Twenty Benjamins. Two large. Two thousand dollars. Any way you put it, throwing that much cash on top of the Genesis 4.6's $44,500 base price gets you a Hyundai sedan unlike any other. The new 2012 Hyundai Genesis 5.0 R-Spec touts more power, promises stickier grip, and has the most inappropriate name in Hyundai's modern-day lineup.
Despite what its label may conjure in enthusiasts' minds, the R-Spec isn't a sedan designed to embarrass the curvy-road combatants from Mercedes AMG, Cadillac V, and BMW M. No, the Genesis 5.0 R-Spec is more a sport model than 'Ring racer. That's that.
But the R-Spec is a step in the right direction. It gives the standard Genesis much-needed injections of athleticism and emotion. Hyundai engineers provided an all-new direct-injected 5.0-liter Tau V-8 GDI based on the current sedan's 4.6-liter. Bore grows from 92 mm to 96 mm and compression bumps from 10.4:1 to 11.5:1, resulting in a healthy dose of 429 horsepower and 376 pound-feet of torque (as opposed to 385 hp and 333 lb-ft from the 4.6).
A new bed plate, camshaft carriers, and roller timing chain reduce mechanical chatter and ensure the eight-cylinder is as fuel-efficient as possible (it's rated at 16 mpg city/25 mpg highway). An eight-speed automatic transmission with a manual mode directs power to the optional Bridgestone Potenza S-04 Pole Position rubber ($1400). When needed, four-piston front and rear calipers bite hard on 13.6-inch rotors rather than the usual 13.0-inch variety.
While the powertrain adds much to the Genesis' repertoire, the suspension had staffers talking. Each corner perches on 25- to 30-percent-stiffer Sachs Amplitude Selective Damping shock absorbers. The rear end's multilink setup is tuned to tauter R-Spec requirements. One-millimeter-thicker anti-roll bars -- 26 mm front, 19 mm rear -- fight lateral loads under hard cornering.
The finished product surprised us on the real-world blacktop. The R-Spec was composed in and out of corners and wore its 4199 pounds well. Compared to the 4.6, excessive body lean is nearly cured in the 5.0, which pushes when spurred aggressively (thank its burliness and 54/46 front/rear weight distribution). Although weighty and more communicative, the steering still lacks the directness of some of its German rivals.
Its stiffer ride will have you thinking "sports car," not "luxury sedan." Off smooth paths, the suspension is confused and bouncy at times, yet capable of absorbing mountainous acne. A week's worth of passengers complained not once -- just don't expect the Genesis' usual Lay-Z-Boy ride anymore.
Like the transmission it's bolted to, the V-8 heart is as smooth and as quiet as they come. While welcome for those who appreciate the subdued nature of a Lexus LS V-8, the R-Spec's quiet demeanor is a quality that ultimately disappoints -- an "R" on the tail necessitates a voice that should be more enticing than a muffled burble.
Even so, here is a Korean sedan as quick to 60 mph as a BMW 550i (4.8 seconds) and faster over a quarter-mile than a Ford Mustang V-6 (13.3 seconds at 107.1 mph vs. 13.7 sec @ 102.0 mph). It demolishes the 4.6's figure-eight time by nearly 1 second (26.3 seconds at 0.68 g) and consistently stops three feet shorter from 60 mph (109 feet). It also pulls an average 0.87 g on the skidpad (up from 0.86 g).
Sure, the weakly bolstered front thrones are wide enough to seat a beluga, and are no different from those in lesser models. And the blacked-out headlamps, 19-inch wheels, and R-Spec-branded carpets do little to truly distinguish the R-Spec. But in terms of performance, the improvements are undoubtedly impressive.
One thing that MT testing director Kim Reynolds noted during his figure-eight runs: "Though a fun ride overall, turn-in is a very tricky and touchy thing to master, requiring a hefty dosage of quick on-off throttle inputs to induce smooth rotation." His final assessment? "In the figure-eight the car was fun to drive, but doesn't live up to its bold R-Spec naming."
If we were Hyundai, we would have called the R-Spec the Genesis Sport, SE, or something similiarly civilized, saving the R-Spec nomenclature for a sedan with bigger wheels, a lower stance, bespoke styling -- and at a minimum -- a meaner exhaust note.
Still, that doesn't mean the extra $2000 isn't money well spent...
| 2012 Hyundai Genesis R-Spec |
| BASE PRICE | $47,350 |
| PRICE AS TESTED | $48,785 |
| VEHICLE LAYOUT | Front engine, RWD, 5-pass, 4-door sedan |
| ENGINE | 5.0L/429-hp/376-lb-ft DOHC 32-valve V-8 |
| TRANSMISSION | 8-speed automatic |
| CURB WEIGHT (F/R DIST) | 4199 lb (54/46%) |
| WHEELBASE | 115.6 in |
| LENGTH x WIDTH x HEIGHT | 196.3 x 74.4 x 58.3 in |
| 0-60 MPH | 4.8 sec |
| QUARTER MILE | 13.3 sec @ 107.1 mph |
| BRAKING, 60-0 MPH | 109 ft |
| LATERAL ACCELERATION | 0.87 g (avg) |
| MT FIGURE EIGHT | 26.3 sec @ 0.68 g (avg) |
| EPA CITY/HWY FUEL ECON | 16/25 mpg |
| ENERGY CONSUMPTION, CITY/HWY | 211/135 kW-hrs/100 miles |
| CO2 EMISSIONS | 1.02 lb/mile |
Source: http://motortrend.automotive.com
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