Hyundai Genesis 5.0 R-Spec 2013 Review - International

Hyundai Genesis 5.0 R-Spec

Sporty rear-drive luxury sedans probably aren’t the first things that springs to mind when we mention Hyundai. But in the US, South Korea and selected other markets, the V8-powered Genesis 5.0 R-Spec gives the brand an unlikely flagship model that presents it in a whole new light.

Redesigned for 2013, the Hyundai Genesis varies mildly from its forebear (circa 2008), but is essentially a facelift meant to carry the model forward until it is renewed entirely in 2014 -- that model teased as the Genesis HCD-14 concept at the recent North American International Auto Show in Detroit.

And although motoring.com.au has driven the Genesis previously, the 5.0 R-Spec model’s direct injected ‘Tau’ all-aluminium 5.0-litre V8 and eight-speed transmission aim to give us a taste of what’s to come from the brand -- and a combination certain to shake up the locally-produced V8 sedan market should it actually arrive in Oz.

Outputting 319kW at 6400rpm and 510Nm at a lofty 5000rpm the V8 mill represents the most powerful Hyundai engine ever, and will propel the 1884kg sedan to 100km/h in just over five seconds. And in case you’re a little feint hearted, the Genesis is also available with a 287kW/452Nm 4.6-litre version of the same V8, or a direct injected ‘Lambda’ V6 displacing 3.8 litres and outputting 248kW/374Nm.

But it’s the top-shelf 5.0 R-Spec that really elevates Hyundai’s status, especially amongst the prestige European and Japanese crowd. At USD $46,800 the Genesis 5.0 R-Spec is considerably cheaper than competitors like the Infiniti M56 (USD $59,200) or Mercedes-Benz E 550 4MATIC (USD $60,665), and every bit as well equipped.

The Genesis 5.0 R-Spec rides on 19-inch wheels shod with 235/45-series Michelin Pilot Sport PS2 tyres. The all-independent suspension is said to be “sport-tuned” though, in reality, it is a happy compromise, at least from a handling perspective. The 5.0 R-Spec variant offers stabiliser bars 1mm fatter than the standard model to now total 26mm up front and 19mm at the rear, though after sharp initial turn-in, the body response is somewhat languid -- unusual then that the car feels firm when cruising (with apposite levels of tyre noise we might add).

The Genesis’ electro-hydraulic steering is also recalibrated for the larger-diameter wheels and tyres though we felt it was ultimately too light, and with negligible levels of feedback – a shame considering the rack’s ratio and response are actually rather positive. The Genesis 5.0 R-

Spec offers a turning circle of 10.9 metres and 2.98 turns lock-to-lock.
The stability control system cannot be entirely disabled and does tend to limit enthusiastic driving, although with uncertain handling dynamics, that’s probably a good thing. The electronic nannies include stability and traction control, and anti-lock brakes with brake assist and electronic brake-force distribution. The Genesis 5.0 R-Spec is arrested by four-wheel discs, the larger 345mm front rotors grabbed by four-piston calipers.

Safety is a strong suit for the large sedan with the US-based NHTSA safety authority awarding the Genesis a five-star rating. In addition to the driver aids mentioned previously, the model also offers eight airbags, electronic active headrests and three-point seatbelts in all five seating positions, the front with load limiters and pyrotechnic pretensioners.

All Genesis models offer LED daytime running lamps, a reversing camera and acoustic parking sensors as standard, while top-spec models (including the 5.0 R-Spec) include a newly-developed optional Lane Departure Warning System (LDWS) and radar cruise control.

Owing to its left-hand-drive-only orientation, Australia will never see the current-gen Genesis. But the model does show a lot of promise. And with the stylish Genesis HCD-14 concept model hinting at what’s to come, and the current model’s engine brimming with confidence, next year is shaping up to be one full of excitement from Hyundai.

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