me by name. I rebagged the trunk, steering wheel (stick-on type) and wheels myself in 15 minutes. It’s not an anti-“H” logo thing with me – I just like the wings better.
Exterior and Interior Design
At first, I was so-so on the exterior. However, more and more, I have come to love the design in a way that is different from my love for the 5-Series exterior. I believe 95% of the people on the planet think the 5-Series is drop-dead gorgeous. They're right. The Genesis is kind of invisible – unless you are a car enthusiast. Most people would say, “classy, looks expensive, is it a Mercedes?” Enthusiasts will say, especially of the R-Spec, “it looks like a real sleeper – tell me more!” I like the muscular rear end of the car better than the rather nondescript front end. Candidly, I now do with this car what I used to do with the BMW when I would park it and walk away – I turn around. Nuff said.
The nice looking interior will never embarrass anyone, but is paradoxical with very high quality interior materials and stitched leather on the dash right alongside a hideous clock and a cheap looking headliner. Overall, the design is very thoughtful in a practical way. For example, the wood-like trim on the center console is minimalistic, and placed where it is not likely to get scratched, unlike some other high-end cars’ wood that scratches like crazy if you breathe on it. The steering wheel is kind of a low point because it needs to be thicker and have some useful contours that people’s hands can adapt to more easily. The power adjustable steering wheel functioning has been perfect. The interior space is cavernous and visibility is excellent, although the seats definitely need more bolstering. The passenger seat lacks the cooling feature, but more importantly, it lacks lumber support which is beginning to be seen on cars costing a third less. The glove box is fine, but overall interior storage space is just modest for a car this large. The two-part center console design, with its cable port-hole between compartments, looks more functional than it is. The iPod cable is too short and too stiff to be as useful as it could be. Good enough is never great.
The rear passenger compartment is a wonderful place to be, unless you are in the center, which seems quite high and is not cushioned well. I have tried both places, so I know. The armrest with heated seat controls and cup holders is good, but the lack of any power outlet is a deficiency in the rear. HVAC vents, lighting, all the rest are very nice, and there is plenty of 7-Series-like legroom and headroom to stretch out.
The 15.0 cubic ft. trunk seems larger to me than it is, despite the outdated intruding hinge design. The floor is flat, clearance is good, and you get a real spare (compact) in its proper compartment under the floor. The trunk liner is a worthwhile investment. All access to bulb replacement is straightforward.
Technology
I love the Lexicon 17-speaker system for all the reasons everyone here has mentioned, so I won’t belabor that discussion other than saying it is extraordinary. I’ve had no problems with it. IPod integration generally works well, but when switching from map mode back to iPod/CD mode, it doesn’t remember where you were. Some of those little nits can get ironed out with software updates someday, perhaps. But I don't much care anymore now that I'm used to it.
Navigation is close to utilitarian, but has been highly accurate and easy to use. Original maps are in place. For example, it lacks the sheer sex appeal of cars costing $25-40K more, but never once has it sent me on a wild goose chase, nor even tried to, in the same way as the BMW did.
The omission of blind-spot warning is a crime. Can’t say it any other way. The lane departure warning system is as good as the Volvo we just bought and better than the BMW I sold. The cruise control works well, I believe, and I use it almost every day without issues.
The Driving Experience
The R-Spec is a large, safe four-door premium sedan that is quick, fast, and handles better than most. It is truly a value leader IMHO, and for $20-45K less than some of the cars we are tempted to compare it to, will deliver 90% of the satisfaction and practically none of the negative drama many of those cars deliver. It is NOT a sports car, sports sedan, or pure luxury car in the full sense; however you will often feel like you are in a luxury car.
Hushed, is the best word I know to describe the interior. There is practically no wind noise around the mirrors, and, other than some road noise from the tires, all you really hear is the occasional muted snarl caused by an encouraging right foot. Some days, I think it’s a little too muted. Once again, “sleeper” comes to mind.
Lighting in general is excellent, and the headlights in particular are just about as good as it gets. All driver controls work without fanfare.
The steering is electro-hydraulic, like my 5-Series was, and frankly the feel is very similar. It is good enough for me. Cornering is quite good for a big car, and I occasionally surprise myself on how fast I can take turns and ramps without either me or the tires shrieking. The biggest disappointments are not taking place outside the car, but inside the car with the Greyhound Bus front seats and the so-so steering wheel. I do not crave fast corning. However, I do crave excellent road control, accident avoidance, and the ability to place the car exactly where I want it on the road. The R-Spec delivers all that in spades.
The brakes are one of the car’s strongest handling features, being virtually 100% linear on the pedal effort to braking effectiveness scale. Although I have not tested for brake fade, I suspect the ceramic pads and generous brake mass are more than enough for the car’s weight. Two different mind-bending high-speed panic stops to avoid deer were good indicators of the car’s braking effectiveness and the front end suspension design. I’ll say the brakes and suspension have come a long way from the original pre-production 4.6 I drove in 2008. This is a car I can drive with complete confidence under adverse conditions. Adverse conditions here include snow, which I adjusted to driving this car in quickly.
The engine’s already outstanding performance seems to keep improving as it becomes more broken in. The car never seems to run out of breath, and the power keeps on coming in a way that leads me to believe the torque curve is somewhat flatter than it actually is documented to be. Throttle response (ok, I know it’s not really a throttle) seems to have improved with more miles. For a big sedan, it is the closest thing to my MB 6.9 in the way that it says, “Get out of my way!”
The transmission is an anomaly. Left in automatic, it always seems to know the right gear at the right time, and it is smooth and relatively quick enough in the way it shifts. I have not experienced any hesitation or indecisiveness in selecting which gear it needs to be in. However, manual mode is totally useless unless you are driving down a mountain road and can leave it in 5th or some other gear to give you control. Shifting it manually would be like getting Obama’s head on Mt. Rushmore. Paddles would be equally useless unless they completely redesigned the software. And while they're doing that software upgrade (haha) they should make the ECO mode useful with an adjustment to the ECU and transmission shift points. All this said, I just don’t care because, left in automatic mode, it’s just about perfect for me.
Gas mileage has been superb. The worst tank of city driving has yielded 15.5 mpg; average city is 18.5 or so, mixed 20 or 21, and pure highway with cruise at 65 (in Wisconsin where they hate Minnesota drivers) I’ll get 29.5 or better.
Would I buy this car again? Yes! Do I miss the BMW? No!
Pictures will be up when I can clean this thing up!
I have loved cars since the day I first drove my best friend’s 1965 GTO convertible. I loved the pushrod grunt of the enormous V8s of that era and spent my growing up years in the car-culture of So. Cal., street racing Chevy 409s and Roadrunners. Fast forward . . . with an Army discharge and some cash burning a hole in my pocket, I bought a new blue 1969 Mach 1 SCJ. It was the first of a whole string of fun cars (and some dull company cars) including a couple of Porsches, MB 6.9, several Lexus LSs, Audi A8 and S8, a Toyota Avalon and a BMW 535xi. The 2008 Avalon was an appliance, not a car, and served me well through a lightning fast 90,000 miles, harsh winters and bad Minnesota winter roads. I later heard that almost immediately after I sold it, the Avalon disintegrated into about 5,000 non-warranty pieces and paid a stealership owner’s daughter a half-year’s college tuition.
I then ordered what was one of the very first freshly redesigned 2011 MY BMW 535 X-drives the factory had produced. It was a beautiful car with every luxury and safety option, biased toward luxury rather than sport. During the 22,000 miles I owned the car, I averaged nearly one dealer visit every 2,000 miles. These were not terribly serious issues (mostly software-related drivability problems and some failure of components related to convenience features). In retrospect, I never should have bought a car with this much new technology in its first MY. Definitely, the BMW was a car with wonderful refinement and beautiful exterior design, and good, but not great, driving dynamics. But it was beginning to remind me of past cars that I had regretted owning out of warranty. My master plan was to sell it, wait two years and buy either a 2013 535 or 550.
So Why Did I Purchase the Genesis?
This is a two part question, starting with, why the Genesis, and then, why the R-Spec? It started in 2008 with the introduction of the Genesis through an invitation to test-drive pre-production models on a closed course alongside some competitive sedans. This event was being held outside the Mall of America, and it was a great time to spend with my 5-Series owning son, who is as much a car guy as I am. We each drove a 4.6 and were pleasantly surprised with the interior and exterior design and quiet cabin. It clearly copied other cars – both German and Japanese – but was well-executed, and frankly, what car manufacturer wasn’t doing some level of design plagiarism at the time? During that drive, I was only modestly impressed with the car’s handling. It didn’t seem to want to change directions well (a combination of the car’s size and some of the limitations of the course). However, I scheduled a test drive of a production model at a dealer several months later, and took it by myself on one of the worst stretches of pavement I could find. I wanted to love the Genesis, but found it jittery on poor road surfaces and not as confident as I hoped it would be. This is when I purchased the Avalon, with few expectations of getting any joy out of it. Then came the BMW – and finally, a re-introduction to the 2012 Genesis.
I set out to test drive the 3.8, knowing it had more power, direct injection, etc. I absolutely never intended to buy the 4.6 and certainly not the 5.0, which I really didn’t know much about, except for a short car magazine article. My wife came along and she drove the 3.8 after I did. We both thought it drove well, but it was a short test drive and neither of us liked the salesperson. As we were about to leave, he said, “Have you seen this one?” and pointed to a Platinum R-Spec. My wife said to me, “You might as well drive it, because I suspect you’re going to buy it.” We both drove it and liked it better than the 3.8. There were a lot of little things that made the R-Spec our choice, including subtle differences in steering and handling, interior cabin noise and power. Did I say power was a little thing?? Crazy me! This car transformed me to different times, beaches, bikinis and memories of onramps to the San Diego and Santa Monica Freeways years earlier.
One week later, a black R-Spec with 2,000 miles showed up at a competitive dealer. It was the general manager’s car for sale at a substantially discounted price. The huge savings on the R-Spec was the only thing that comforted the bruising I knew I was going to take on the 5-Series trade-in.
Dependability and Dealer Service
I have no complaints here at all. The car has been into the service department for oil changes at 3K and 7.5K, where they did an alignment correction and installed four Dunlop SP Wintersport 3D snow tires on the OEM 19s and stored my Continental ContiProContact All-season tires at no charge. I may purchase dedicated wheels for the snows at some point, but not yet. Tire pressure was correct at delivery, perhaps because the car had already been driven 2,000 miles. They offered a free car wash – I said no thanks. I will have the rear driver’s side and center passenger’s seat belt buckles corrected, as they are reversed. I would highly recommend the dealer, Morrie’s 394 Hyundai in Golden Valley, MN. They are an Equus dealer as well, and have a number of dealerships, including the Maserati and Bentley franchises in the Twin Cities. As few times as I have been in there, the service manager, service advisor and the general manager actually remember me by name. I rebagged the trunk, steering wheel (stick-on type) and wheels myself in 15 minutes. It’s not an anti-“H” logo thing with me – I just like the wings better.
Exterior and Interior Design
At first, I was so-so on the exterior. However, more and more, I have come to love the design in a way that is different from my love for the 5-Series exterior. I believe 95% of the people on the planet think the 5-Series is drop-dead gorgeous. They're right. The Genesis is kind of invisible – unless you are a car enthusiast. Most people would say, “classy, looks expensive, is it a Mercedes?” Enthusiasts will say, especially of the R-Spec, “it looks like a real sleeper – tell me more!” I like the muscular rear end of the car better than the rather nondescript front end. Candidly, I now do with this car what I used to do with the BMW when I would park it and walk away – I turn around. Nuff said.
The nice looking interior will never embarrass anyone, but is paradoxical with very high quality interior materials and stitched leather on the dash right alongside a hideous clock and a cheap looking headliner. Overall, the design is very thoughtful in a practical way. For example, the wood-like trim on the center console is minimalistic, and placed where it is not likely to get scratched, unlike some other high-end cars’ wood that scratches like crazy if you breathe on it. The steering wheel is kind of a low point because it needs to be thicker and have some useful contours that people’s hands can adapt to more easily. The power adjustable steering wheel functioning has been perfect. The interior space is cavernous and visibility is excellent, although the seats definitely need more bolstering. The passenger seat lacks the cooling feature, but more importantly, it lacks lumber support which is beginning to be seen on cars costing a third less. The glove box is fine, but overall interior storage space is just modest for a car this large. The two-part center console design, with its cable port-hole between compartments, looks more functional than it is. The iPod cable is too short and too stiff to be as useful as it could be. Good enough is never great.
The rear passenger compartment is a wonderful place to be, unless you are in the center, which seems quite high and is not cushioned well. I have tried both places, so I know. The armrest with heated seat controls and cup holders is good, but the lack of any power outlet is a deficiency in the rear. HVAC vents, lighting, all the rest are very nice, and there is plenty of 7-Series-like legroom and headroom to stretch out.
The 15.0 cubic ft. trunk seems larger to me than it is, despite the outdated intruding hinge design. The floor is flat, clearance is good, and you get a real spare (compact) in its proper compartment under the floor. The trunk liner is a worthwhile investment. All access to bulb replacement is straightforward.
Technology
I love the Lexicon 17-speaker system for all the reasons everyone here has mentioned, so I won’t belabor that discussion other than saying it is extraordinary. I’ve had no problems with it. IPod integration generally works well, but when switching from map mode back to iPod/CD mode, it doesn’t remember where you were. Some of those little nits can get ironed out with software updates someday, perhaps. But I don't much care anymore now that I'm used to it.
Navigation is close to utilitarian, but has been highly accurate and easy to use. Original maps are in place. For example, it lacks the sheer sex appeal of cars costing $25-40K more, but never once has it sent me on a wild goose chase, nor even tried to, in the same way as the BMW did.
The omission of blind-spot warning is a crime. Can’t say it any other way. The lane departure warning system is as good as the Volvo we just bought and better than the BMW I sold. The cruise control works well, I believe, and I use it almost every day without issues.
The Driving Experience
The R-Spec is a large, safe four-door premium sedan that is quick, fast, and handles better than most. It is truly a value leader IMHO, and for $20-45K less than some of the cars we are tempted to compare it to, will deliver 90% of the satisfaction and practically none of the negative drama many of those cars deliver. It is NOT a sports car, sports sedan, or pure luxury car in the full sense; however you will often feel like you are in a luxury car.
Hushed, is the best word I know to describe the interior. There is practically no wind noise around the mirrors, and, other than some road noise from the tires, all you really hear is the occasional muted snarl caused by an encouraging right foot. Some days, I think it’s a little too muted. Once again, “sleeper” comes to mind.
Lighting in general is excellent, and the headlights in particular are just about as good as it gets. All driver controls work without fanfare.
The steering is electro-hydraulic, like my 5-Series was, and frankly the feel is very similar. It is good enough for me. Cornering is quite good for a big car, and I occasionally surprise myself on how fast I can take turns and ramps without either me or the tires shrieking. The biggest disappointments are not taking place outside the car, but inside the car with the Greyhound Bus front seats and the so-so steering wheel. I do not crave fast corning. However, I do crave excellent road control, accident avoidance, and the ability to place the car exactly where I want it on the road. The R-Spec delivers all that in spades.
The brakes are one of the car’s strongest handling features, being virtually 100% linear on the pedal effort to braking effectiveness scale. Although I have not tested for brake fade, I suspect the ceramic pads and generous brake mass are more than enough for the car’s weight. Two different mind-bending high-speed panic stops to avoid deer were good indicators of the car’s braking effectiveness and the front end suspension design. I’ll say the brakes and suspension have come a long way from the original pre-production 4.6 I drove in 2008. This is a car I can drive with complete confidence under adverse conditions. Adverse conditions here include snow, which I adjusted to driving this car in quickly.
The engine’s already outstanding performance seems to keep improving as it becomes more broken in. The car never seems to run out of breath, and the power keeps on coming in a way that leads me to believe the torque curve is somewhat flatter than it actually is documented to be. Throttle response (ok, I know it’s not really a throttle) seems to have improved with more miles. For a big sedan, it is the closest thing to my MB 6.9 in the way that it says, “Get out of my way!”
The transmission is an anomaly. Left in automatic, it always seems to know the right gear at the right time, and it is smooth and relatively quick enough in the way it shifts. I have not experienced any hesitation or indecisiveness in selecting which gear it needs to be in. However, manual mode is totally useless unless you are driving down a mountain road and can leave it in 5th or some other gear to give you control. Shifting it manually would be like getting Obama’s head on Mt. Rushmore. Paddles would be equally useless unless they completely redesigned the software. And while they're doing that software upgrade (haha) they should make the ECO mode useful with an adjustment to the ECU and transmission shift points. All this said, I just don’t care because, left in automatic mode, it’s just about perfect for me.
Gas mileage has been superb. The worst tank of city driving has yielded 15.5 mpg; average city is 18.5 or so, mixed 20 or 21, and pure highway with cruise at 65 (in Wisconsin where they hate Minnesota drivers) I’ll get 29.5 or better.
Would I buy this car again? Yes! Do I miss the BMW? No!
Pictures will be up when I can clean this thing up!
