Gary Rome, Sox, Pats help us cope

The world is an awful place these days. Wars, economies crashing and people generally not doing well. There are people who do help us get by. Gary Rome is one of those people.

He backs the Boston Red Sox and the New England Patriots no matter what.

I think he should be publicly acknowledged and thanked for his efforts. Who knows, without his posters taped to our windows, Jason Bay might not have found his way home.

Thanks Gary Rome.
JOHN DEGUTIS
Chicopee

Launch Party: 2009 Hyundai Genesis

If you ever wanted to know what three quarters of a billion dollars looks like, take a gander at the 2009 Hyundai Genesis.

That's how much the Korean automaker spent developing its first luxury car for the American market, and it can be yours for the low, low price of $33,000.

If that sounds like a lot to you for a Hyundai, join the club. The perennial value brand has its work cut out for it convincing buyers that it can seriously be considered an alternative to the luxury offerings from Japan and Germany, not to mention Detroit, even at a bargain price.

After spending a day driving several models of the car on the winding roads paralleling the Hudson River in New York City's northern suburbs, I'll venture to guess that getting high-end shoppers in the doors of its dealerships will be the second hardest challenge Hyundai has ahead of it.

Keeping the Genesis in stock will be the really tough part.

At the press drive introduction, Hyundai made no excuses for the Genesis, nor did they need to. Unlike some past offerings from the brand, there is very little "you get what you pay for" about the car. It is just plain good.

The Genesis is a large vehicle, with exterior dimensions that fall between most mid- and full-size sedans. Considering it's priced like a compact, that's an achievement unto itself. The exterior - an amalgam of Mercedes, Lexus and BMW themes - breaks no new ground, but there is also nothing about it that is wrong. The design is clean and well-proportioned without any notable missteps, which is more than many of the cars it will compete against it can say.

The grille was the last feature finalized, and what Hyundai went with kind of looks like a barista drew an S-Class grille with chocolate sauce on the top of a cappuccino, then ran a coffee stirrer down the center.

The only thing missing is a Hyundai logo, but that is intentional. The company is trying to establish Genesis as a sort of pseudo-luxury brand without going to the trouble and expense of starting a separate sales channel like the Japanese did with Acura, Infiniti and Lexus. It probably isn't special enough to hang all of that on to it, but it will do the trick for now, and is definitely more attractive than your standard Hyundai front end.

One of those fancy proximity keys unlocks the door as you approach, and there's a button on the dash to start the engine with. Genesis is available with either V-6 or a V-8, and you won't find yourself wanting much with either. The six cylinder churns 290 horsepower through the rear wheels and manages 27 mpg on the highway, which is very good for a car of this size with that much power. Give the gas pedal a nice prod and you'll feel a strong shove into the seat.

Do that with the eight cylinder and you might end up in the back row. The 375 horsepower is all you need to know about it, but a 25 mpg highway rating is a nice surprise, and as much as you'll find in just about any car it competes with. Starting price for a Genesis with the big motor is just $38,000.

Always watching out for your bottom line, Hyundai makes a point to tell you that while premium gasoline is recommended for the V-8, it'll run just fine on regular. In fact, they are the only automaker I know that gives you the horsepower rating for the lesser grade fuel, and at 368 horsepower, you might as well save the money.

Underway you'll notice something is missing that is found in most of its sister products. Noise. Hyundai says the Genesis is as quiet as a BMW 750i or Lexus LS460, automobiles that cost twice as much. I can't vouch for that claim, but it is astonishingly quiet inside. Even under full throttle you hear little more than a murmur from the engine bay, virtually no tire roar and just a whisper of wind through the laminated glass.

Hyundai showed us diagrams of all the sound insulation it stuffed into the car, and I doubt that Bob Villa could have done more with your chilly garage.

The interior of the Genesis is anything but cold, with leather that could be straight from an Infiniti, and lots of glossy real wood that looks the part. There's some plastic and vinyl, but it's all soft to the touch, even the stuff way down low on the transmission tunnel, where it's easy to cheap out with the hard stuff.

The seats are more comfortable than sporting, and a little too flat when the roads start to turn. A shame because with a suspension that automatically adapts to the way you drive, the car can put on a pretty good show, even if it doesn't go out of its way to encourage that kind of driving.

The shape of the dashboard is Mercedes channeled through Lexus, with a big bulge in the center that houses the multimedia system. On V-8 models, you can opt for a technology package that has navigation with live traffic and a 17-speaker stereo designed by Lexicon, the same company that provides the audio setup for the Rolls Royce Phantom.

With 7.1 surround sound, it is as good as any, and much better than even the 14-speaker system that is also available. You can control most of the functions with a console mounted dial, but there are auxiliary controls scattered about for more immediate adjustments like volume.

The screen is a good size, with up to date graphics, but its a little high on the dashboard and not shaded well, the top half of it often disappearing in direct sunlight just as you are approaching the next right turn.

If it weren't for the humdrum instrument panel and a steering wheel with too many large square buttons on it, from the driver's seat you'd have a hard time telling the difference between the Genesis and a dozen cars that cost much more than it does. There's also a lot of room: as much interior space as a Mercedes S-Class. Much of that must go to headroom, though, because space for legs doesn't quite top the charts.

That's not to say back seat passengers will complain. I was easily able to fit behind the driver's seat, even with it adjusted to fit my 6-foot-1 frame. Unfortunately the cars that Hyundai benchmarked for rear seat comfort don't seem to have considered hydration very important. The only two cupholders are in the fold-down armrest, which means if three people are back there, they will all need free hands for their Diet Cokes. A lot of carmakers are guilty of this oversight, but that doesn't mean Hyundai gets a pass.

It doesn't need one on fit and finish. All of the parts go together like a jigsaw puzzle, with every line and seam matching up perfectly, and there wasn't a rattle or hum to be heard in any of the cars that I drove. Cruising through the ritzy towns that straddle Route 9 through Westchester County, I felt right at home, and didn't want for anything.

Sure, if a BMW M5 came along I'd be toast, but only if I were foolish enough to engage him in battle. According to Hyundai, Genesis buyers are mostly male, mostly married, with a little less than half making more than $100,000. These are not hoons looking for trouble. They are people who used to own Sonatas and Azeras. If they were interested in 0 to 60 mph times, they would've been driving a different brand and would have never checked out the Genesis in the first place.

Hyundai should have little trouble finding the 20,000 or so of these buyers they're figuring on for the first year, though they are ready to build a lot more than that if needed.

Give them credit for not getting ahead of themselves, but they may want to think about adding a few shifts at the plant.

FOX Car Report does not accept travel and lodging consideration when attending manufacturer sponsored events.

2009 HYUNDAI GENESIS

Base Price: $33,000 (V-6)/$38,000 (V-8)

Type: Front-engine, rear-drive, 5-passenger, 4-door sedan

Engine: 3.8L V-6/4.6L V-8

Power: 290 hp, 268 lb-ft torque/375 hp, 333 lb-ft torque

Transmission: 6-speed automatic

MPG: 27/18 (V-6) 25/17 (V-8)

By Gary Gastelu

Hyundai Sonata's value quotient is impressive

The fight to achieve parity in the fiercely competitive automotive industry has not been an easy one for Korean manufacturer Hyundai.

But the company has slowly and steadily risen from the ashes of the Hyundai Excel, an inexpensive compact that marked the company's first entry into the United States back in 1985.

The Excel initially received an enthusiastic reception among Americans, but buyers soured on it and the entire Hyundai brand after it turned out that cheap and cheaply made were pretty much the same thing.

Persistence, a significant improvement in product and an industry-leading warranty eventually turned buyers' heads back in the company's direction and today Hyundai automobiles enjoy favorable comparisons with the acknowledged industry leaders in a number of market segments.

One of the toughest is the mid-size family sedan market, a segment in which most manufacturers have an entry and Japanese manufacturers Toyota and Honda have been the leaders for a long time.

Hyundai's entry is the Sonata. The fourth generation model of the front-wheel-drive, four-door sedan was introduced as a 2006 model. For 2009, the Sonata has been given a rather comprehensive freshening, although you would never know it just to watch one pass by.

That's because exterior changes are minor, consisting mainly of a new front grille, revised bumpers, headlights, taillights and moldings. In addition seven new colors and alloy wheels have been added to the mix.

The heavy lifting was done under the hood and in the passenger cabin, two areas that were in need of upgrading for Hyundai to keep its nose on the tail of the Japanese front-runners.

The base 2.4-liter, four-cylinder engine gets variable valve timing and a power boost from 162 to 175 horsepower. Torque increases from 164 pound-feet to 168. In addition, the automatic transmission is upgraded to five speeds, from four, and accounts for a one-mile-a-gallon increase in fuel mileage to an EPA-rated 22 city/ 32 highway. A five-speed manual shifter is still available for the do-it-yourself types.

The 3.3-liter V-6 engine is rated at 249 horsepower, up from 234. Torque is up three pound-feet, to 229. The engine of choice for about 30 percent of Sonata buyers, it falls 19 horsepower short of the leaders, but is about equal in fuel efficiency with a rating of 19 mpg city/29 highway. A five-speed automatic is the only transmission available with this engine.

Upgrades to the independent suspension improve handling in the entry-level GSL and Limited models, but they still don't move the Sonata into sporty territory. A third model, the SE, gets even more serious suspension tuning, but I did not have an opportunity to sample it.

Inside, where 121.7 cubic feet of space make it the roomiest sedan in its class, the Sonata has been given a complete makeover.

Trim and fabric materials have been significantly upgraded, the front bucket seats have been improved for additional support and comfort, the center console has been modernized to make room for a touch-screen navigation system and the instrument panel has been revised. In addition, there is Ipod and USB connectivity.

I spent limited time in a V-6-powered Sonata and a whole week with a four-cylinder model. In both cases, the extra power was much appreciated, and made both cars more enjoyable to drive. In the four-cylinder car, I averaged between 18 and 28 miles per gallon of regular unleaded gasoline.

Still, despite the suspension and engine improvements, the mainstream Sonatas have a workman-like demeanor that is devoid of any sporting pretensions.

Family and friends will enjoy the comfortable and compliant ride, but the pilot will find nothing to encourage spirited driving.

More important to the family-transportation mission, all Sonatas come with a comprehensive list of standard safety equipment that includes electronic stability control, active front head restraints, side-curtain airbags and four-wheel disc brakes with emergency-stop assist and electronic brake force distribution.

Perhaps the Sonata's biggest attraction is its value quotient, which puts it several thousand dollars below of much of the competition. Prices start at $18,700 for a GLS with manual transmission, cruise control, air conditioning, six-speaker am/fm/cd/MP3 sound system and power windows, locks and heated mirrors.

The top-of-the-line Limited with V-6 engine and automatic transmission carries a $26,345 sticker price and adds luxury touches such as leather upholstery, trip computer, upgraded sound system, sunroof and 17-inch wheels.

The navigation system, available only on the Limited, costs an extra $1,250.

The Hyundai Sonata may not have the sporty attributes of a Honda Accord or a Nissan Altima, but it is a solid sedan at an attractive price.

In these days of economic uncertainty and high gas prices, that's a pretty powerful combination.

Nick Yost SPECIAL TO THE WASHINGTON TIMES

Complex.com: 2009 Hyundai Genesis Sedan Test Drive

While you were out jockin' M-B's, Lexus's and BMW's, a little Korean company called Hyundai was creepin' on the come up. Bet you didn't know they're now the 7th best selling automotive brand in the U.S., did you? Turns out a lot of Americans love low priced cars--who knew?

To celebrate, the company best known for econo-boxes is looking to go head to head with the big boys by introducing their new rear-wheel drive Genesis platform. Their first Genesis offering touching down in the states will be the amazingly priced 4.6 and 3.8 Sedan, followed later by the coupe. Hyundai threw Complex the keys and we took this recession special for a ride. Read the full review and check out a gallery below.

PRICE: $37,250

SPECS:
Engine: 375hp, 4.6L V8
MPG: 17 city/25 mpg

RIDE: Hyundai may bill the Genesis as a luxury sport sedan, but once behind the wheel there wasn't much sportiness to be found. Although the peppy V8 made it easy to go up against any other big body sedan on the road not rocking an "AMG" or "M" badge, whipping it through corners wasn't very confidence inspiring. The steering was a little unresponsive and numb. But that's not what the Genesis was made for. If you wanna get your Nurburg' on, get a sports car. The Genesis aspires to be more luxe than sport. Cruising at any speed feels like you're floating. Hop in the back and you might think you were in something with a six figure price tag. All that's missing are curtains. And the Cristal.

INTERIOR: Sleek and sophisticated. Hyundai realized the real indicator of a luxury car is the interior and made sure to pay extra attention to detail, and for the most part they succeeded in providing a high class experience. The leather and wood grain that wrap the steering wheel and dash felt as high grade as any other luxury brand. But the aluminum looking panel around the shifter and entertainment system felt cheap, and an analog clock would have been a better fit than the bargain basement digital joint they put in there.

AUDIO: Our model had the Technology package with a 40 gig hard drive, navigation system, and the Lexicon surround system with 17 speakers and 11 channel digital external amplifier, that knocked pretty well. A little more bass would have been perfect. The iDrive-esque controller worked well too. The tech package is well-rounded and you don’t need to study the instruction manual to use it.

WHIP APPEAL: Take the Hyundai badges off of this and it could be anything from a Lexus to a Mercedes. We'd rather push this than a Chrysler 300 or even a BMW 3 series. Driving it around, you definitely don't feel like you're in a Hyundai, and most people on the street didn't know it either until they get closer.

ONE MORE THING: Of course, for the low-low price tag, somethings are missing. While most luxury brands are implementing next generation safety features, Hyundai just rocks with traction control. The heated and cooled seats are pretty dope and lets not forget Hyundai's 10 year/100,000 warranty.

SUMMARY: The Genesis accomplishes a lot with a little. There are some hiccups, but for those looking for an entry luxury car, this is it. Rear wheel drive, luxe interior, powerful engine, good looks. It's all there.

RATING: 4/5

Source: Complex.com

2009 Hyundai Genesis 4.6 - Road Test

New cover, familiar text: The new book of Genesis: Not exactly a page turner, but lots of content.

Before we buckle up, we must first invoke a temporary vocabulary-restraining order: At no time will the term luxury sports sedan be used to describe this car. At least not by us. Luxury, yes, and sedan, obviously. But sports, nope, sorry, we're putting that appellation on hold.

If you've already checked the specifications, you may wonder why we post the proviso. The Genesis looks pretty formidable on paper, particularly with the optional 4.6-liter V-8 engine, and a lot of people in the Hyundai organization think their new car measures up pretty well against sporting stalwarts from BMW, Mercedes, and Audi. A clue to their conviction can be seen in the Genesis promotional literature, which is sprinkled with "sports sedan" references.

There's no question that, in general, Hyundai's development team checked the right boxes for their ambitious leap to this high-stakes, high-profit game. However, this isn't really a huge surprise because, after all, they had a script, written by Toyota for the development of the 1989 Lexus LS400. So the formula is one that's now familiar: respectable performance, decent quality, and lots of features wrapped in attractive sheetmetal at an even more attractive price.

That last--pricing--has been the key to Hyundai's remarkable progress since it made its first appearance in the U.S. market in 1985 with the Excel, which was loosely related to the Mitsubishi Mirage and also sold as the Mitsubishi Precis. With a 0-to-60-mph time of 16.3 seconds, our test crew called the Excel "faster than speeding molasses," [C/D, March 1986]. But thanks to lower Korean labor costs, Hyundai was able to price the Excel considerably below competing small cars.

The Genesis, obviously, shares only a brand name with that primitive '80s Excel, but the marketing theory is similar. Pricing for this new luxo four-door starts at $33,000, including the $750 destination charge. That's for the 290-hp, 3.8-liter V-6 version. The 375-hp, 4.6-liter V-8 adds $5000 to the base price--$58.82 per pony. Not all that much, really, when you consider the cars with V-8 power that Hyundai seeks to usurp. The base price for a BMW 550i is $59,625, and the least expensive 5-series, the 528i, starts at $45,425.

Others: Audi A6 4.2, from $57,075; Infiniti M45, from $51,065; Lexus GS460, from $53,785; Mercedes E550, from $60,575. (We should add that with the exception of the Genesis, these are 2008 prices.)

Here's what you get for your 38-grand base price. In addition to the V-8 and ZF six-speed automatic (the 3.8-liter V-6 is mated to an Aisin B600 six-speed auto), the luxury inventory includes a power tilt/slide sunroof; two-tone leather upholstery and upper dash, stylishly stitched; tasteful wood trim; heated power front seats; a 15-speaker sound system; electroluminescent instruments; Bluetooth hands-free phone connectivity; dual-zone automatic climate control; memory presets for seat position and steering column (power adjustable for rake and reach); a power rear sunshade; and cruise control (Hyundai will add an adaptive feature later).

Our test car had the only option group offered, the $4000 Technology package: 17-speaker audio with an in-dash six-DVD changer, XM satellite radio, an iDrive-style control that's actually user-friendly, a nav system, HID headlamps, a backup warning camera, driver's seat cooling, and front and rear park-assist sensors.

You get the idea--lots of the goodies you'd expect of a luxury car, in a handsomely executed interior. Make that handsome and exceptionally roomy. This is a big car by the standards of the class to which it aspires--bigger than any of its target competitors, with interior volume that's more consistent with cars one size up the scale. Lots of trunk, too--16 cubic feet.

Hyundai has taken pains to make sure the Genesis is as quiet as it is roomy--another page from the Lexus playbook. At a 70-mph cruise, the needle on our sound meter once quivered just below 69 dBA, but we wound up with an average of 70--good but not exceptional. Noise suppression is fine, of course, but how silent should it be? We think a little basso profundo in the exhaust note would enhance the driving experience. To which we'll return shortly.

Exterior design is obviously critical to a company attempting to invade the prestige ranks, and here again it looks as though Hyundai has followed the Lexus script. Created to invade German turf, the original LS400 was a shameless Mercedes derivative that worked. The Genesis can be perceived as derivative, too, but pinpointing the origin of the derivations provokes debate. Mercedes? BMW? Lexus? The S-class-style grille is eye-catching, and the short front overhang suggests athleticism, but the overall look is a little generic.

BY TONY SWAN
Car and Driver

2010 Hyundai Genesis Coupe Gets Some Performance Cred - Courtesy of Brembo

SEOUL, South Korea -- Taking a page from performance giant Porsche, Hyundai said it will offer Brembo brakes as an option on its 2010 Genesis Coupe. The Korean automaker said this is the first Hyundai ever to be fitted with Brembo brakes.

It is yet another step forward for Hyundai, as the company attempts to move away from its value leader image.

The high-performance disc brakes from Brembo will be available as part of an optional track-use performance package on the Genesis Coupe. No word yet on pricing for this option. The Genesis Coupe is set to go on sale in September in Korea, followed by a North American launch in spring 2009.

"By specifying Brembo brakes, we are sending a strong message about the performance capabilities of the Genesis Coupe," said Dr. Hyun-Soon Lee, president of Hyundai's corporate research and development division. "Among car aficionados, Brembo's oversized caliper design is recognized as one of the hallmarks of a high-performance car. They grab attention and will force people to take a second, closer look at the Genesis Coupe."

The Genesis Coupe, Hyundai's rear-wheel-drive sports car, gets an optional performance-tuned 3.8-liter V6 that delivers an estimated 306 horsepower. The base engine is a turbocharged 2.0-liter inline-4 that makes an estimated 212 hp.

What this means to you: Those signature red Brembo brakes telegraph a powerful performance message about Hyundai's intent to improve its stature on the street. -- Hoseok Park, Correspondent

A $40,000 Hyundai? Luxuriating in the 2009 Genesis Sedan

Hyundai undercuts Lexus, Infiniti and Mercedes with a luxury car that'll give car buyers another reason to forget the Korean carmaker's checkered past

The world has turned upside-down. The US government is the hottest ticket on Wall Street, Cadillac builds European sports sedans, Saab markets SUVs, and now Hyundai makes a $42,000 luxury car. Someone e-mail the Bizarro Justice League, stat.

The 2009 Hyundai Genesis has been a long time coming for the South Korean automaker. Years ago, Hyundai introduced to the American market an ignoble range of economy cars that, unadjusted for inflation, cost the equivalent of pocket lint. It's a different company now. To mangle a Pink Floyd lyric, 20 odd years may have gotten behind Hyundai Motor America, but it didn't miss the starting gun.

As it enters a new phase of maturity, Hyundai's digging in for a fight where it hasn't before (in the US): luxury sedans. The new Genesis seems a million years from the long-discontinued Excel, a car so awful ConsumerGuide once scored it a 3 out of 10 for materials. These days, according to J.D. Power & Associates, Hyundai's up there with Acura, Audi and Volvo in overall quality. Say the word Excel to a Hyundai executive now, and you're more likely to get a spreadsheet than a set of keys.

For the past half-decade, industry watchers have seen Hyundai edging its product line upmarket. In 2004 it launched the Azera, a front-wheel-drive, midsize sedan with shades of Buick. In 2006 it introduced the Veracruz crossover SUV, aimed squarely at the pricier Lexus RX300. This year, the rear-drive Genesis sedan arrives in dealerships. Next year, it'll be a sports coupe producing 300 horsepower. Maybe after that we'll see a Hyundai that takes off vertically like a Harrier jet. Who knows.

Not quite what you'd call design-forward, the Genesis is attractive in a familiar way, kind of like actress Julie Bowen (Google, if you must). Midway between the Mercedes S-Class and Infiniti M in appearance, the Genesis's most distinctive bit is that louvered grille, whose wing-like slats assign a curious organic character to the fascia. Inside, the Genesis offers spacial volume equal to that of a Mercedes S-Class. Interior trimmings are tasteful and corporately austere compared to Lexus's million-button march.

Where the ancient Excel was as technologically advanced as a Bundt pan, the Genesis is a modern luxury car, riding on a new, rear-drive chassis platform. The allocation of drive wheels to the back immediately applies that unmistakable feel of being pushed, not pulled, distinctive of a true executive car. Suspension tuning tends toward the floaty side of the luxury spectrum, closer to the American and Japanese ideal, rather than that hard-soft meatiness characteristic of German sedans. That's not to say the Genesis is a flaccid ride--it isn't, quite. The multilink front and rear suspension combines with a shock-absorber system from ZF Sachs called amplitude-selective damping, which the Genesis shares with the Mercedes C-Class. The all-hydraulic system decreases damping over minor "stimulations" like road imperfections, but increases damping during major loading, as in hard cornering. As a result the 4,000-pound sedan keeps fairly flat-ish in corners while retaining composure over rough roadways.

The electro-hydraulic steering is responsive and offers decent feedback, especially in the V6 model. That car uses a slightly different steering setup than the V8 model, whose steering feels overly processed by comparison. Brakes are an exercise in directness and offer plenty of stopping power for all that weight.

Buyers of the entry-level Genesis model are eligible for the company's smooth 3.8-liter Lambda V6, producing 290-horsepower, although the company expects 20 percent of buyers to opt for Hyundai's 4.6-liter Tau V8. The V8, a requirement in the luxury segment, cost Hyundai $260 million to develop and produces a substantial 375 horsepower on premium fuel (368 on regular). Each engine links up with a separate six-speed automatic transmission, the V6's from Aisin, and the V8's from ZF. Both serve up- and downshifts as smoothly as warm sour-cream frosting. Maybe not exactly that, but we've gone a few sentences without inelegant hyperbole, so there you go.

But luxury cars are about the extra stuff you get, and the Genesis comes with the most requested kit. The Genesis 3.8 V6--starting at $33,000 with $750 freight charge--comes with a raft of expected accouterments: automatic headlights, cruise control, power front seats--eight-way driver and four-way passenger; power tilt and telescoping steering wheel; dual-zone climate control; sunroof; seven-speaker audio system with CD player, XM satellite radio and iPod and auxiliary input jacks; leather; Bluetooth capability; heated front seats, and 17-inch alloys. The Genesis 3.8 turns in EPA mileage figures of 18 mpg city, 27 mpg highway.

The Genesis 4.6 V8--starting at $38,000 with $750 freight charge--adds rain-sensing wipers with auto-defogger windshield; eight-way power passenger seat and driver memory settings; a wood and leather interior trim package; auto-dimming rear view mirror, 15-speaker Lexicon audio system with six-disc CD changer (shared with the Rolls Royce Phantom), power rear sunshade, 18-inch alloys and chrome exterior accents. The Genesis 4.6 is EPA rated at 17 mpg city, 25 mpg highway.

Buyers of the V6 can opt for the same features as the V8 by optioning the Premium Package. A Technology Package offered on both models includes cooled driver's seat; adaptive headlights with auto leveling; front and rear park assist, Lexicon 17-speaker audio system, 6-disc in-dash DVD changer navigation system, XM NavTraffic real-time traffic service; multimedia controller, and a backup camera.

Although brand-conscious buyers will likely steer clear of the Hyundai lot for now, the economic woes of late may work in the company's favor, bringing in new buyers looking to scale back their free-spending ways. And of course, any Wall Streeter whose paycheck is now signed by Uncle Sam should get a thumbs-up from We the People if they ditch their German iron and show up at work in one.

Cars.com Review: 2009 Hyundai Genesis

Hyundai's all-new Genesis is unlike any car the Korean automaker has brought to the U.S. before. It's a rear-wheel-drive full-size sedan that's available with Hyundai's first V-8 engine in a passenger car. After driving the car extensively in and around Santa Barbara, Calif., it's clear to me that Hyundai got most of the important elements right: The driving experience and the cabin's ambience and amenities are all there.

What's less certain is whether buyers will be accepting of a Hyundai -- a brand better known for small, affordable cars -- with a starting price of $32,250, even though that price includes a number of standard safety and convenience features. It's going to be difficult, but it helps that Hyundai has a remarkable first effort on its hands in the Genesis.

Styling
Most of Hyundai's models fall on the bland side of things where styling is concerned, but the automaker has taken a couple chances with its new flagship sedan. The first of these is the lack of Hyundai's "H" badge on the grille, which instead features a winged design not seen on other Hyundais in the U.S. Though the symbol's absence here (there is one on the trunklid) misses an opportunity to tell onlookers that the Genesis is a Hyundai, the flip side is that it might intrigue large-sedan shoppers and prompt them to take a closer look. Based on the car's sleek, stylish appearance overall, I suspect many who investigate further will be impressed with what they see.

Though the Genesis doesn't blaze any new trails in terms of design, it does possess an athletic look for a large car, and it's also well-proportioned, which seems like one of those basic design qualities that can get left behind sometimes. The Genesis has a timeless elegance.

Ride & Handling
Hyundai positions the Genesis as a performance sedan, and I admit I was skeptical as to whether or not the automaker was willing to do what it takes to truly deliver a sport-sedan experience. Having driven the sedan on a variety of roads, I'm now able to report that Hyundai has backed up its talk with a true performer.

Giving the Genesis a rear-wheel-drive platform -- as opposed to a front-wheel-drive one like the full-size Hyundai Azera and Toyota Avalon -- was one of the first right moves Hyundai made; the superior dynamics afforded by RWD were eminently apparent on winding mountain roads. The Genesis navigates tight corners like a much smaller car -- body roll is well checked and the balanced chassis encourages you to push it harder. The Azera, in comparison, offers softer responses when traveling on undulating roads; it's more of a cruiser, whereas the Genesis is a carver.

Along with this sporty performance comes a ride that's definitely more taut than most Hyundais. The four-wheel independent suspension, which features a five-link setup in front and back, is sensitive to pavement imperfections, transmitting the pockmarks of the road up to the cabin. This was on mostly smooth California roads, too, which were in much better shape than the ones I normally drive in Chicago.

Where the Genesis differs from a number of other performance sedans is that its steering effort is fairly light; it doesn't take much exertion to turn the wheel. It spins with impressive smoothness and has a consistency across its range of motion that lets you follow a curve with precision. Personally, I would have liked a little less power assistance in the steering, but many people will buy the Genesis more for its value-oriented luxury than for its handling prowess, so I can understand why Hyundai tuned it the way it did.

V-8 Performance
Hyundai's first production V-8, which goes in Genesis 4.6 trim levels, is a powerful engine, much like the 380-horsepower, 4.6-liter V-8 in the Lexus LS 460. It has the same displacement as that Lexus V-8 and makes nearly as much power: 375 hp when using premium gas (368 hp on regular). The V-8 powers effortlessly up hills and allows the car to build speed quickly; I looked down at the speedometer one time and was surprised to find I was going almost 90 mph. All this power wouldn't be worth much if accompanied by any harshness or vibration, but the V-8 is impressively smooth and refined, just like the Lexus V-8.

Joining Hyundai's V-8 is an equally good six-speed automatic transmission. It's manufactured by ZF, which also supplies BMW, and includes a clutchless-manual mode for driver-controlled shifts.

The automatic shifts smoothly and feels well-matched to the V-8. It's also easy to control downshifts using your right foot -- depressing the gas pedal will make the transmission kick down for a quick pass around a slower-moving car.

V-6 Performance
Though the new V-8 is big news for Hyundai, the automaker expects 80 percent of Genesis sedans sold to have the standard 3.8-liter V-6, which goes in 3.8 models. This V-6 isn't new (it's optional in the Azera), but it produces more power in the Genesis than it does in other Hyundais: 290 hp.

The V-6 feels plenty strong, if not quite as powerful as the potent V-8, and like the larger engine it can power the sedan to excessive speeds before you know it. The V-6 also works with a six-speed automatic, though this one is manufactured by Aisin. Like the automatic in the V-8 sedan, it's responsive and smooth.

When it comes to gas mileage, the V-6 has a slight advantage over the V-8; it's rated at 18/27 mpg city/highway while the V-8 gets 17/25 mpg.

The Inside
Genesis occupants are treated to an upscale cabin that features premium materials, like an optional leather dashboard, and a high level of fit and finish. I prefer the look of the base dashboard and its simulated wood trim, but regardless of which way you go it's clear Hyundai looked to the standard in the luxury segment -- the Mercedes-Benz S-Class. The similarities between the dashboards are undeniable. When cruising, it's also very quiet inside.

Like the S-Class, the Genesis is available with a multifunction control knob that operates the audio and navigation systems. BMW started this trend with its iDrive system, and Audi and Mercedes latched onto the concept, introducing their own systems. Even though they offer varying degrees of user-friendliness -- with BMW's iDrive near the bottom and Mercedes' Comand near the top -- all of them are supplied by Harman/Becker, according to Roger Shively, a chief engineer with the supplier. Fortunately, Hyundai's system is like Mercedes' in that its menus are more intuitive. The graphics are also very crisp.

The Genesis' front bucket seats are finished in standard leather upholstery, and I found them to be quite comfortable for a day of driving. They offer good thigh support and enough side bolstering to keep you situated during aggressive driving without being restrictive. Three-stage heated front seats are standard, and a cooled driver's seat is optional. Backseat passengers also enjoy spacious accommodations, particularly when it comes to legroom. Even taller adults might be pleasantly surprised by how much room there is.

Cargo
The Genesis' trunk measures 15.9 cubic feet. This is slightly smaller than the Hyundai Sonata's 16.3-cubic-foot trunk, but it's larger than the Avalon's 14.4-cubic-foot trunk and the Chrysler 300's 15.6-cubic-foot cargo area. Unlike the 300, the Genesis doesn't have a split-folding backseat, but it does come with a trunk pass-thru for carrying long items inside the car.

Safety
The long list of standard safety features includes antilock brakes, side-impact airbags for the front and outboard rear seats, side curtain airbags, an electronic stability system and active front head restraints.

Crash-test results for the Genesis weren't available at time of publication but will be added here when the sedan has been tested.

Features
The base 3.8 trim is priced at $32,250 and features 17-inch alloy wheels, dual-zone automatic air conditioning, cruise control, power front seats, keyless entry and starting, a leather-covered steering wheel, and a seven-speaker audio system with both a USB port for controlling an iPod through the system as well as an auxiliary input jack for plugging in any type of portable music player.

Besides the V-8 engine, 4.6 models, which are listed at $37,250, gain 18-inch alloy wheels, rain-sensing wipers, a leather-covered dash, a power rear sunshade, a moonroof, a power tilt/telescoping steering wheel, a memory feature for the driver, higher-grade leather seats and a six-CD Lexicon stereo with 14 speakers.

Greater levels of content are available in option packages. For $2,000, the Premium Package for the 3.8 trim level adds all of the 4.6 features mentioned above except the upgraded leather seats and 18-inch wheels. For $3,000, the Premium Package Plus builds on the Premium Package by adding 18-inch wheels to the list of features.

The Technology Package is a $4,000 option that's available for both models, though it requires the selection of the Premium Package Plus group with the 3.8. It includes a Lexicon surround-sound system with 17 speakers, a knob-controlled navigation system, a backup camera, front and rear parking sensors, adaptive xenon headlights and a cooled driver's seat.

Genesis in the Market
You'll pay a little more for the Genesis, but it outpaces mainstream competitors like the 300 and Avalon in many respects. However, it should also put more expensive competitors like the Mercedes-Benz E-Class and BMW 5 Series -- models Hyundai said it benchmarked when developing the Genesis -- on notice because it can keep up with them in some areas, too. In the end, the Genesis is yet another example of Hyundai doing what it does best: bringing value to a segment of the market, in this case the luxury sedan segment.

By Mike Hanley
Cars.com

Sunday Driver: Hyundai Sonata offers good value in a large sedan

Model tested: 2009 Hyundai Sonata Limited V6

Basics: Four-door, five-passenger, front-wheel-drive sedan

Price: $27,685, including options and destination charges

What's new: Hyundai made some major changes to its popular Sonata model for 2009. The car arrived at dealers earlier this year.

Changes include improved power and fuel economy for its 3.3-liter V-6 engine, a firmer ride for Limited models, standard iPod auxiliary ports, seven new colors, and increased steering response and feedback for all models.

Interior improvements include refinements to the center console, new heating/air conditioning controls and a new instrument panel with blue illumination.

Exterior changes include new headlights, taillights, foglights, bumpers, grille, body side moldings and alloy wheels.

Pricing starts at $18,795, including destination charges, for the Sonata with a 4-cylinder engine.

Hyundai's excellent warranty remains a key selling point, with five years or 60,000 miles of bumper-to-bumper coverage and powertrain coverage for 10 years or 100,000 miles. Powertrain: For 2009, the Sonata's V-6 engine added 15 horsepower -- for a total of 249 -- and 3 ft-lbs. of torque for a total of 229. The engine features all-aluminum construction, four valves per cylinder, dual overhead camshafts and variable valve timing.

The engine, linked to a 5-speed automatic with a manual shift mode, provides smooth operation and quick acceleration.

The EPA rates the car's mileage at 19 mpg city and 29 mpg highway. In a week of mixed city and highway driving that covered 340 miles and included jaunts through the Oregon Coast Range, the Sonata averaged 26 mpg. Interior: While the Sonata competes against midsized cars such as the Toyota Camry and Ford Fusion, its interior is so big that it is classified as a large car by the EPA. The interior is roomy in both the front and back seats and in all dimensions. Even headroom is not affected by the standard moonroof. The front seats are quite comfortable, even after a day behind the wheel.

The test car, a top-of-the-line Limited model, had seats covered in soft leather upholstery.

The trunk is also good-sized, at 16.3 cubic feet.

Hyundai designers revamped the cockpit to simplify the controls and to create a more upscale look. They succeeded admirably. The two-tone dashboard and center console are covered in plush materials, and the controls are large, well-marked and easy to operate.

The test car came with the optional ($1,250) GPS navigation system, a new offering for the Sonata. Safety: Hyundai says the Sonata is the only car with pricing that starts under $20,000 that offers a standard stability control system. Other standard safety equipment includes ABS, tire-pressure monitoring and six airbags, including side curtains. Ride and handling: The ride was smooth and comfortable, while steering response has become more precise compared to previous Sonata models. Hyundai said the rear spring rates have been increased by 5 percent, shocks revalved and the rear sway bar thickened. All this combines to provide better control of ride motions. Most liked features: The comfortable, roomy interior with its upscale styling Needs improvement: The car's exterior styling needs more pizzazz. Rating (1 to 10): 9.5

BOB HILL DRIVETIME EDITOR
The Oregonian

A New Challenger in the Premium Luxury Segment

Hyundai (rhymes with Sunday, by the way) is all about building cars in a given segment with the quality and content of its competitors but with a lower price. They've not always managed to match that quality and content, particularly in their early days in the US market. But with each new model in each segment they get a little better at it.

Introducing the new Hyundai Genesis. We had our first good look and test drive this afternoon from Ann Arbor out into the countryside along the beautiful ridge of end moraines that define the area around the little settlement known as Hell, Michigan. These glacial hills make for some very nice driving roads, though Livingston County has badly neglected Patterson Lake road making it a good test of the Genesis' rough-road manners. We were impressed on just about all levels.

The confident folks at Hyundai have the audacity to compare the Genesis with the likes of Mercedes E-Class, BMW 5-Series, Lexus GS and LS 460 and Infiniti M. Pretty auspicious company, eh?

The new Genesis, at dealers now in the V6 version and within a few months in V8 form, is a rear-wheel drive, premium luxury, or perhaps sport, sedan. A remarkably sexy coupe version, revealed at the New York Auto Show, will follow in the first quarter of '09 and will offer a 2-liter turbo 4-cylinder. The Genesis' size is comparable to the listed competitors and, I must say, the appearance, performance and overall ambiance is damn close as well.

While our Hyundai hosts insist that the styling and design are conservative and non-polarizing yet distinctive and unlike the competitors, I must disagree. Conservative and non-polarizing - yes, and I might add quite attractive. But it would be hard to not see a distinct resemblance from the front to the Mercedes and an unmistakable hint of BMW's rear deck treatment commonly referred to as "Bangle-butt" in reference to BMW design chief Chris Bangle's bold rear look.

Inside we find an interior with seats softer than the German competitors but clad in high-quality brown leather. A wide strip of matching leather gracefully crosses the stylish dash giving an unusual and luxurious feel. Technology and electronics are up to par for this class of automobile including connectivity for your electronic devises and the tactile qualities of all the touchy parts are excellent. The styling of the interior is less conservative than the exterior and I found it intriguing and artful.

My driving partner and I drove the V8 version this afternoon and we were both impressed. They spent more than half the $500 million development costs for the vehicle on this 4.6-liter, 375-horsepower high content engine using premium fuel - a tad less if you choose regular. At higher rpms it sings like a diva with all the sophisticated sounds of the best of its competitors. Zero-to-60 times are impressive at 5.7 seconds. Mated to a slick, quick-shifting ZF 6-speed automatic transmission it still gets 17-mpg in the city and 25-mpg on the highway.

The V6 version of this car pumps out 290 horsepower with a 6-speed Aisin B600 transmission - plenty for most of us - while getting just one-mpg better than the V8. It will cost about 6-grand less to buy in the first place but the car includes a bit less content.

Hyundai thinks of this car as "efficient" in all its qualities. Aerodynamically it's at the top of its class at 0.27 coefficient of drag. That's better than most sports cars. Interior dimensions and packaging contribute to the efficiency claim as well. No dispute here. The rear seat feels generous and the trunk is plenty big.

On the road we immediately notice a distinct on-center feel to the firm electro-hydrolic steering. The suspension, 5-link systems front and rear, is firm but not harsh - perhaps more compliant than the German competitors but about the same as the Japanese. We hear only the quiet whoosh of cruising down the road - no wind noise, no tire echo, no unpleasant noise of any kind. Along the rough sections of Patterson Lake Road the Genesis felt balanced, stable and unflustered.

Safety is top notch with 8 airbags, standard electronic stability control, electronically controlled active head restraint system and full 5-Star NHTSA crash test ratings.

The V6 starts at $36,000 and the V8 at $42,000. Only a few options and packages will boost that price. You're looking at about $46,000 for a top-of-the-line V8 model.

After spending an afternoon with the Genesis I'm impressed. We'll have a more thorough test report once we've been able to score one for a bit more time.

So, in the meantime, if you're thinking about one of the premium German or Japanese sedans at 55-grand and up, you might want to put the Genesis on your shopping list.

© Steve Purdy, Shunpiker Productions
TheAutoChannel.com
Detroit Bureau

In The Autoblog Garage: 2008 Hyundai Accent SE

Dismal little car. That's what you'd hear 20 years ago when the conversation turned to Hyundai. The Excel wasn't as terrible as a Yugo, or even as horrifically unreliable as sneering Peugeots, but it wasn't exactly welcomed with open arms. Back then, even Japanese brands were still targets of xenophobia; who was this Korean company trying to fool?

Hyundai persevered, and now the South Korean industrial giant is making vehicles that garner good recommendations and carry one of the best warranties in the business. Hyundai's Accent could be considered a spiritual successor to the unloved Excel, and it carries on that car's basic formula of delivering a comparable car for less money than the competition. What do you give up to get a car that's not stripped, yet still cheaper?

Recent history has seen Hyundais roll off dealer lots as well-equipped, attractively anonymous cars that lack engaging driving dynamics. That's not so much the case anymore, as our time with the Accent has proven. The first check mark in the Accent's plus column is styling that's normal. It's even dull, and that's fine when faced with the ugly visages of any Scion, the ungainly proportions of a Versa, or the outright confusion of a Focus.

Deliciously conventional, the Accent has clean flanks broken by a strong stroke carved across its middle and a mildly sporting hatch profile. The 3-door we sampled carried the top SE trim level, coming with body color mirrors and door handles, a rear spoiler, foglamps, and handsome 16-inch alloy wheels as highlights among the nearly all-inclusive package of goodies. It's base price was $15,280 with the only option being sporty floormats.

The Accent SE runs with a pack of cars that includes the Toyota Yaris, Honda Fit, and Suzuki SX4 wagon. All are less conventionally styled than the Accent, and on virtually every measure, the Hyundai is competitive. Measuring tape doesn't tell the whole story, though.

Like the exterior, Hyundai's not stretching to break new ground with the interior. Spend some time in the hell-box interior of an xB and you'll cry tears of joy the first time you plant your tukas in the Accent. Rather than be different for the sake of it, Hyundai delivers a clean, simply operated human-car interface rendered in decent materials. The radio sits up high, easily reached, and just below it are three knobs for the HVAC - no fiddly rocker controls here. Because we're lazy auto journos, we missed audio controls on the leather wrapped steering wheel, but the stereo is right there.

The seats are econo-car fare, though bolstered halfway decently and supportive in the right spots. Cloth upholstery in two tasteful patterns should endure at least until the warranty runs out in a decade. There are touches of bargain bin inside, however. The seat brackets, especially for the rears, are right out in the open, not dressed in like on some other cars, which adds a touch of cheap. The door panels are made of a plastic that will quickly become marred with scratches, too. Our sampler was already showing signs of wear in this area. Overall, materials are midpack for the class, with low-luster coverings on the dash and upper door panels, non-flimsy controls, and faultless ergonomics. It's a richer feeling cockpit than you'd expect, and the simple gauge package is thankfully where it belongs, right in front of the driver.

Hyundai's 1.6-liter four-cylinder kicks it with a DOHC 16-valve layout and a slightly gravel voice that'll happily bellow all day. 110 horsepower and 106 lb-ft of torque have 2,500 lbs to bear, and when channeled through the five-speed transaxle, the Accent can even be mildly entertaining. The shifter isn't a model of precision, but the startlingly chunky setup OEM'd by B&M feels good in the hand and the ridiculously oversized machined aluminum lockout ring is a conversation piece. Our favorite powertrain feature by far was the honest-to-goodness throttle cable. No drive by wire actuation here; press the pedal and you get a response without latency.

A sporty suspension tune is also part of the SE up-rating. MacStruts up front and a torsion beam out back are time honored ingredients for the sporty hatch recipe. Hyundai stuffed plenty of rubber under the Accent SE, wrapping the 16-inch alloys with 205s for plenty of stiction. SE-specific springs and shocks keep body motions in check while you're flinging the Accent SE around by the scruff of its neck, exercising the model's specific steering rack and stabilizer bar. Even with a disc/drum combo platter, the brake pedal is firm and confident. And while the Accent ultimately understeers, it's got the moves and the traction to keep you grinning. The ride winds up being firm without being harsh, though the Accent can't manage the supple chassis dynamics of a Volkswagen Rabbit.

Sharp responses aren't everything, and the Accent works just dandy as a daily driver, too. Adults will fit in the rear seats, though the Accent will likely not be the staff car of an NBA franchise. Hatchbacks have winning flexibility, and the Accent happily hauled plenty of bulky items, construction materials or whatever for us. One disappointment during the Accent's stay was fuel economy. While the EPA rates the Accent SE at 27 mpg city and 33 mpg highway when equipped with the 5-speed, we only acheived 27.5 mpg with a highway-heavy commute.

Maybe we were having more fun than we thought with the Accent, and that's why we didn't see the type of fuel economy we were expecting. Rare is the small car that can mix it up on a back road at the hands of a competent driver and give fits to the poseurs in sportier cars. We're not sure we'd be as enthusiastic about the softer GS or GLS Accents, but the SE tickles our automotive enjoyment centers without creating an achy wallet.

©2008 Dan Roth / Weblogs, Inc.

2009 Hyundai Sonata surprisingly stylish

"That's a nice looking car," said my friend as she gazed out her window at the silver sedan. "Is it a BMW?"

"Huh, look again," I replied. "It's a Hyundai."

A couple of days later in a parking lot, another friend absent-mindedly started walking toward a silver 7 Series parked across from the Sonata. "Wrong car," I said. "We came in the silver Hyundai."

Once upon a time, it seemed inconceivable that any conscious person would mistake a Hyundai for a BMW. That was especially true of the Sonata. The last-generation of Hyundai's middle child -- the Sonata slots above the Accent and Elantra and below the Azera and new Genesis in the Korean automaker's model line-up -- was decidedly homely. But the latest-generation Sonata has contemporary styling that looks not at all out of place beside one of the German wunderwagens.

For 2009, Hyundai's designers refined the car's look even further, with new bumpers, headlamps, wheels and grille. And on Limited models such as my test car, they've added chrome side and bumper strips to match the chrome grille and door handles.

The designers paid even more attention to the '09 Sonata's interior. There's an entirely new center console and instrument cluster, though the gauges retain Hyundai's handsome, signature-blue backlighting. The materials in my Limited test car belied the Sonata's moderate price and included chrome accents, wood trim and leather upholstery. The new Sonata's interior also has standard auxiliary input jacks (a 3.5 mm mini-jack and a USB input) to accommodate iPods. When an iPod or flash drive is connected through the USB port, located in the center storage compartment, not only does it play music through the vehicle's six-speaker audio system, but it also charges the iPod and allows the driver to access tracks with the steering wheel audio controls.

Hyundai has given the Sonata the unenviable duty of competing mano-a-mano with the two most popular cars in land, Toyota's Camry and Honda's Accord. But the Sonata has a roomier interior than the Camry (though it's a bit less roomy than the Accord) and a larger trunk than either the Camry or Accord. Indeed, the cabin is spacious -- even in the rear seat.

The Sonata's 2.4-liter, 175-horsepower four-cylinder engine is reworked for 2009, delivering more power and quicker acceleration, with better fuel economy to boot. That's quite a trick. The all-aluminum, 16-valve engine now features Continuously Variable Valve Timing on both camshafts and a Variable Induction System for better engine breathing. My test car with an automatic transmission carried EPA ratings of 22 mpg in the city and an impressive 32 mpg on the highway, with a 25-mpg combined rating -- not bad for a such a roomy car.

Though I wouldn't call it neck-snapping, acceleration seemed entirely adequate, whether accelerating up a freeway onramp or passing traffic at highway speeds. The five-speed automatic shifted smoothly and had controls that allowed me to upshift or downshift manually.

Hyundai also offers the Sonata with a 3.3-liter V-6 engine that pumps out 249 horsepower, 15 more than last year. Fuel economy figures for the V-6 are 19 mpg city/29 mpg highway -- not a great deal less than those for the four-banger engine.

Hyundai engineers tweaked the Sonata's handling and steering for '09. The big change is a new multi-link system for the rear suspension. Sonatas also now have quicker ratio steering. Still, the Sonata is more cruzin' sedan than sport sedan, though its handling is on par with other cars in its class, including the Camry and Accord as well the Chevy Malibu and Ford Fusion. It's not an exciting car to drive as there is a fair amount of body lean in the corners and the steering feels rather numb, despite the quicker ratio.

But the latest Sonata is comfy. Not only does the suspension smooth out most of the bumps in the road, the car's low interior noise levels make for a relaxing drive.

In recent years, Hyundai has made a determined effort to earn high safety ratings with all its cars. It's certainly paid off with the Sonata; 2008 Sonatas have straight five-star ratings in front and side crash tests from the National Highway Traffic Safety Administration. And there's no reason to think that the '09 model won't earn them too when NHTSA completes its tests. All Sonatas come standard with six airbags, anti-lock brakes and an electronic stability control system.

Good as all this stuff is, value is what drives car buyers to Hyundai dealers. And the least expensive Sonata -- the GLS with the four-cylinder engine and a five-speed manual transmission -- is just under $19,000. Hyundai also is offering some hefty rebates. The least expensive Camry is about $1,000 more, while Hyundai undercuts the least expensive Accord by more than $2,000. Air conditioning, cruise control, keyless entry and power windows are standard even on the base GLS. My four-cylinder Limited model test car, with all the trimmings, came in close to 25 grand.

No, the Sonata isn't a BMW. But then, it costs about half the price.

2009 HYUNDAI SONATA

BASE PRICE: $18,795

BASE ENGINE: 2.4-liter, 175-horsepower inline-4

LAYOUT: Front engine/front-wheel drive

BODY/SEATS: Four-door sedan/five

CURB WEIGHT: 3,292 pounds

OVERALL LENGTH: 188.9 inches

FUEL ECONOMY: 22 mpg city/32 mpg highway

By PETER BOHR
The Press-Enterprise

Genesis of a luxury car from Hyundai

Hyundai first made a name for itself in the U.S. in 1986 with a subcompact $4,995 Excel. After some fits and starts, Hyundai is ready to go upscale with a full-size $40,000 Genesis flagship for 2009.

Genesis was to be a separate division, like Toyota has Lexus, but economics dictated keeping all Hyundais in one showroom.

Besides, says Michael Deitz, manager of product development for Hyundai this is a "rational progression."

"The midsize Azera has done well at $30,000," he said. "We felt a Genesis starting at $33,000 to $35,000 wouldn't be asking buyers to make a huge leap."

Especially, considering Hyundai is positioning Genesis against the BMW 750i, which costs some $40,000 more, and a Mercedes-Benz S550, at $54,000 more. That $40,000 to $54,000, Deitz points out, "Is at least another car—or two."

Genesis is Hyundai's first rear-wheel-drive, V-8 powered sedan. A two-door comes out in the first quarter of next year.

The sedan offers a choice of a 3.8-liter, 290-horsepower V-6 or a 4.6-liter V-8 that delivers 375 h.p. with premium lead-free fuel or 368 h.p. with regular unleaded. Premium provides optimum performance, but regular gives those who gripe about spending a dime more a gallon one less reason to whine.

We tested Genesis with both engines, but spent the most time with the V-8. Both are smooth and quiet, but the V-8 takes off like Road Runner in the cartoon, with zero-to-60 m.p.h. acceleration in 5.7 seconds versus 6.2 with the V-6.

Yet Genesis doesn't wiggle as speed builds and follows whatever line you draw for it without wobble over uneven roads. With the V-8, pedal response is immediate; the V-6 needs a nudge. The V-8 is rated at 17 m.p.g. city/25 m.p.g. highway, the V-6 at 18/27, nothing to encourage conservationists.

Ride is luxury smooth. Handling benefits from the sports-tuned suspension. Wide-profile, 18-inch radials cushion the cabin from road blemishes while gripping tight in corners. Steering response is speed-sensitive to sharpen handling.

Deitz says standard electronic stability control along with traction control should provide secure motoring for the RWD sedan in the Snow Belt. AWD is under consideration, but not until Gen II since the current version wasn't designed for it.

"Remember the Chrysler 300 was initially launched without AWD," Deitz said.

The cabin is roomy and spacious. Non-slip perforated leather seats are like easy chairs for the long haul. But why does the driver get an optional heated and cooled seat, the passenger heated only?

The windshield and side windows have an acoustic laminated cover while the roof is treated with anti-vibration material to reduce noise filtering back into the cabin.

A textured finish for the dash, instrument panel and door trim, along with the seat stitching, give the cabin a rich look. Other nice touches include release buttons for the spacious trunk and gas cap in the driver's door, visors with mirrors and parking pass or gas credit card holders, power plug in the dash as well as a power plug/USB outlet and coin holder under the center armrest, power sun shade for the rear window and a ski pass-through from trunk to cabin.

A few gripes, however, one being that the rear seat holds three but the one in the middle has to straddle the drivetrain hump in the floor. Plus, headroom back there can be tight for 6 footers. And the battery is under the trunk floor, a sign the engine compartment is crammed and a challenge for the mechanic.

The Genesis V-8 starts at $37,250 and includes anti-lock brakes, side-curtain air bags, power sunroof, power window/door/seat/mirrors and rain-sensing wipers. Only option on the V-8 is a $4,000 technology package with navigation system, backup camera, Bluetooth phone system, automatic leveling headlamps, front and rear park-assist beepers, cooled driver seat and adaptive lighting in which the headlamps move in the direction of the turn. With that package and $750 for freight, Genesis tops out at $42,000. The V-6 starts at $32,250 and with three option packages totaling $7,000, plus freight, tops out at $40,000.

Deitz said Genesis will be joined by an '09 Elantra Touring (wagon) in the first quarter of next year, the '10 Genesis coupe in the spring, an new crossover in the fourth quarter of next year, a new more crossover like Tucson for '10, the next-generation Sonata in the second quarter of '10 as an '11 and the next-generation Accent in early '11 as a '12.

Jim Mateja

First Look: 2009 Hyundai Entourage

The Hyundai Entourage has been a safe, reliable family mover for several years now, so to up the ante for 2009, Hyundai decided to simplify. For 2009, only two Entourage models are available, the base GLS and the top-level Limited. This is good news for buyers, because instead of cutting options along with the trim levels, Hyundai just made a lot of package options standard, giving the Entourage even more value for the money.

In addition to standardizing many options, the Entourage gets some new goodies for 2009 as well. Standard on all Entourages is a new stereo with what Hyundai says is an improved display and better controls. The new stereo gets XM Satellite Radio standard with three months of service included, as well as USB and iPod connectivity. iPods plugged into the stereo will be controlled by the stereo and have their batteries charged at the same time.

All 2009 Entourages come with a bundle of safety features standard. In addition to driver and passenger front airbags, the Hyundai minivan has side impact airbags for front seat passengers as well as side curtain airbags for all passengers. The Entourage also gets electronic stability control, anti-lock brakes, a tire-pressure-monitoring system and electronic brake-force distribution, which works with the ABS to maximize braking force in emergency stops. All seats get three-point seatbelts and the front seats get active head restraints to minimize whiplash during an accident. Second and third row seats get LATCH anchor points for securing child seats. All of these features work together to net the 2009 Entourage five-star front, side, rear, and rollover ratings from the National Highway Traffic Safety Administration and "Top Pick" distinction from the Insurance Institute for Highway Safety.

Moving the Entourage down the road is the now familiar 3.8L V-6 engine found in many Hyundais that puts out 250 hp and 253 lb-ft. Even with all the oomph, the engine burns clean, qualifying as an Ultra Low Emissions vehicle and gets 16 mpg city and 23 mpg highway. A five-speed automatic gearbox with Shiftronic does the shifting, allowing the driver to manually select gears if they so desire. Smoothing out the ride is a fully independent suspension with MacPherson struts up front and a multilink setup riding on coil springs in the back. The Entourage can tow 1000 lb standard and up to 3000 lb when equipped with trailer brakes.

The base-model Entourage comes nicely equipped, featuring power windows, mirrors and doors as well as keyless remote entry. Entertainment comes from an Infinity six-speaker, 172-watt stereo with XM Satellite Radio and USB and iPod connectivity. Other features include 16-in. wheels, a tilt steering wheel, cruise control, front armrests, a fold-away tray table with four cupholders between the front seats, dual vanity mirrors, roof racks, windshield wiper deicers and the Hyundai Hideaway third-row seat. Passengers stay comfortable with front and rear AC, with roof-mounted vents for the second and third rows. Opt for the Popular Equipment Package and the GLS picks up power sliding doors, power rear pop-out windows, a backup warning system, power driver's seat, and steering wheel audio controls. Add the Rear Seat Entertainment Package and you can get a DVD entertainment system with 8-in. LCD screen for the rear-seat passengers.

Buyers who pick up the Entourage Limited will get everything found on a Popular Equipment Package-equipped GLS as well as a compass, trip computer, 17-in. wheels, an Infinity Logic 7 660-watt surround-sound audio system with six-CD changer, leather seats all around, heated front seats, dual-zone front automatic climate control, a tilting and sliding sun roof, adjustable pedals, an auto-dimming rearview mirror with Homelink, power front passengers seat, a memory system for the drivers seat, adjustable pedals and outside mirrors, automatic headlights, foglights, heated mirrors, a leather-trimmed steering wheel and gear selector, a power liftgate, lights for both vanity mirrors and chrome door handles inside and out. The Rear Seta Entertainment Package is also standard on the Limited model.

All Entourages are backed up by multiple warranties. Hyundai offers a five-year/60,000 mile bumper-to-bumper warranty, a 10-year/100,000 mile powertrain limited warranty, seven-year/unlimited mileage anti-perforation coverage and five-year/unlimited mileage 24-hour roadside assistance.

Hyundai hasn't released pricing for the 2009 Entourage yet, but expect it to be similar to 2008 pricing. In all, Hyundai continues to be a value leader with the Entourage, providing a well-equipped people mover with lots of space, plenty of comfort and spectacular safety.

Vehicle layout Front engine, FWD, 5-7-pass, 4-door Mini-van
Engine 3.8L/250-hp/253-lb-ft DOHC 24-valve V-6
Transmission 5-speed automatic
Curb weight (dist f/r) 4400-4659 lbs (mfr)
Wheelbase 118.9 in
Length x width x height 202.0 x 78.1 x 75.1 in
Headroom, f/m/r 41.0/39.8/38.3 in
Legroom, f/m/r 41.7/40.9/38.3 in
Shoulder room, f/m/r 63.2/65.4/60.5 in
Cargo vol behind f/m/r 141.5/80.2/32.2 cu.ft
EPA City/Hwy Econ 16/23 mpg
CO2 Emissions 1.05 lb/mile

By Scott Evans

Hyundai Genesis emerges as rival to Lexus

There was a time when South Korean carmaker Hyundai was considered absurdly precocious in challenging Toyota in the U.S. That was more than 3 million sales ago.

Now, they're taking on Lexus.

The world's fifth largest automaker, Hyundai -- yes, Hyundai -- sees its first rear-drive luxury car, the Genesis, as a worthy rival to the Lexus ES 350. And no one's laughing.

There's no laughter at BMW or Mercedes-Benz, either, when Hyundai compares the Genesis to the 5-Series and E-Class respectively. And at much lower cost.

Hyundai began selling the Genesis in July with a 3.8-liter, 290 horsepower V6 bearing a price tag of $33,000, which is $340 less than BMW commands for the compact 328i and only $200 higher than the average price of a new car in the U.S. this year.

Now comes the 4.6-liter V8 with 368 horses that propel the rear-drive sedan from 0 to 60 mph in 5.7 seconds.

With a base price of $38,000, the V8 is expected to secure a place for Hyundai on the wishlists of people shopping the Lexus ES 350, Chrysler 300C, Pontiac G8 and the Cadillac CTS, among others.

"We're aware there's a segment out there that won't consider a luxury vehicle unless it has a V8," said Michael Deitz, manager of product development for Hyundai Motor America. "It's not just about horsepower today, it's about efficiency."

Hyundai has always done a magnificent job in the styling department, borrowing cues from the best in the business. So it was not surprising that Genesis fit the fashion scene of Miami Beach and Coral Gables, where the V8 cruised quietly in a recent demo tour, loaded to the gills with luxury features.

The nicely proportioned body rides on a 115.6 inch wheelbase that is more than 3 inches longer than that of the Lexus GS and more than an inch longer than the Infiniti M's.

The Genesis face is predatory, with a tapered aluminum hood framed by backswept high-intensity headlamps resembling the eyes of a raptor. A trapezoidal grille with winglike vanes accentuates the curvature of the snout above a low-to-the-ground air scoop that represents the predator's mouth.

The aerodynamic roofline flows back onto a short deck and a blunt rear end tightly tucked and decorated with wraparound tail lamps.

To achieve instant credibility in the premium market, Hyundai had to provide more of everything at an unbeatable price: More horsepower than a Lexus GS and Infiniti M, better longitudinal balance than a Lexus ES 350, bigger disc brakes than a Mercedes-Benz E550, better aerodynamics than a BMW 5-Series and Cadillac CTS, and faster acceleration from 0 to 60 mph (5.7 seconds) than the BMW 750i (6 seconds) or the Lexus LX 460 (5.9).

The new Tau V8 has more horsepower per liter than any of its V8 competitors and outperforms all V8 performance sedans with an EPA fuel economy estimate of 17 city miles per gallon and 25 highway, according to Hyundai research.

But where Genesis really exceeds expectations is in its load of standard equipment. A $36,000 Genesis 3.8 with the Premium Package Plus is $8,000 less than a comparably equipped Infiniti M35 and $22,000 less than a comparable BMW 535i.

Standard on the 3.8 models are 17-inch alloy wheels, fog lamps, automatic headlights, dual power heated side mirrors with turn signal indicators, leather upholstery with heated power seats, proximity entry with electric push button start, leather-wrapped tilt steering wheel with audio controls, dual automatic climate control, AM/FM/CD stereo with auxiliary input jacks and Bluetooth.

When you move up to the 4.6, you get 18-inch hyper-silver alloy wheels, chrome lower bodyside moldings, power glass sunroof with tilt and slide, power tilt and telescopic steering column, integrated memory system, Lexicon 15-speaker surround sound audio system, six-disc CD changer, illuminated scuff plates, wood-trimmed leather steering wheel, electrochromic auto-dimming interior rearview mirror with Homelink and compass, power rear sunshade and rain-sensing wipers with auto defogger windshield.

In another extreme measure to challenge the luxury market, Genesis has even matched the Rolls Royce Phantom as the only other car to offer a Lexicon-branded audio system featuring Logic 7 technology. The surround sound audio system includes an 11-channel digital amplifier and 17 speakers producing more than 500 watts of sound in 7.1 discrete audio. Hyundai also claims to be the first popular brand to offer digital HD Radio from the factory.

Navigation-equipped Genesis models also include a 40-gigabyte hard drive and XM NavTraffic. Genesis also comes standard with XM Satellite Radio with a three-month free subscription.

Continuing the coverage that helped overcome early doubts about Hyundai quality, the Genesis warranty includes five-year/60,000-mile bumper-to-bumper protection, 10-year/100,000-mile limited powertrain warranty, and seven-year/unlimited mileage anti-perforation coverage. Buyers also get free 24-hour roadside assistance for five years.

While Hyundai cannot match the prestige of names like Infiniti, Lexus and Acura, it can grab a piece of the market that wants luxury at a more affordable price. Hyundai at one time considered creating a luxury brand for models such as the Genesis but decided the cost was too high for the rewards.

Hyundai was wise in moving gradually up-market from its current position, avoiding the marketing boondoggle of Volkswagen's exotically priced Phaeton.

In the first full month of sales, Hyundai delivered 1,177 units of Genesis in August.

"Consumers are showing their vote of confidence and that they will step up for a Hyundai," Deitz said.

WHAT'S NEW: First rear-drive, V8-powered, luxury Hyundai.

PLUSES: Value, standard features, comfort, performance, safety.

MINUSES: Less prestigious nameplate than luxury brands.

BOTTOM LINE: Stunning luxury debut at unbeatable price.

By RICHARD WILLIAMSON, Scripps Howard News Service

Hyundai Accent is light on the budget

Frugal buyers intent on saving money at the gasoline pump and the car dealership shouldn't overlook the Hyundai Accent hatchback.

The three-door 2008 Accent has been the top-ranked, gasoline-powered, compact hatchback in government fuel economy ratings, with a city rating of 27 miles per gallon and a highway rating of 32 mpg when fitted with manual transmission.

Better yet, the soon-to-be-arriving 2009 Accent hatchback, with a mildly tweaked four-cylinder engine, has an even higher rating: 27/33 mpg for a combined city/highway rating of 33 mpg.

Hyundai's entry model, the Accent 3-Door hatchback has a starting manufacturer's suggested retail price, including destination charge, of just $11,645 with manual transmission and $12,645 with automatic transmission for 2008 models. For 2009 Accent hatchbacks, base prices are $100 higher.

It's worth noting that the low starting prices include items not normally found on base models of small, entry-level cars: a generous amount of standard safety equipment, including six air bags as well as a 10-year/100,000-mile warranty on powertrain components and five years of company-provided roadside assistance.

In comparison, the 2008 Toyota Yaris 3-door model starts at $12,210 with manual transmission. But curtain and side air bags are optional on the base Yaris. The Yaris also only comes with three-year/36,000-mile standard warranty coverage for its powertrain components.

By comparison, the popular Honda Fit hatchback with five doors includes the standard air bags that the Accent has but pricing starts at $15,220 for a 2009 model with manual transmission, and the standard powertrain warranty coverage is good for just three years/36,000 miles.

Unfortunately, there are no federal government crash test ratings for the Accent hatchback to show how much passenger protection is provided by the safety equipment. And while Consumer Reports magazine lists the Accent's predicted reliability as average, another annual survey released in August put the Accent hatchback at the top of the small-car hatchback segment in durability.

Specifically, the Accent topped the Scion xA and Chevrolet Aveo in J.D. Power and Associates' Vehicle Dependability Study that measures problems experienced by original car owners of 3-year-old vehicles. So, Power's study relates to the 2005 Accent hatchback.

Accent buyers must get accustomed to riding in a lightweight car.

The test Accent, a 2008 SE 3-Door with manual transmission, weighed just under 2,500 pounds.

Doors closed with a less-than-solid sound, there was buffeting and some noise that came into the interior from nearby semitrailers, and the Accent SE felt light traveling on its uplevel, 16-inch tires.

But in normal driving, the Accent didn't overtax its 110-horsepower, 1.6-liter, four cylinder engine with continuously variable valve timing.

Using the five gears in the manual transmission carefully, I worked to get decent get up and go in city traffic as I tapped the engine's 106 foot-pounds of torque that came on at 4,500 rpm. On the highway, the Accent's four cylinder became buzzy as I sought to pass other cars on uphill sections of road.

But, looking at the gasoline gauge after days of driving, I didn't mind the performance-vs.-gas-usage trade off.

This car can travel nearly 400 mixed city/highway miles on a single tank of regular fuel. Even at $3.70 a gallon, a fill-up of the 11.9-gallon tank costs less than $45.

The Yaris hatchback has a 106-horsepower, four-cylinder engine producing 103 foot-pounds of torque at 4,200 rpm.

The front-wheel drive Accent comes with a MacPherson strut front suspension and a torsion beam axle in back. In the SE, the front stabilizer bar is thicker than in other models, and the suspension is "sport-tuned."

But the handling still seemed more mainstream than sporty. The same is true of the power-assisted, rack-and-pinion steering.

Headroom in the Accent's back seat is a commendable 37.8 inches compared with 33.8 inches in the back of a Yaris hatchback. But as in many small hatchbacks, three adults sit closely in the back seat of the Accent.

I wish the car looked a bit richer or sporty. Instead, it is plain and rather uninspired, inside and out. And the tester was the Accent SE with the larger wheels and tires. Base Accents ride on small, 14-inch tires.

Still, there were features inside the test car that surprised me.

For example, the Accent SE 3-Door had a fold-down, driver-seat armrest on the right side, and there were many bottle holders and cupholders in both front and back seats.

But the round dials for the climate control system felt flimsy, and the seats -- especially the back-seat cushion -- had a cheap foam feel.

I enjoyed the flexibility that the hatchback offered. With rear seats folded down, I had room to stow several suitcases and boxes. Maximum cargo room measures 15.8 cubic feet vs. 14.2 cubic feet in a Honda Fit.

U.S. sales of the Accent were up 56 percent through the first seven months of this year and are on track to be the highest since calendar 2008 when more than 71,000 were sold.