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#Genisys 5.0 full#
Still, if you want the full neo–Lexus LS400 rolling-bank-vault experience, get the V-8.Payment Terms Payment will be due immediately upon notification of seller approval by email invoice, after the Seller approves the bids. Hyundai believes that most buyers will choose V-6–powered cars, which are available with either rear- or four-wheel drive. Ours, with the Ultimate package, had a head-up display, big-screen navigation, a Lexicon sound system, electronic dampers, power trunklid, and something called Dual-Mode Vent Control. We suppose that for more than $50,000, the Genesis 5.0 should be good. It sounds conspicuously-distressingly-like those soothing tones played at the end of NBC’s The More You Know public-service announcements. Our only minor quibble is with the start-up/shut-down jingle that the car makes as a sort of salutation to the driver. Rear-seat room is generous, and the bench is nicely formed with a supportive bottom cushion. The seats are cushy but supportive our example had cream-colored leather that, along with the medium-blue exterior, gave the thing a pleasantly but not oppressively nautical feel. The big navigation and information screen is crisp and bright and easy to, um, navigate. While the interior fittings aren’t quite up to the standard set by the best from Europe, the cabin’s overall design and function vault the new Genesis out of the near-luxury ghetto. Wheel-impact quality and overall ride stability are an order of magnitude better than in the first Genesis. The body’s motions are disciplined, displaying none of the floppiness of the Kia K900, which sits on the current Hyundai Equus platform. With some suspension-tuning help from Lotus Engineering, the Genesis is surprisingly well balanced. Surely, though, just as in aspirational Hyundais and Kias before it, the Genesis’s chassis systems reveal the car’s second-tier status, right? Nope, not this time. Our decibel meter says that the Genesis is quieter at idle (39 dBA) and at a 70-mph cruise (70 dBA) than the impressively serene Mercedes. The 19-inch Hankooks help produce solid braking (from 70 mph in 167 feet) and roadholding (0.86 g) results. That’s about a half-second behind the Mercedes E550 4MATIC in both measures, but that Benz is a rocket ship-one that will be replaced by a turbo V-6–powered car this fall. The 420-hp engine hustles the 4601-pound Genesis to 60 mph in 5.0 seconds and on through the quarter-mile in 13.6 seconds at 105 mph. The engine teams with an eight-speed automatic to deliver a seemingly frictionless propulsion system.ĭon’t take the powertrain’s hairlessness to mean it’s wimpy. The Genesis’s baby-butt-smooth 5.0-liter V-8 reminds us that, while luxury carmakers are abandoning V-8s in favor of forced-induction six-cylinder engines, the bent-eight remains the configuration of choice for those who prioritize silken operation. It’s larger, quicker, much more powerful, 661 pounds heavier, and a little thirstier. Yes, the new Genesis is more car than the 25-year-old Lexus in every possible way. We mean that as a compliment, by the way. That’s especially true of the rear-drive, V-8–powered Ultimate version we’ve just tested. But what Hyundai has actually built here is the spiritual successor to the first Lexus LS400. And it might plagiarize from another European luxury carmaker, Audi (see its tailpipes, interior trim, and grille). Hyundai might be aiming this second-generation Genesis sedan directly at the Mercedes-Benz E-class.
#Genisys 5.0 driver#
From the September 2014 Issue of Car and Driver