Contents Show
It is a top model. The concise grille leaves no doubt about that. A little Aston Martin resonates in the design. A proudly shaped limousine. And so I was not surprised when the photo cell phone was pulled out at a refueling stop at the neighboring petrol pump and the man asked: Isn't that an Aston Martin? Before the question was answered, the cell phone clicked. Ornate, yes. Imposing, yes. But an Aston Martin? No.
Test of the Hyundai Genesis 3.8
Courage to be different!
A large Hyundai that is “recognized” by others as an Aston Martin. That says a lot about the ambitions of the Koreans. And about this Genesis. If you open the hood with the winged emblem, you will “only” find a 3.8 liter naturally aspirated V6 engine underneath. So it should be clear - the main thing here is to demonstrate prestige. But is that a “premium challenge” to the big three?
Somewhere between 5 and 7, 6 and 8, E and S
Hyundai had previously had large sedans in its range. But models like this Grandeur or the Dynasty looked more like badly copied American sledges. The Hyundai Genesis is now the first model with an impressive appearance. With a length of 4.99 meters and a wheelbase of almost 3 meters, the Genesis ranks between the premium business classes from Ingolstadt, Munich and Stuttgart.
The Korean makes extensive use of the international business car design kit and adds a few stylistic peculiarities here and there. The coupé-like, shortened rear design or the winged logo on the bonnet create character. A Hyundai lettering is emblazoned in only one place of the Genesis. The Genesis escutcheon with two side wings is reminiscent of the trademarks of Aston Martin or Bentley. For other drivers, this comes as a surprise: first of all, enthusiastic, with an almost awe-inspiring look, approach the brawny car devoutly, and then a puzzled, slightly disappointed facial expression when the rear is visible. The only "Hyundai" lettering can be found there.
Cheap? Inexpensive? Anders-like.
Ironically, this ambivalent reaction shows the correctness of the Hyundai strategy. Because in Germany the brand is still perceived as being of value. The Genesis is unlikely to be able to change this in the short term, but at least shows those who are interested that you can do more than just build cheap cars. Cheap The Genesis is not cheap with a list price of 65.500 euros. At least if you don't include the full equipment that is standard on board. The customer only has to choose the paint and leather color, everything else is included in the scope of delivery. For a 5 Series or a fine E-Class, 80 kilos would be written on the wish list. What you want, the Genesis already has it: To name just a few highlights: adaptive xenon light with high beam assistant, head-up display, cooled nappa leather seats, three-zone automatic climate control with CO2 monitoring, panoramic glass roof, adaptive cruise control Emergency braking, sound system - the buyer automatically notices all of this. Everything is state-of-the-art. However, the Koreans have not yet made it to the top in the competitive environment (where LEDs have now replaced xenon light, for example). Even the neat and more than pleasing designed and excellently processed interior does not have to hide from the competition, but it does not represent a new benchmark.
There is a lack of arguments under the hood
The Genesis’s real competitive disadvantage is its drive. The only option is a 3,8 liter naturally aspirated V6 engine. Its standard consumption: 11,6 liters. A realistic value for everyday life. There is no economical diesel or turbo gasoline engine. For the German market, this is almost an economic death sentence in this segment. In the USA, a 5.0 liter V8 is hamming under the hood as an alternative - no engine for Germany either, but awesome!
A growling Genesis doesn't bite
The Koreans call the Genesis a sports sedan. But even the 315 hp that its direct injection V6 delivers to all four wheels from the 8-speed automatic transmission does not make the big Korean such a “sports sedan”. The eight-speed automatic (a Hyundai development!) and the six-cylinder with its almost 400 Nm are too sophisticated for that. If you switch the driving mode switch from “Normal” to “Sport”, you force it to higher speeds and a sporty growl. But a growling Genesis doesn't necessarily bite. The fact that the big Korean appears rather confident or sluggish is due to the less binding steering and the comfortable chassis. However, the market competitors clearly have a better handle on rolling and pitching of the body. The Korean largely foregoes special technologies such as air suspension or intelligent stabilizers and simply combines the inconspicuous multi-link wheel suspensions with electronic damper adjustment.
Definitely: a premium Hyundai
The bottom line is that the Genesis is an outstanding car for a Hyundai - but only a first premium for an upper-class sedan. Anyone who opts for the Genesis and against the classics from BMW, Mercedes and Audi will do so for very subjective reasons. And in addition to a convincing diesel engine or hybrid, the Genesis also lacks sophistication. And of course the image.
For the future, Hyundai is planning a luxury brand called “Genesis”, modeled on Lexus and Infiniti. If that works out? We believe so!
[=” ” ]Tl; dr?A Hyundai that denies premium, but it is!
What else: Infiniti Q70, Lexus GS, Jaguar XF, Mercedes E-Class, Audi A6, BMW 5 Series
Why: a lot of comfort, a lot of space, a lot of equipment for relatively little money
Why not: Only a simple V6 on offer
Hyundai |
Genesis 3.8 |
| design type | 6-cylinder V, naturally aspirated |
| Capacity | 3.778 cc |
| Performance | 315 PS / 6.000 RPM |
| kraft | 397 Nm / 5.000 rpm |
| Transmission | 8-speed automatic (Hyundai) |
| drive axle | all wheel drive |
| Length Width Height | 4.990, 1.890, 1.480 mm |
| wheelbase | 3.010mm |
| Empty weight | 2.050 kg |
| turning circle | 11.40 m |
| top speed | 240 km/h |
| Acceleration 0-100 km / h | 6,8 sec |
| standard consumption | 11.6 l / 100 km |
| everyday driver | 12.3 l / 100 km (gasoline) |
| Eco-expert | 9.4 l / 100 km |
| Field service mode | 15.6l / 100km |
| More about consumption: | That's how we measure on mab |
Test: Bjoern Habegger Text: Bjoern Habegger, with material from SP-X Holger Holzer and photos: Thomas Majchrzak
[/ Toggle]