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8
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4
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Voters: 12. You may not vote on this poll
2012 Chrysler 300 SRT8
2012 Chrysler 300 SRT8
Posted to let you know what will be out there on the
highways...We must stay informed
What 
Do you like it ?
2012 Chrysler 300 SRT8 - Road Test
Brute in a Suit.
By Shaun Bailey / Photos by Brian Blades
October 6, 2011
Slideshow >>
Video >>
<!--/photos-video-wrapper-->
<!-- /Main photo wrapper --><!-- test output end: --><!-- the article, at a glance, downloads, top competitors, from buying guide --><!-- left column -->They fixed it!
Not that there was anything truly wrong with the previous 425-bhp Chrysler 300 SRT8 introduced in 2005, but this new one, oh boy, does it take a much-needed tall step to the next level. We lauded the previous generations’ 6.1-liter pushrod V-8 for its plentiful torque and aggressive 5-speed automatic that would, without provocation, chirp its rear tires on a 1-2 upshift. The big sedan had no real rivals for its asking price (the 2004 Cadillac CTS-V cost almost $10,000 more) and continued the SRT tradition of providing amazing bang for the buck. But as we learned with our long-term test car in 2006, which we drove for 50,000 miles, its interior wasn’t the stuff luxury-performance-sedan dreams are made of. But no longer; in addition to the Street and Racing Technology treatment for 2012, the 300 now has a worthy interior. The development team has truly built a brute wearing a silk-lined suit.
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Today’s test car starts off at $47,170, a premium of roughly $9000 over the normal 363-bhp 5.7-liter Hemi-powered 300C. Is it worth the extra coin? Easily. The SRT group has taken what is a decently muscled family sedan and infused it with a level of sport that is beyond what many owners would ever consider useful. But unlike its predecessor that sacrificed civility for bludgeoning performance—with 0–60-mph times of just under 5 seconds and a quarter-mile time of 13.3 sec. trumping a Nissan 370Z of today—this revised model offers civility. With the flick of a touchscreen button, the standard ADS (Adaptive Damping Suspension) Bilstein shock absorbers can transform the SRT8 ride quality from decently snubbed to a feel-every-crack taut. Its more potent 6.4-liter Hemi V-8 can switch between 4- and 8-cylinder operation, resulting in considerably better highway cruising fuel efficiency. Output, though, has been raised to an even 470 for both horsepower and torque. There’s enough thrust here to challenge a Porsche Cayman S across an intersection with a 0–60 time of 4.5 sec. or gap it slightly at the drag strip with a 12.9-sec. run.
Fundamentally, the Chrysler 300 is an evolution of the last generation, and so is the SRT8 variant. The team started by refining the engine, introduced last year in the 392 Challenger SRT8.
The 6.4-liter pushrod Hemi’s cast-iron 90-degree V-8 block was bored by 0.9 mm and its newly fillet-rolled and micro-alloyed forged steel crank stroked by 3.5 mm. The aluminum heads retain their unique twin sparkplugs, but gain cylinder deactivation. Forged aluminum pistons carry rings that reduce friction and are cooled by oil squirters. Oil is routed to the cast-aluminum oilpan with crank scrapers and kept there with a windage tray before being sucked up and passed through an oil cooler.
The new design allows for increased compression—now 10.9:1. The heads are cast with fine core sand that results in a surface finish that negates the need for port polishing. Variable cam timing is new to the big Hemi and tuned to provide optimal power and efficiency depending on engine load. Air flows around fantastically large hollow-stem 54.3-mm intake valves at 18 degrees and out around sodium-filled 42.0-mm exhaust valves at 16.5 degrees. The resultant hot exhaust is routed through a stainless steel header and then to a 2 3/4-in. exhaust that uses an active valve to control sound emitted when the cylinder deactivation kicks over to 4-cylinder mode. The switchover is easily discerned by the driver, not by sound but by a green ECO light displayed on the dash. It’s hardly noticeable in any sense when it switches, and generally the exhaust is muted to an acceptable rumble, but dig deep with the right foot and a righteous V-8 roar emits. Unfortunately, anything other than a 1st-gear pull has you hitting 80 mph at redline.
A chance to lap Willow Springs Raceway in the SRT8 gave me ample opportunity to hear the melodic thunder of the engine and probe the limits of the chassis at speed. Like its predecessor, it works hard to fight its mass, but physics is difficult to overcome, particularly when the vehicle weight has slightly increased over its predecessor’s.
A square tire setup compared to the slight stagger of the last-generation SRT8 helps to mitigate some understeer, and an SRT-tuned steering rack with thick-rimmed 3-spoke steering wheel does wonders to make the big sedan feel light on its large dark-chromed 20-in. feet. Our test car was equipped with the Goodyear Eagle F1 Supercar summer tire option, although the all-season Eagle RS-A2 is standard.
The differential is a real torque-sensing multi-plate limited-slip unit but an electronic system is in place to drag the brakes, reducing excess wheelspin. Thankfully, the SRT group allows the driver to defeat these systems with a full-off setting.
Impressive as the acceleration may be, we’ve come to expect it from anything wearing an SRT badge. What we’d hoped for in this newest edition is greater refinement, and it’s here in spades. The only piece seemingly left untouched is the outdated 5-speed automatic transmission, which can’t rev-match. It’s fine in Drive, but use the new trigger-like steering-wheel-mounted paddles and these gearchanges are quick, but harsh. Downshifts, in particular, upset the chassis and must be done in a straight line. To avoid the glower of passengers, I’d avoid the paddles whenever accompanied, as it’s impossible to use the manual shift mode without bouncing heads off the headrests with each upshift.
The revised interior of the Chrysler 300 was four years in the making. The new cabin is as good as the last one was bad. It starts at the seats, which are firm and well-bolstered. The optional Radar Red Nappa leather is a bit on the loud side, but dark and classy enough not to be garish. It works well with the real carbon-fiber trim. Heated and cooled seats are standard, along with heated rears, as is the 8.4-in. touchscreen that does more than provide access to your digital music and Garmin navigation. Although it works well, we were put off by the nav’s standard graphics that you’d find in a store-bought unit. Performance Pages show a passel of the car’s performance data on both the navigation screen and gauge cluster. A collection of digital gauges can be displayed in real time as well, much like the Nissan GT-R’s, but in a more classical “round gauge” style.
The peak lateral g page is always fun to play with, and I spent a few moments watching the steering angle. Not until I climbed a twisty mountain road did I appreciate knowing the transmission and engine-oil temperatures. An optional Harman-Kardon audio system is expensive, but worth the investment; it’s clear and bright with a powerful low end that will stir your soul, or those of drivers a lane over. It is one of the best audio systems I’ve ever heard in a car. Apparently, it’s the first 32-volt production system, meaning it’s more efficient so as not to produce sound-distorting heat in the 18 speakers and subwoofer. While this audio system would have torn apart the previous generation’s overly plastic interior, this car, with its soft-touch rubber and leather trim, is a comfortable space to enjoy the music of the V-8 or the sound system.
Appearances are everything to some, and the 300 SRT8 isn’t supposed to be over the top. That’s what Dodge’s Charger SRT8 is for, an in-your-face machine, with stiffer suspension to boot. The 300 is subtle in its aggression, like a tiger that looks cuddly. Thankfully, every modification to the car is functional. The SRT team doesn’t make fake air vents or winglets. The last generation was a rolling brick and so is the new car, but it rounds off some of the previous car’s rough edges, inside and out. In the process some of the past car’s dour demeanor has been muted. It may walk softer than ever, but the stick it carries is still a Louisville Slugger—a nicely polished one in a satin-lined display case.
<!-- right column --><!-- at a glance -->
<!-- from the buying guide -->Downloads:
<!-- /at a glance --><!-- car make:Chrysler Car Buying Guide- RoadandTrack.com has Chrysler Car Buying Tools \nmake state: published \ncar model:Chrysler 300 Car Buying Guide- Get a Quote on the Chrysler 300 at RoadandTrack.com- Car Buying \nmodel state: published \nshowlink model: \nrelated_items count: 4-->TOP COMPETITORSChrysler 300 »
» Overview<!-- » User Ratings -->» Photos & 360° View» Specs» Prices w/Options<!-- » Get Quote -->
<!-- /rt-col -->
<!-- tags, pager -->Pages: 1 Photos
highways...We must stay informed
What Do you like it ?
2012 Chrysler 300 SRT8 - Road Test
Brute in a Suit.
By Shaun Bailey / Photos by Brian Blades
October 6, 2011
Slideshow >>Video >><!--/photos-video-wrapper-->
<!-- /Main photo wrapper --><!-- test output end: --><!-- the article, at a glance, downloads, top competitors, from buying guide --><!-- left column -->They fixed it!
Not that there was anything truly wrong with the previous 425-bhp Chrysler 300 SRT8 introduced in 2005, but this new one, oh boy, does it take a much-needed tall step to the next level. We lauded the previous generations’ 6.1-liter pushrod V-8 for its plentiful torque and aggressive 5-speed automatic that would, without provocation, chirp its rear tires on a 1-2 upshift. The big sedan had no real rivals for its asking price (the 2004 Cadillac CTS-V cost almost $10,000 more) and continued the SRT tradition of providing amazing bang for the buck. But as we learned with our long-term test car in 2006, which we drove for 50,000 miles, its interior wasn’t the stuff luxury-performance-sedan dreams are made of. But no longer; in addition to the Street and Racing Technology treatment for 2012, the 300 now has a worthy interior. The development team has truly built a brute wearing a silk-lined suit.
Video window may take a few moments to load...
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2012 Chrysler 300 SRT8 - Road Test 
Chrysler - Special Feature 
2012 Chrysler 300 SRT8 Road Test - Video 
2012 Chrysler 300 SRT8 - 2011 New York Auto Show <!--By use of this code snippet, I agree to the Brightcove Publisher T and C found at https://accounts.brightcove.com/en/t...nd-conditions/. --><SCRIPT type=text/javascript src="http://admin.brightcove.com/js/BrightcoveExperiences.js"></SCRIPT><OBJECT id=myExperience1198149268001 class=BrightcoveExperience title="Big Grin" border=0 codeBase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=9,0,28,0" alt="" classid="clsid
</OBJECT><!-- This script tag will cause the Brightcove Players defined above it to be created as soonas the line is read by the browser. If you wish to have the player instantiated only afterthe rest of the HTML is processed and the page load is complete, remove the line.--><SCRIPT type=text/javascript>brightcove.createExperiences();</SCRIPT><!-- End of Brightcove Player --></CENTER>Today’s test car starts off at $47,170, a premium of roughly $9000 over the normal 363-bhp 5.7-liter Hemi-powered 300C. Is it worth the extra coin? Easily. The SRT group has taken what is a decently muscled family sedan and infused it with a level of sport that is beyond what many owners would ever consider useful. But unlike its predecessor that sacrificed civility for bludgeoning performance—with 0–60-mph times of just under 5 seconds and a quarter-mile time of 13.3 sec. trumping a Nissan 370Z of today—this revised model offers civility. With the flick of a touchscreen button, the standard ADS (Adaptive Damping Suspension) Bilstein shock absorbers can transform the SRT8 ride quality from decently snubbed to a feel-every-crack taut. Its more potent 6.4-liter Hemi V-8 can switch between 4- and 8-cylinder operation, resulting in considerably better highway cruising fuel efficiency. Output, though, has been raised to an even 470 for both horsepower and torque. There’s enough thrust here to challenge a Porsche Cayman S across an intersection with a 0–60 time of 4.5 sec. or gap it slightly at the drag strip with a 12.9-sec. run.
Fundamentally, the Chrysler 300 is an evolution of the last generation, and so is the SRT8 variant. The team started by refining the engine, introduced last year in the 392 Challenger SRT8.
The 6.4-liter pushrod Hemi’s cast-iron 90-degree V-8 block was bored by 0.9 mm and its newly fillet-rolled and micro-alloyed forged steel crank stroked by 3.5 mm. The aluminum heads retain their unique twin sparkplugs, but gain cylinder deactivation. Forged aluminum pistons carry rings that reduce friction and are cooled by oil squirters. Oil is routed to the cast-aluminum oilpan with crank scrapers and kept there with a windage tray before being sucked up and passed through an oil cooler.
The new design allows for increased compression—now 10.9:1. The heads are cast with fine core sand that results in a surface finish that negates the need for port polishing. Variable cam timing is new to the big Hemi and tuned to provide optimal power and efficiency depending on engine load. Air flows around fantastically large hollow-stem 54.3-mm intake valves at 18 degrees and out around sodium-filled 42.0-mm exhaust valves at 16.5 degrees. The resultant hot exhaust is routed through a stainless steel header and then to a 2 3/4-in. exhaust that uses an active valve to control sound emitted when the cylinder deactivation kicks over to 4-cylinder mode. The switchover is easily discerned by the driver, not by sound but by a green ECO light displayed on the dash. It’s hardly noticeable in any sense when it switches, and generally the exhaust is muted to an acceptable rumble, but dig deep with the right foot and a righteous V-8 roar emits. Unfortunately, anything other than a 1st-gear pull has you hitting 80 mph at redline.
A chance to lap Willow Springs Raceway in the SRT8 gave me ample opportunity to hear the melodic thunder of the engine and probe the limits of the chassis at speed. Like its predecessor, it works hard to fight its mass, but physics is difficult to overcome, particularly when the vehicle weight has slightly increased over its predecessor’s.
A square tire setup compared to the slight stagger of the last-generation SRT8 helps to mitigate some understeer, and an SRT-tuned steering rack with thick-rimmed 3-spoke steering wheel does wonders to make the big sedan feel light on its large dark-chromed 20-in. feet. Our test car was equipped with the Goodyear Eagle F1 Supercar summer tire option, although the all-season Eagle RS-A2 is standard.
The differential is a real torque-sensing multi-plate limited-slip unit but an electronic system is in place to drag the brakes, reducing excess wheelspin. Thankfully, the SRT group allows the driver to defeat these systems with a full-off setting.
Impressive as the acceleration may be, we’ve come to expect it from anything wearing an SRT badge. What we’d hoped for in this newest edition is greater refinement, and it’s here in spades. The only piece seemingly left untouched is the outdated 5-speed automatic transmission, which can’t rev-match. It’s fine in Drive, but use the new trigger-like steering-wheel-mounted paddles and these gearchanges are quick, but harsh. Downshifts, in particular, upset the chassis and must be done in a straight line. To avoid the glower of passengers, I’d avoid the paddles whenever accompanied, as it’s impossible to use the manual shift mode without bouncing heads off the headrests with each upshift.
The revised interior of the Chrysler 300 was four years in the making. The new cabin is as good as the last one was bad. It starts at the seats, which are firm and well-bolstered. The optional Radar Red Nappa leather is a bit on the loud side, but dark and classy enough not to be garish. It works well with the real carbon-fiber trim. Heated and cooled seats are standard, along with heated rears, as is the 8.4-in. touchscreen that does more than provide access to your digital music and Garmin navigation. Although it works well, we were put off by the nav’s standard graphics that you’d find in a store-bought unit. Performance Pages show a passel of the car’s performance data on both the navigation screen and gauge cluster. A collection of digital gauges can be displayed in real time as well, much like the Nissan GT-R’s, but in a more classical “round gauge” style.
The peak lateral g page is always fun to play with, and I spent a few moments watching the steering angle. Not until I climbed a twisty mountain road did I appreciate knowing the transmission and engine-oil temperatures. An optional Harman-Kardon audio system is expensive, but worth the investment; it’s clear and bright with a powerful low end that will stir your soul, or those of drivers a lane over. It is one of the best audio systems I’ve ever heard in a car. Apparently, it’s the first 32-volt production system, meaning it’s more efficient so as not to produce sound-distorting heat in the 18 speakers and subwoofer. While this audio system would have torn apart the previous generation’s overly plastic interior, this car, with its soft-touch rubber and leather trim, is a comfortable space to enjoy the music of the V-8 or the sound system.
Appearances are everything to some, and the 300 SRT8 isn’t supposed to be over the top. That’s what Dodge’s Charger SRT8 is for, an in-your-face machine, with stiffer suspension to boot. The 300 is subtle in its aggression, like a tiger that looks cuddly. Thankfully, every modification to the car is functional. The SRT team doesn’t make fake air vents or winglets. The last generation was a rolling brick and so is the new car, but it rounds off some of the previous car’s rough edges, inside and out. In the process some of the past car’s dour demeanor has been muted. It may walk softer than ever, but the stick it carries is still a Louisville Slugger—a nicely polished one in a satin-lined display case.
<!-- right column --><!-- at a glance -->
<!-- from the buying guide -->Downloads:
<!-- /at a glance --><!-- car make:Chrysler Car Buying Guide- RoadandTrack.com has Chrysler Car Buying Tools \nmake state: published \ncar model:Chrysler 300 Car Buying Guide- Get a Quote on the Chrysler 300 at RoadandTrack.com- Car Buying \nmodel state: published \nshowlink model: \nrelated_items count: 4-->TOP COMPETITORSChrysler 300 »
» Overview<!-- » User Ratings -->» Photos & 360° View» Specs» Prices w/Options<!-- » Get Quote -->
<!-- /rt-col -->
<!-- tags, pager -->Pages: 1 Photos
Last edited by Space; Oct 19, 2011 at 04:20 AM.
FYI
I was surprised to read/learn that the Hyundai Genesis has a 5L V8 producing 429 H.P. & a 8 Speed Auto WoW..
Just posted so you would know, or if you've ever driven one...Post your thoughts ? ? ? ?
2012 Hyundai Genesis
R&T Overview:
The Hyundai Genesis has proven to be a launching pad for new technologies. For 2012 there is a 5.0-liter V-8 boasting 429 bhp, 8-speed automatic transmissions, and enhanced chassis tuning , plus the 3.8-liter V-6 enjoys a 15-percent boost in horsepower to 333 bhp. That seems like a lot, but the Genesis is a premier seller for the company and it continues to make strides in the luxury sedan field. Along with the mechanical improvements, there is also a fresh look to the front-end styling, redesigned rear fascia and taillights. And at the top of the Genesis family tree is the new 5.0 R-Spec model with significantly sportier chassis tuning.
Next Steps:
<!-- /model-specs --><!-- /article-secondary -->
2012 Hyundai Genesis / Genesis 5.0 R-Spec Official Photos and Info - Auto Shows
Now packing an eight-speed automatic and as much as 429 hp, the Genesis sedan heads back into the fray.
BY JUSTIN BERKOWITZ, PHOTOGRAPHY BY PATRICK M. HOEY AND THE MANUFACTURER
February 2011
Pages: 1 Photos
Hyundai Genesis
News & Reviews
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=44><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Hyundai used the 2011 Chicago auto show to drop a thoroughly revised Genesis sedan, but has the car really been on the market long enough for a refresh? Well, maybe not—it first landed at dealerships in the summer of 2008—but in light of the powertrain upgrades and cosmetic tweaks for the 2012 Genesis, we’re sure nobody will complain about the early face lift.
5.0 Isn’t Just for Mustangs Anymore
A more powerful member of Hyundai’s Tau V-8 family had been a foregone conclusion for some time. Now it’s here, in the engine bay of the new Genesis 5.0 R-Spec. The R-Spec badge was introduced on harder-core, lighter-optioned Genesis coupes, but the Genesis sedan version is more about adding performance than stripping out luxuries. First, the engine.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=89><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Rather than replace the existing 4.6-liter V-8 with the new 5.0, Hyundai will keep both in the Genesis line, with the big-boy V-8 being an R-Spec exclusive. We obtained preliminary specs for the 5.0-liter on a trip to Korea last June, and now those specs have been confirmed. The engine will produce a meaty 429 hp at 6400 rpm and 376 lb-ft of torque at 5000 rpm. (To read more about how Hyundai cranked up the heat in its V-8, check out our rundown.) The power will be routed through Hyundai’s new, in-house-developed eight-speed automatic transmission.
The Genesis 5.0 R-Spec also gets what Hyundai is calling “more aggressive chassis tuning,” although, based on our experience with the overly flinty ride in our long-term Genesis 4.6 sedan, this initially strikes us as a little like Old Country Buffet promising to have more food in the future. Luckily, it sounds like firmer suspenders aren’t part of the menu—in fact, the lower models are receiving recalibrated suspensions to fix the ride problem. Instead, the Genesis 5.0 R-Spec promises to up the 4.6’s sportiness quotient by packing larger front and rear stabilizer bars and 13.6-inch front brake rotors, larger than those on any model last year. It also gets unique 19-inch wheels.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=285><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Finally, the exterior and interior are tweaked to complete the R-Spec transformation. The Genesis 5.0 R-Spec will be available only in Black Noir, Platinum Metallic, and Titanium Gray—paint-speak for black, light silver, and dark silver—and will feature dark chrome inserts in the headlight housings and R-Spec badging on the rear deck. All interiors will be black, and the steering wheel is fully wrapped in black leather, as opposed to the wood-and-leather tiller in the Genesis 4.6.
V-6 Gets Direct Injection, New Gearbox for All
Even with all this attention lavished upon the new 429-hp Genesis, Hyundai hasn’t forgotten about the rest of the range. To begin, both the 3.8-liter V-6 and 4.6-liter V-8 models receive the new eight-speed automatic as standard equipment for 2012, in place of their six-speed autoboxes.
Bigger news lies under the cars’ hoods. The popular 3.8-liter V-6 model gets a zinger of an upgrade with the addition of direct injection, which helps pump up power from last year’s respectable 290 hp to an impressive 333. Torque increases, too, from 264 lb-ft to 291. Hyundai expects the Genesis 3.8 to now score 29 mpg on the highway cycle when the EPA rates it, an improvement from the port-injected 3.8’s 27 mpg, although the company isn’t releasing any estimates about changes to the outgoing model’s 18-mpg city rating. Thanks to the eight-speed box, the 4.6-liter V-8’s highway fuel-economy figure adds 1 mpg, with the Genesis 4.6 now rated at 17/26.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=217><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>As mentioned, Hyundai says it has tweaked the suspension damping with an eye toward improving the ride on both 3.8- and 4.6-liter models. As part of its suspension work, the V-6–powered Genesis gets a larger rear stabilizer bar to better mitigate body roll. Also, the 3.8 upgrades to the 13.0-inch front rotors of the 2011 4.6, while the 2012 4.6 adopts the same 13.6-inch front platters as the R-Spec.
Look, Ma, New Looks! And Features, Too
R-Spec badging should be enough to tip off passersby that that model is the latest Genesis, but just in case, all 2012 Genesis sedans have noticeably modified exteriors. The front fascia is now more aggressive, with a wide lower air intake, while the headlight assemblies have been overhauled for a fresh look and to add de rigueur LED accents and daytime running lights. The profile incorporates a new rocker-panel design akin to what you’d find on a tuner-shop shelf, as well as new 17-inch wheels on the V-6 model. In the back, the taillights are restyled and the exhaust tips extend through the rear bumper rather than from underneath it.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=329><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Inside, the non-R-Spec models offer new “woodgrain” colors, which we hope include one called “Resembles Real Wood.” The options sheet also will grow to include a new lane-departure warning system, power-folding mirrors, and heated rear seats. All thrilling stuff, huh? Hyundai probably thinks—and rightly so—that the 5.0-liter V-8, chassis updates, new transmission, and R-spec trim will be enough to generate excitement about this refresh. Hyundai tells us that the R-Spec should run between $45K and $50K—likely toward the high end of that spectrum—when it goes on sale late this spring or early this summer. No mention was made of pricing or on-sale dates for the other 2012 Genesis models, but we figure they'll hit around the same time wearing stickers similar to the $33,850 (3.8) and $43,850 (4.6) tags worn by the 2011 versions.
Everything sounds good, but what really interests us is how these Genesis sedans will perform once we have the chance to test them. At that point, we’ll know if this early overhaul was actually right on time.
I was surprised to read/learn that the Hyundai Genesis has a 5L V8 producing 429 H.P. & a 8 Speed Auto
WoW..Just posted so you would know, or if you've ever driven one...Post your thoughts ? ? ? ?
2012 Hyundai Genesis
2012 Hyundai Genesis
R&T Overview:
The Hyundai Genesis has proven to be a launching pad for new technologies. For 2012 there is a 5.0-liter V-8 boasting 429 bhp
, 8-speed automatic transmissions, and enhanced chassis tuning , plus the 3.8-liter V-6 enjoys a 15-percent boost in horsepower to 333 bhp. That seems like a lot, but the Genesis is a premier seller for the company and it continues to make strides in the luxury sedan field. Along with the mechanical improvements, there is also a fresh look to the front-end styling, redesigned rear fascia and taillights. And at the top of the Genesis family tree is the new 5.0 R-Spec model with significantly sportier chassis tuning.- <!--
- View Photos-->
Next Steps:
<!-- /model-specs --><!-- /article-secondary -->
Now packing an eight-speed automatic and as much as 429 hp, the Genesis sedan heads back into the fray.
BY JUSTIN BERKOWITZ, PHOTOGRAPHY BY PATRICK M. HOEY AND THE MANUFACTURER
February 2011
Pages: 1 Photos
Hyundai GenesisNews & Reviews
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=44><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Hyundai used the 2011 Chicago auto show to drop a thoroughly revised Genesis sedan, but has the car really been on the market long enough for a refresh? Well, maybe not—it first landed at dealerships in the summer of 2008—but in light of the powertrain upgrades and cosmetic tweaks for the 2012 Genesis, we’re sure nobody will complain about the early face lift.
5.0 Isn’t Just for Mustangs Anymore
A more powerful member of Hyundai’s Tau V-8 family had been a foregone conclusion for some time. Now it’s here, in the engine bay of the new Genesis 5.0 R-Spec. The R-Spec badge was introduced on harder-core, lighter-optioned Genesis coupes, but the Genesis sedan version is more about adding performance than stripping out luxuries. First, the engine.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=89><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Rather than replace the existing 4.6-liter V-8 with the new 5.0, Hyundai will keep both in the Genesis line, with the big-boy V-8 being an R-Spec exclusive. We obtained preliminary specs for the 5.0-liter on a trip to Korea last June, and now those specs have been confirmed. The engine will produce a meaty 429 hp at 6400 rpm and 376 lb-ft of torque at 5000 rpm. (To read more about how Hyundai cranked up the heat in its V-8, check out our rundown.) The power will be routed through Hyundai’s new, in-house-developed eight-speed automatic transmission.
The Genesis 5.0 R-Spec also gets what Hyundai is calling “more aggressive chassis tuning,” although, based on our experience with the overly flinty ride in our long-term Genesis 4.6 sedan, this initially strikes us as a little like Old Country Buffet promising to have more food in the future. Luckily, it sounds like firmer suspenders aren’t part of the menu—in fact, the lower models are receiving recalibrated suspensions to fix the ride problem. Instead, the Genesis 5.0 R-Spec promises to up the 4.6’s sportiness quotient by packing larger front and rear stabilizer bars and 13.6-inch front brake rotors, larger than those on any model last year. It also gets unique 19-inch wheels.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=285><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Finally, the exterior and interior are tweaked to complete the R-Spec transformation. The Genesis 5.0 R-Spec will be available only in Black Noir, Platinum Metallic, and Titanium Gray—paint-speak for black, light silver, and dark silver—and will feature dark chrome inserts in the headlight housings and R-Spec badging on the rear deck. All interiors will be black, and the steering wheel is fully wrapped in black leather, as opposed to the wood-and-leather tiller in the Genesis 4.6.
V-6 Gets Direct Injection, New Gearbox for All
Even with all this attention lavished upon the new 429-hp Genesis, Hyundai hasn’t forgotten about the rest of the range. To begin, both the 3.8-liter V-6 and 4.6-liter V-8 models receive the new eight-speed automatic as standard equipment for 2012, in place of their six-speed autoboxes.
Bigger news lies under the cars’ hoods. The popular 3.8-liter V-6 model gets a zinger of an upgrade with the addition of direct injection, which helps pump up power from last year’s respectable 290 hp to an impressive 333. Torque increases, too, from 264 lb-ft to 291. Hyundai expects the Genesis 3.8 to now score 29 mpg on the highway cycle when the EPA rates it, an improvement from the port-injected 3.8’s 27 mpg, although the company isn’t releasing any estimates about changes to the outgoing model’s 18-mpg city rating. Thanks to the eight-speed box, the 4.6-liter V-8’s highway fuel-economy figure adds 1 mpg, with the Genesis 4.6 now rated at 17/26.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=217><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>As mentioned, Hyundai says it has tweaked the suspension damping with an eye toward improving the ride on both 3.8- and 4.6-liter models. As part of its suspension work, the V-6–powered Genesis gets a larger rear stabilizer bar to better mitigate body roll. Also, the 3.8 upgrades to the 13.0-inch front rotors of the 2011 4.6, while the 2012 4.6 adopts the same 13.6-inch front platters as the R-Spec.
Look, Ma, New Looks! And Features, Too
R-Spec badging should be enough to tip off passersby that that model is the latest Genesis, but just in case, all 2012 Genesis sedans have noticeably modified exteriors. The front fascia is now more aggressive, with a wide lower air intake, while the headlight assemblies have been overhauled for a fresh look and to add de rigueur LED accents and daytime running lights. The profile incorporates a new rocker-panel design akin to what you’d find on a tuner-shop shelf, as well as new 17-inch wheels on the V-6 model. In the back, the taillights are restyled and the exhaust tips extend through the rear bumper rather than from underneath it.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=329><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Inside, the non-R-Spec models offer new “woodgrain” colors, which we hope include one called “Resembles Real Wood.” The options sheet also will grow to include a new lane-departure warning system, power-folding mirrors, and heated rear seats. All thrilling stuff, huh? Hyundai probably thinks—and rightly so—that the 5.0-liter V-8, chassis updates, new transmission, and R-spec trim will be enough to generate excitement about this refresh. Hyundai tells us that the R-Spec should run between $45K and $50K—likely toward the high end of that spectrum—when it goes on sale late this spring or early this summer. No mention was made of pricing or on-sale dates for the other 2012 Genesis models, but we figure they'll hit around the same time wearing stickers similar to the $33,850 (3.8) and $43,850 (4.6) tags worn by the 2011 versions.
Everything sounds good, but what really interests us is how these Genesis sedans will perform once we have the chance to test them. At that point, we’ll know if this early overhaul was actually right on time.
Last edited by Space; Oct 19, 2011 at 05:56 AM.
Monte Of The Month -- January 2013
Joined: Aug 2008
Posts: 5,612
From: London, Ontario
I've been a fan of Hyundai's Genesi for a while now. Read up on the Equus too! But that's an awesome review of the 300 SRT8 and I'd drive that!
I keep wondering what people think they're getting when they blow all there money on expensive Europeam "premium" cars. What is so "premium" about these cars that can't be had for less then 50 grand?
That SRT8 really is my kind of car, although I'm still nervous about Chysler quality - most specifically their automatic transmissions. But my wife work at a Jaguar/LandRover/Volvo dealership and she can assure you they ain't making quality...
I keep wondering what people think they're getting when they blow all there money on expensive Europeam "premium" cars. What is so "premium" about these cars that can't be had for less then 50 grand?
That SRT8 really is my kind of car, although I'm still nervous about Chysler quality - most specifically their automatic transmissions. But my wife work at a Jaguar/LandRover/Volvo dealership and she can assure you they ain't making quality...
Thanks Member's for your posts/votes : )
I like the SRT8 & I think Chrysler has to put together better cars/vehicles `if they want to survive... I sure can't afford one and could buy a house at that price, but I'd love to test drive one....
I am also impressed with what Hyundai has been doing for a new auto company...They sure are selling a lot of different type of rides....and they are backing them up with a 100K /10 year warranty...(If they can do it ? Why can't the American Companies ? ) Now, most American Companies are only offering a 5 yr/ 60 K power-train warranty on new cars...
Don't they believe their rides will do 100K or 10 years ?
I believe American Companies are losing sales because they are not competing in this area ? What do you think ?
NEW Hyundai Genesis Coupe Commercial - YouTube
Genesis Coupe
=========================================
http://youtu.be/oQfqehHrp1Q
Click above ^^
To Check out Hyundai's Variable Sound Exhaust set Up
U Turn it `Off & `On...I'd like 2 Turn it `ON : )
I like the SRT8 & I think Chrysler has to put together better cars/vehicles `if they want to survive...
I sure can't afford one and could buy a house at that price, but I'd love to test drive one....I am also impressed with what Hyundai has been doing for a new auto company...They sure are selling a lot of different type of rides....and they are backing them up with a 100K /10 year warranty...(If they can do it ? Why can't the American Companies ? ) Now, most American Companies are only offering a 5 yr/ 60 K power-train warranty on new cars...
Don't they believe their rides will do 100K or 10 years ?
I believe American Companies are losing sales because they are not competing in this area ? What do you think ?
NEW Hyundai Genesis Coupe Commercial - YouTube
Genesis Coupe =========================================
http://youtu.be/oQfqehHrp1Q
Click above ^^
To Check out Hyundai's Variable Sound Exhaust set Up
U Turn it `Off & `On...I'd like 2 Turn it `ON : )
Last edited by Space; Oct 20, 2011 at 06:04 AM.
Bonus Post 
2012 Dodge Charger SRT8
2012 Dodge Charger SRT8 - First Test - YouTube
Click above link to view
2012 Dodge Charger SRT8 Price, Specifications and Images | egmCarTech
Click above for pic's & Vid
2012 Dodge Charger SRT8
2012 Dodge Charger SRT8 - First Test - YouTube
Click above link to view
2012 Dodge Charger SRT8 Price, Specifications and Images | egmCarTech
Click above for pic's & Vid
Never cared for hyundai they have come a long way but still don't impress me.I drivin a few an they always felt a little sloppy.As far as the warrenty goes it's not as good as they clam from what a few of my friends that had to deal with it have told me.Then again i'm a tech an do all my own work so i'm not to concerned with what they do or don't do for warrenty.
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