Hyundai might be aiming this
second-generation Genesis
sedan directly at the Mercedes-Benz E-class. And it might plagiarize from
another European luxury carmaker, Audi (see its tailpipes, interior trim, and
grille). But what Hyundai
has actually built here is the spiritual successor to the first Lexus LS400.
That’s especially true of the rear-drive, V-8–powered Ultimate version we’ve
just tested.
We mean that as a
compliment, by the way. Yes, the new Genesis is more car than the
25-year-old Lexus in every possible way. It’s larger, quicker, much more
powerful, 661 pounds heavier, and a little thirstier. But its calm, quiet
demeanor is spot on. The Genesis’s
baby-butt-smooth 5.0-liter V-8 reminds us that, while luxury carmakers are
abandoning V-8s in favor of forced-induction six-cylinder engines, the
bent-eight remains the configuration of choice for those who prioritize silken
operation. The engine teams with an eight-speed automatic to deliver a
seemingly frictionless propulsion system.
Don’t take the
powertrain’s hairlessness to mean it’s wimpy. The 420-hp engine hustles the
4601-pound Genesis to 60 mph in 5.0 seconds and on through the quarter-mile in
13.6 seconds at 105 mph. That’s about a half-second behind the Mercedes E550
4MATIC in both measures, but that Benz is a rocket ship—one that will be replaced
by a turbo V-6–powered car this fall. The 19-inch Hankooks help produce solid
braking (from 70 mph in 167 feet) and roadholding (0.86 g) results. Our decibel
meter says that the Genesis
is quieter at idle (39 dBA) and at a 70-mph cruise (70 dBA) than the
impressively serene Mercedes.
Surely, though, just
as in aspirational Hyundais
and Kias before it, the Genesis’s chassis systems reveal the car’s second-tier
status, right? Nope, not this time. With some suspension-tuning help from Lotus
Engineering, the Genesis is surprisingly well balanced. The body’s motions are
disciplined, displaying none of the floppiness of the Kia K900, which sits on
the current Hyundai
Equus platform. Wheel-impact quality and overall ride stability are an order of
magnitude better than in the first Genesis.
And compared with the
handling prowess of its predecessor, well, this car actually has handling
prowess. We were cruising at a comfortably elevated pace on an empty expressway
when we hopped off at an exit with an unexpectedly tight right-left feature.
Not only was the Genesis
unruffled by the experience, but we actually had fun ushering the big boy
through this passage. Fun. In a Hyundai
luxury car. Didn’t see that coming.
The spirited zing is
partly due to steering that feels as if it were tuned by the same people who
did the suspension. It is linear in its response and has a modicum of feel
while isolating your mitts from bad vibrations.
While the interior
fittings aren’t quite up to the standard set by the best from Europe, the
cabin’s overall design and function vault the new Genesis out
of the near-luxury ghetto. The big navigation and information screen is crisp
and bright and easy to, um, navigate. The seats are cushy but supportive; our
example had cream-colored leather that, along with the medium-blue exterior,
gave the thing a pleasantly but not oppressively nautical feel. Rear-seat room
is generous, and the bench is nicely formed with a supportive bottom cushion.
Our only minor quibble is with the start-up/shut-down jingle that the car makes
as a sort of salutation to the driver. It sounds
conspicuously—distressingly—like those soothing tones played at the end of
NBC’s The More You Know public-service announcements.
We suppose that for
more than $50,000, the Genesis
5.0 should be good. Ours, with the Ultimate package, had a head-up display,
big-screen navigation, a Lexicon sound system, electronic dampers, power
trunklid, and something called Dual-Mode Vent Control. That brought the price
to $55,700. Hyundai
believes that most buyers will choose V-6–powered cars, which are available
with either rear- or four-wheel drive. Those start as low as $38,950. Still, if
you want the full neo–Lexus LS400 rolling-bank-vault experience, get the V-8.
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