Hitting the Sweet Spot
The new Hyundai Genesis and Audi A7 find the perfect mix of price and plushness. By Isaac Bouchard
2012 Hyundai Genesis 3.8
Price as tested: $43,035
The shock that accompanied the launch a few years back of the upscale Genesis sedan from the budget-minded Korean company Hyundai has faded with the company’s incredible climb in both the sales and quality charts. These days, minus the baggage of being an overreaching upstart, how does the Genesis stack up as a car?
Quite well, actually. Outside, changes for 2012 are minor; tweaks to the headlamps and front and rear fascias don’t give this Hyundai anywhere near the drama of the firm’s smaller offerings such as the Sonata and Elantra, but neither do they detract from its upscale vibe.
It’s the Oxxford suit-wearing banker standing next to the flashier Armani-garbed sports stars. Intact is the incredibly luxurious cockpit, which boasts a depth of quality that bests American premium interiors and matches up well against European rides. Surfaces please the eye and touch, and it is a roomy, peaceful place to wile away the miles. Letdowns include an antiquated infotainment system and the lack of a cooled passenger seat to match the driver’s optional, chilled chair.
Chassis upgrades for 2012 address the Genesis’ biggest dynamic issues, and powertrain changes don’t hurt either. Underneath, revised springs, dampers, and antiroll bars leave the decent handling intact while dramatically improving the ride, which used to be quite flinty.
Now the Hyundai glides over most of the surfaces over which it once rumbled; this does wonders for occupant serenity. Steering and brake feel and precision is average for the class.
The Genesis comes with three available engines. The big news is the bored-out 429hp, 5-liter V8 in the R model, but to get it you have to put up with a stiffer suspension that eliminates most of the ride quality improvements. There are revisions as well to the smaller V8, but the engine best suited to the mission of this sedan seems to be the 3.8-liter V6, whose direct fuel injection helps increase power and torque substantially, to 333hp and 291lb-ft. All Genesi use the same transmission, Hyundai’s in-house 8-speed automatic.
While this improves fuel economy in both the ratings (19/29) and the real world, the tranny often appears confused as to which gear to choose and never lets the engine rev to near redline.
In aggregate, though, this new powertrain provides competitive fuel economy and excellent acceleration.
With the launch last year of the even more expensive Equus model, the Genesis begins to look like a nice, conservative option for midpriced luxury shoppers. Perhaps the biggest impediment to its continuing sales growth in wintry climes is the lack of an all-wheel drive option.
2012 Audi A7
Price as tested: $68,830
Following the trail blazed by the Mercedes CLS—and soon to be followed by BMW—Audi sculptured its own svelte four-door “coupe” out of the new A6 sedan. The A7 boasts a dramatic five-door form factor that draws many admiring looks, and it doesn’t disappoint from behind the wheel either.
While it’s the slinky sheet metal that gets the most attention, perhaps the A7’s biggest strength is its interior. Beautifully formed of rich-looking materials, it builds on Audi’s long track record for avant-garde yet logical layouts. Especially endearing are the optional “Natural,” matte-finished ash wood, with its exposed graining, and the very three-dimensional layout of the instrument cluster and navigation/infotainment display.
Room is generous in the front, and despite the low roofline, in the back as well, though seating is limited to four passengers.
The cargo area is of decent size as well, the hatch granting more loading options than a conventional trunk, without seeming to allow any more road noise intrusion. Step up to one of the higher trim levels and you’ll get perhaps the slickest and most informative set of driver interfaces available in any car, highlighted by optional Google-powered nav and search, and in-car WiFi. Even more basic cars are well equipped with most of the tech upper end shoppers expect.
When you’re not twirling the MMI controller to find the coolest coffee shop and merely driving the A7, you’ll find the experience eminently rewarding. Motivation for this latest Audi comes from a supercharged 3-liter V6, whose 310 horses—channeled through a slick 8-speed automatic and standard all-wheel drive—give great off-the-line punch and decent passing power. Zero-to-60 arrives in just 5.1 seconds, and the level of refinement this combo serves up is excellent.
Fuel economy isn’t half bad either, with EPA ratings of 18/28, generally backed up in the real world. About the only thing one could wish for is a more evocative engine note.
The rest of the A7’s dynamics are well honed, though not without blemishes. Brake feel and power are first rate, and the electric assist steering is actually an improvement over the adjustable hydraulic systems of some recent Audis, such as the A4.
While there is no actual feel of what the tires are up to, the two selectable settings both proffer excellent on-center linearity (making highway tracking easier) and good, natural weighting. The chassis is a bit of a letdown, though. While generally smooth, it can become agitated over transverse ridges, undermining an otherwise cosseting ride. There’s no commensurate handling benefit; the Audi washes into understeer earlier than expected and never comes alive for the driver on a twisty road.
Perhaps the optional Sports suspensions would help with this, but would only exacerbate the ride issues.
The A7 is a quite conspicuous value when compared to the CLS Benz and the Porsche Panamera, another swoopy five door; similarly equipped, it undercuts them by some ten thousand dollars or more. And if one wants all the inherent goodness of this Audi’s technology packages, interior loveliness, and powertrain prowess, there is the four-door A6, available for almost ten grand less.