First Test: 2009 Hyundai Genesis 3.8 at AutoFans www Auto Com

First Test: 2009 Hyundai Genesis 3.8

By now, the Hyundai Genesis is a car that needs no introduction. Upstaged only by the stupefying performance of the Nissan GT-R at our 2009 Car of the Year competition, this big rear-drive sedan has helped hasten Hyundai’s transformation from budget alternative to first-choice brand. A 375-horsepower V-8-powered Genesis 4.6 is about halfway through its one-year stint in our long-term fleet, and so far the returns have been overwhelmingly positive. But what of the less-glamorous, less-powerful, and less-expensive Genesis 3.8?

Unsurprisingly, it’s just as good.

Powering the Genesis 3.8 is a 290-hp, 264-lb-ft regular-unleaded-drinking 3.8-liter V-6 — by comparison the 4.6-liter Tau V-8 in the Genesis 4.6 needs premium to unleash its full 375-hp and 333-lb-ft and at 17/25 mpg city/highway, is slightly thirstier than the 18/27 mpg V-6. Mated to an Aisin six-speed automatic instead of the 4.6’s ZF-sourced box, the combination propels the big, 3774-lb sedan from 0-60 mph in just 5.9 seconds and through the quarter in 14.5 seconds at 96.5 mph — as fast or slightly faster than the Audi A4 3.2, Mazda6 GT, and Nissan Maxima among others, and just a few tenths slower (0.3 to 60 and 0.4 in the quarter) than the Genesis 4.6.

At 119 feet from 60 to 0, braking performance is comparable to that of the Dodge Challenger SRT8, though it needed six feet more than the Maxima and seven feet more than its 4.6 sibling. It also performed respectably in our handling tests, putting down an impressive 0.89 g (avg) on the skidpad — outperforming the 4.6 — and a 27.4 second @ 0.65 g (avg) figure-eight time, 0.3 sec behind the Maxima and 0.2 behind the 4.6.There are a few other mechanical differences between the two Genesis variants. Hyundai fits the 3.8 with 12.6-in. front discs, while the 4.6 gets 13.0-in. front discs. The 3.8 gets 17-in. wheels instead of 18-inchers, and a fully hydraulic power-steering system in place of the electro-hydraulic setup in the 4.6. That last detail lends the 3.8 slightly weightier steering that feels more connected. Suspension set-ups are identical, and so the 3.8 shares the 4.6’s sometimes-odd ride characteristics. Though normally smooth and comfortable, it tends to get unsettled easily on rough or irregular roads — especially where the left side of the road is smooth and the right is not. That can lead to a bit of a jerky experience, most likely due to the car’s stiff anti-roll bars.

On the plus side, the Genesis does handle quite well for its size, exhibiting minimal body roll through turns with quick turn-in and neutral steering. The V-6 itself revs up smoothly and without too much fuss (or a memorable exhaust note), and though it was tested with only two occupants and a light amount of luggage, there is little worry about it laboring with a full load of people and gear. The Aisin gearbox isn’t as smooth as the 4.6’s ZF unit, however, and can be jerky when dropping through several gears when the accelerator is mashed to the floor. Throttle tip-in is on the aggressive side and could be dialed back a bit, but there are no complaints to be had about the brakes, which engage responsively and quickly.

Inside, the 3.8 is almost as generously appointed as the 4.6. The power-adjustable leather seats are comfortable and feel quite well-made (though the “ultra premium” leather in the 4.6 is suppler to the touch, the difference between the two upholsteries isn’t that great). While the 4.6’s leather door and dash trim is replaced with woodgrain, it works well and doesn’t look cheap or tacky. A voice-activated Bluetooth hands-free system is standard and is located in the headliner near the dome lamp. It’s a stand-alone piece and isn’t integrated into the audio system, but it works. The standard seven-speaker audio system sounds better than some automakers’ “premium” systems. It produces good, crisp highs, and while some might find the bass lacking punch, the average Genesis buyer should find it more than adequate.

One feature missing from the 3.8 that should be standard is a telescoping steering column, the lack of which makes it harder for taller drivers to find a comfortable seating position, counteracting the 2.3-in. of extra headroom provided by the lack of a sunroof. Also absent from the 3.8 tester we had were rain-sensing wipers, power rear sunshade, and integrated memory system for the driver’s seat and rear view mirrors. All of these can be added into the 3.8 via the $2000 Premium Package, which gives it almost the same equipment level as the 4.6 save for the higher-end leather, wood-trimmed steering wheel, chrome exterior accents, and 18-in. wheels. The latter can be added for another $1000, but are a different nine-spoke design than the 4.6’s 14-spoke rims. The choice between the two comes down to preference and money, with the 3.8 being exactly $5000 cheaper than the 4.6.

What of the rest of the competition, then? The Genesis 3.8 comes in square at $33,000, a relatively crowded price point that includes everything from the BMW 328i to the not-long-for-this-world Pontiac G8 GT to the front-drive Nissan Maxima. But it has a unique combination of size, performance, luxury, and value for the segment. Its interior is more luxurious than those of the G8 and Maxima. It outperforms the Audi A4 2.0T and Mercedes-Benz C300, is substantially bigger than the C-Class, 3 Series, A4, and Infiniti G37, and substantially more involving to drive than the Lexus ES. And it is more than $2500 cheaper than the similarly sized Acura TL and Cadillac CTS. Badge snobs will probably stay away, but those interested in a great entry-level luxury car will not be disappointed. And for buyers with a bit more cash that want more power, more features, and nicer leather, Hyundai will no doubt have the Genesis 4.6 on the very same lot.

[source:MotorTrend]

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First Test: 2009 Hyundai Genesis 3.8

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This entry was posted on Friday, July 10th, 2009 at 6:36 am and is filed under Hyundai, Auto Review, Car Review. You can follow any responses to this entry through the RSS 2.0 feed. You can leave a response, or trackback from your own site.