The cabin layout of all-new Genesis has been designed to benefit all occupants with a premium, spacious design ethos. The de-cluttering of the instruments and switch panels has been exploited to ensure an intuitive layout and airy feel. This user-centric design has sought to connect the various interior parts effectively, particularly the center fascia with the console and upper dash section, and the B-pillar with the roof lining. All-new Genesis offers a high-class fit and finish, with high quality seat design and a voluptuous, natural feel.
Storage space in the cabin has been increased by 3.7 liters over the original model, to 26.9 liters, a capacity greater than premium European rivals'. Particular importance has been paid to the storage of practical items such as pens and mobile phones, together with the usability of the central cup holder.
Following the three principles of Human Machine Interface -- safety, intuitiveness and simplicity -- the all-new Genesis design team ensured that all the important controls benefitted from a design reappraisal to deliver maximum ease of use. The steering wheel design and grip have been improved and onboard switchgear redesigned; a number of switches previously found on the center console of the original Genesis were removed, redesigned or relocated on all-new Genesis. Further ergonomic improvements to ensure ease of reach and control have been meticulously considered and executed using a specially designed laboratory tool created to measure operational force.
3. Driving Performance
Body and mounting point stiffness has been improved on the all-new Genesis. Ensuring a smooth ride over rough roads was the main goal, achieved by increasing the connecting structure, reinforcing body and chassis mounting points, using hot stamping and dipping techniques, and utilizing an increased amount of steel in the chassis. The new 19-inch alloy wheels have also been strengthened to minimize vibrations.
Lateral suspension stiffness and overall ride comfort were accorded high priority during the all-new Genesis's design process. The fully independent, multi-link front and rear suspensions have revised geometry and increased stiffness compared to the original Genesis. Under rolling conditions, the improved tilting angle of the tire enables a better tire grip compared to the previous model.
Electronic suspension control has also reduced the roll motion through corners, and allowed sportier roadholding to be complemented by a more supple ride than that associated with such effective damping force control. Handling and roadholding also benefit from excellent front-rear weight distribution. The electronically controlled brake system, with Advanced Traction Cornering Control (ATCC), further improves agility in corners.
Furthermore, Rack-mounted Motor Driven Electric Power Steering (R-MDPS) was first applied to the model with a variable gear ratio, which provides high-speed stability and direct response at low and medium speeds.
The all-new Genesis is offered with a choice of rear-wheel-drive (2WD) or new HTRAC All-Wheel-Drive (AWD) layouts.
The new HTRAC AWD system was developed as a two-mode concept similar to systems offered by rival European car makers, providing an electronic variable torque split, with a multi-plate clutch system, between the front and rear axles. The driver-selectable 'Normal' mode provides a comforting ride, while the 'Sport' setting affords more agility by sending a higher amount of torque to the rear wheels. This system was benchmarked against competitor vehicles and refined during straight line, medium- and high-speed cornering, and hill-starts.
Development & Testing
In addition to extensive on-the-road and laboratory testing, circuit-based testing of the all-new Genesis took place in Korea and Germany, as well as at Hyundai's California Proving Ground in the U.S. High gravity-force assessment of the new HTRAC AWD system was undertaken at the Korea International Circuit in Yeongam, venue for a round of the Formula 1 World Championship. Durability and high performance handling driving tests took place on the famous Nordschleife at the Nürburgring in Germany to refine the all-new Genesis's ride, braking and handling characteristics. Furthermore, Hyundai collaborated with some top European houses, operating a joint research lab for benchmarking and engineering optimization.
Body In White Stiffness
Body In White (BIW) stiffness was a key consideration for all-new Genesis, with engineers benchmarking the car's performance against its premium European rivals in the high-tech sedan sector. The body structure design ensures inherent rigidity, with a 37.7% increase in the use of ultra-high-strength steel compared to the original Genesis, resulting in 16% greater torsional strength and 40% greater bending strength.
Effective crash energy dispersal was another priority. The load path of impact forces to the cabin during a frontal collision has been minimized to secure occupants' safety. Optimum engine bay strength was achieved using laser welding techniques, and hot-stamping was applied in areas such as the A- and B-pillars as well as fender apron. Even the seat mounts were hot-stamped to improve crash performance.
BIW strength, plus the use of advanced shock-absorbing materials, has also helped improve NVH, reducing rumble and road noise.
High Technology For Safety
The all-new Genesis is packed with new, advanced technologies, many of them appearing in a Hyundai for the first time. The new Intelligent Drive Mode, allowing drivers to select from four drive modes depending on conditions or preferences, is unrivalled in this sector.
Intelligent Driving Mode
Type Of Driving
Snow and Icy conditions
In addition to the above modes, the all-new Genesis features an Emergency Steering Support Mode, which automatically changes the setting of suspension and electronic stability control (ESC) toward the direction suitable for emergency steering, to avoid frontal crash situations.
Unlike competitor vehicles, the all-new Genesis's Advanced Smart Cruise Control (ASCC) system uses both radar and camera sensors, a Hyundai first. This technology enables the car to maintain a constant gap to the vehicle ahead. The system can also deploy an Automatic Emergency Braking system, should a stationary vehicle be detected ahead. All-new Genesis retains original Genesis' Autonomous Stop & Go system.
All-new Genesis debuts a Blind Spot Detection system (BSD), which monitors traffic around the car. The system makes use of radar sensors in the rear bumper to warn the driver of an approaching vehicle in his or her blind spot via an indicator both on the Head-Up Display and side mirrors. If the driver turns on the blinker and attempts to change the lane, ignoring the warning indication, BSD additionally issues an audible warning and steering vibration.
Lane Change Assist (LCA) performs a similar function to detect vehicles approaching toward the rear at high speeds during motorway driving, while Rear Cross Traffic Alert (RCTA) scans areas to each side of the car when drivers are reversing out of parking spaces. No other sedan in class offers all three of these systems.
Looking forward, the Lane Departure Warning System (LDWS) captures images of lanes and recognizes the lane marker. If LDWS detects lane departure, a warning signal is turned on the instrument panel, while issuing a haptic warning through steering wheel vibration. The Lane Keeping Assist System (LKAS) performs a similar function of LDWS, but LKAS additionally can control the steering wheel to prevent lane departure when a vehicle approaches the edge of lane.
For convenience and safety, a High Beam Assist (HBA) function is fitted to all-new Genesis. When switched to automatic mode by the driver it detects oncoming vehicles or vehicles ahead at night and dips the high beam headlights to reduce glare. When no vehicles are detected, the system will re-activate the high beam headlights, increasing the driver's field of vision.
All-new Genesis benefits from a world-first technology in its CO₂ sensor control system, which is located under the glove box. Hyundai engineers discovered that occupants start to get drowsy when CO₂ in the vehicle reaches certain levels, so the new ventilation system prevents this from happening by monitoring the vehicle's intake of fresh or re-circulated air using a specific CO₂ sensor.
The Advanced Smart Parking Assist system is supplemented by a Smart Trunk function, a system that traditionally uses a kick sensor located under the rear bumper. This can be activated (in the user settings menu) to open the trunk automatically –- no foot-waving under the bumper required –- if a smart key is detected near the rear bumper for longer than three-seconds. The power trunk uses a bumper-mounted antenna and offers an audible warning as well as light flash prior to opening.
Taking inspiration from aircraft, the new Head-Up Display (HUD) projects a virtual image onto the windshield, enabling the driver to keep his or her eyes on the road, using a system of mirrors and a TFT LCD display. The system utilizes a wide screen, larger than competitors', with adjustable brightness to ensure excellent daytime and nighttime visibility. Information such as current speed, SCC status, navigation, BSD and LDWS data, as well as AV, is projected at a virtual distance of 2.2 meters ahead of the driver.
Multimedia entertainment in the all-new Genesis has been improved with a high definition LCD display in a vehicle -- bringing home-style image quality into the car. Resolution has been improved for the all-new Genesis from 800x480 in the original model to 1280x720, and from 96 to 153 pixels per inch. The AVN 4.5 system, fronted by an 8.0-inch touch screen, also incorporates internet access and Siri Apple integration. The AVN 4.5 is packed with integrated technology, from Bluetooth and WiFi to GPS navigation and traditional frequency, satellite and HD radio, hands-free and app-supporting software. Google POI is available via voice command.
6. Premium Details
A new pattern has been introduced to decrease reflections and brighten dashboard surfaces, while high grade materials such as real aluminum and wood grain are applied to the center console. Cohesion between the center fascia and audio controls has been ensured through a streamlined design, making the two separate sections appear as one.
To ensure the cabin feels luxurious, the original Genesis model was intensely scrutinized and improved upon for its use of materials, with extensive analysis undertaken into the relationship of different materials, their texture and color coordination.
Driver and passenger posture are optimized using increased seat pad density, improved seat support technology, larger adjustable bolsters and seatback cushioning. Seat materials and stitching quality have been improved with the introduction of double, rather than single, stitching.
The redesigned front seats incorporate new functionality, with a new air-pressure pump and controller valve (installed for the first time in a Hyundai), providing seatback bolster adjustment through air cells located in each seat. With an operating time of 7.5 seconds, the all-new Genesis benefits from a faster activation process and greater range of adjustment than its premium European rivals.
Seeking refined quietness inside the all-new Genesis, Hyundai engineers re-investigated idle noise (including vibrations), acceleration noise, road and wind noise, and audible booming throughout the bodyshell. Sound absorbing materials and a low-noise fuel pump have been introduced, firewall bulkhead insulation and sealing improved, and vibrations minimized through an improvement in overall bodyshell stiffness. Additional insulation of the rear differential also reduces booming and vibration, resulting in lower audible noise on the all-new Genesis than its premium European rivals.
Under acceleration, better sound quality has been achieved through mid-to high-frequency noise reduction, and dynamic engine sound improvements were achieved through intake and exhaust system tuning. Engine support brackets have been moved further apart, while transmission and sub-frame mounts have been stiffened by up to 100 percent.
To improve the NVH performance of the new car at cruising speeds (60-120 kph), Hyundai engineers increased the stiffness of parts associated with the sub-frames and suspension, lowering levels of cavity and rumble noise. To ensure the all-new Genesis recorded lower interior noise in crosswinds, doors were thickened, the sunroof reshaped, and changes made to the sealing process for increased durability and performance.
Firewall bulkhead insulation and sealing has been improved. The total weight of the sound package used on the all-new Genesis is 38 kilograms, slightly higher than the original model.
The all-new Genesis will be manufactured with a four-strong engine line-up, with some or all of the power units available in individual markets to suit local preferences. Each powertrain was designed for optimum low-end torque, responsiveness and fuel efficiency, and is mated to an eight-speed automatic transmission with variable gear ratios.
The widely available Lambda 3.8-liter GDI unit produces 4.9 percent more torque at 2,000 rpm than the original Genesis model. Improved for use in the all-new Genesis, this engine includes a three-stage variable intake system, triangular pattern fuel injector for improved combustion, an air-gap exhaust manifold for better NVH and an upgraded cylinder block.
The largest capacity powertrain is the Tau 5.0-liter GDI engine producing 425 PS with maximum torque of 53.0 kg.m (383 lb ft). With direct injection and Dual Continuously Variable Valve Timing (D-CVVT) for impressive power, low emissions and superb efficiency, the V8 benefits from a re-profiled exhaust manifold, optimized dual intake, increased compression ratio and upgraded multiple injection mapping.
31.0kg.m/224.2 lb ft
35.4kg.m/256.1 lb ft
40.5 kg.m/293.0 lb ft
53.0 kg.m/383.0 lb ft
9. Technical Specifications
Lambda V6 DOHC
Bore x stroke
92.0 x 75.2 mm
257 PS at 6,000 rpm
31.0 kg.m (224.2 lb.ft) at 5,000 rpm
Lambda V6 DOHC
Bore x stroke
92.0 x 83.8 mm
282 PS at 6,000 rpm
35.4 kg.m (256.1 lb.ft) at 5,000 rpm
Lambda V6 DOHC
Bore x stroke
96.0 x 87.0 mm
315 PS at 6,000 rpm
40.5 kg.m (293.0 lb.ft) at 5,000 rpm
Tau V8 DOHC
Bore x stroke
96.0 x 87.0 mm
425 PS at 6000 rpm
53 kg.m (383 lb.ft) at 5000 rpm
Drivetrain Rear or all-wheel-drive
Transmissions Eight-speed automatic transmission
Final gear ratio
Suspension And Damping
Multi-link front suspension with coil springs and electronic control shock absorber
Multi-link rear suspension with coil springs and electronic control shock absorber
R-MDPS (Rack-mounted Motor Driven Electric Power Steering)