We Americans are yet again slapped in the face, with Audi launching the A5 Sportback in Europe but no plans to introduce the car to the US market. With three engine options – the 180bhp or 211bhp 2.0L TFSI, or the 265bhp 3.2 V6 – and three diesel engine options – the 170bhp 2.0 TDI, the 190bhp 2.7L TDI and the 240bh 3.0L TDI – the Sportback is being positioned as the entry level model in the A5 model series (although we think it belongs more in the A4 line up).
Sure, we’ve been critics of manufacturers offering an excessive number of trim levels for each model in their line up, but the A5 Sportback sure looks pretty and wouldn’t look out of place in the driveway of anyone here in the good old US of A.
Those old enough will recall that famous advertising tagline from the 70s and 80s. Drawing upon a reference to women’s “freedom, emancipation and empowerment,” it was a powerful marketing message that was hugely successful for its intended purposes.
Fast forward to 2009. As we were set to review the milestone Genesis Sedan from Hyundai – in the 4.6L V8 guise – we couldn’t help but to feel as if this vehicle marked the Korean make’s freedom, emancipation and empowerment from its status as “just another Asian car maker.” With styling, performance, build quality and features that rival premium Japanese and European makes, we believe this marks a significant milestone in Hyundai’s pursuit of becoming not only a value leader but an aspirational mark as well.
Once the keys were handed over to us, we took a long, hard look at this rather handsome sedan. To put it simply, it’s a good looking car. Sure, there are certain shapes and bodylines that may remind us of other luxury sedans, but we don’t believe that is necessarily a bad thing. Body gaps between the hood, fenders, doors and trunk were even and consistent, signifying excellent exterior build quality. The standard 18″ wheels on our tester certainly added to the premium feel as well, although we think a plus one set up with wider tires would have been a better call (more on this later). Rounding out the long list of premium features, the Genesis offered up a set of self-leveling and adaptive HID headlights, rear backup camera and rain-sensing wipers.
Once inside, the first reaction we had was, “This is a Hyundai?” Indeed, it was nothing like we had encountered in a vehicle with Hyundai badging.
Seating was comfortable and supportive, with high quality leather surfaces; we wished there was some additional side bolstering in the front seats, however
The driver’s seat featured both heating AND cooling, which was a pleasant feature to have on the long, hot drive from Los Angeles to San Francisco
Although we aren’t particularly crazy about centralized audio / HVAC / “multimedia” vehicle controls in general, the Genesis’ BMW iDrive-like interface was relatively easy to use from the get-go, sans the manual; secondary control buttons were arranged in a logical manner, audio sources on the left, navigation and phone buttons on the right (a user is more apt to change audio sources than play with navigation settings)
The navigation system screen was by far the sharpest we’ve ever seen – whereas we expect some pixelation and jagged edges on most systems, the Genesis’ screen was comparable to that of a high resolution computer screen
The integrated XM NavTraffic system (along with XM satellite radio) provided an additional dimension to navigating traffic-riddled roads in Los Angeles and San Francisco
The Lexicon audio system was incredible – with clean output at all frequency levels, the Genesis’ audio delivery rivaled purpose-built SQ (sound quality) systems you would normally find at sound competitions
Cabin noise levels were extremely low, as one would expect from a premium sedan, and certainly helped created a solid audio environment for the above mentioned Lexicon system
The genuine wood trim on the steering wheel was a classy touch, although we weren’t big fans of the wood-grained plastic that adorned the dash and center console
The trunk is cavernous, with more than enough room for several golf bags or a full weekend’s collection of duds, and a low lift-over which should make loading the trunk relatively easy
The centerpiece of our tester was the stout V8 under the hood. Considering it’s the largest & most powerful engine we’ve seen from Hyundai, we were certainly interested in unearthing whether they got it right. Firing up the 4.6L V8, utilizing the keyless ignition system, elicited a smooth start and idle. Shifting into the 6-speed ZF transmission, the same found in the BMW 5-series, puts 375hp and 333lb-ft of torque on tap. Shifts under auto mode were crisp and quick, and held gear properly without upshifting prematurely under full WOT.
The manual mode was effective as well, with very little hesitation between gear shifts. Automatic slushboxes of old were terrible at emulating a manual, but the ZF transmission was a great example of accomodating the driver’s need for more control. Even under full load, nearing the engine’s rev limit, the engine and transmission exhibited no harshness, noise or vibration. With that being said, we had the same complaint about the shifting pattern as we do with other cars. Upshifts are executed by pushing forward, while downshifts are executed by pulling downward. This is exactly the opposite of what the shifting action should be and would love to see manufacturers revise their designs to correct this.
With all that power on tap, impromptu drag races at freeway on-ramps ushered rapid acceleration to 60, 70mph. Acceleration performance really belies the 4,000lbs curb weight of the vehicle, pushing you back into the seat more like a mid-sized sedan with ample power. And passing acceleration, whether getting around that cumbersome tractor trailer or whizzing by slow moving traffic, was quick and uneventful. We quickly became big fans of the silky Hyundai Tau V8 engine.
The ride quality was smooth and comfortable. Over downtown LA’s pothole-riddled roads and over the rough slow lane on the 5 freeway, the Genesis held its composure well. Once on some twisty roads, however, things became a little less refined. We took the Genesis to task on the undulating roads of the Angeles Crest National Forest and found some excessive body roll and lack of cornering traction from the 235-series tires. Perhaps we’re too accustomed to full coilover setups, but we would definitely put some stiffer rate springs, more aggressive damping and thicker roll bars on our wish list. Although it may hike up the vehicle’s price a bit, but something akin to BMW’s or Audi’s dynamic suspension system would be a great solution. And as alluded to earlier, some wider, meatier rubber (255’s, perhaps?) would greatly help the Genesis’ lateral stability as well.
Honestly, it’s hard to compare the Genesis Sedan to other premium vehicles. If you compare the Genesis to higher-end premium vehicles, such as the BMW 5-series, Lexus GS and LS models, Audi A6 and the like, it offers similar levels of refinement, features and performance for a lot less money. If you compare the Genesis on a pricepoint basis, it’s a complete blow-out as entry-level luxury vehicles, such as the Lexus ES, Infiniti G-series, and Acura TL, can’t deliver the same virtues that make the Genesis a joy to own and drive.
We’re a bit lost as to where we can place the Genesis Sedan in the grand scheme of things. It’s inappropriate to make a direct comparison to either the higher-end or entry-level luxury market. At the end of the day, the only logical conclusion we can come to is, “It’s a hell of a car for a hell of a price.” How often can you say that about any vehicle on the market today?
Hyundai, loosely translated from its intended meaning in Korean, means “Now.” We couldn’t agree more. Hyundai has NOW brought forth a platform that has become a legitimate contender in a market segment that is completely new to the make. At $41,000, as our tester was equipped, it delivers all the features the premium sedan buyer is looking for and more. We can only look forward to bigger and better products from Hyundai as its cements its position as a global player in all price segments.
Until the Mitsubishi Lancer Evolution actually reached US shores, the turbocharged “sports” sedan – really, “sports” is an understatement – was just a figment of the imagination that could only be enjoyed through a round on Gran Turismo. And it was made even worse by the demise of other Japanese sports car platforms – the Supra, MR2, RX-7 and NSX. It seemed Japanese car makers forgot about drivers on the other side of the Pacific.
That seems like ancient history now as Mitsubishi launched the newest iteration of the Evolution – the X – in 2008. With a completely new chassis (CZ4A) and engine (4B11 turbo), the 3rd generation of the Evo was put to pasture. Considering that yours truly and our feature editor, RevnRen, both own Evos – IX MR and VIII GSR, respectively – RevdCars.com has a soft spot for these 4-door speed demons. Needless to say, we wanted to give the X MR a thorough examination and, admittedly, bashing to determine if the evolution of the Evolution was in the right direction.
We won’t delve too much into the design of the new Evo, as form tends to be a very subjective kinda thing. But we do want to note a few things about the goings on outside and inside the CZ4A.
The look is a complete departure from anything else seen before in the Evolution family. The front end is reminiscent of the Nissan BNR34 GT-R, with a blunt nose and high surface area for the intercooler and radiator. The belt line is now taller, creating a more cocooned feel inside the cockpit. The rear end looks much taller as a result of this as well, making the previous generation Evo look like a Ooompa Loompa from the Charlie and the Chocolate Factory children’s story.
The Recaro seats featured in the X are a far better at supporting the driver and front passenger. The previous generation featured the back section from the Recaro Sport seats, but the bottom section seemed to be a unit straight out of the plain Lancer, albeit with upholstery treatment to match the back section. The new Recaros have real thigh bolsters, which should work well when things get more curvy and dicey. What’s the tradeoff for the new seats? Whereas the previous generation’s seats have a hard plastic backing, the new Recaros are just “draped” in a vinyl cloth. Blame the beancounters for this one.
Gone is the carbon rear spoiler from the CT9A. The X features a spoiler made entirely of… plastic.
HVAC controls are now automatic. You can set a desired cabin temp and let the system work its magic. This is nice and all, but the control dials look and feel rather cheap.
There are no apparent gauges for water temp, voltage, boost or any other useful parameters. To see some of this information, you have to scroll through the digital information display situated between the tach and speedometer. At the minimum, water temp and fuel level should be visible at all times.
The seating position feels high and there are no controls for seat height – this is an on-going gripe of mine about most Japanese cars; the Europeans do a better better job of accomodating tall AND average sized drivers, whereas anyone taller than 5’10” face a rather high seating position in Japanese vehicles. Since there are some electronic tidbits situated under the driver’s and front passenger seats – I’m assuming these are the amps and related components for the sound system – there’s no way to modify the seat bracket to lower the seating position. Unless you relocate all those electronic tidbits, that is.
As our friend, current Mazda engineer & former Sport Compact Car editor Dave Coleman said at the new Evo’s launch, “You buy this car for what’s forward of the firewall.” Indeed, the Evo has been known to deliver outrageous performance in a compact 4-door platform for a relatively reasonable price. The CE9A (first generation, I to III), CP9A (second generation, IV to VI) and CT9A (third generation, VII to IX) have not only been the foundation for street performance but for motorsports as well, ranging from the WRC to the Tsukuba time attack in Japan. In addition to the completely new powerplant, the 4B11, the Evo X MR brings two completely new features to the table – the TC-SST sequential manual transmission and the addition of Super AYC to Stateside cars, resulting in what is dubbed “All Wheel Control,” also known as AWC.
The 4B11 is a departure from the 4G63 engine that has been used for all three previous generations of the Evo. Whereas the older engine’s foundation was based on a cast iron block, the new engine is based on an aluminum block design. Surely, the 4G63T was built to withstand boost way beyond what comes from the factory due to its stout nature, whereas lighter weight was the greater focus of the 4B11. Although not as stout as the older engine – which can be easily solved by throwing in some machining and sleeves – the new engine does give better weight distribution and balance in the CZ4A chassis. And the 4B11 is no slouch either, producing greater horsepower and torque figures out of the box.
Behind the wheel, the 4B11 produces plenty of power from down low. The engine doesn’t seem to require as much revs as the 4G63 to start putting the power down, which proves well for quick getaways from a standing or rolling start. And it pulls decently to its 7k rev limit, although it seems to start running out of gas in the high end of the rev spectrum when compared to the 4G63. Whereas the X unwinds with smooth boost, the IX is much more raw, pushing you back in the seat with greater urgency and impact. Obviously, the boost characteristics of the X is in line with the more “mature” driving feel Mitsubishi engineers were shooting for. Perhaps opening up the intake side of the equation would alleviate this bit of a “choking” feeling on the top end.
The new power delivery characteristics are augmented by the incredibly capable TC-SST transmission in the X MR. With three modes to choose from – “Normal,” Sport and S-Sport – the driver is given the choice of throttle response and aggressiveness in the shifting. “Normal” mode seemed to be best for lugging the car around town with traffic, whereas sport mode engaged with a quick flick of the toggle switch, immediately changing the behavior of the X. Personally speaking, I found S-Sport mode to be to my liking, with its quick throttle response and ultra-quick shifting.
Two qualities bothered me a bit, although they don’t take away from the driving experience itself. First, in order to engage S-Sport mode, you must come to a complete stop and push and hold the toggle switch for a few seconds. I imagine that this is designed to prevent potential damage to the sequential system, but not having all your missiles at the ready is rather disappointing. Second, even if you have engaged Sport or S-Sport mode, the car reverts back to Normal mode once you shut off and restart the car. This is not a shortcoming I have just for the Evo, however. The Nissan GT-R and Lexus IS-F are two vehicles that come immediately to mind that possess what I deem to be a nuisance. The driver should have control over the car, not the car have control over the driver and what he wants to do.
All small niggles aside, the combination of the 4B11 engine and TC-SST transmission is quite a convincing one, and completing the circle of performance is the new Super AWC system. It combines Super AYC (Active Yaw Control; first time in a Stateside Evo – adds side-to-side torque transfer ability to the rear wheels translating more cornering capability; similiar to Honda’s SH system), ACD (Active Center Differential), ASC (Active Stability Control) and ABS braking into one.
Simply put, the Super AYC system works. As the biggest handling difference between the US Evo IX, it allows the driver to push the throttle harder and earlier out of the apex. And you can watch S-AYC at work in the central display located between the tach and speedo. Even with the softer Bilstein suspension and higher ride height, it inspired just as much, if not more, confidence through the corners than a modified Evo IX. Some may argue that such electronic aids don’t help the driver in improving his skills, but anything to get you through a corner faster and SAFER is a plus in my book.
The stock Brembo braking system does a good job of bringing the Evo down to zero. While this set up is more than adequate for most drivers out there, the persistent “squishy” feeling under heavy braking is a carry-over from the Evo IX. Whether it’s late braking on the track or a panic stop on the freeway, the stock Brembo pad compound just doesn’t inspire a whole lot of confidence. As done with the in-house Evo IX, a change of pads, lines and fluid will do wonders for more spirited braking maneuvers. Or if your wallet allows – and to generate “oooohs” and “ahhhhs” from your friends – upgrade the system altogether to a number of aftermarket brake systems listed below. It will transform the Evo X into something completely different in a way that words cannot describe.
Finally, the wheel & tire combination on the X MR is great right out of the box. The Advan (Yokohama) 13C is a dry weather UHP (ultra high performance) tire that provides excellent traction on tarmac. Although the life expectancy of such a gummy tire is rather low, this is a price that any performance minded car enthusiast would not mind paying. And the 18″ forged BBS wheels, unique to the Evo X, is a strong, lightweight wheel that really does not need to be upgraded for performance reasons.
It’s rather difficult to compare the Evo X to the Subaru WRX STi, as they seemed to have gone in different direction with the current iterations. Whereas the Subie has transformed itself into a 5-door hatch, resembling a downsized Lexus RX-series SUV, the Evo maintains its 4-door sedan heritage. And has upped the ante a bit with a more user-friendly, pseudo entry level luxury vibe.
Considering the new approach of the Evo, we can only compare it to some of the 4-door sports sedans out there in the low- to mid-40k range. Having spent extensive seat time in all 4 of these vehicles, it’s hard to place the Evo X in the same class. Why? It’s just a different beast altogether. There is a greater emphasis on luxury, refinement and finish / materials in the Audi, BMW and Lexus. It’s hard to imagine that a person in the market for an entry-level luxury sports sedan would put the Evo X under consideration. Sure, Mitsubishi has made its bid with more features and gizmos inside but the execution honestly falls short of what its competitors have to offer. And although the Subaru WRX STi could be considered its closest competitor, the Evo and the Subie seemed to have traveled in different directions with the current offerings.
The 10th iteration of the venerable turbocharged sedan has lived up to the legacy established by 9 iterations before it. It offers an incredible driving experience with a greater level of refinement. Whether you are a current Evo VIII or IX owner, or interested in a kick-in-the-crotch level of performance with room to spare in the back, there’s really nothing that comes close to what this Mitsubishi has to offer.
Having said that, we would highly recommend that you opt for the GSR version instead. The TC-SST transmission is great, but it seriously limits aftermarket options if you plan to further “evolutionize” the car. And there’s no telling how much power this sequential manual can handle before it gives up the ghost. At an MSRP of over $41,000 for our loaded MR test car, that is $8,000 on top of what you’d pay for a base GSR, based on MSRP. Yet, the base GSR in question will still have the same potent 4B11 engine, the superb Super-AWC system, Brembo brakes (sans the two-piece front rotor) and the same gummy Yokohama Advan tires (although they will be mounted to slightly heavier cast Enkei wheels). $8,000 is a lot of money that could be spent on aftermarket performance components to spruce up the X GSR to your liking.
– We achieved an average of 20mpg on mixed city & highway driving, which is not Yaris efficient, but quite good considering we were mashing the throttle every chance we got.
-We thank Mitsubishi engineers for keeping the shift paddles mounted to the steering column, rather than the steering wheel.
– Our baseline for comparison, a mildly modified Mitsubishi Lancer Evolution IX MR, features: