2009 Hyundai Genesis

2009 Hyundai Genesis

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Photos by -Autonet.ca
Joe Duarte
Published: 15 01 2009

Birth of a luxury contender

The word Genesis indicates a birth, origin or beginning of something, usually of colossal nature.

The origin of a new vehicle is usually not considered a huge undertaking by even the most pompous of companies, unless the event is meant as a company-changing event – the Chrysler minivan could have been called Genesis, or one of the Lexus or Infiniti products; perhaps even the Chevy Volt.

So we can look at the naming of Hyundai’s newest sedan (and coupe, later) as something that is overly pretentious or the beginning of something of gigantic proportions. Let’s look at the latter and see if we can shed some light on the former.

For some time, the thought has been that Hyundai is evolving into an automotive giant and if we look at it with the thoughts that (a) nothing is ever original, and (b) history repeats itself, there is some proof that’s the case.

Hyundai started off as a cheap and cheerful car maker of small cars, much in the same way Toyota and Honda started off in this country. It didn’t follow the exact path of development as those companies in North America, but it slowly arrived at the same place – easy to buy and simple to run entry into the market (Pony); marketplace manufacturing (Sonata was built at a plant in Quebec); development of several brands and a sharing of platforms (Kia is owned by Hyundai). The next step in the evolution would be a luxury brand (such as Honda’s Acura and Toyota’s Lexus).

The thought has been that Genesis would signal the birth of that luxury brand (which might also include the entry-level luxury Azera and the crossover Veracruz or coming-soon Portico).

Genesis is the radical departure from the brand that would signal such as beginning – its rear wheel drive and V8 engine are first for the company; and, it bears little ties to the Hyundai line-up in either looks or badging.

Conservative in its presentation, the looks borrow from several established companies – a Mercedes-like grille; a BMW-like rear-fender and taillight design – and the only way to really see to whom this car belongs are the stylized Hs (one on the trunk lid, one on the steering wheel hub and one on the hub of each wheel). If you were to remove them and ask people to feel and drive the car in order to come up with definitive maker, I would guess they wouldn’t be able to.

It would start with positioning yourself behind the wheel – the doors close with a satisfying “thunk” and pushing the ignition button recalls the seat, steering wheel and mirror position (all customizable through an info centre touch screen on the centre stack). And like the recent trend in other upscale manufacturers, just about everything is controlled via a center-console knob/joystick setup that makes difficult work of simple tasks.

For example, except for a volume/mute knob on the CD player, there are no radio controls on the dash or console. In order to change the station, you have to either click on the band/source buttons on the console or navigate through the stations/presets via the central control knob, or you can push steering wheel buttons ad infinitum until you get something to which you want to listen.

The entire look is one of opulence, with shiny touch surfaces granting the impression of premium hi-fi systems, and wood inserts combining with supple leather upholstery to convey the image of sitting in comfortably in one’s home-theatre. Rear seat room is plentiful for two and the trunk will hold whatever you need to carry around.

Our test car was fitted with the 4.6-litre V8 (it also comes with a 3.8 V6) which returns lightning-quick passes, thanks to its 368 horsepower (more than a turbocharged BMW 4.8 V8 and a Chrysler 5.7 V8). Off the line performance is not up to par with its rivals, due to what could optimistically be called mediocre torque of 324 lb.-ft. of torque (well below all its rivals).

The six-speed automatic transmission is sequentially shiftable, though steering wheel paddles would bring it in line with some offerings from (potential) rivals. Handling manners are sporting and the ride is firm without being intrusive.

Performance as a whole would be on a par with an entry-level luxury sedan more than a sports sedan, though retuning suspension settings would certainly escalate Genesis to that level. But even as presented, Genesis is a worthy competitor to luxury marques from Europe and Japan, at a fraction of the cost, and on par with what North Americans are offering.

However, if Hyundai really wants to make a dent in the luxury market, Genesis will likely have to lose those stylized Hs. If it doesn’t, then Genesis will make Hyundai intenders very, very happy.

Summary:

Year/Make/Model
2009 Hyundai Genesis
Price as tested
$48,995
Trim level
4.6
Price range
$37,995-$48,995
Freight
$1,610
Options
Technology Pkg. ($5,000) includes woodgrain interior trim, premium sound system, navigation system, driver information system with multimedia controller, cooled driver's seat, power rear window sunshade, rear camera.
EnerGuide fuel economy ratings
12.6 L/100km city; 8.1 L/100km hwy
Observed fuel economy
11.2 L/100 km combined over 689 km
Warranty (basic)
5 years/100,000 km
Warranty (powertrain)
5 years/100,000 km
Competitors
Cadillac CTS; Chrysler 300C; Lexus GS 460

Strong Points

Weak Points

  • - upscale looks
  • - comfortable and roomy seating
  • - efficient powertrain
  • - muddled control centre
  • - buyer perceptions

Editors Rating:

Fuel consumption
Expected from a V8.
Value for price
Considerably better than would-be rivals.
Styling
Conservative elegance is expected in this market.
Comfort
Nicely padded seats and soft leather upholstery, and good leg and headroom.
Performance
Excellent top end power but not so fast off the line.
overall
Pretty good, considering all it does and how little it costs to do that.

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