Hyundai tests luxury market with Genesis

Usually, car companies plaster their new vehicles with brand logos and name badges.

But you won't find badges or a name on the front, fenders or four doors of the new-for-2009 Hyundai Genesis. Only in back, on the trunk lid, does the Hyundai logo exist on the body of this new, five-passenger car. The name Genesis is found back there, too -- below the trunk lid, under a taillight.

And you know what? The missing badges are good for this new luxury model, because the badge-free front end has headlights, grille and styling like that of a pricey Mercedes-Benz large sedan, while the side profile of the Genesis is akin to that of a Lexus.

During the test drive, no one guessed the Genesis was from South Korean automaker Hyundai.

Even better, everyone thought the Genesis was priced higher than its starting manufacturer's suggested retail price, including destination charge, of $33,000 for a 290-horsepower, V-6-powered model and the $38,000 starting price for a 368-horsepower Genesis with V-8.

Note these prices are at least $49,000 less than the $87,825 starting retail price of a 2009 Mercedes S550 with 382-horsepower V-8. The Genesis prices also are far lower than the $64,500 starting MSRP, including destination charge, of a 2009 Lexus LS 460 with 380-horsepower V-8.

The Genesis, S550 and LS 460 are rear-wheel drive, large luxury sedans, according to the U.S. Environmental Protection Agency, which lists the Genesis as the top, large, non-hybrid, gasoline-powered, 2009 luxury sedan in fuel economy in the country.

Specifically, the V-6-powered Genesis is rated by the government at 18 miles per gallon in city driving and 27 mpg on the highway.

The only large luxury sedan that rates higher in mileage is the gasoline-electric hybrid version of the Lexus LS, which is rated at 20/22 mpg.

The Genesis with V-8 is rated at 17/25 mpg. This is still better than the 14/22-mpg rating of the 2009 Mercedes S-Class and the 16/24-mpg rating of a non-hybrid, 2009 LS 460.

Note that the Genesis, with either V-6 or V-8, uses regular gasoline, while the S-Class and Lexus LS cars use premium.

Sure, the Genesis has none of the heritage that a German luxury marque provides or the panache of a Lexus hybrid. And some options that Mercedes and Lexus have aren't offered.

But a low-priced, sizable, rear-drive luxury sedan -- that scored the top, five-out-of-five stars in federal government crash testing -- seems apropos for today's tight-budget times.

That's before considering the Genesis' generous 10-year/100,000-mile limited powertrain warranty and five years of roadside assistance coverage. In comparison, the Mercedes standard new-car warranty lasts for four years/50,000 miles.

The Genesis comes standard with leather-trimmed seats, Bluetooth cell phone interface, dual automatic climate control, an attractive, soft-to-the-touch instrument panel with wood trim accents and power-adjustable front seats that are heated.

The Genesis also has 6.4 more cubic feet of passenger volume than a Lexus LS 460, helping passengers rest comfortably with 38.6 inches of rear-seat legroom and up to 40.4 inches of front-seat headroom.

The ride is refined -- both supple and well-controlled. As a matter of fact, the independent, front and rear five-link suspension system works in sophisticated fashion to cushion road bumps while retaining dynamic handling. The suspension is impressive and usually is found on cars that cost more.

At the same time that drivers can feel the road and aren't isolated from the pavement, they don't have to deal with the busy vibrations that emanate from some BMW models.

The Genesis -- which weighs between 3,748 pounds and 4,012 pounds, depending on which engine is in the car -- also doesn't feel heavy and ponderous. It weighs at least 450 pounds less than a Mercedes large sedan.

The thud of the doors closing in the Genesis doesn't convey the Teutonic sense of a Mercedes. But the fit and finish on the test Genesis were excellent.

Steering was quick and responsive but not overly done, and the Genesis maneuvered confidently in everyday driving and in aggressive situations. It was a pleasant car that I eagerly stepped into day after day.

The base engine, a 3.8-liter V-6 with dual variable valve timing and 264 foot-pounds at 4,500 rpm, had plenty of power and "oomph" to move the Genesis along as if it were a smaller car.

This performance, plus the fuel economy, is why Hyundai expects as many as 80 percent of Genesis sedans to be sold with this engine. It's mated to a smooth-shifting, six-speed automatic transmission that allows a driver to shift from gear to gear without using a clutch pedal.

Note, though, drivers must use the shift lever in the center console. There are no steering wheel-mounted shift paddles.

With little wind and road noise coming through, the interior was serene. I rarely heard the engine except during acceleration, and then sounds were confident and satisfying.

Where the V-6 is good, the uplevel, 4.6-liter V-8 is great. It responds quicker, with a 0-to-60-miles-an-hour time of 5.7 seconds compared with 6.2 seconds for the V-6. Its sounds are deeper, too, and torque peaks at 324 foot-pounds at 3,500 rpm for punchier performance.

Like the V-6, the V-8 uses the six-speed, electronically controlled automatic transmission. Note this is the first V-8 in a Hyundai sold in America.

Everything was well-arranged and easy to find and see in the Genesis. All safety equipment is standard, including curtain air bags, stability control and traction control. It even includes side-mounted air bags for the back seat.