Saturday, September 13, 2008
Hyundai Genesis emerges as rival to Lexus
Richard Williamson / Scripps Howard News Service
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 antiperforation
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.

Article can be found at;
http://www.detnews.com/apps/pbcs.dll/article?AID=/20080913/AUTO03/809130301

2009 Hyundai Genesis Road & Track Test

We are running pretty hard through the twists and turns of the Sespe Gorge and over the 5,100 foot pass through the Caliente Range—in the very lap of silent luxury. As the tires approach their limits, even the Dunlop grip is silent. Acceleration is robust and soundless. What is this thing?!! A Hyundai. Really!

Rushing up the San Jacinto Reyes Scenic Byway (California 33) is a tradition with southern California sports car and motorcycle fans. It is a challenge at any speed and the more you ask of your machine the more it asks of your talent—and judgment; Route 33 is ruled by production European machines and Asian tuner cars. Hyundai isn't a name one hears in the regular gathering zones. A Tiburon may appear from time to time. They are cool in spite of limited performance perceptions among the zealots. The artful coupes are better than that, but the Hyundai name remains a mask over real quality. Until now.

The 2009 Genesis represents Hyundai's exodus from cheap, amusing sedans and inexpensive, if handsome, SUVs, Veracruz accepted, as its corporate norm. Since the company's recent much publicized decision to move its corporate perception onto a new plateau, the products have both lived up to the promotion and delivered profit to the dealers. Even those retail outlets have been compelled to raise their public presence with a new, Bauhaus-moderne corporate facade.

A luxurious Hyundai sport sedan (hmmm) would have been a tough sell—until July of 2008. Now the word is out. The Genesis introduces so much to the Hyundai brand in one fell swoop that the mind boggles. A 100,000-mile warranty underscores Hyundai's perception of its own ability to deliver on the marketing surge, and with that promise is the reality that the company, together with Kia, is now the fifth largest auto manufacturer in the world; ahead of Honda and Nissan.

The base Genesis is far beyond what that word implies. Most interior appointments are matched for both the V6 and V8 models. Only the feature package differs. Both include all the current luxury car tech: proximity key, airbags everywhere, leather seats with all over the place electric adjust and heat, fully automatic climate control, auto-dim lights and mirror, Bluetooth and iPod/USB and auxiliary input jacks. But the V8 includes a Lexicon (previously exclusive to Rolls Royce) 15-speaker sound system, the ones we had were equipped with a big screen nav system that was universally loved, a power rear sunshade, and a power adjust, wood-rimmed steering wheel.

The steering is as eloquent in its communication as the best of the Germans and the NVH and soundproofing is as good as the best from Japan. The ultimate Japanese product group created a sensory deprivation chamber for all passengers, including the driver. It then introduced an electronic simulation of what the engineering staff research suggested steering loads and surface communication should feel like. But it was never much loved by performance drivers and that group remained steadfastly devoted to the German manufacturers with decades of motorsport and high performance road expectations in their development programs.

Hyundai accomplished a remarkable ride and handling chassis with honest steering wheel communication—right out of the box. How'd they do that? We asked project engineer Michael Dietz.

“The design was done in Korea at the sparkling new, state-of-the-art design center in Namyang, with regular design reviews from both our American and European design staffs. That was also true for the chassis development you asked about. Sachs in Germany was directly involved in suspension design and tuning. There were Sachs engineers at the Hyundai Kia America Technical Centers in Irvine, California, and Superior Township in Michigan every few weeks to finish the five-link geometry, springs and Sachs ASD amplitude adaptive damping details. Wendell Collins was our lead chassis engineer and we are very proud of what he accomplished. The final set up includes a 35mm anti-roll bar at the front of both models and 18mm rear bar for the V8 and 17mm for the six. TRW co-developed our electro hydraulic power steering components and I saw a lot of the country during the testing and refinement process. I would be driving with two TRW

engineers in the car with laptops making incremental changes in the programming.”

The power steering is a hydraulic system with adjustable valving and powered by an electric motor that takes one element of power drain off the engine.

Genesis' entry level 3.8-liter V6 is a modern DOHC delivering 290 horsepower with a mid-range torque of 264 lb-ft at 4,500 rpm that makes everyday driving effortless, and there is a weight advantage that makes it a strong competitor to its upscale sibling. The DOHC V8 edition produces 375 hp at 6,500 revs and 333 lb-ft of torque at 3,500 from 4.6 liters, but has to carry 264 additional pounds, mostly on the forward end of the chassis.

Both engines are essentially new. The six is the second generation of Hyundai's Lambda engine, but is mostly new, and the V8 is a corporate first that uses some of the V6 engineering and components. Both include a dual stage intake system along with variable valve timing for clean performance throughout the rev

range. The six uses Hyundai's Aisin-sourced B600 transmission and a sporting Shiftronic gate. The V8's torque required a shift to a ZF 6HP26 automatic that also makes use of the manual Shiftronic mode. On the track the manual mode was not as quick as some of the recent paddle shift Europeans, but it worked well and was the equal of the best of the journalists at the limit.

Curious is the engine data panel that includes performance figures for both premium and regular fuel. The V8 power goes from 375 to 368 by lowering the octane rating from 91 to 83 and the torque is only reduced by 9 lb-ft. So Hyundai's focus on inexpensive ownership remains intact, even with a beautifully finished, high performance luxury sedan. The V8 delivers fuel consumption of 17 city and 25 highway while the V6 delivers 18 and 27 respectively; acceptable numbers for a modest mid-size sedan, impressive from a very luxurious high performance car.

The car was a surprising delight on the track. With 4-wheel, 4-channel, 4-sensor ABS and EBD (electronic brake-force distribution) switched as near to off as it would allow, the car was nearly as much fun as a Miata. It could be pitched into dramatic slip angles and brought back with a slight lift of the power pedal. It never seemed out of reach. The V6, with its P235 /50R 18 Dunlops (standard on the V8 and optional with the V6) allowed soft limits and easy return. You could feel the scrub of rubber on pavement, but very little sound until they were well over the limit.

Repeated hard runs up to tight corners had no affect on the “big _ _ _ brakes.” Ventilated front rotors were 12.6-in diameter on the six and 13-in on the eight. Rears were the same on both, with solid 12.4-in discs.

Hyundai has delivered a surprise. The company promised to raise its own bar for both quality and reliability, but no one expected this. It is a very difficult car to criticize. It has a larger interior than a BMW 5 Series and is best in class in every quantifiable target. The corporate exodus from cheap and amusing is well underway with a Genesis to lead the new line of less expensive and exceptional.

Click here for complete article

Motherproof.com, a site dedicated to providing women and mothers with useful and entertaining new car reviews, recognized the 2008 Hyundai Veracruz as a top new vehicle choice for families at the 2008 Mother Proof Awards.

The annual Mother Proof Awards selects the years best new vehicles for families across a broad range of categories. The Veracruz was awarded the "Top 3-Row SUV or Crossover" vehicle in a special presentation by Kristen Varela, Mother Proofís editor and "chief mother," during Women's Day at the 2008 Chicago Auto Show.

"The Hyundai Veracruz has proven itself as a great family vehicle," said Scott Margason, national manager of product planning, Hyundai Motor America. "It combines everything families are looking for in a Crossover Utility Vehicle safety, quality, luxury and affordability -- in a sophisticated, stylish package."

The Veracruz was selected by Motherproof.com's team of mom-reviewers based upon criteria recognized in Mother Proof reviews ease of entrance and exit for all passengers,

LATCH connector usability, ease of seatbelt use for kids in boosters, as well as other relevant family friendly features.

Hyundai aims to shatter premium automobile paradigms with the North American International Auto Show introduction of its new flagship, the all-new Genesis sports sedan on January 13. With capabilities and features comparable to $60,000 premium sedans, Genesis will be offered at a starting price under $30,000 when it goes on sale this summer.

Genesis is built on Hyundai's all-new, performance-driven rear-wheel-drive architecture. It offers three powertrains, including 3.3-liter and 3.8-liter V6 engines, and Hyundaiís all-new 4.6-liter Tau V8. Tau will produce an estimated 368 horsepower on regular fuel, and lead all its competitors in specific output with 80 horsepower per liter. With technology rivaling more expensive luxury sedans, Genesis showcases features such as XM NavTraffic, Adaptive Front Lighting System (AFLS), Smart Cruise Control, LexiconÆ audio systems and electronic active head restraints (for a full list of leading features, see page 8).

While Genesis will compete for customers with cars like Chrysler 300 and Pontiac G8, our engineering benchmarks were Mercedes E-Class, Infiniti M, and Lexus GS, said John Krafcik, vice president, product development and strategic planning, Hyundai Motor America. Genesis provides a potent combination of performance, luxury, and value. We think it has the opportunity to be an extremely disruptive force in the large sedan and near-luxury segments. Genesis ushers in a new era for Hyundai. Its all-new rear-wheel drive architecture will spawn more products in other segments, as suggested by the Concept Genesis Coupe shown at the Los Angeles Auto Show in November 2007

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Best Kept Secret

Shhh. Do not disturb the 2009 Hyundai Genesis V6. It may be the quietest car we've ever driven. It would be rude to interrupt it.

As Hyundai's newest creation slips slyly into the luxury sedan market, we can hear the silent screams of some other fancy automakers.

This car is nice. Really nice. Like why-would-we-spend-our-money-anywhere-else nice. It's the Cadillac of Hyundais.

What It Is
All new, the 2009 Hyundai Genesis is a large, rear-wheel-drive sedan, wrapped in leather and full of luxury and comfort features.

We slipped in and found ourselves surrounded by soft surfaces and quality materials. The seat leather was black while the dash was wrapped in a rich tone of brown leather set off by contrasting stitching. We pushed our finger into the dash and discovered it wasn't just covered, it was cushioned. It even smelled expensive. How much does this car cost?

Well, the 2009 Hyundai Genesis V6 starts at $32,250 and the Premium Plus option brings the price of this test car to an even $36,000.

Other features included in the option package were all the little things that make the difference between a car like an every-day Hyundai Sonata and this Lexus-style Hyundai Genesis V6: 18-inch wheels and tires, power sunroof, tilt and telescoping steering column with a leather-trimmed steering wheel, rain-sensing wipers, auto-defogging windshield, power rear sunshade and a 14-speaker Lexicon audio system that you can control with thumb power on the steering wheel.

Hyundai's Genesis doesn't really match up to any other car at this price. At a length of 195.9 inches overall on a 115.6-inch wheelbase, it's about the size of a Nissan Maxima or Pontiac G8 and a little larger than a Mercedes E-Class and Lexus ES 350. But there's more to all this than dimensions, because the Genesis is its own animal.

Gentle Giant
One of the first things we noticed about the 2009 Hyundai Genesis is its quietness. This is in part due to the acoustic laminated glass, yet even with the windows down and miles behind us on the highway, this car is soft-spoken. We're talking hybrid hush, meditation-room tranquility. Our readings from the sound-level meter show the Hyundai Genesis recorded fewer decibels than a Toyota Prius. It seems everything about the Genesis is quiet: the cabin, the engine and even the style.

It's calming to pilot a car so peaceful, but don't mistake this for a suggestion that this car is asleep. The 3.8-liter, 290-horsepower V6 might be quiet but it's not shy on performance. It offers 264 pound-feet of torque at 3,500 rpm, so acceleration is authoritative as well as smooth, and quick shifts from the six-speed automatic transmission are sufficient for merging into freeway traffic. You can also shift for yourself if you are so inclined (although you probably won't be).

In our track tests, the Hyundai Genesis moves from zero to 60 mph in 6.3 seconds (6.1 seconds with 1 foot of rollout like on a drag strip) and manages the quarter-mile in 14.6 seconds at 95.6 mph. The car shifts before redline in manual mode, which can be annoying when you're wringing it out at the track. Altogether, these are pretty good numbers for a luxury sedan that weighs 3,862 pounds.

It Is Enough
There is a 368-hp V8 available for the Genesis but we don't see why you would need it. The V8 offers more power, but it doesn't really deliver more performance. The Genesis V8 manages 60 mph in 5.9 seconds, and the 0.4-second improvement doesn't exactly spin your head around. Save yourself some headache at the gas pump and stick with the more fuel-efficient V6 that delivers 18 mpg city/27 mpg highway. We never found a situation where we felt we needed more oomph.

In our deceleration tests, the Hyundai Genesis's disc brakes and Dunlop SP Sport 5000M tires bring the car down from 60 mph in 117 feet. Pedal feel is excellent and the response is quick. In repeated high-performance testing, however, the brakes faded quickly. We first chalked this up to brake pads that were relatively new and not yet thoroughly bedded in, but then we encountered the same glitch when we tested the Genesis V8. At the same time, we had no problems under normal conditions and the brakes performed as expected with clean, straight stops.

Skid pad and slalom testing numbers were also impressive for a 3,862-pound car that carries 52.2 percent of its weight up front. It pulls 0.83g on the skid pad, a good number limited by the intervention of the stability control. It navigated our 600-foot slalom course at 62.8 mph. The steering could offer a little more feedback, yet the Genesis V6 is well-behaved and actually performs slightly better in our handling tests than the V8 and feels better doing it.

With a well-tuned suspension both front and rear, the Genesis V6 offers a good balance between comfort and agility, offering good damping over the bumps and not much wobble or body roll in the corners.

Not Just for Drivers
Shotgun passengers in the Genesis V6 get their own climate controls and a heated power seat. The A/C has a good variety of levels, and we appreciate that the lowest setting is really low and the system has the potential to crank up icily when you need it. Front legroom is more than other cars of this size at 44.3 inches, while headroom is also better at 40.4 inches.

Rear passengers are not forgotten. The Genesis has a backseat that actually accommodates humans who stand over 6 feet tall, and you can easily fall asleep in the soft, enveloping cushions. Even better, the backseat is roomy even with the front seats all the way back, as rear legroom is generous at 38.6 inches and there are 37.7 inches of headroom. The rear-seat A/C vents are mounted on the B-pillars, so rear passengers get cool air on their bodies instead of just their knees.

You could easily fit a couple of child seats in the rear seat of this luxury sedan and the rear power window shade can keep the sun off their sweet little heads. Or just fill the back with suitcases and get outta town. The rear seats do not fold down, although you can access the trunk via the pass-through behind the center armrest.

Speaking of the trunk, the Genesis offers 16 cubic feet of cargo capacity with a mesh tie-down to keep your goodies from rolling around. A major expedition to the outlet mall might be in order.

Bright Lights, Big City
As an everyday car, the Hyundai Genesis is a pretty sweet ride. But it also makes you look smart. Its design is quietly elegant. The car has clean lines with no harsh angles and seams. The front and rear lamps look interesting but are not showy. The Genesis doesn't scream "look at me." Its beauty is refreshingly subtle.

When you open the door, the interior lighting is bright — you know, in case someone wants to peek inside to get a look at that handsome dash. The instrument panel's design is restrained, featuring simple, clear readouts and intuitive controls. It has all the bells and whistles you expect in a modern luxury car, without the gazillion buttons.

Name Brand, Outlet Mall Price
The 2009 Hyundai Genesis V6 is a thoroughly thought-out example of the modern luxury car, a careful assembly of all the features and all the performance that make a car special rather than just ordinary. It's everything we expect.

We're not suggesting Hyundai is ready to steal customers away from BMW or Mercedes-Benz, but Cadillac and Lexus are within reach, we think. With Cadillac and Lexus, the issue of value is as important as refinement, and in this the $36,000 Hyundai Genesis V6 makes a major statement.

To paraphrase fashion designer Coco Chanel, "True luxury is the silk lining of a coat. Only you know it's there." This is the kind of luxury that feels wonderful against your skin, yet no one can see it. And that's why the Hyundai Genesis doesn't have "luxury" stamped across its grille. This is a different statement from the Korean automaker, one that promises a quiet appreciation that content matters more than simple branding. The Hyundai Genesis is the kind of sedan that will quietly transport you around town in secret sumptuousness.

Tell your friends, but remember to whisper.

The manufacturer provided Edmunds this vehicle for the purposes of evaluation. Engineering Editor Jason Kavanagh says:
If the progress made by the Korean brands still hasn't caught your attention, the Hyundai Genesis will. Not in a literal sense — the anonymously handsome sheet metal of the Genesis can be mistaken for a half-dozen other cars and I couldn't spot a single exterior badge bearing the word "Hyundai." Rather, there is a lot to like in the car's execution.

Start with the cabin, where the materials appear rich and noise levels have been kept to a respectably low level. Yet there is still a splash of personality in the sweep of contrasting leather across the dash. I'll take this over the played-out trend of garish chrome accents any day. Rear seat occupants can really stretch their legs, too.

Those expecting a BMW-like experience will be disappointed, as Hyundai took no chances in the Genesis' driving dynamics. Although the double-wishbone front suspension helps deliver reasonably high grip and good ride quality, the chassis could use a shot of life, particularly the isolated and over-boosted steering. Fortunately, the powertrain leaves a consistently strong impression. The V6 provides enough scoot so that the V8 is probably redundant, and the smooth-shifting transmission lives up to the car's near-luxury billing.

The Genesis might not turn the luxury sedan paradigm on its head in the way the Lexus LS 400 did all those years ago, but the content and execution of the Hyundai Genesis at this price is eye-opening.
Road Test: 2009 Hyundai Genesis V8

By Donna DeRosa, Managing Editor Email | Blog
Date posted: 08-05-2008
http://www.edmunds.com/insideline/do/Drives/FullTests/articleId=130286

Hyundai's Luxury Gambit Korean Maker's Genesis Takes On Lexus for $15,000 Less; Smooth Ride, Superb Stereo, but Will It Sell?

The Wall Street Journal Online
The Driver's Seat
By Jeff Sabatini

August 8, 2008; Page W10

Remember that old advertising tag line, "Rich enough to be served in America's finest restaurants"? In the commercials, upscale diners were filmed by hidden cameras as they heaped praise on an establishment's coffee. Then they were told it was instant Folgers and shock ensued. I'm having a similar reaction to the 2009 Hyundai Genesis. This new luxury sedan is so good at emulating its competition that if the badges were removed it could be mistaken for a Lexus GS460. I'm not saying this just because Hyundai has taken Lexus's generic and inoffensive styling to a new level. This car has every $50,000 luxury car meme, from a V8 engine that powers the rear wheels, to soft leather on the dashboard and door panels, to an excellent navigation and multimedia system. Throw in a pushbutton starter and the package is complete. About the only thing that might tip off a Lexus owner that the Hyundai wasn't his car would be the giant wad of money bulging in his pocket, since the $38,000 Genesis costs about $15,000 less. But even if money were no object you still could make a case for buying a loaded Genesis, and not because its fiveyear or 60,000-mile warranty trumps Lexus's and BMW's four years or 50,000 miles.

The interior of the Hyundai is every bit as nice as anything Lexus has ever dreamed up. The Genesis cabin has a subdued design and it's quiet, too, which is a good thing, as Hyundai offers a superb audio system. The front seats could be more comfortable, but that's my only real complaint. True, the Genesis follows BMW's dumb precedent of deploying what looks like a Pong videogame controller to operate a
complicated computer interface, for the stereo and navigation system. But Hyundai's knob is better simply because it does less.

Then there's the issue of horsepower. Hyundai bests both Lexus and BMW while returning similar fuel economy, 19 miles per gallon in combined city/highway driving. The 4.6-liter V8 in the Genesis puts out 368 horsepower on regular unleaded, which is more than the 342 horses of the Lexus, or even the BMW 550i's 4.8-liter V8, which is rated at 360 horsepower. (And yes, both competitors would have you pumping premium.) On the other hand, the Hyundai is actually a bit heavier and its 324 pound-feet of torque is less than that of either the Lexus or BMW. The reality is that these differences in power ratings will mean little on the street, as all three cars have potent motors. The more noticeable difference is in handling, as the Hyundai's ride is softer and more luxurious than sporting, befitting its larger size and roomier cabin. You could chalk this up as another win, since the Genesis beats the Lexus and BMW in legroom, both front and
back.

I could go on pointing out more ways the Genesis matches its luxury competitors, like the fact that both Hyundai and BMW source six-speed automatic transmissions from the same German supplier, ZF
Friedrichshafen, but I think you get the point. Hyundai has finally accomplished what it's been threatening to do for a while, which is to boost its value-proposition game to another level. Yet while on the surface this seems to be a brilliant strategy, Hyundai might stumble with the Genesis. The swath of the middle class targeted by this more-for-less sales pitch has been taking it on the chin recently,
what with high gas prices, tight credit and tumbling real-estate values. I'm not an economist, but I figure if these people can no longer afford to pay seven bucks for cheese-and-bacon potato skins at Bennigan's,
which recently closed the doors of its company-owned stores, they may not flock to a cut-rate luxury car, no matter how good it is. Perhaps the less expensive version of the Genesis, a V6-powered model that starts at $33,000, will look more appetizing. Regardless, Hyundai has certainly cracked the code of the $50,000 luxury sedan, showing that by its accounting Lexus owners are paying fifteen grand or more just for that badge on the hood. As much as I enjoy the way this sends up the entire class of hubristic luxury sedans, the fact remains that these cars are immensely popular precisely because they are symbols of money, power and success. The people who buy
them aren't likely to spend their year-end bonuses on a Hyundai any more than they might order Folgers Crystals after an important business lunch, no matter how good the car or cup might be.

By John Pearley Huffman, Contributor Email
Date posted: 08-17-2008

It's almost hard to write: Lexus vs. Hyundai. That's the New York Yankees taking on the Albuquerque Isotopes — same game, different leagues. It's pitting an exalted brand name to which millions aspire, up against the bargain brand millions settle for. And yet despite that, putting the 2008 Lexus GS 350 up against Hyundai's audacious new 2009 Genesis 4.6 in a luxury sedan throw-down has resulted in one of the closest finishes ever in an Inside Line heads-up comparison test.

Yes, the Hyundai Genesis holds its own quite well against the Lexus GS 350 — without all that pesky prestige.

Directly Incomparable
Hyundai isn't shy about its targets for the Genesis. "While Genesis will compete for customers with cars like Lexus ES, Chrysler 300 and Cadillac CTS," the company stated in a press release about the car's pricing, "Genesis' performance capabilities and luxury features are comparable to sedans costing tens of thousands of dollars more." In other words, Hyundai's strategy for hitting the luxury market target is to hit the competition where it ain't.

So the Genesis is a large, rear-drive luxury sedan that's priced like a smaller front-drive one — at 195.6 inches long it's just 2.4 inches shorter overall than Lexus' flagship LS 460, but the $33,000 base price for the V6-powered Genesis is more than a grand cheaper than the base price of the entry-level ES 350. There isn't really anything directly comparable to the Genesis at Lexus or, for that matter, at any other manufacturer.

So the GS 350 winds up in this test for being the closest thing Lexus has to the Genesis in price, mission, character and specification. Still, the rear-drive V6-powered GS 350 is somewhat smaller than the V8-powered Genesis 4.6 and it costs more. Way more. The Genesis 4.6 carries a base price of $37,000, while the Lexus starts just under $44,000. And if we had opted for a V8-powered GS 460 as Lexus' contender, the price chasm would have grown to more than $12,000.

As tested, the GS 350 came fully equipped at $49,670. The Genesis showed up with a $4,000 Technology package and a $42,000 sticker. That's a thick $7,670 price difference, in case you haven't already made the calculation yourself. Yet the Genesis essentially matched the Lexus luxury for luxury, gizmo for gizmo.

Quality Issues
Approach the Genesis and you're immediately impressed with how substantial it seems. The body panels are perfectly formed, the paint has a lustrously deep sheen and all the parts that are supposed to be shiny, shine blindingly. The styling is strictly conservative — it sort of looks like a previous-generation Mercedes S-Class — but the oversized lemon zester grille, large tires and sizable chrome dual exhaust pipes successfully give it presence.

Still, the lack of any brand identification anywhere on the car except its tail will leave some buyers thinking it looks a bit, well, generic. You know, like those cars in gasoline commercials where all the logos have been removed.

In contrast to the upright Genesis, the Lexus GS's shape is lean and athletic, with sheet metal that seems drawn taut over its chassis and a fastback roof line. The Lexus is also a tighter package inside and out, with 5.6 inches less length, 2.7 inches less width, 2.2 inches less height and 3.4 inches less wheelbase.

Beautiful? Not quite, but it does look sportier, and by design. The GS, along with the smaller IS, are the sporty fare at Toyota's luxury division, while the ES and the LS sedans are for those who would hire a driver if they could.

One thing's for sure; the GS 350 is built exactly as everyone expects a Lexus to be built. This car is a study in high quality.

Luxuriously Sporty
Inside, too. In the Lexus, every surface is supple to the touch, every control operates with switchblade precision and the whole atmosphere is transcendentally soothing — no mantra or altered states of consciousness required. And frankly, seats don't come any better-shaped than the front thrones in the GS 350.

In contrast, the Genesis' interior is where Hyundai's audacity is most obvious. With a dashboard covered in rich brown leather much the same way a Jaguar would feature burled walnut, the Genesis' interior is uniquely modern-looking without the stark asceticism of the German brands or the digitized, somewhat synthetic feel of the Lexus.

It isn't perfect, some of the plastic pieces that are left exposed are a bit cheap-feeling, the switchgear can't match the Lexus for tactile satisfaction and the wood portion of the leather-and-wood steering wheel is too slippery for its own good, but otherwise this is an interior as interesting as it is comfortable.

And it is comfortable. Although we prefer the seats in the GS, the front seats in the Genesis are very well-shaped, padded and upholstered. And they come with fractionally better legroom.

Hyundai has also done a fine job of getting the details right. The Genesis' shifter, for instance, has just the right heft and shape. It feels like it belongs in a car that wears an established luxury badge. So do its visors, cupholders and other seat controls.

Space and Luxury
Large rear door openings and more generous proportions, thanks to its longer wheelbase, make the Genesis' rear seat the better of the two. Not that it's very hard to get in and out of the Lexus' rear seat; it's just not quite as ample as the Hyundai.

The Genesis has a huge trunk with 15.9 cubic feet of space, 3 cubic feet more than the trunk in the Lexus.

When it comes to luxuries, both cars have virtually everything a modern automobile can have shoved into it, short of night vision and a personal masseur. Of course air-conditioning and all the stuff that should be power-operated is standard on both cars, but both also have optional navigation systems, although the system in the Lexus is slightly simpler to operate (Hyundai has come perilously close to cloning iDrive with its knob-centric central controller), and both feature optional rearview cameras that display what's behind the car on the nav screen. Both also have lots and lots of very smart airbags and standard stability control.

Strangely, while the Lexus has heated and cooled seats for both the driver and front passenger, Hyundai puts heat on both those chairs in the Genesis, but restricts the cooling system to the driver side only.

On the other hand, only the Genesis offers iPod integration. Frankly, it's a slow, clumsy integration that seems to spend more time hunting for tracks than actually playing them, but it's more useful than the cassette deck in the Lexus.

Engineered Like Other Cars in the World
Both the GS and Genesis are built around hefty steel unibody structures. Both have sophisticated multilink all-independent suspension systems both front and rear. And both cars showed up wearing 18-inch wheels and very similar tires. The Lexus wears optional 245mm-wide Dunlop SP Sport 5000 DSST run-flat, all-season performance tires, while the Hyundai's standard Dunlop SP Sport 5000s are not run-flats and only measure 235mm across.

However, there are major differences in their engine bays. The GS 350 is powered by Toyota's ubiquitous 3.5-liter, 24-valve V6 which, thanks to variable valve timing, is rated at a healthy 303 horsepower in this application. In contrast the Genesis has a big, honkin' V8 under its hood — packing 4.6 liters and 32 variably controlled valves — making a claimed 375 hp (when running on premium fuel). Both are backed by six-speed automatic transmissions that can be shifted manually.

According to our scales, the GS 350 weighs in 320 pounds less than the Genesis and that helped it score a 5.7-second 0-60-mph time and run through the quarter-mile in 14.0 seconds at 99.5 mph. The Genesis, despite its larger, more powerful V8, was slower, completing those same feats in 5.9 seconds and 14.1 seconds at 101 mph.

Pity the Fuel
Frankly, better times were expected from the Genesis considering its engine size and claimed output. But the Hyundai V8 lacks eagerness; it just sort of slowly builds speed instead of racing ahead — like the world's smoothest and quietest truck engine. In part-throttle driving, that's responsive enough. But it's an underachieving performance and the Genesis powered by a V6 isn't that much slower, hitting 60 mph in 6.3 seconds while operating nearly as silently and returning slightly better fuel economy.

In contrast, the Lexus' V6 is an overachiever. It may only be rated at 303 hp, but each of those ponies has been eating right, working out regularly and living a wholesome, clean-cut existence.

Getting the V6 in the GS may sound like a compromise compared to the 4.6-liter V8 that comes in the GS 460, but in reality GS 350 drivers will never feel as if they're sitting behind anything except a perfectly wonderful, quiet, silken and wholly adequate power plant.

A Matter of Degrees
But ultimate speed isn't what these sedans are all about. These aren't sport sedans like the BMW 5 Series or Infiniti M that engage the road and then go about the business of filleting it. They're luxury machines first, with just enough feedback through their controls to keep the driver from nodding off.

And they drive like the isolation chambers they're meant to be. These cars are quiet and smooth. Almost equally so. They both waft over road divots that would bounce other cars up and over two lanes, and their engines whirr along so smoothly that actually seem to smooth out any vibration in the earth's rotation.

In short, Hyundai obviously had Lexus in mind when it went about creating the Genesis. And the Genesis drives pretty much like a Lexus (outliers like the current IS F notwithstanding).

The Same, Only Different
Still, there are differences. Remarkably slight differences. On the road, the Lexus' body rolls more through corners, but its steering is more precise than the Hyundai's and provides better feedback. Blitzing in the Genesis, however, is helped by an easygoing ability to maintain super-legal speeds without ever losing composure, and a tremendous highway ride that's slightly better controlled than the GS 350's.

Luxury might come before sport with both these cars, but both are exceptionally stable on the road and capable of higher cornering limits than their comfort levels may suggest. And on our test track, it was all but a tie. The Hyundai stuck a bit better on the skid pad (0.83 vs. 0.81g), while the Lexus was a bit quicker through the slalom (65.2 vs. 62.6 mph).

Their brakes perform about the same, too. The Genesis stopped from 60 mph a foot shorter than the GS 350 (114 vs. 113 feet), but the Lexus' brakes were more resistant to fade.

In fact, the one significant performance difference came in observed fuel consumption. The Lexus drank premium at the rate of 22.9 mpg, while the Hyundai slurped it up at a 17.6 mpg rate.

Degrees That Matter
Helped greatly by its huge price advantage, the Hyundai Genesis edges out the Lexus GS 350 by a cumulative score of 68.5 to 66.3. It just doesn't get closer than that.

But remember, Inside Line's algorithms and criteria don't control for the intangible of prestige. And it could well be that in this status-conscious market segment, paying extra money for that Lexus badge may be worth it to a lot of buyers. After all, they didn't work hard all their lives to retire, take out a reverse mortgage and drive a Hyundai.

Though some of them may be shocked to know that now Hyundai can be mentioned in the same breath as Lexus without convulsive laughter soon following.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

http://www.edmunds.com/insideline/do/Drives/Comparos/articleId=130686?tid=edmunds.il.home.photopanel..1.*

12:56 PM PDT on Thursday, August 21, 2008
By PETER BOHR
The Press-Enterprise

Testing a different, spanking-new car every week is a true pleasure. At times though, I admit to feeling a little jaded.
And then along comes a car with such a high wow-factor that it really sparks my enthusiasm again. Hyundai’s just-
introduced Genesis is such a car.

Hyundai officials say that their benchmarks for their new flagship were such esteemed luxury machines as BMW’s 5
Series, Cadillac’s CTS, Infiniti’s M and Mercedes’ E-Class. But with a base price of $33,000 including destination fee,
the Genesis is between $12,000 and $19,000 less expensive than a base 5 Series, M or E-Class. Only the Cadillac at
about $35,000 comes close --and that’s for a CTS with a manual transmission (the Genesis comes only with an
automatic).

I remember those dark years when the automaker made lousy cars. But things have changed at Hyundai. Still, when
folks have asked me to recommend cars or have asked me for my personal favorites, the name “Hyundai” doesn’t
readily roll off my tongue. And Hyundai officials understand that many motorists feel as I do. At a recent press event in
Santa Barbara, John Krafcik, product development and strategic planning V.P., told the assembled scribes, “As
Hyundai, we have a tremendous burden of proof.”

Well, the Genesis should erase past perceptions. Most automakers have at one time or another sought to associate their
vehicles with those from Stuttgart or Munich. The Genesis is among the few that deserve the association.

Hyundai offers two engines for the Genesis. The base model carries a 3.6-liter V-6 that develops 290 horsepower. For
$5,000 more, there’s a 4.6-liter V-8 that develops 375 horsepower. The latter engine represents the Korean automaker’s
first attempt at building a V-8.

Though the subject of this review is the Genesis 3.6, I did spend some seat time in the Genesis 4.6. It’s a sweetheart.
Not only does Hyundai’s V-8 provide similar horsepower to the V-8 engines in the BMW 550i and Mercedes E550, it
delivers two to three miles per-gallon better fuel economy. At Buttonwillow Raceway, journalists took turns drag-
racing each other in a Genesis 4.6 and a BMW 7 Series. The Hyundai beat the BMW in three out of four matches.

The V-6 however, delivers quite enough get-up-and-go for most drivers, and Hyundai officials expect that 80 percent
of Genesis sedans will be sold with that engine. The V-6 also drinks less gasoline than the V-8. During several hundred
miles of driving, including a 5,000-foot ascent and descent on a mountain road, my Genesis 3.6 test car delivered an
average of 24 mpg using regular grade gasoline -- impressive mileage for a large luxury car.
Like its benchmarks, the Genesis is rear-wheel drive. (Hyundai officials mentioned the possibility an all-wheel-drive
version, as well as a convertible, in the future.) Other Hyundai sedans, including the Azera -- the car that was
Hyundai’s top-of-the-line sedan before the Genesis -- are front-wheel drive.
My Genesis 3.6 felt nicely balanced, which indeed it is, with a near 50/50 front/rear weight bias. On both the highway
and the mountain roads, the steering was responsive, the brakes powerful and the suspension well-controlled, with little
secondary rebound over dips. The Genesis chassis may be a tad less refined than those of the car’s German
competitors. But the driving experience is comparable overall.
As expected of a luxury sedan, noise levels inside the cabin were pleasantly low. Hyundai officials claim that noise,
vibration and harshness -- or NVH, as they say in the car biz -- is equal to or better than a Lexus.
Story continues below

The Genesis exterior styling is handsome, if evocative of some competitors’ cars “We didn’t want our first entry into
the premium sedan segment to be a polarizing design,” said Krafcik. But the cabin’s style is spectacular and is on par
with the best cars in the Genesis’ class, in both design and execution.
Controls and instruments are logically arranged and easy to locate. The seats, front and rear, are nicely contoured and
offer generous head-, hip-, shoulder- and legroom. And the materials are for the most part, the real deal: genuine
leather, wood and aluminum. Leather, which looks to be hand-stitched, on the vertical surfaces of the doors and dash is
both a unique and elegant touch.
Despite the Genesis’ bargain-basement price, even the base-model car comes with a collection of goodies, including
heated, leather-covered seats; proximity key; automatic climate control; Bluetooth phone interface and USB/iPod
auxiliary inputs; 17-inch alloy wheels; and a full complement of safety features. Options include 18-inch wheels,
adaptive headlights, a navigation system, a backup camera and a Lexicon Logic 7 audio system (as used in a new Rolls-
Royce Phantom, boast Hyundai officials).
Story continues below
Every Genesis also comes with something not offered by any of its competitors: a five-year or 60,000-mile bumper-tobumper
warranty with a 10-year/100,000-mile powertrain warranty. And if you’re still worried about reliability, you
can take solace in knowing that it differs little from its competitors, according to the latest J.D. Power and Associates
dependability study. BMW and Cadillac earned four out of five stars, while Infiniti, Mercedes-Benz and Hyundai
earned three out of five.
The Genesis doesn't possess astounding beauty. Nor does it deliver astonishing performance. But its relatively lofty
levels of beauty and performance in conjunction with its low price tag make the Genesis a true automotive bargain.
Contact Peter Bohr at pbohr@pe.com
2009 HYUNDAI GENESIS
BASE PRICE: $33,000
BASE ENGINE: 3.6-liter, 290-horsepower V-6
LAYOUT: Front engine/rear-wheel drive
BODY/SEATS: Four-door sedan/five
CURB WEIGHT: 3,748 pounds
OVERALL LENGTH: 115.6 inches
FUEL ECONOMY: 19 mpg city/27 mpg highway

Hyundai made it clear that the 2010 Genesis Coupe is targeting the
newest American muscle cars and BMW's perennial powerhouse when it released the car's specifications
on Thursday.

Date posted: 10-31-2008
FOUNTAIN VALLEY, California — Hyundai made it clear that the 2010 Genesis Coupe is targeting the
newest American muscle cars and BMW's perennial powerhouse when it released the car's specifications
on Thursday. Hyundai notes the 3.8-liter Genesis coupe weighs in at 3,402 pounds and has a better
power-to-weight ratio than the BMW 335i, Chevrolet Camaro LS or Dodge Challenger.
The Genesis Coupe's base engine is a 2.0-liter turbocharged inline-4 making an estimated 220 horsepower and
223 pound-feet of torque. A six-speed manual will be the standard transmission; a five-speed automatic is
optional. Top speed is expected to be 137 mph, with highway fuel economy estimated at 30 mpg. Hyundai will
offer a Track model of the four-cylinder coupe, but the top four-banger will be the R-Spec model with performance
add-ons and comfort conveniences targeted at tuners.
The second engine, a 3.8-liter V6, is the weapon the Koreans hope to use to swipe market share from the U.S.
makers' products and from BMW. It will make about 310 hp and will be paired to a six-speed manual or automatic
transmission. Top speed is predicted to be 149 mph.
The 3.8 Track model mates the V6 engine with four-piston Brembo brake calipers, a limited-slip differential and
19-inch gunmetal wheels wrapped in high-performance summer rubber. A tweaked suspension includes stiffer
springs, new dampers, a 25mm stabilizer bar in the front and a 22mm stabilizer bar in the rear. Aluminum pedals,
foglamps, a rear spoiler, a blacked-out rear fascia and aero windshield wipers are also included on the Track car.
In total, there are seven models of the Genesis coupe. Standard equipment includes keyless entry, USB audio
and Bluetooth connectivity and steering-wheel audio controls. Range-topping trims offer features like xenon HID

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10-30-2008
If you'd have done such a thing back in school, your teacher would have rapped your knuckles with a ruler and pronounced you impertinent.
But here comes South Korean automaker Hyundai with a big, rear-drive premium sedan that the car company brazenly compares to Mercedes-Benz, BMW, Lexus…
Where's that ruler?
Easy on the knuckles, though. Is the 2009 Hyundai Genesis a Lexus, BMW or M-B? Probably not. Does it matter much? Probably not.
Genesis is better than most people need, and easily good enough for most of the rest of us.
Genesis' excellence is surprising, because usually a car company's first crack at a new segment is wanting. For instance, Toyota's 1993 T100 pickup, first try at an American-style pickup, was too small and lacked a V-8. Only now, a decade-and-a-half and two generations of truck later, has Toyota hit the mark with its ultra-beefy Tundra (just when the bad economy dried up pickup sales, alas).
Genesis is Hyundai's first big sedan and its only U.S. rear-drive model, and it offers the automaker's first V-8. You can quibble with the timing — small cars and small engines are hot right now — but you can't argue much against the execution.
Two Genesis test cars, a well-furnished V-8 and a lower-level V-6, were so right that it's hard to find gripes. Hard, not impossible — though some beefs are pretty minor.
• Front seat didn't go back far enough for some taller drivers.
• Ride felt bouncy on undulating pavement.
• Console-mounted joy-knob controller on the V-8 tester (like BMW's iDrive) was simpler to use than most — so only mildly annoying. You still had to go through up to half-a-dozen motions just to assign a preset button to a radio station, for instance.
• The wood section on the steering wheel in the V-8, while handsome, was a reminder that wood is for decks and boats, not cars. Wood steering wheels are cold in winter, sweaty in summer, hard and slippery always. Leather, please.
• The V-8 was jerky on deceleration. To improve mileage, the fuel flow to the engine immediately shuts off when you coast. Nice idea, but a little too abrupt and obvious. Didn't happen on the V-6, which is tuned differently.
• Mirror-mounted turn signals were annoyingly bright in the driver's periphery. Move the signals half an inch to solve that. The driver doesn't need to see them — they're for the fool in your blind spot who can't see your rear turn signal.
• Horizontal chrome strips across the dashboard and doors were designed not to mate where those panels adjoin, instead to leave a gap. The strips line up perfectly, but don't run all the way to the edge of the dash or door. Odd.
To appreciate Genesis, you first have to like rear-wheel drive. Though the BMW and Mercedes-Benz models Hyundai wants to evoke are rear drive, many cars are front drive and have a different driving feel. Rear-drive cars feel more balanced in corners. On the other hand, weight isn't concentrated over the driving wheels, as with front drive. That suggests worse slick-weather behavior. In the rain during testing, the back wheels spun briefly, but were well-reined-in by the traction-control systems — without abruptly cutting the engine power.
OK, you like rear drive. Now, what's so special about Genesis? Glad you asked:
• Seats. Leather's standard; so's comfort. Back's angled just so and leg and knee room are plentiful.
• Power. Base V-6 scoots nicely. New V-8 has that kind of always-increasing, never-ending power delivery that Infiniti favors.
• Ambiance. Trim, controls, gauges — elegantly done. Simple lines and curves. Nothing tortured.
• Styling. Smooth, well proportioned, not forced or wannabe. It'll be as easy on the eye when the loan's paid off as it is the day you drive it home.
• Safety features. A long list, including standard side-impact bags in the rear seat. Most automakers don't offer those, and the ones that do charge extra.
• Brakes. Reassuringly firm, but not touchy. Others should copy.
• XM radio. One mode lists all the channels, handy for a satellite system that offers some 200. Makes it easy to find and try something different. Nobrainer?
Then why's it rare?
• Persona. Genteel eagerness, backed up by a drivetrain and suspension that deliver. No, it's not cheap at $33,000 to $42,000, but neither is it outrageous by today's standards. Ignoring price, it's a credible contender. Considering price, there might not be another car that's such an all-around satisfier.
What stands out
•Smooth: Everything from the ride to the turn-signal lever.
• Swift: Hyundai's first V-8 shouldn't be its last.
•Seductive: Don't drive unless you intend to buy.
2008 HYUNDAI GENESIS
• What? Full-size, four-door, rear-drive, premium sedan, V-6 or V-8. New to Hyundai lineup.
• When? On sale since late June.
• Where? Made at Ulsan, South Korea.
• Why? Premium car = premium image= premium profits.
• How much? V-6 starts at $33,000, including $750 shipping. V-8, $38,000. Loaded, $42,150.
• How powerful? 3.8-liter V-6 rated 290 horsepower at 6,200 rpm, 264 pounds-feet of torque at 4,500 rpm. 4.6-liter V-8 rated 375 hp at 6,500 rpm, 333 lbs.-ft. at 3,500. V-6 mated to Aisin six-speed automatic transmission; V-8 to ZF six-speed auto. Both have manual mode.
• How lavish? Pretty darned. Standard features include: stability control; anti-lock brakes with brake assist and brake-force distribution; front-impact,
head-curtain and side-impact air bags in front and rear; automatic climate control; AM/FM/XM/CD/MP3 audio with input jack; leather upholstery; heated front seats; power steering, brakes, windows, mirrors, seats, locks; rear-window and outside mirror defrosters; cruise control; auto-on headlights; fog lights.
• How big? Small end of the full-size segment. A little shorter, wider than Toyota Avalon. Genesis is 195.9 inches long, 74.4 inches wide, 58.1 inches tall; 109.4 cubic feet passenger space, 15.9 cu. ft. trunk. V-6 weighs 3,748 pounds; V-8, 4,012 pounds. Rated to carry about 1,100 pounds of people, cargo. Turning circle listed as 36 feet.
• How thirsty? V-6 rated 18 mpg gallon city, 27 highway, 21 combined. V-8, 17/25/19. V-6 tester did 16.9 mpg in suburbs. V-8 showed 14.3 in suburb-city mix, 27 in 63 mph cruise-control highway driving, 16.9 in suburban, freeway mix. Tank holds 19.3 (V-6) or 20.3 (V-8) gallons. V-6 takes regular. V-8 needs premium for rated power; regular OK, cuts 7 hp, 9 lbs.-ft.
• Overall: Uncommonly good.

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