Review: 2012 Genesis 5.0 R-Spec

Posted on 13. Sep, 2011 by in Auto News

Has any car company ever improved its products in the amount Hyundai has in the past ten years? Ten years ago, their idea of a flagship of the musty, faux-wood-and-chrome-encrusted XG350 was with a then-new 3.5-liter V6 good for 194 hp and equipped EPA ratings of 16 city / 24 highway. The 2006 Azera was a much more credible competitor … for Toyota Avalon. Also specify a new 263-horsepower V6, Hyundai still not have a luxury sedan fit for driving enthusiasts. For 2012, they are doing with the new Genesis 5.0 R-Spec. But how far they have come, they're already there?

The Hyundai Genesis is a 4.6-liter V8 is available, since it was introduced as a model 2009th Reviewers found fault with the car, but I do not remember the engine myself only 385 HP is among them. However, for 2012, Hyundai has a new 429-hp (at 6,400 rpm), 376-pound-feet of torque (at 5,000) 5.0-liter V8. In addition to the larger displacement, the 5.0 benefits from direct injection, which allows a bump in the compression from 10.4 to 11.5:1. These figures are impressive. The Hyundai-mill are more horses than the Porsche Panamera 4.8-liter V8, the 5.0-liter V8 engine in the Lexus IS-F and Mustang GT (unless you pony up for the BOSS), the 5 5-liter V8 from various Mercedes retirement, the M56 and the 5.6-liter V8. The 6.2-liter V8 in the Corvette starts one additional horsepower.

Of course, specs are one thing, subjective impressions yet. The Corvette LS3 engine lacks the sophistication of luxury sedan duty requires. Hyundai Motor, unlike purrs with the world's best. Although the idle is a touch harsh on the first start, that's the full extent of the eight fell. Whether lazing around town or revving past 6,000 rpm, this is a very smooth engine operation. It is not quiet, if exercised, but the melody of the mechanical bits and exhaust music played in every enthusiast's ears, but should not disturb those who want to just relax. (In a rare attempt to more out of the engine I can hear the car drove off with the engine cover, but that made little difference.) For cruises, the engine is almost silent, even at highway speeds.

For 2012, all three Genesis engines with an eight-speed automatic transmission from Hyundai, developed the first offered by a non-premium brand to be paired. The transmission works well, it rarely calls attention to itself. I noticed the occasional less-than-slick downshift when slowing down to a stop, a feature shared with the ZF eight-speed automatic. True Delta by car reliability survey I have received a few complaints about such irregularities in BMWs, but most drivers notice nor mind. Felt to be more disturbing: manually downshift to the second for a turn requires a lengthy number of taps, if you start in the eighth. This manual shifts could also faster, but considering how the car drove, they are not much use, like independent.

It took not long ago that many of the advantages of the doubt with more than four speeds in an automatic transmission. So what is the point to go 6-8? The first gear is not substantially shorter in the new gear, but the second is much more closely together. A shift in the 6,400 rpm power peak (the transmission is not always willing to go all the way to 6750 rpm redline), which would have dropped the engine to 3,600 rpm with the old six-speed now lands on 4,200. So perfect gas acceleration improves. Seventh is about the same as the old sixth and eighth gear of the new transmission is nine percent higher, for better fuel efficiency on the highway. At 80, the engine is only turning 2000 rpm. In the city there is often half, without dragging feeling.

The EPA ratings: 16 city, 25 highway, a bit better than the far less capable of XG350 decade ago. The trip computer reported low twenties in suburban driving and high twenties on the highway. But it is trustworthy? There is an "eco" mode, but I noticed no difference in the efficiency of the drive train or behavior.

Of course, luxury cars are often driven near their full potential. In more typical driving the Genesis R-Spec with the confident ease with which it can reach a speed. Such lightness is used to justify the additional tens of thousands of dollars for a V12 over a V8.

The not-so-good, not-so-news? The rest of the car. The exterior of the Genesis is easy on the eyes, and people remarked on the quality of the color. But in contrast to those of other recent Hyundais, it is in no way unique or remotely avant-garde. At NAIAS a few years ago, I wondered why they had a Infiniti G37 NACOTY among the finalists, only later realize that the greenhouse effect (the lower body was not visible) was one of the Hyundai. Has the general appearance of pulling most of Mercedes, BMW or Lexus? Hard to say, they are all there. The interior is also common, an error, and a little old fashioned. The silver-painted buttons on the center console are easy to understand and use, but do not hit bleeding-edge technology to give the Germans a lot more complex to do highly stylized controls. The infotainment system in the display washes easily and often. But the 528-watt 17-speaker Lexicon audio system is the best I've seen aside from the hyper-expensive B & O in the larger Audis. Most puzzling: the R-Spec high-mounted seats are unchanged from those in the regular Genesis. And they are comfortable, but offer little in the way of lateral support. An older mystery: three years, Hyundai has not yet figured out how cool bits thought fit in the passenger seat.

The Genesis 5.0 R-Spec chassis seems to have delivered the first draft stage. The steering is tighter than in the regular Genesis even surprisingly close to the highway speeds, but offers more nuanced setback helpful feedback. Body roll is modest, but the R-Spec does not feel bound and precisely the way the best competitors. In aggressive turns the nose wants to go to the curb, but the 245/45YR19 Bridgestone Potenza S-04 Pole Position tires Update: let not a $ 1,400 option on the standard 235/45VR19 all-seasons easy. About Taxes can not be chosen nearly as progressive or intuitive as a BMW or GM vehicle with right-wheel drive. Maybe this is why Hyundai (as with the similarly affected Infiniti G37) decided to fix a rough: prod the V8 to kick out the tail, and the stability control cuts in early and hard. Sticky treads notwithstanding, the Genesis 5.0 R-Spec most in his element when. Traveling through wide sweepers or, better yet, in a straight line

Which is, of course, as most buyers of such cars drive them. What these owners are much more than the error handling: the ride. The 5.0 R-Spec blowing along some roads, especially Interstate blacktop, with impressive quietness, calmness and solidity, feeling every bit of a premium sedan. But on other roads, it raises even bother to quiver and refused to settle down and relax. The Acura TL-S I drove in the past week had a much more composed chassis, while the cheaper-by half Ford Focus SE treated bad roads better than any of them.

Of course, you will not pay nearly as much for the Genesis as you want for a brand name of luxury sport sedans. At $ 47,350, the 5.0 R-Spec is only $ 2,000 more than the 4.6. The factory mods might not work together seamlessly, but Hyundai is surprisingly little additional fees for them. Even an M56, the. Substantially undercuts the Europeans cost about $ 20,000 more when similarly equipped

Update: The summer tires another $ 1,400, but I would skip it. Not only does it not for the character of the car, but you can currently pick up a set of four $ 996 online plus shipping and installation. That's about $ 300 and a set of all-season tires less than what Hyundai is charging. Another note: The Hyundai media site lists a Genesis 5.0 R-Spec without chassis, one is likely to come.

The Hyundai Genesis 5.0 R-Spec, the 429-horspower engine alone is a great achievement for a company that a decade ago was struggling to 200 hp from a large DOHC V6 wrest. Unfortunately missing the rest of the vehicle finesse. One has to wonder: the R-Spec was a last-minute, low-budget project? Perhaps Hyundai developed the new engine especially for the Equus, and only at the eleventh hour to realize that it might be the basis for a high-performance Genesis? This would explain. The lack of appropriate sport buckets and a well sorted chassis Either way, Hyundai has come along has been so fast that a thoroughly satisfying luxury sedan can not be far off. For now, we have to compensate a premium engine in a pretty good car for a price that could be applied to the current deficiencies. Just test drive extensively before you buy, as your experience is a function of the roadway.

Hyundai provided the vehicle, insurance and one tank of gas for this review.

Michael Karesh operates TrueDelta.com, an online provider of car reliability and price information..