Hyundai Genesis 2014 Review

Hyundai Genesis G380 HTRAC sedan

Hyundai’s second Genesis sedan, and the first to be offered in right-hand drive, will soon be available in Australia. In its home market, the Genesis is offered with a choice of three petrol engines and in rear- and all-wheel drive layout, priced from the equivalent of $48,360. The 3.8-litre V6 petrol-powered rear-drive Genesis is expected to retail from about $60,000 in Australia from November and, if our first drive is anything to go by, it will certainly give some big-name brands a lot to worry about.

Value. It’s one of those tricky, subjective qualities that’s often hard to quantify. And in automotive terms at least, it's largely dependent on what you can afford.

But suppose all new large prestige cars cost the same, and that your impression of the vehicle was based on the experience you derived alone.

Now don't worry, I’ll stop short of mentioning trees falling in the forest. But really, if you didn’t know the Genesis was made by Hyundai, would your view be any different?

I’d wager a rather resounding no.

The second-generation DH-series Hyundai Genesis, the first to be offered in right-hand drive, is about six months shy of landing in Australia. To paraphrase Hyundai, it’s a car with the spaciousness of a BMW 7 Series, the dynamics of a 5 Series and the price of a 3 Series. All good things, especially if you like three BMWs in one.

But for most people one car is enough, and is often the only one they can afford. Which is exactly where the question of value reasserts itself — provided you can see beyond the badge.

Though, you know what? You won’t exactly have to.

There isn’t a single Hyundai logo anywhere on the Genesis. Just classic rear-drive proportions, lustrous paint, impeccable attention to detail and a set of specifications that should make even the most calculating number-cruncher sit up and pay attention.

Away from the Genesis’ style and performance there’s also the expected technology levels — both amenity and safety — and high-grade cabin materials that give some cars twice the price reason to worry. The wood is real, as is the leather and the aluminium — right down to the hewn push-button starter.

The cabin is spacious and the layout clean. There’s not a fiddly line or poorly positioned switch to be found. The seats are properly contoured and brilliantly supportive; and the driver is placed within comfortable reach of the primary controls for a fuss-free fit.

Techno-buffs and audiophiles alike will appreciate the Genesis’ highly advanced technology features. All are easy to operate and unobtrusive in day-to-day operation. The up-spec Lexicon sound system is as good as high-end big-name brands found in other premium cars, while the sat-nav system is nothing short of brilliant.

In the bustling streets of Seoul the Genesis’ navigation system was pin-point accurate, even notifying us of speed humps and traffic cameras. Better still, when used in conjunction with the radar cruise control, the system will brake the car for cameras should you overspeed, or even maintain or reduce your average speed if you’re travelling between time-over-distance (point-to-point) cameras.

Under acceleration the Genesis is linear yet purposeful and, with 232kW and 397Nm available from its direct-injected 3.8-litre V6, it's not far off the power figures of BMW’s 535i. The 0-100km/h acceleration time is said to be 6.5 seconds and the top whack an electronically-limited 240km/h.

Hyundai says we can expect an ADR combined-cycle figure of 11.2L/100km when the model lands in Australia in November (and on test we averaged one litre more at 12.2), making fuel consumption the only measurable statistic where the Genesis falls short of its most direct BMW rival.

Driving the Genesis out of Seoul and into the surrounding mountains, first impressions are of quality and near-silence. It’s impressively quiet on the open road, and at 120km/h we checked the cabin noise at just 69dBA.

The transmission — a Hyundai-built eight-speed automatic — copes well in most situations, but is challenged slightly when charging hard between switchbacks, often ‘hunting’ for gears and taking a moment or two to kick down if left to its own devices.

Flick to manual control, select Sport mode and use the steering wheel-mounted paddle shifts, and the Genesis is far better behaved. The shifts respond reasonably quickly and, excusing the gap between second and third (which is a little wide), the cogs are well matched to the engine’s output.

Pushing the Genesis through winding mountain roads proved the grip available is as good as we’ve sampled anywhere in this class, though the HTRAC all-wheel drive model tested — which sadly won’t be coming to Australia — did feel a little nose-heavy when thrown hard at corners.

Realistically that's not how most will be driven, and in every other respect it coped well, despite a thorough workout. We wouldn't say the Genesis AWD is 'prone to understeer', because it isn't. It is, in fact, completely predictable, and gives you plenty of warning that you’re trying your luck before the electronic stability control system chimes in.

The steering weights up nicely as you turn from centre and is appropriately assisted in Normal mode. Activate Sport mode, which in some models also firms the active dampers, and the weighting gets a little doughy, proving slow to return to centre with an unusual dense spot around the 10 and 2 o’clock positions.

Hyundai’s local suspension tuning boffins assure us this is one element of the car’s dynamics we won’t have to worry about by the time the Genesis hits Australian showrooms, and if the transformation they’ve applied to other models in the local line-up is anything to go by we won't be surprised.

So while it's good as a driver’s car, the Genesis is a car that’s just as much about being driven in. The news is positive on that front too, with very good levels of shoulder, knee, leg and toe room available in the back seat.

Ease of entry and egress is very good, as is the level of adjustment, privacy screening and tech toys available. The only real issue is that if you option the electric rear seats and panoramic sunroof together, headroom is sacrificed to the tune of 55mm.

You’ll also be able to sling four golf bags in the 493-litre boot more easily than ever before. With the key in your pocket or purse, just stand by the boot for three seconds and it will open. No button pushing and no foot waving required.

With an asking price expected to open from under $60K, the Genesis will be cheaper than comparable large luxury sedans like the 5 Series, Audi A6, Infiniti Q70, Jaguar XF, Lexus GS, and Mercedes-Benz E-Class — all of which Hyundai now has a direct rival for.

Even more so than the original, the new Genesis shows the giant Korean car-maker has what it takes to compete with the world’s best.

More than that, it will help show Australians that Hyundai is no longer simply a value for money brand, but also a brand of value.

2014 Hyundai Genesis G380 HTRAC pricing and specifications:
Price: From $60,000 (estimated)
Engine: 3.8-litre V6 petrol
Output: 232kW/397Nm
Transmission: Eight-speed automatic
Fuel: 11.2L/100km (ADR Combined)
CO2: TBA
Safety rating: TBA