Hyundai Genesis 2010 Review

Price Guide (in Korea incl. VAT): 24,170,000 to 35,820,000 Won
Options fitted to test car (not included in above price): Nil
Crash rating: Five-star (NHTSA)
Fuel: 95-98 RON PULP
Claimed fuel economy (L/100km): TBC
CO2 emissions (g/km): TBC
Also consider: Audi A6, BMW 5 Series, Lexus GS range, Mercedes-Benz E-Class

The Hyundai Genesis luxury sedan typifies the Korean brand's ever-advancing development.

An indicator of the South Korean marque's desire to compete against the world's top brands, the Genesis has earned some major cachet in recent times. The luxury sedan's Tau V8 engine took honours in Ward's highly reputed top ten list, while the model itself won the North American Car of the Year in 2009.

Representing a mammoth step forward from previous luxury sedan endeavours (read: Grandeur), the aptly named Genesis is a new beginning for the brand, showing a considerable amount of promise even when compared against highly credentialled rivals.

After a brief drive in and around Seoul, it seems the luxury brands don't just have another well-meaning upstart nipping at their ankles, but could soon confront a very credible adversary.

Hyundai's luxury sedan measures closely to the Audi A6, BMW 5 Series, Lexus GS range, and Mercedes-Benz E-Class not only in size, but (from our brief experience at least) in quality, drivability and, surprisingly, refinement. A walk around the car readily confirms just how far Hyundai's quality control has evolved. Tight, uniform panel gaps, lustrous paint and well sculptured styling showing a maturity of design and build finish now easily on par with class competitors.

Inside the story is equally compelling. Technology and specification levels are high and feature an almost Germanic intuitiveness. In fact, the centre console-mounted multimedia controller closely mimics BMW's latest iDrive system in both operation and amenity.

All the bells and whistles are offered -- and Lexus-style, all as standard.

Of note is a high-end Lexicon audio system with 15 speakers and a single-feed six-CD tuner delivers crisp, rich sound. If the brand is unfamiliar you might note that it features in only one other automotive brand, Rolls-Royce. In the Genesis it is accompanied by an 8-inch centre screen with television tuner, satellite navigation and parking cameras (front and rear). Bluetooth connectivity with audio streaming is also offered.

Accommodation packaging, too, is comparably intelligent. Cabin space has been maximised for generous dimensions in all directions but front headroom. Here the electric sunroof impedes vertical space a good 20mm.

That notwithstanding, Hyundai has achieved upper-large saloon presence inside its large car body and have the German stalwarts in their sights. This sentiment is reflected in the brand's own local (South Korean) advertising: "7 Series quality, 5 Series performance, 3 Series price".

Built upon Hyundai's first dedicated rear-wheel drive passenger car platform, Genesis' ride quickly impresses through Seoul's crowded city streets. The multilink front and five-link rear suspension arrangement offers a 52:48 front-to-rear weight distribution (53:47 for V8 models) and features an air-sprung rear end with adaptive damping all-round, again as standard. The biddable ride lends Genesis remarkably comfortable lodgings and at speeds above 120km/h the car's ride height reduces by 15mm to aid stability.

Driven in the two available modes (Comfort and Sport), Genesis is very nearly too soft in both. Sport mode stiffens response slightly for highway driving, but where Australian tastes are concerned, this is perhaps a better base for the 'Comfort' setting with a tighter mode needed for our more demanding dynamic preferences. That and better steering feel.

Pointing the Genesis through a few sweeping bends in the hills east of Seoul, Genesis' electronic power steering presents a numb response to feedback, seeming not to 'load up' by any great degree from the very high assistance levels offered when manoeuvring around town.

Braking is well assisted with a progressive pedal delivering a confident but soft stop, ideal for keeping rear seat passengers at ease.

Electrically adjusted seating is a standout, and is both ventilated and heated as standard. The well-insulated passenger compartment uses plentiful sound absorbing materials to disperse road and tyre egress. A class leading coefficient of drag (0.27Cd) not only improves fuel efficiency but virtually eliminates any wind noise.

But of all the highlights in Hyundai's impressive high-end sedan, the driveline is perhaps the best of all.

Offered in Korea with a 3.3-litre or 3.8-litre Lambda V6 (producing 197kW and 228kW respectively), the engines are mated to a smooth shifting six-speed ZF transmission from German manufacturer Sachs. Middle Eastern and US markets also offer the stunning 4.6-litre Tau V8 (developing 287kW). An upgrade next year will see a 5.0-litre version of the Tau offered which will be mated to an in-house developed eight-speed automatic.

Driving the 3.8-litre V6, the refinement of the powertrain is immediately evident. Smooth shifts and negligible vibration presented, even under heavy acceleration. Acceleration from standstill is purposeful, but in-gear performance could be a little more brisk, even in Sports mode.

The transmission seemed reluctant to 'kick down' with enough aggression to an appropriate gear under its own direction but will do so when ordered in manual (+/-) mode.

Unfortunately for prospective Australian buyers, the current generation Genesis is available in left-hand drive only. Hyundai says this could change when the next series is released, but even so, that puts it off the list until 2014 the earliest.

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