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What more needs to be said? This car is going to be a serious competitor.....
http://www.motortrend.com/roadtests/sedans/112_0810_2009_hyundai_genesis_first_test/index.html
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Not only does the 4.6-liter Tau feature advanced technology and materials-aluminum block and heads, stainless-steel exhaust manifold, iridium double-tipped spark plugs, two-step variable induction system, and dual continuously variable valve timing-but it also boasts a green ULEV-II emission rating and more horsepower per liter (82) than all of the aforementioned competitors. Unfortunately for the Genesis's rivals, the outlook doesn't appear any rosier. "We already have a 5.0-liter direct-injected version on the horizon that'll produce well over 400 horses," says Krafcik, "and we're considering forced-induction as well."
"The Genesis costs barely more than the original 1990 LS 400." If Lexus isn't nervous, it should be. Sure, the Genesis lacks some of the exquisiteness and attention to detail of the LS, whose interior stitching and real wood trim, for instance, are a step above, but the Lexus costs nearly twice as much. That's a huge discrepancy in price for a minor disparity in excellence-ideal for Hyundai, not so much for Lexus. Still, prospective Lexus buyers aren't apt to suddenly cross-shop the Genesis, although they should, given its near-identical driving experience and projected three-year residual value, which, according to Automotive Lease Guide, ranks above that of the BMW 550i, Infiniti M45, Lexus GS 460, and Mercedes E550.
In fact, with 0-to-60 and quarter-mile runs of 5.5 seconds and 14.0 at 103.7 mph, respectively, the Genesis is quicker than most of the vehicles within its competitive and image sets, including the Infiniti M45, the Lexus GS 460, and the Hemi-fied 300C. The only quicker automatic-equipped sedans that we've tested and Hyundai targeted are the 6.0-liter Pontiac G8 GT (5.3, 13.8 at 102.3) and the 5.5-liter Mercedes-Benz E550 (4.8, 13.4 at 105.3). Not bad for a Hyundai? Not bad for any V-8-powered four-door.
Yes, the Hyundai is devoid of the BMW's ultra-sharp steering, flat cornering, and immense grip -- if the two participated in "Dancing with the Stars," the BMW would be the seasoned instructor, the Hyundai the awkward student. On the flip side, the Genesis is more serene and relaxed for everyday duties, able to eschew the Bimmer's busy, stiff ride and sometimes nervous road manners. This is not to say the Hyundai doesn't relish a twisty road. With a 53/47 front/rear weight distribution, the Genesis delivers excellent balance and impressive grip (certainly considering it doesn't wear summer tires), circling the figure eight in 27.4 seconds at 0.64 g and the skidpad at 0.87 g.
Perhaps the most striking similarity between the Genesis and the E550 is the sense of solidity. Shut the doors, and the body emits nary a quiver. Aggressively accelerate through a sharp curve, and the structure avoids flex like a Kevlar baseball bat.
While the V-8-motivated 4.6 is the considerably quicker of the two, the 3.8 is no slouch, with 290 horsepower and 264 pound-feet serving up 0 to 60 in 6.3 seconds and the quarter mile in 14.8 at 95.1 mph. For context, our long-term 2008 Cadillac CTS 3.6L DI, Motor Trend's 2008 Car of the Year, provides similar stats -- 304 horsepower, 273 pound-feet, 0 to 60 in 6.3, the quarter mile in 14.8 at 95.6-but carries a base price of over $3000 more. Plus, the Genesis 3.8 sips less fuel than the direct-injected Caddy -- 18/27 versus 17/26.
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In price, the Genesis 4.6 is closest to the V-6-powered Lexus ES 350.
In performance? Most akin to the GS 460 pictured here.
And in size and feel, it most closely mimics the flagship LS 460.
http://www.motortrend.com/roadtests/sedans/112_0810_2009_hyundai_genesis_first_test/index.html
Not only does the 4.6-liter Tau feature advanced technology and materials-aluminum block and heads, stainless-steel exhaust manifold, iridium double-tipped spark plugs, two-step variable induction system, and dual continuously variable valve timing-but it also boasts a green ULEV-II emission rating and more horsepower per liter (82) than all of the aforementioned competitors. Unfortunately for the Genesis's rivals, the outlook doesn't appear any rosier. "We already have a 5.0-liter direct-injected version on the horizon that'll produce well over 400 horses," says Krafcik, "and we're considering forced-induction as well."
"The Genesis costs barely more than the original 1990 LS 400." If Lexus isn't nervous, it should be. Sure, the Genesis lacks some of the exquisiteness and attention to detail of the LS, whose interior stitching and real wood trim, for instance, are a step above, but the Lexus costs nearly twice as much. That's a huge discrepancy in price for a minor disparity in excellence-ideal for Hyundai, not so much for Lexus. Still, prospective Lexus buyers aren't apt to suddenly cross-shop the Genesis, although they should, given its near-identical driving experience and projected three-year residual value, which, according to Automotive Lease Guide, ranks above that of the BMW 550i, Infiniti M45, Lexus GS 460, and Mercedes E550.
In fact, with 0-to-60 and quarter-mile runs of 5.5 seconds and 14.0 at 103.7 mph, respectively, the Genesis is quicker than most of the vehicles within its competitive and image sets, including the Infiniti M45, the Lexus GS 460, and the Hemi-fied 300C. The only quicker automatic-equipped sedans that we've tested and Hyundai targeted are the 6.0-liter Pontiac G8 GT (5.3, 13.8 at 102.3) and the 5.5-liter Mercedes-Benz E550 (4.8, 13.4 at 105.3). Not bad for a Hyundai? Not bad for any V-8-powered four-door.
Yes, the Hyundai is devoid of the BMW's ultra-sharp steering, flat cornering, and immense grip -- if the two participated in "Dancing with the Stars," the BMW would be the seasoned instructor, the Hyundai the awkward student. On the flip side, the Genesis is more serene and relaxed for everyday duties, able to eschew the Bimmer's busy, stiff ride and sometimes nervous road manners. This is not to say the Hyundai doesn't relish a twisty road. With a 53/47 front/rear weight distribution, the Genesis delivers excellent balance and impressive grip (certainly considering it doesn't wear summer tires), circling the figure eight in 27.4 seconds at 0.64 g and the skidpad at 0.87 g.
Perhaps the most striking similarity between the Genesis and the E550 is the sense of solidity. Shut the doors, and the body emits nary a quiver. Aggressively accelerate through a sharp curve, and the structure avoids flex like a Kevlar baseball bat.
While the V-8-motivated 4.6 is the considerably quicker of the two, the 3.8 is no slouch, with 290 horsepower and 264 pound-feet serving up 0 to 60 in 6.3 seconds and the quarter mile in 14.8 at 95.1 mph. For context, our long-term 2008 Cadillac CTS 3.6L DI, Motor Trend's 2008 Car of the Year, provides similar stats -- 304 horsepower, 273 pound-feet, 0 to 60 in 6.3, the quarter mile in 14.8 at 95.6-but carries a base price of over $3000 more. Plus, the Genesis 3.8 sips less fuel than the direct-injected Caddy -- 18/27 versus 17/26.
In price, the Genesis 4.6 is closest to the V-6-powered Lexus ES 350.
In performance? Most akin to the GS 460 pictured here.
And in size and feel, it most closely mimics the flagship LS 460.
( I'm kidding. But 5.5 seconds and 14 seconds isn't bad at all. That beats the best-in-midsize-class Camry V6 by 0.6 seconds, and the Genesis is much bigger inside too. Until the G8 GT came out, GM had no RWD sedan below the CTS-V that could do better! )
