For Sale Spring of 2014
Member's, what do you think of the below ride ?
They have become a very competitive automotive company...

2015 Hyundai Genesis Review






Namyang, South Korea -- Five years ago, Hyundai launched its first luxury car, the Genesis. Few car names have been so fitting, because the Genesis truly was the beginning of a change in perception and market reach for the Korean automaker. At the time, we said that Hyundai had “taken off its gloves,” launching a “no-holds-barred assault” on the luxury market with a car that was surprisingly impressive. The 2009 Genesis was a commendable effort complete with a powerful V-8 and rear-wheel drive—an ambitious feat for any car company, let alone one that had never done a premium

vehicle

of any kind in its then 41-year existence.Back to Namyang

Now its time for round two, and we’ve returned to Namyang, South Korea, home of Hyundai’s massive research and design center, to test the 2015 Hyundai Genesis on the same banked oval and the same sweeping road course where we drove its predecessor. The automaker defied critics just by making an award-winning luxury

car

on the first try, but Hyundai doesn’t want to simply be in the luxury segment, it wants to compete with BMW, Mercedes, Lexus, and Cadillac, and that meant major changes for the 2015 Hyundai Genesis. Inside and out, it’s a new car. While the powertrain carries over, almost everything else, from the design to the mechanicals (including all-wheel drive), is significantly different and better. “We feel that this will be a defining car for our brand for the next five years,” says Casey Hyun, Hyundai creative design manager.

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Creating an identity

The makeover of the 2015 Hyundai Genesis starts with the design, now called Fluidic Sculpture 2.0. While the first Genesis drew comparisons to Mercedes and Lexus sedans, it was actually a backhanded compliment. In 2008, no one knew what a Hyundai luxury car was supposed to look like, and the Genesis lacked a distinct identity. When you’re trying to build a luxury image and the average man on the street looks at the car and doesn’t know it’s a Hyundai, that’s a problem. “We were trying to find our own direction, our own unique way of designing cars, and I think now it’s evident,” Hyun says. Indeed. The 2015 Hyundai Genesis has a prominent, distinctive hexagonal grille that will be used across the Hyundai lineup. It’s framed by big LED lights set in large frames that stretch from the grille to far back in the fenders. There’s a bit of chrome to accent the greenhouse, but it’s brushed rather than shiny. Hyundai designers did not want to convey luxury in a showy, new-money fashion; instead, they chose to act like they’ve been here before. In fact, they have. Smart move. The 2015 Hyundai Genesis has a classic rear-wheel-drive layout, with a long hood and a short deck. There are dramatic lines and creases on the sides that run the length of the car, and the roofline is more noticeably raked than before, almost fastback style. The Genesis does still look vaguely like a BMW, but the new design language provides Hyundai a legitimate look to call its own. “No longer will people have any doubt,” Hyun says.

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Details count

The cabin is similarly updated and distinctive. It was nice before, but the Genesis still felt pedestrian in comparison with other luxury sedans. It had plenty of features, but the design was a mish-mash and some of the details were just average. The 2015 car has a totally different vibe. It’s much more aspirational and makes use of real wood—such as bamboo, ash, oak, and walnut—which works in harmony with real aluminum and napa leather. The effect is something more akin to a purposefully put-together Mercedes than a Hyundai playing dress-up. “We have learned a lot, and that is why we paid a lot of attention to detail,” says Yongseok Lee, overseas product planner for Hyundai. He’s serious. Designers obsessed so much over the interior that the seats have three different levels of cushioning to contour to the various parts of your body. Even the switches to adjust the seats have been reconfigured so they’re easier to use. In what is believed to be a world first, the Genesis has a carbon-dioxide monitor that senses respiration levels in a bid to detect drowsiness. There are also beefed-up electronics, including a head-up display, an optional 9.2-inch high-definition touchscreen, and a hands-free trunk opening function. The technology enhancements extend to the safety features: there is an automatic emergency braking system and a lane keeping assist system, and the sedan is now designed to pass the IIHS small overlap crash test. The Genesis grows 0.2 inch in length, but the wheelbase is 3 inches longer, making for different proportions and much more room in the rear seat. Plus, there are head cutouts in back to compensate for the steep roofline. At 196.5 inches long, the 2015 Genesis is bigger than the BMW 5-series and Mercedes-Benz E-class.See all photos
A new platform

Another significant change to the 2015 Hyundai Genesis is the addition of all-wheel drive. It will be available at launch this spring (likely in April) and instantly makes Hyundai more competitive in colder climates. The system, called HTRAC, was developed with Magna Powertrain, the supplier of BMW’s xDrive. HTRAC has an electronic transfer case with a multiplate clutch that actively controls torque distribution, allowing 90 percent of the torque to go to the front wheels in extreme situations. The under-the-skin changes continue with a new platform, which reinforces the notion that the 2015 model is really a new generation. Hyundai uses more ultra-high-strength steel for the new car (52 percent vs. 14 percent), resulting in improved torsional stiffness. The rear multi-link suspension is updated and is claimed to be stiffer than the suspensions in the 5-series and the E-class. The steering is also revised; the Genesis is the first Hyundai to get a new rack-mounted, motor-driven electric power steering setup with a variable gear ratio. It adds stability at high speeds and improves response at lower speeds. All of these changes are a lot to consider as we’re hitting 135 mph on Hyundai’s high-speed test oval. Our rear-wheel-drive, V-6 Genesis is composed as we navigate the top line of the track, blast through corners, and then mash the throttle on the open straights into the fading autumn sun. It’s a short but invigorating couple of laps in this big, fast, buttoned-down car. We switch to a V-8, all-wheel-drive model for the handling course. The Genesis is a willing partner as we try to keep a smooth line and generate as much speed as possible on the brief straightaways. The AWD system adds stability, and the new steering system is an upgrade. The car goes where it is directed. Hyundai lightly tosses out the notion of the Genesis as a

sport sedan

, but this big car doesn’t fit that category from a dynamics standpoint even with its tauter, more athletic underpinnings. The last Genesis was knocked for being floaty, and the chassis updates have tightened up the ride. The sportiest aspects of this car are the V-6 and V-8 powerplants. They are excellent engines and work effectively with the eight-speed automatic transmission. Hyundai wouldn’t specify power ratings, but they are not expected to change much; better low-end torque, however, should make for quicker sprints to 60 mph.The original Genesis grabbed our attention, as it was Hyundai’s first foray into the luxury arena. The 2015 Hyundai Genesis no longer seems so revolutionary. It has the polish and refinement of a second effort, but it doesn’t startle us the way its predecessor did. In a way, that’s a testament to the first car’s success—the idea of a luxury car from Hyundai no longer seems so novel.2015 Hyundai Genesis

On Sale:Spring 2014Base Price:N/APowertrainEngine:3.8-liter DOHC V-6, 5.0-liter DOHC V-8Horsepower:333 hp @ 6400 rpm, 429 hp @ 6400 rpm (V-6, V-8, estimated)Torque:291 lb-ft @ 5100, 376 lb-ft @ 5000 (V-6, V-8, estimated)Transmission:Eight-speed automaticDrive:Rear-wheel, all-wheelMeasurementsL x W x H:196.5 in x 74.4 in x 58.3 in

 

 

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Automobile of the Year: 2014 Chevrolet Corvette Stingray


Research the 2014 Chevrolet Corvette

the January 2014 issue of Automobile Magazine - by Joe Lorio | Photographs by: A. J. Mueller




Yes, the 2014 Chevrolet Corvette is the Automobile of the Year. No, this was not a foregone conclusion. The Corvette may have a special place in the American automotive pantheon, but not every new Corvette has been a big deal. The C6, for example, was a conservative effort, a safe play that didn't reach. The new C7, though, is something else. This is a thorough redesign, and it starts with a new frame. Switching from steel to aluminum (previously only Z06 and ZR1 models used an aluminum frame), the C7's frame structure is nearly 100 pounds lighter than the C6's and considerably stiffer. The front and rear cradles -- both aluminum -- are also lighter and stiffer. The lift-off top remains, but it's carbon fiber (as is the hood). The V-8's 6.2-liter displacement is the same as before, but this is an all-new engine, backed by a new seven-speed manual transmission. There's newfound sophistication in the chassis and an interior that makes no excuses to anyone.

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The car's performance is simply awesome. In today's era of horsepower inflation, the big V-8's 455 hp, or 460 hp with the performance exhaust, may not be numbers made for bar boasts -- we'll have to wait for the Z06 for that -- but you get the impression that reaching some marketing-driven power figure was not the point. The point was to smoke tires, roar out of turns, and storm down the straights -- oh, and do all that without quaffing unleaded. As it turns out, this new 6.2-liter proves to be highly effective at all those things. With 460 lb-ft of torque (again, add 5 with the performance exhaust), the ability to fry the Michelin Pilot Super Sport rubber is always there, just a push of the traction control button away. When you're more interested in go than in show, the Corvette gets down and boogies. We clocked an 11.9-second quarter mile at 118 mph; 60 mph ticks by in less than four seconds. Launch control is available should you want to clock yourself, and there's a function that will record your time so you can amaze your friends. Full-throttle blasts are accompanied by a race-car-worthy soundtrack trumpeting from the quad exhaust pipes, but under mellower circumstances the engine emits a muted yet purposeful rumble. Even in a Corvette, you're not always stomping on the gas, and this powertrain is just as rewarding in less aggressive driving. The new, seven-speed manual features creamy clutch action and a slick shifter. Without turbochargers to manage, the V-8's throttle response is precisely predictable, and the long-travel accelerator pedal lets you easily mete out the exact amount of power. Despite the normally aspirated engine's large displacement and potent output, a tall top gear and the ability to run on four cylinders (in Eco mode) help this muscular beast post EPA numbers that you won't be ashamed to mention in polite company: 17/29 mpg city/highway for the manual, 16/28 mpg for the automatic.

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The Stingray is a great car for going fast, but it's also great for going slow. It's great for going fast not because it goes faster, but because it's now easier to drive it faster. The excellent steering comes by way of a system that Chevrolet says is five times stiffer and a wheel that's smaller than before; the result is newfound precision that makes this big machine much more wieldy. The chassis incorporates the expected suite of computer-managed traction and handling aids, but what's remarkable is how customizable they are and how deftly they perform their bacon-saving functions while still leaving so much of the car control in the hands (and feet) of the driver. There are five main modes, topping out in Track, into which you can delve further until you get to the level where stability and traction control are completely off. The optional and highly worthwhile Z51 package supplements all that with an electronically locking rear differential that constantly apportions torque from side to side, which allowed even the less skilled among us to power out of corners at GingerMan Raceway with confidence. This Corvette is not going to break away suddenly or snap around on you. There's grace and fluidity here. Accessibility is a theme running through the C7. Despite the sophisticated technology, this is not a cold, technocratic machine. It is a democratic sports car -- and what could be more American than that? From the moment you press the hidden pad releasing the familiar electronic door latch and slip inside, the C7 presents a friendlier countenance. The driver's relationship with his surroundings has changed. You're no longer buried in the car, lost in a sea of undulating fiberglass, surrounded by cheap-looking plastics. Forget all that. Your interaction with the C7 is as straightforward as a handshake. The ergonomics feel right; the switchgear is clear and functional; you can see out of the cabin; and the seats hold you comfortably in place. Yes, the Corvette really does have decent seats -- and we haven't even tried the optional competition buckets. It also has an interior worthy of a $50,000-plus sports car. The materials look and feel good, and the interfaces manage to be modern yet not gimmicky, a concept that more and more carmakers are finding elusive these days.

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The interior design may actually be more successful than that of the exterior, which is the new car's most subjective aspect and its most controversial. The styling is very busy, and the essential Z51 package adds even more in the form of spoilers and brake-cooling ducts. Against that, the new design does move the Corvette's look forward at last, after three generations of stasis. And based on the reactions of our younger staffers and of the cell-phone-wielding paparazzi, the design also seems to resonate with a new generation. If the Stingray really can capture their imagination, then the Corvette might once again be seen on the coasts, not just in the middle of the country. It is interesting that, in our days of driving and discussions, it emerged that the Corvette's major rival for this award was the Cadillac CTS. Of all the new cars introduced this year -- from brands such as Mercedes-Benz, BMW, Lexus, Ford, Jaguar, Land Rover, and many others -- the top two contenders for Automobile of the Year were both from General Motors. General Motors, the bumbling giant, tied up in knots of bureaucracy and legacy costs, recipient of a much-vilified loan from Uncle Sam. Although many will never admit it, today's GM is putting out some excellent products. We can't help but marvel at the fact that they were developed under the darkest possible skies. Given the circumstances, we might not have expected a great new Corvette, but that's exactly what we got. The Corvette has long been a tremendous performance value wrapped in an all-American package. Now, however, with newfound sophistication and user-friendliness, the C7 should melt the barriers that have kept away so many driving enthusiasts. This is not just a car for the Corvette faithful but instead spreads the gospel to a new, wider audience. The 2014 Chevrolet Corvette Stingray is a world-class car with no apologies to make, an expression of greatness from a town and a car company that have been dismissed as losers. It is also the Automobile of the Year. Tadge Juechter, chief engineer of the 2014 Chevrolet Corvette Stingray, is Automobile Magazine's 2014 Man of the Year. Click here to read the full story. 2014 Chevrolet Corvette Stingray

Base Price: $51,995 Powertrain Engine: 16-valve OHV V-8 Displacement: 16-valve OHV V-8 Horsepower: 455-460 hp @ 6000 rpm Torque: 460-465 lb-ft @ 4600 rpm Transmission: 7-speed manual, 6-speed automaticDrive: Rear-wheel Chassis Steering: Electrically assisted Front Suspension: Control arms, transverse leaf spring Rear Suspension: Control arms, transverse leaf spring Brakes: Vented discs Tires: Michelin Pilot Super Sport ZP Tire sizes F, R: 245/40R-18 (93Y), 285/35R-19 (99Y) Measurements L x W x H: 177.0 x 73.9 x 48.6 in Wheelbase: 106.7 in Track F/R: 62.8/61.6 in Weight: 3436 lb Weight dist.: 49/51% 0-60 mph: 3.7 sec Top speed: 185 mph (est.) EPA mileage: 17/29 mpg, 16/28 mpg (manual, automatic)

 

I have to give Hyundai some credit, they're REALLY improved their cars in the last 10 years. I've driven an older Hyundai elantra and it was just garbage on every level. But it really looks like they've improved.

 

geese the 5th gens are longer than this genesis and the 5-series no wonder why its too big for the parking spots in the new garage on campus where I park. it sticks about 3-5 inches out when against the wall

 

Hi `Keane, yes Hyundai seems to be improving each year & are taking away a lot of sales from other auto companies 4-Sure..., plus a 10yr 100K Warranty...
I'm looking forward to seeing the new coupe

 

As always Space you have given me another "I want list"

The corvette's are just beautiful in their styling and more than impressive in their capabilities.

The Lambo's, Aston Martin's, and Mazeratti's typically speak for themselves, by this I mean they exude style, class and sportiness all in a single glance. With impeccable performance and an attention to detail that is generally second to none, which kind of helps justify their extremely high price tag.

I'm with Keane on the hyundai's. They have come a long way in the past ten years, and offer incredible warranties. I just can't shake the Hyundai's of yesteryear that everyone you would see on the road was completely rotted out , but they were justified in this in their price tag, by generally being one of the cheapest cars to buy around, you kind of got what you paid for. My aunt had one and it literally completed rotted out in about 18 months, going from beautiful shape to having more holes than a block of swiss cheese. So they have left a lasting memory in a bad way. And yes I know I shouldn't be skeptical of their past, but like they say "history tends to repeat itself" unless they have learned from their past