The Hyundai Genesis is a real fooler. This is the South Korean automaker's first car with a V-8 and rear-wheel drive and is an assault on luxury and near-luxury sedans from Japan, Europe and America.
From Hyundai, you say? Yes, and why not? Cars such as its mid-size Azera show that Hyundai has come a long way since the 1980s, just as Toyota has done since offering its almost comical 1959 Toyopet in America.
2009 Hyundai Genesis
Prices: $33,000-$38,000
Likes: Slick styling. Roomy. Luxurious. Very fast with V-8. Balanced rear-drive handling. Decent economy. Well-equipped.,Competitively priced.
Dislikes: Artificial steering feel. Jerky ride on substandard roads. Resale value unknown.
Lexus stole customers from Mercedes, BMW and other luxury car producers right off the bat in 1990 by offering a lower priced model that had most features of rivals and good doses of refinement and dealer service. Hyundai is attempting to do about the same thing with its Genesis.
People who looked at the Genesis first said to me, "This is a Hyundai?" But then most added, "Well, why not?" All who took a ride agreed that the Genesis looked and drove like a genuine luxury car.
The Genesis competes against models such as the Cadillac CTS, Lexus ES and Chrysler 300. But Hyundai says it "benchmarked" cars such as the Mercedes-Benz E-Class, BMW 5-Series, Infiniti M and Lexus GS when developing the Genesis.
The 290-horsepower V-6 model lists at $32,250, while the $37,250 model has a smooth, sophisticated V-8 that provides 375 horsepower with premium-grade fuel and 368 horsepower using unleaded gasoline.
The new Hyundai is a big, roomy car that looks the part of a luxury sedan, inside and out. It has as many comfort, convenience and electronic features as any car in its class, including heated front leather-covered power seats. Safety items include electronic stability control, eight air bags and electronic active head restraints.
The V-6 model has a Premium option package that contains leather-wrapped dash and door trim inserts, power sunroof and a 14-speaker surround sound system, while a Premium Plus package includes 18-inch alloy wheels, navigation system and front/rear parking assistance.
The Genesis V-8 I tested had all that equipment, besides a Technology package that contains a 17-speaker sound system, cooled driver's seat and a rear backup warning camera. However, the package raised the price to $42,000, including a $750 freight charge.
Signs of cost-cutting include sheathed hinges for the trunk lid, instead of smoother hydraulic struts, and a cheap-looking interior covers for that lid. At least the hood raises on a strut -- a prop rod would be an insult.
The Genesis has the first V-8 developed by Hyundai since it began making engines of its own design 17 years ago. The V-8 reportedly took four years and $260 million to develop.
The 3.8-liter V-6 is no slouch, whisking the car from 0-60 mph in 6.2 seconds, while the 4.6-liter V-8 makes that journey in just 5.7 seconds. Most Genesis buyers are expected to get the V-6, although the V-8 provides impressively strong linear acceleration well past 85 mph. The V-8 model reportedly can hit 150 mph, and the V-6 version should be good for at least 130 mph.
The Genesis weighs 3,748 pounds with the V-6 and 4,012 pounds with the V-8. But, despite its size, weight and power, the car delivers a decent, EPA-estimated 18 mpg in the city and 28 on highways with the V-6 and 17 and 25 with the V-8. Both engines work with a responsive six-speed automatic transmission with a manual-shift feature.
Hyundai offers the Genesis with a 3.3-liter, 264-horsepower V-6 in other world markets. It provides 19 mpg city and 27 highway, but Hyundai decided not to confuse American buyers with too many engine choices during the car's initial sales here. A Hyundai spokesman said the 3.3 V-6 might be offered here in the spring.
The Genesis' rear-drive setup provides balanced handling not provided by nose-heavy front-wheel-drive cars. Handling is pretty good -- probably a lot better than some might expect -- helped by an advanced suspension. But the Genesis isn't meant to be a sports sedan. For instance, my test car's steering, despite proper tire inflation, was quick but felt rather numb.
The suspension provides a smooth ride on most roads, but rough suburban roads cause it to become jerky. Hyundai was criticized in South Korea for making the suspension too soft, so it stiffened it up about 10 percent for the U.S. market for better body control on rough roads. Driven harder than most Genesis drivers ever will push it, the car exhibits understeer -- or front-end "push" through curves.
Powerful anti-lock brakes with electronic brake force distribution and a brake assist feature provide fast, sure stops.
Large door handles and wide-opening doors make it easy to enter the front and rear, and the big, comfortable front bucket seats provide fairly good side support. Backlit gauges are easy to read in bright sunlight. Double-pane glass and gobs of sound insulation allow a church-quiet interior. Audio and climate controls are easy to use, as are steering wheel controls and the knob in the front console that governs audio, navigation and other functions. Dual covered front console cupholders are nicely placed, but there isn't a lot of interior cargo room despite pockets in all doors.
The rear seat is comfortable for two, with a stiff center area best left to the large pull-down armrest that contains dual cupholders. Back side windows roll down all the way.
The huge trunk has a low, wide opening, but the indented area to help pull its lid down is awkward to use because it's too far forward.
The Genesis is a solid, value-priced luxury car. Hyundai expects to sell about 30,000 annually in America. It will be interesting to see how it does. Resale value is unknown at this point. And how much will the Genesis represent money and success?
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