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Hyundai’s New $51500 Genesis Sedan Looms Larger in BMW’s Mirror

Hyundai’s New $51500 Genesis Sedan Looms Larger in BMW’s Mirror

Some brands turn prohibited while others
fade. You might be rocking 7 For All Mankind jeans right now, but
what happened to a high-waisted Z. Cavaricci pants of your
youth? It was usually your crony who wore those in a 1980s,
right?

So too goes a cold cause of automobile brands, a energetic to
which some buyers are keenly attuned. Volkswagen AG (VOW)’s Audi, for
instance, went from a mild-mannered coward of a German
brands to a juggernaut of hip with an annual Super Bowl ad and
star turns in a Iron Man movies.

Perhaps you’re a customer with other things to worry about.
Cool is reduction critical than practicality, as prolonged as we don’t
look MC Hammer ridiculous. South Korea’s Hyundai Motor Co. (005380) was
once anything yet hip. These days, it’s achieved a middle
ground. Comfortable and only this side of fashionable, it’s like
the Levi’s 501s of a automobile world.

The Genesis sedan, initial expelled as a 2009 model, was
Hyundai’s initial genuine incursion into a upmarket category. Offered
as both a V-6 and V-8, it started in a mid-$30,000 operation and
was meant to undercut distant pricier European and Japanese brands.

The Seoul-based association presented a Genesis as a
competitor to Bayerische Motoren Werke AG (BMW)’s BMW 5 Series,
although in law it some-more expected enticed buyers divided from Honda
Motor Co.’s Acura and General Motors Co.’s Cadillac.

Now we get a 2015 model, an wholly new sedan. (The
Genesis is also accessible as a coupe, as nonetheless unchanged.) The
3.8-liter V-6 starts during $38,000, several thousand some-more than the
outgoing bottom price. The V-6 also comes with all-wheel expostulate for
$40,500. The tip line has rear-wheel expostulate and a 5-liter V-8,
beginning during $51,500.

Driving Difference

In roughly each way, a new Genesis is bolder. The design
is some-more audacious, a record some-more sweeping. Yet a most
significant disproportion is a approach it drives, that feels far
more connected and involving.

Both Hyundai and a corporate sister, Kia Motors Corp. (000270),
are masters during bench-marking competitors. The strange 5.0
Genesis was ostensible to give a V-8 versed BMW 5 a run for
its money. You can dress in a tuxedo, yet it doesn’t make you
James Bond. Likewise, bench-marking a BMW doesn’t meant we can
attain a Munich-based brand’s ineffable clarity of driving
anima.

This time a Genesis has come most closer. Does this mean
it drives as good as a 550i? Definitely not, yet BMWs aren’t
as fun to expostulate as they used to be either. (Blame all a added
weight, complexity and electric rather than hydraulic steering.)

Suspension, Steering

Hyundai has been profitable courtesy to a details,
especially a subtleties of cessation and steering. we test-drove a 5.0 model, with 420 horsepower and 383 pound-feet of
torque. The V-8 is a some-more sporting-minded actor in a line,
and there’s copiousness of bearing when we wish it.

Better, though, is a suspension, that is some-more knowing
than a predecessor, some-more sorted when pushed, yet yet the
harshness and unbending float that mostly come with sports sedans. The
tires — 19-inch (48-centimeter) are customary on a 5.0 — are
not as unbending and intractable as a BMW’s, and we was reduction concerned
about attack potholes and tortuous a rim, a consistent worry in a
550i with large wheels.

There’s also a conspicuous disproportion in a impression when
you switch a environment from normal to sport. The automobile tenses
pleasurably and allows we to carve clean, issuing lines on
difficult roads.

Less Mercedes-Like

The Genesis generally feels some-more gentle in a own
skin. That skin is some-more handsome, too, with a bigger,
horizontally laced grille that looks reduction like a last
generation Mercedes S-Class. There are also new impression lines
on a hood. (Neither a Genesis nor a pricier Equus sedan
has Hyundai emblems on a front, as if enmity themselves
from regular, some-more plebian Hyundais.)

The behind stop lights use LEDs, and they demeanour fanciful all
lit up. The behind of a automobile is bloated, though, that might help
add case space yet creates it reduction handsome. Front interior room
is good, and Hyundai says it has a best load space in its
class. The behind seats are only adequate, and my conduct brushed the
top of a roof.

The winning note to many code agnostics will be the
billion pieces of record accessible on a Genesis. There’s
little tangible creation solely for a rather indeterminate system
that detects additional CO dioxide in a cabin. Otherwise the
impressive register of customary and discretionary apparatus reads like
a washing list of other oppulance makers’ offered points.

Self-Opening Trunk

You’ll suffer many of these details, including a ability
to open a behind case even when your hands are full. The key
fob in your slot sets off a vicinity sensor when we stand
directly behind a automobile for a few moments, and a trunk
will open by itself. Ford Motor Co. introduced a identical feature
several years ago, yet we have to flog a underside of the
bumper to activate a self-opening gate.

And, like new models from Daimler AG (DAI)’s Mercedes-Benz, the
car will stop by itself if it senses an imminent collision and
will poke we behind into your line if we stray.

All that creates a new Genesis compelling, generally as
it’s labelled distant next intensity competitors. It might not be hip,
but for many buyers it will be some-more than imagination pants enough.

The 2015 Hyundai Genesis 5.0 during a Glance

Engine: 5-liter V-8 with 420 horsepower and 383 pound-feet
of torque.

Transmission: Eight-speed automatic.

Gas mileage per gallon: 15 city, 23 highway.

Price as tested: $55,700.

Best feature: Drives like a automobile that’s thousands of dollars
more.

Worst features: Still doesn’t feel generally distinctive.

(Jason H. Harper writes about autos for Bloomberg News. The
opinions voiced are his own.)

To hit a author of this review:
Jason H. Harper during Jason@JasonHharper.com or follow on Twitter
@JasonHarperSpin

To hit a editors obliged for this story:
John Lear at
jlear@bloomberg.net
Niamh Ring

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