Along the way, the Lambda 3.8L remains amazingly composed with minimal vibration transmitted to the steering
wheel.
Any clatter underhood is well-isolated from the cabin, which is no small accomplishment for Hyundai considering the NVH shortcomings associated with its direct-injection 2.4L 4-cyl. in the relatively new Sonata.
It helps that power is conveyed smoothly and efficiently to the wheels via the auto maker’s first internally developed 8-speed automatic transmission from South Korea, aided by an enhanced torque converter with lock-up capability.
Whether toggling through gears manually (using Shiftronic) or in automatic mode, the steps are precise and clean. No paddle shifters are available with the V-6.
When it’s time to pass, open the throttle wide while cruising along in seventh or eighth gear and the transmission kicks down a full four gears. The engine howls in approval as the Genesis bolts forward.
An aluminum carrier and plastic oil plan underneath make the new transmission lighter.
The 3.8L’s torque peak of 291 lb.-ft. arrives on the high side – at 5,100 rpm, while the previous peak of 264 lb.-ft. came in earlier, at 4,500 rpm.
In between the R-Spec and the 3.8L in the sedan will be a smaller 385-hp 4.6L Tau V-8.
The mix is expected to remain 65% V-6 and 35% V-8.
Whether the 4.6L V-8 stays in the portfolio much longer remains in doubt. Hyundai already announced it will drop the 4.6L in the Equus flagship sedan, leaving the 5.0L Tau as its sole engine.
Don’t be surprised if the 4.6L disappears from the Genesis range, as well, within the next few years. In that application, the 5.0L Tau could be offered both in high-output and detuned versions, Hyundai insiders say.
Through June, Genesis sales totaled 15,454, up 19.9% from like-2010, which places it eighth in a field of 25 vehicles in Ward’s Lower Luxury car segment.
John Krafcik, president and CEO of Hyundai Motor America, says he
expects Genesis sales this year to surpass the 30,000-unit threshold easily.
