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The invisible touch.
In the early 1980s, the band Genesis pulled off one of the most difficult feats in show business: turning a critically revered nerd-rock outfit with lukewarm U.S. sales into a multi-platinum-selling household name. By the end of the decade, the band’s place in pop culture was secured. In the automotive realm, Hyundai built its domestic following on the back of economical transportation devices—minus the critical acclaim—and is now hoping its excellent new Genesis sedan will find a ubiquitous place in the consciousness of luxury-sedan buyers.
Calibration Is Key
Introduced for the 2009 model year, the first-gen Genesis earned its share of fans, but its chassis lacked the chops to play with the best in the segment. And so, for the Genesis’s 2015 redesign, Hyundai brought in Lotus to put an invisible touch on a laundry list of bits that includes the anti-roll bars, dampers, springs, engine mounts, subframe bushings, and even the calibration of the electric power steering, which now utilizes a rack-mounted motor.
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The results are tangible: Broken and pitted pavement that caused the previous car to go weak in the knees is handled adroitly, the independent front and rear suspension soaking up bumps and keeping even harsh impacts well isolated. The steering is nicely matched to this sedan’s luxury mission. Weighty, direct at 2.5 turns lock-to-lock, and devoid of twitchiness, it offers linear response and decent on-center feel. It does, however, lack the feedback we’d prefer in spirited maneuvering.
Fitted with 18-inch Hankook Ventus S1 Noble2 245/45 all-season tires, our rear-wheel-drive test vehicle managed to pull 0.87 g on the skidpad, the same number achieved by the 2012 Genesis sedan R-Spec. Perhaps more telling are the comments of the test driver, who described the car’s behavior as “surprisingly neutral and composed.”
A large portion of Hyundai’s U.S.-market aspirations for the Genesis rest on the shoulders of the V-6 model. You can of course order the V-6 Genesis with all-wheel drive—and that’s what many Snow Belters will do—but the rear-drive car tested here is expected to deliver 55 to 60 percent of 6-cylinder sales. Carried over from the 2014 Genesis, the V-6 loses 22 horsepower (now 311) and gains 2 lb-ft of torque (now 293 lb-ft) from last year, with Hyundai citing a greater focus on flat torque curves, improved low-end response, and overall drivability rather than spec-sheet racing. The company also is quick to point out that the car delivers its output with regular 87-octane fuel and that premium is not required.
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We love the smooth, solid feel of the bottom-hinged accelerator; it’s hefty enough that you can tap out a tune on it while cruising without affecting vehicle speed, but the pedal is completely linear in operation when you apply real pressure. Speaking of matting it, our Genesis sprinted from 0 to 60 mph in 5.9 seconds and covered the quarter-mile in 14.4 at 100 mph—not too shabby for a 4230-pound sedan. (Those who need even more urgency can check out the rear-drive-only, 420-hp Genesis V-8.) The V-6 is a smooth operator and combines with the slick-shifting 8-speed automatic and quiet interior to make this Hyundai a great long-haul companion. EPA-rated at 18 mpg in the city and 29 on the highway, our combined mileage came in at 19 mpg, which isn’t surprising considering the amount of in-town action the Genesis saw while in our care.
Content Is King
Unusual for press vehicles, our Genesis V-6 arrived with no added-cost options, perhaps reflecting Hyundai’s confidence in its value proposition. The only line item on our $ 38,000 invoice was the $ 950 destination charge, so the as-tested MSRP was $ 38,950. But make no mistake, the Genesis isn’t a penalty box, as it includes a navigation system with an 8-inch screen, a backup camera, leather-trimmed seats (12-way power adjustable and heated in front), a leather-wrapped tilting and telescoping steering wheel, rain-sensing wipers, proximity entry and start, auto headlamps, power outside mirrors with puddle lamps, Bluetooth connectivity, dual automatic climate control, and more.
The Genesis’s direct competition, such as it is, starts many thousands of dollars higher—before being fitted with much of the above equipment at extra cost. While value alone may not be enough to entice brand loyalists away from established cars like the BMW 5-series and the Mercedes-Benz E-class, Hyundai tellingly reports that the most in-demand model is the fully loaded V-6 Ultimate, which runs $ 49,950 and includes basically any luxury tchotchke you can think of. With the latest Genesis, mixing a tried-and-true value proposition with satisfying driving dynamics has paid off—no matter how you spec it.
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