Simonwpb
Been here awhile...
Although there are some nice things said, check out these comments...
The Genesis is Hyundai’s first heavyweight contender, but it fails to throw a knockout punch because of unexceptional fuel economy, derivative styling and cumbersome controls for its optional navigation and audio systems.
...it lacks the clear-cut price advantage that’s been the other half of Hyundai’s formula for success, unless you compare it with luxury models like the Lexus LS and GS.
The Genesis has some great stuff in it, but while it’s a major step away from the discount rack for Hyundai, it is in most ways an unexceptional car.
http://www.ajc.com/services/content/ajccars/content/stories/2009/01/03/hyundai_car_review.html
Hyundai’s Genesis loaded, but settles in middle of large-sedan pack
By MARK PHELAN
Detroit Free Press
Saturday, January 03, 2009
If you can’t build a great car, build a car with a lot of great stuff in it.
That strategy has served Hyundai well. The South Korean automaker has grown from a bargain-basement brand into a global player by packing its vehicles with more features and selling them at a lower price than the competition.
That “if not better, more” philosophy is on display in the 2009 Genesis, the biggest, most powerful and best-equipped car the automaker has ever offered in the United States.
The rear-wheel drive Genesis raises Hyundai’s game with a long list of features and a beautifully designed and carefully trimmed interior. Luxury brands like BMW, Cadillac, Infiniti, Lexus, Lincoln and Mercedes-Benz would be proud to offer the Genesis’ lovely and spacious passenger compartment.
On all those fronts, the Genesis constitutes a major leap for Hyundai, but the big car still lands in the middle of the pack of large sedans priced from the upper $20,000s to low $40,000s.
The look and feel of the interior is the Genesis’ only clear win as it competes with models ranging from the sporty Chrysler 300C and Pontiac G8 to the practical Ford Taurus and Toyota Avalon.
The Genesis is Hyundai’s first heavyweight contender, but it fails to throw a knockout punch because of unexceptional fuel economy, derivative styling and cumbersome controls for its optional navigation and audio systems.
Genesis prices, like its upscale interior and rear-drive layout, set a new standard for Hyundai. A base 2009 Genesis 3.8 powered by a 290-horsepower 3.8-liter V6 costs $32,250. The top-of-the-line $37,250 Genesis 4.6 offers the first V8 Hyundai has sold in the United States, a powerful 4.6-liter 368-horsepower engine. Both models come with standard six-speed automatic transmissions. The V6 gets an Aisin gearbox, while the V8 comes with a ZF transmission.
I tested nicely equipped versions of both cars: a $35,250 3.8 and $41,250 4.6. I had more time to drive the 4.6, so this review focuses on that model. All prices exclude destination charges.
While most automakers have turned to rear-wheel drive platforms to produce sporty performance sedans with precise handling, Hyundai harked back to the soft-riding days of Buick and Lexus for the Genesis’ handling. The suspension cushions bumps as the Genesis floats down the road in old-style comfort other brands have abandoned as they chase BMW-style performance chic. The downside is a tendency to body roll that discourages enthusiastic driving.
The interior is remarkably quiet, free of vibration, wind and road noise. The Genesis’ cab offers a level of isolation that matches the silence of a Lexus LS.
The powertrains are tuned for confident passing and highway cruising. Acceleration is less invigorating than the horsepower figures might lead you to expect, because the engines produce less torque or peak at higher rpm than the Chrysler 300 or Pontiac G8.
Hyundai’s V6 and V8 engines both run on regular fuel, but the company recommends premium for maximum power from the V8. The increased output of eight horsepower — to 375 — and 9 pound-feet of torque — to 333 — probably won’t strike most drivers as worth the additional cost.
A likely fuel economy penalty for running regular in the V8 may be more noticeable.
The EPA rated the Genesis’ fuel economy ratings at 18 mpg city/27 mpg highway for the V6 and 17 mpg city/25 mpg highway for the V8. The EPA used premium fuel when it tested the V8. Drivers who choose to run regular can probably expect some deterioration in fuel economy. That usually happens in engines that are tuned for maximum performance with premium gasoline.
For comparison, the 300, G8, Taurus and Avalon all passed EPA muster with regular gas. The front-drive Taurus and Avalon V6 models got EPA ratings of 18 mpg city/28 highway and 19 city/28 highway, respectively.
V8 models of the 300 and G8 achieved EPA ratings of 16 city/25 highway and 15 city/24 highway, respectively.
The net effect is that running premium fuel in a V8 Genesis will add $131 to $213 to your annual fuel bill compared with driving a 300C or G8 GT, according to the EPA’s calculations.
The look and feel of the big Hyundai’s interior is first-class all the way.
Every surface is either padded soft-touch trim or tastefully applied wood or brightwork. A strip of warm chocolate brown leather across the center of the instrument panel — where most automakers would place a strip of wood — in the V8 I tested was especially appealing.
The gauges are clear and easy to read, and the climate controls are simple. A round control knob for navigation and audio systems in the V8 I tested required too many steps to perform some basic tasks, however. The navigation system had a big, clear display, but was poorly integrated with the audio system, refusing to show what disc, song or iPod track was playing when the map was displayed.
The optional audio system is excellent. Hyundai says the Genesis is the only car other than Rolls-Royce with an audio system by Lexicon. Sound clarity was exemplary, and the 528 available watts are more than sufficient.
Passenger room is a generous 109.4 cubic feet. The trunk checks in at 15.9 cubic feet. The passenger compartment tops the 300, Avalon, G8 and Taurus. The Genesis’ trunk size trails the G8 and Taurus, but is larger than the 300 and Avalon.
I found the Genesis’ exterior styling to be derivative. From its Mercedes-style grille and Lexus-like fenders to a BMW-type C-roofline and trunk, the car does not make a visual statement to support its aspirations to change Hyundai’s image.
The Genesis follows Hyundai’s successful pattern of offering a lot — a lot of room, and a lot of features. However, it lacks the clear-cut price advantage that’s been the other half of Hyundai’s formula for success, unless you compare it with luxury models like the Lexus LS and GS.
I used Edmunds.com to price a Chrysler 300C equipped similarly to the Genesis V8 I tested. The 300C totaled $42,315 — or $1,065 more than the Hyundai. The Genesis had some features you can’t get on the 300, like a rear camera for parking.
A $1,000 price differential and some added features is a clear difference maker in the $11,000 to $25,000 price range where Hyundai has traditionally played. It becomes less compelling in a $40,000-plus sedan with unexceptional looks and a taste for premium fuel.
The Genesis has some great stuff in it, but while it’s a major step away from the discount rack for Hyundai, it is in most ways an unexceptional car.
The Genesis is Hyundai’s first heavyweight contender, but it fails to throw a knockout punch because of unexceptional fuel economy, derivative styling and cumbersome controls for its optional navigation and audio systems.
...it lacks the clear-cut price advantage that’s been the other half of Hyundai’s formula for success, unless you compare it with luxury models like the Lexus LS and GS.
The Genesis has some great stuff in it, but while it’s a major step away from the discount rack for Hyundai, it is in most ways an unexceptional car.
http://www.ajc.com/services/content/ajccars/content/stories/2009/01/03/hyundai_car_review.html
Hyundai’s Genesis loaded, but settles in middle of large-sedan pack
By MARK PHELAN
Detroit Free Press
Saturday, January 03, 2009
If you can’t build a great car, build a car with a lot of great stuff in it.
That strategy has served Hyundai well. The South Korean automaker has grown from a bargain-basement brand into a global player by packing its vehicles with more features and selling them at a lower price than the competition.
That “if not better, more” philosophy is on display in the 2009 Genesis, the biggest, most powerful and best-equipped car the automaker has ever offered in the United States.
The rear-wheel drive Genesis raises Hyundai’s game with a long list of features and a beautifully designed and carefully trimmed interior. Luxury brands like BMW, Cadillac, Infiniti, Lexus, Lincoln and Mercedes-Benz would be proud to offer the Genesis’ lovely and spacious passenger compartment.
On all those fronts, the Genesis constitutes a major leap for Hyundai, but the big car still lands in the middle of the pack of large sedans priced from the upper $20,000s to low $40,000s.
The look and feel of the interior is the Genesis’ only clear win as it competes with models ranging from the sporty Chrysler 300C and Pontiac G8 to the practical Ford Taurus and Toyota Avalon.
The Genesis is Hyundai’s first heavyweight contender, but it fails to throw a knockout punch because of unexceptional fuel economy, derivative styling and cumbersome controls for its optional navigation and audio systems.
Genesis prices, like its upscale interior and rear-drive layout, set a new standard for Hyundai. A base 2009 Genesis 3.8 powered by a 290-horsepower 3.8-liter V6 costs $32,250. The top-of-the-line $37,250 Genesis 4.6 offers the first V8 Hyundai has sold in the United States, a powerful 4.6-liter 368-horsepower engine. Both models come with standard six-speed automatic transmissions. The V6 gets an Aisin gearbox, while the V8 comes with a ZF transmission.
I tested nicely equipped versions of both cars: a $35,250 3.8 and $41,250 4.6. I had more time to drive the 4.6, so this review focuses on that model. All prices exclude destination charges.
While most automakers have turned to rear-wheel drive platforms to produce sporty performance sedans with precise handling, Hyundai harked back to the soft-riding days of Buick and Lexus for the Genesis’ handling. The suspension cushions bumps as the Genesis floats down the road in old-style comfort other brands have abandoned as they chase BMW-style performance chic. The downside is a tendency to body roll that discourages enthusiastic driving.
The interior is remarkably quiet, free of vibration, wind and road noise. The Genesis’ cab offers a level of isolation that matches the silence of a Lexus LS.
The powertrains are tuned for confident passing and highway cruising. Acceleration is less invigorating than the horsepower figures might lead you to expect, because the engines produce less torque or peak at higher rpm than the Chrysler 300 or Pontiac G8.
Hyundai’s V6 and V8 engines both run on regular fuel, but the company recommends premium for maximum power from the V8. The increased output of eight horsepower — to 375 — and 9 pound-feet of torque — to 333 — probably won’t strike most drivers as worth the additional cost.
A likely fuel economy penalty for running regular in the V8 may be more noticeable.
The EPA rated the Genesis’ fuel economy ratings at 18 mpg city/27 mpg highway for the V6 and 17 mpg city/25 mpg highway for the V8. The EPA used premium fuel when it tested the V8. Drivers who choose to run regular can probably expect some deterioration in fuel economy. That usually happens in engines that are tuned for maximum performance with premium gasoline.
For comparison, the 300, G8, Taurus and Avalon all passed EPA muster with regular gas. The front-drive Taurus and Avalon V6 models got EPA ratings of 18 mpg city/28 highway and 19 city/28 highway, respectively.
V8 models of the 300 and G8 achieved EPA ratings of 16 city/25 highway and 15 city/24 highway, respectively.
The net effect is that running premium fuel in a V8 Genesis will add $131 to $213 to your annual fuel bill compared with driving a 300C or G8 GT, according to the EPA’s calculations.
The look and feel of the big Hyundai’s interior is first-class all the way.
Every surface is either padded soft-touch trim or tastefully applied wood or brightwork. A strip of warm chocolate brown leather across the center of the instrument panel — where most automakers would place a strip of wood — in the V8 I tested was especially appealing.
The gauges are clear and easy to read, and the climate controls are simple. A round control knob for navigation and audio systems in the V8 I tested required too many steps to perform some basic tasks, however. The navigation system had a big, clear display, but was poorly integrated with the audio system, refusing to show what disc, song or iPod track was playing when the map was displayed.
The optional audio system is excellent. Hyundai says the Genesis is the only car other than Rolls-Royce with an audio system by Lexicon. Sound clarity was exemplary, and the 528 available watts are more than sufficient.
Passenger room is a generous 109.4 cubic feet. The trunk checks in at 15.9 cubic feet. The passenger compartment tops the 300, Avalon, G8 and Taurus. The Genesis’ trunk size trails the G8 and Taurus, but is larger than the 300 and Avalon.
I found the Genesis’ exterior styling to be derivative. From its Mercedes-style grille and Lexus-like fenders to a BMW-type C-roofline and trunk, the car does not make a visual statement to support its aspirations to change Hyundai’s image.
The Genesis follows Hyundai’s successful pattern of offering a lot — a lot of room, and a lot of features. However, it lacks the clear-cut price advantage that’s been the other half of Hyundai’s formula for success, unless you compare it with luxury models like the Lexus LS and GS.
I used Edmunds.com to price a Chrysler 300C equipped similarly to the Genesis V8 I tested. The 300C totaled $42,315 — or $1,065 more than the Hyundai. The Genesis had some features you can’t get on the 300, like a rear camera for parking.
A $1,000 price differential and some added features is a clear difference maker in the $11,000 to $25,000 price range where Hyundai has traditionally played. It becomes less compelling in a $40,000-plus sedan with unexceptional looks and a taste for premium fuel.
The Genesis has some great stuff in it, but while it’s a major step away from the discount rack for Hyundai, it is in most ways an unexceptional car.
