2015 Hyundai Genesis Sedan: First Drive


The 2015 Hyundai Genesis is a comprehensive redesign of the luxury car that won’;s initial-ever Ideal of award in 2009. My daylong drive of V-6 and V-8 versions of the total-size sedan proved the Genesis expenses closer to the heels of far more pricey rivals, but it really is not without its shortcomings.

2015 Hyundai Genesis Photograph Gallery (24 Pictures)

As before, the Genesis is technically complete dimension, but Hyundai positions it against nominally midsize sedans like the BMW 5 Series, Cadillac CTS, Mercedes-Benz E-Class and Lexus GS 350 — and rates it to undercut them all. As we’;ve reported, the base Genesis 3.8 (named for its 3.8-liter V-6) begins at $ 38,950, such as the destination charge. This cost beats the most reasonably priced of the above competitors and the Jaguar XF and Infiniti Q70 as properly, by anyplace from $ 7,075 (Cadillac CTS 2.0L) to $ 13,375 (Mercedes E250 Bluetec). Like the other people, the Genesis now provides all-wheel drive with the V-6, along with rear-wheel drive with either engine.


My overpowering impression is that the 3.8 is a better auto than the V-8-powered 5. ($ 52,450). Although it boasts 420 horsepower, the 5.-liter V-8 by no means felt like it was hustling the vehicle and pressing me into the seat like its V-8 competitors do. The 3.8, however it really is rated 311 hp, has 293 lbs-feet of torque versus 383 pounds-feet in the V-8, and it feels like it meets expectations greater for a V-6 vehicle — even with the added fat of all-wheel drive. The Genesis’; estimated mileage — 22 mpg combined for the rear-drive 3.8, 19 mpg combined for the all-wheel-drive 3.8 and 18 mpg for the 5. — trails most rivals.

Also contrary to typical expertise, the 8-velocity automated transmission behaves far better with the significantly less strong engine, exhibiting significantly less hesitation when shifting down for passing electrical power. The V-6 even sounds much better than the V-8, yet again turning expectations upside down. It is not that the V-8 sounds negative, but it is clearly tuned for quiet rather than a performance sound.

The hushed V-8 tends to make the 5. even more exceptionally quiet than the 3.8, which apart from the engine sound itself is equally vaultlike both in its noise level and rigidity. Hyundai claims much better structural rigidity ratings than competitors, and it feels that way on the road.

In the 5., equipped with 19-inch wheels, the predominant sound was the occasional thrum and pitter-patter of tires on the mainly wholesome pavement close to Phoenix. At higher speeds and in strong crosswinds there was some wind noise about the A-pillars, but my impression was it stood out only due to the fact of the all round quietness. The standard 18-inch wheels on the 3.8 sounded a tiny quieter in excess of growth joints and this kind of but louder on coarse pavement.

The ride high quality is also great in the 2 vehicles, but it is definitely better in the 5. with optional adaptive shock absorbers, a new addition to the model. Between the quiet, comfortable ride and seats, I ended a day of driving virtually 300 miles with no fatigue.

Regrettably, the suspension’;s firmness setting adjustments only with the general driving mode of Normal, Eco or Sport. These modes also impact the transmission conduct, accelerator response and power-steering assist degree. I’;d much desire independent manage of some or all of these systems, or at minimum a configurable umbrella mode that lets me choose the settings that suit me, as Audi and some others do.

Similarly, the Genesis adds high-tech energetic-security options like forward collision warning with autonomous braking, lane keep help and blind spot warning with an enhancement named Lane Change Help that “appears” farther behind the auto than the standard technique of this variety “to assist detect automobiles approaching towards its rear side at large speeds, specifically during larger-pace driving,” as Hyundai describes it. Regrettably, in my experience this only provided far more pointless alerts in the course of lane-alter maneuvers: Following passing other autos at a significant pace differential, when I signaled to pull into their lane, Lane Modify Aid would beep away. The function should be wise adequate to know I’;m pulling away from the other automobile and not pester me. The lane-associated features also make use of a vibrating steering-wheel alert. I like tactile warnings simply because they decrease all the beeping, but vibey steering by no means proves efficient in my view. All in all, new characteristics are very good, but execution matters.


In that vein, the Genesis now provides a head-up display that exhibits a wealth of details on the windshield ahead of the driver, but it vanishes completely if you wear polarized sunglasses. Although this is a typical disadvantage of these displays, I have not too long ago driven 2 GM vehicles that had licked the dilemma.


Though the car is comfortable general, I’;d like to see much more headroom in the backseat. At 6 feet tall, I was fine, but the roof curls down closer to the doors and was a problem for taller passengers, at least when getting in and out. Although the optional panoramic moonroof diminishes front headroom, the dimension remains the same in the backseat regardless of whether the moonroof option is there or not. As for legroom, my knees cleared the front seatbacks by a healthful margin, but the seat sits fairly shut to the floor, which raised my knees a lot more than I would like. Foot room underneath the front seats for stretching one’;s legs forward is only so-so, and the center floor hump is substantial, a frequent shortcoming in rear-drive sedans.


One of the Genesis’; substantial factors is its multimedia and handle system, which commences with a generously sized 8-inch touch-screen and normal navigation and can be upgraded to a stellar large-definition 9.2-inch touch-display. The optional screen’;s dimension is just fantastic, bigger than Chrysler vehicles’; 74-inch Uconnect show. It combines my favored interface, a touch-display, with a effectively-positioned multifunction knob effortlessly in reach on the center console for folks who choose that signifies of handle. Even greater, there isn’;t a single capacitive touch-sensitive panel in the vehicle. All genuine mechanical buttons and knobs. Hurray!


The interior good quality is certainly good, but there are inconsistencies. The hood above the instrument panel is upholstered, but the rest of the leading of the dashboard reverts to common soft plastic. There is a half-dozen various textures, not all of which seem to be to go collectively. There’;s genuine aluminum trim, but somehow it isn’;t going to search convincing probably a brushed finish would be a lot more successful and hide smudges far better. There is semi-gloss wood trim with an open-pore finish, but its aesthetic genuinely depends on the shade. I like the lighter execution, but from my point of view in the driver’;s seat of a auto with the darker trim, the part instantly below the touch-display looked like it had been sneezed on.

I’;ll supply a lot more particulars on this luxury liner, such as impressions of the next-generation Blue Link telematics system it debuts, in a coming full assessment. pictures by Joe Wiesenfelder.

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