2011 Hyundai Genesis facelift spy shots

Hyundai’s Genesis sedan has only been on sale for a little over a year and during that time it has already taken home the prestigious North American Car of the Year award. As successful as the original formula was, Hyundai is not resting on its laurels and is already planning an update to the car as seen in these latest spy shots.

The images depict a facelifted version of the car due late next year. They reveal a new tail-lamp design and slightly revised exhaust tips, and the camouflaged front-end suggests a new headlight and grille design as well.

Expect the powertrain lineup to continue with minimal changes, which means buyers will be able to select from either the 4.6-liter Tau V-8 with 380 horsepower or the 3.8-liter Lambda V-6 with 305 horsepower on tap. New engines are possible, including a 265 horsepower 3.3-liter V-6 already sold overseas and a new 5.0-liter V-8 range topper with more than 400 horsepower.

Supercharging technology is another area Hyundai is investigating but there’s no word on plans to introduce it to the Genesis line. Hyundai is also working on a new eight-speed automatic transmission but its first application is likely to be in the Equus flagship.

Source:motorauthority.com

Source:motorauthority.com

Ask an average Australian about the latest Pontiac-purveyed product from his (or her) homeland and you’re likely to be stricken with a few derogatory nicknames for the vehicle that play off the ‘common’ sounding name of the Holden Commodore. Made popular as a fleet vehicle and the traditional family hauler, the Commodore has a less-than-stellar reputation Down Under when it comes to exciting sports sedans. But to this American’s eyes, the G8 is the rebirth of the Everyman American sedan.

The mild-mannered power of a well-made naturally aspirated V6 might be just the ticket for balancing big-sedan comfort with mid-sized efficiency – though that’s up for debate as well – but it sure isn’t what you’d expect from the aggressive looks and Aussie-bred demeanor of the new Pontiac G8. Despite the less-than-impressive performance, however, almost everything else remains the same as its bigger brother, and without the intoxicating aroma of the big V8 found under the hood of the G8’s GT variant, the true essence of the car is easier to discern. Few other publications have tested the V6 variant. Is it possible that the ego-enhancing effects of a large-displacement V8 have skewed the results in favor of an otherwise bland car?

At first blush the G8 is an exciting car. The styling isn’t typical of the last half-decade of American cars, though the past year or two have brought some interesting competition. It has an air about it that certainly impresses more than the Grand Am or Grand Prix ever did, at least for this reviewer. Even the also-Australian GTO, beloved by some but detested by many as heretical to the original Goat, didn’t offer the combination of utility, visceral appeal and affordability that the G8 brings to the table. The athletic, forward-biting stance and angular lines give the car purpose, and though the front end may be a bit overwrought, it clearly brands the car a Pontiac, and makes it recognizable from blocks away. But a good first impression isn’t enough to carry the day anymore – buyers are looking for well-built, easy-driving, safe and efficient transport more than ever before.

The quick verdict: the G8 manages to rise to the challenge for the most part, and its few foibles are not significant enough to justify its relegation to the ‘also-ran’ list. Perhaps even more importantly, there is unlocked potential in this car – it could be great, with just a little help. Handling is as good as you can expect from an affordable large sedan, with a predictable and capable nature that speaks of a well-designed chassis tuned for comfort over speed.

Stepping inside this G8, a black-leather upholstered black car with black carpeting, the initial impression is one of monotonous coloration and surprisingly bland interior styling. And upon second look, things don’t change much. The center console stack is straightforward and utilitarian with the exception of the fairly high-resolution display unit for the radio, climate controls and computer readout. More on the display in a moment, but suffice to say it’s both a highlight and a hang-up.

Beyond the simple audio and climate controls, there’s the instrument cluster. The speedometer and tachometer in the cluster behind the steering wheel, along with the smaller auxiliary gauges and readouts are all easy to read and attractively lit. The speedometer is even capable of reading in and indicating both miles-per-hour and kilometers-per-hour – a novelty at best unless you frequently make trips across the northern border.

The steering wheel, on the other hand, feels solid, shapely and well-made. The attractive chrome ‘wings’ that form the forked center spoke give it a lightness that would serve the rest of the cabin well, and unlike the metallic or pseudo-metallic trim pieces on a number of other modern cars, whether American or not, the feel of these trim pieces is one of quality. Steering feel is generally good, especially at every-day speeds, with a good weight but not requiring tremendous effort. Crank up the speeds and attack the bends, however, and the steering feels lighter and less accurate, especially just off-center, where the real work of a back-country run is done. The G8, at least in base trim, thrives in daily use, not the weekend fun-run.

But the single most confusing and confounding aspect of the interior is the roughly 1.5-inch by 8-inch bright-red LED readout at the top center of the dash that very roughly estimates the battery’s charge and the oil pressure. While both are useful information under some circumstances – especially extreme cold, for instance – neither warrant constant and blockily-inaccurate display at the focal point of the dashboard. This oddity is scheduled for deletion upon the debut of the 2009 models, and rightfully so.

The second most confusing element of the G8’s interior is the complete lack of satellite navigation availability. It’s understood that the car is targeted at the mid-range of the large-sedan market, and that with too many more options it would begin to encroach on the Cadillac CTS’ territory, at least on paper – the build quality difference is vast – but would it be too much to equip a basic touchscreen unit to show the way in foreign territory? The upside is that there’s ample room on the dash and windshield for fitment of an aftermarket unit.

Aftermarket units won’t be able to take advantage of the nice built-in display, however. Apparently limited to just three colors – black, red and white – since that is all it displayed during our week with it – the screen is nevertheless high-resolution and attractively styled with easy-to-read graphics and script. But it’s almost laughably complex given its function as display unit for the admirably full-featured on-board computer. Those familiar with the Saturn Astra and any number of other newer GM products will appreciate the fine-grained detail available from the unit, but why it needs a space-hogging display with fidgety soft-buttons is simply inexplicable.

That said, the G8 is a mostly brilliant car, inside and out, especially for the price point. It offers truly full-size proportions – easily accommodating four six-foot-plus passengers with knee-room and head-room to spare – and very comfortable, attractive seating. The leather upholstery didn’t feel premium-quality, but it did feel supple and durable, two strong traits in a car that will see regular use. The rear seat bench was oddly a bit easy to dislodge, though that may have been an issue specific to our particular vehicle, and at any rate did not cause any issues during its use.

The trunk is capacious in the extreme, and with a broad and tall opening, actually getting large things into it shouldn’t be a problem. The rear seats don’t fold down, however, featuring only a pass-through for long, skinny objects – not that you’d need much more in the way of room in the trunk, and if you do, Pontiac has you covered with the G8 ST.

Only one major quibble is to be had with the G8: the 3.6L 256hp (190kW) V6 engine. It’s a good engine for what it is, and it’s adequate, even ample, for almost everything you can legally do on public roads. But it’s lacking the ‘bigness’ that the rest of the car exudes. Enlivened with a torquey and character-full V8, plus some more sport-oriented – but still liveable – shocks and springs, this car could be a real powerhouse, and that’s precisely what the GT and GXP variants offer. We’ll have to wait until we’re presented with the opportunity to review one to decide how well Pontiac has managed to tap the obvious potential of the base G8, however.

That one quibble is really no quibble at all in the end, since buyers of the G8 V6 will enter the bargain knowingly. At a premium of just $1,500 for the V8, buying the V6 makes no sense to us. The fuel economy certainly doesn’t justify it, even if you achieve the rated figures of 17mpg city and 25mpg highway, which ended up being very close to our observed 16.7mpg city and 24mpg highway. The V8 is rated very closely at 15mpg city and 24mpg highway, making so little difference as to matter not at all, financially or ecologically. At that point, driving style will determine real-world efficiency more than engine choice. And GM has proven its torquey V8s are capable of excellent fuel mileage when the driver can keep their foot out of the accelerator.

Bottom-line verdict on the G8 is that you’d be hard-pressed to buy more in the way of a large sedan for the price, and though the styling, both inside and out, may not be everyone’s cup of tea, it’s a far cry from the bland offerings of a few years ago. And for those with a mind for slowly upgrading a car as they go, the G8 GT, or better yet, the GXP, could be one of the best platforms to come along in years.

Source:motorauthority.com

When most buyers think luxury, their minds turn first to Italian, German and British brands. For many American buyers, the allure of European style holds its own significance. After that, some might turn to Lexus or more recently America’s premium offerings, but Japan’s ‘other’ luxury brands, Acura and Infiniti, are often overlooked. This could be in part because they don’t offer true halo models with excessive power, extravagant trim and exorbitant prices. But could it also be that the cars themselves don’t quite reach up to the level of the competition?

The short answer is no. When the G35 debuted it was hailed as a much-needed fresh perspective in the segment, and is still a very attractive and feature-packed vehicle. Though its German rivals have somewhat outpaced it in technological features and ultimate top-end power, the car remains a seriously capable performer.

Based around the same FM platform that has underpinned it and the Nissan 350Z for over six years, the car is growing old by any company’s standards. A mid-cycle refresh and the occasional new feature, plus the drip-feed of engine improvements made to the award-winning VQ powerplant under the hood have kept it in the game, but Infiniti’s mid-size luxury sedan is still showing its age. On the other hand, it’s a mature platform with all the minor growing pains of a new model well behind it.

You also get a whole lot of car for the money. For just a little more than the price of a well-outfitted 350Z, you get a full back seat and four doors, leather upholstery, upgraded trim and the same very solid level of performance. Nissan’s FM chassis is a well-sorted and well-designed piece, and the independent suspension layout and materials rival those of the top German cars. Throw in the torquey, powerful and high-revving VQ35HR in the latest models and you have an excellent package, both in terms of performance and style. Our model also came equipped with a six-speed manual transmission, noted for its somewhat heavy yet crisp feel.

The upcoming G37 sedan, coupe and 370Z are all soon to push the G35 and its cousins into obsolescence, but like so many of Nissan and Infiniti’s cars, their brilliance is sometimes clearest in retrospect. While those models will push top-end horsepower figures even further, there’s a real possibility that they won’t actually feel any more powerful in day-to-day driving due to similar levels of low-end torque.

Comparing the VQ35HR in the G35 to this reviewer’s personal 2003 VQ35DE-equipped 350Z daily driver, there’s a definite rush of power at the top of the rev range but down low, from standstill, the older engine feels like it has more grunt. The stat sheets bear this out, with the HR engine rated at 260lb-ft of torque while the older DE rates at 274lb-ft. There was a change-over in power rating systems between the DE and HR models, however, so that number can’t be directly compared. Nevertheless, the ‘seat-of-the-pants dyno’ says the DE engine is still a better performer down low, while the HR takes the day at the top-end.

Handling comparisons between the two cars are also apt, because despite the 350Z’s lack of two doors, two seats and a couple hundred pounds, the cars are otherwise very similar. And the G35 sedan reflects that, especially in six-speed manual trim. Flicking through the gearbox on a back-country run is incredibly engaging, and the factory tendency of the FM chassis and staggered tire setup toward understeer make for few truly scary moments even when exploring the outer limits of the car’s lateral capabilities.

However, turn off the traction control, give the wheel a flick and smack the accelerator against the floorboard, and be prepared for a fair amount of sideways fun. Launches likewise can induce some wheelspin, though smoky burnouts aren’t the car’s forte due to the independent rear suspension’s tendency toward wheel hop.

But how competent a luxury sport sedan is the G35? It certainly nails the sport sedan portion, keeping pace with one of the decade’s best-value sports coupes, but it leaves little on the table when it comes to luxury. Some of the plastics are harder and less premium-feeling than they could be, rear seat room is adequate at best, the general design of the cockpit is beginning to feel a bit dated, and some of the switchgear, particularly around the audio controls, reveals Infiniti’s corporate relationship with Nissan a bit too clearly. It’s worth noting, though, that many of the same criticisms could be fairly leveled at the German competition, despite sticker prices roughly double the Infiniti’s while at similar specification levels.

Those considerations aside, there are some very nice touches in the cabin as well. The leather feels very good for the price range, with less of the slick spill-resistant feel of some cars and more of the supple feel of the higher end of the market. The satellite navigation system is similarly better than expected, with a clear and brightly lit display and easy-to-use interface.

Putting the car into reverse reveals one of the best features about the G35, at least for those that have to parallel park on any sort of regular basis: the rear-view camera features a computer-generated overlay that bends to project the car’s course on the view behind as the steering wheel is rotated. Even expert drivers can find the display useful for fitting into very tight spots, while novices will learn quickly from the immediate visual feedback.

The G35 also has some of the best-designed and most comfortable bucket seats in its class. Anyone familiar with under-bolstered leather-upholstered performance cars – Mustang GT owners, for instance – know how slippery things can get during spirited driving. The G35 has none of those problems, and it manages to sidestep the main problem with aggressively-supportive sport seats, which can accommodate a range of body types. Everyone who sat in the front seats of our test car found them comfortable and supportive, from a stout 6’2” subject to a petite 5’7”.

Not everyone will find the balance between ride quality and handling pleasing, though it’s certainly more compliant than the 350Z. Our test car is the sport-oriented manual-transmission G35 6MT version, and its low-profile tires and 18-inch alloy wheels can make for a choppy ride over broken or bumpy pavement. The noise level is also good for a car in this class, with the engine barely perceptible except under hard acceleration. When the sweet-sounding six-cylinder is pushed, it makes its presence known but does not become intrusive.

Compared to its ostensible peers, the BMW 3-series, Mercedes-Benz C-Class, Audi A4 and the like, the G35 shows a different balance of sport and luxury. While the German offerings all favor the luxury end of the spectrum in their typical configurations, the G35S 6MT is slanted heavily toward the driver’s end of things. The Teutonic stalwarts reserve the truly driver-oriented cars for their upscale and expensive AMG, M Division and RS brands at a heavy premium.

Without a performance division to offer an even more impressive car, the G35S with the manual transmission is the high-performance variant. It provides what many buyers cross-shopping the segment would consider a harsh ride, and it doesn’t quite rise to the materials or equipment standards either. But that’s what makes the G35 such a brilliant performer, and such a polarizing choice. The balance it strikes isn’t for everyone, but for those that find it to their liking, the rewards are huge.

In the end, the G35 presents a solid combination of affordable luxury, good power and excellent performance, with only its relative age and lack of the ‘new factor’ holding it back from the top of the class.

Source:motorauthority.com