Hyundai Genesis VS BMW M3
- Spec list
- No V8 option
- No diesel option
- Super-sweet engine
- Steering and suspension fantastic
- Looks mean in the metal
- Key safety stuff missing
- Expensive, and worse when you start ticking options
- Desert-levels sparse in the backseat
Anybody who doubts that Hyundai is gunning for the number one in the world has rocks in their head. Big heavy ones. Korean companies do not settle for anything less than number one. The second-generation Genesis (our first taste here in the Antipodes as the gen-one had its steering wheel on the wrong side) is proof.
What's different about Hyundai's unstoppable rise is the way they're going about it. They've always done their own thing in Korea, reinventing themselves time and again when they strayed off the beaten path.
The Genesis is a gamble for a Korean company in foreign markets whose default setting for luxury is marked, Britain or Germany. If Hyundai gets the Genesis wrong there will be howls of derision, or at best patronising pats on the back - "Nice try, you'll get there one day". But if they get it right...
|Fuel Type||Regular Unleaded Petrol|
If you’ve got a thirst for power that would make Vladimir Putin seem benign, you’ll likely find the BMW M3 a little underwhelming, what with its measly 331kW/550Nm and a propensity to spin the rear tyres into rubber-flinging oblivion with each traction control-free prod of the accelerator.
Happily, there's now a solution. Enter the M3 CS (Competition Sport); a track-ready special edition that ups the performance ante right across the board, with more power, stiffer suspension, better aero and the kind of angry exhaust note that sets tectonic plates a-rumbling.
So, is more M3 never enough? Or is the new CS too angry for its own good?
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Genesis is not quite a match for cars twice its price but it makes you think what's possible. It doesn't have the dynamic brilliance of a BMW or the self-assured faultless execution of a Mercedes. Lexus ought to be worried, though - why would you have an LS when you could have this? The only answer is 'badge'.
The Genesis is an epoch-making car for the Korean manufacturer. As the company has got better, there are fewer excuses for overlooking it. While the Genesis is pitched into a shrinking market, it's not really meant for the average i30 buyer to buy, but to see.
It's bristling with tech and is not only a halo car but a shot across the bows of both Lexus and the Germans. Attached to that shot is a note: "We're coming for you." In other words, Hyundai got it right.
The biggest, baddest M3 is also the very best of the current breed. It's a specialist tool, sure, but if you're in the market for a track-attack sedan that will paint a smile on your face, even while striking fear into your heart, then look no further.
Jump into a BMW M3 CS or wait until next month for the new Merc-AMG C 63 S? Tell us what you think in the comments section below.
The Genesis is like no other Hyundai. For a start, it's gigantic - it looks easily as big as a BMW 7 Series (it isn't) with the road presence to match. There's a lot of BMW from most directions, but with a sharper approach to the creasing and character of the sheet metal.
Towards the rear it's more BMW 6 Series Gran Coupe and is all the better for it. The style is understated and technocratic.
The big wheels from the Ultimate pack help make it look lower and sleeker, too.
Inside is also very Germanic, but with a bit more of a Lexus feel. Our car had the lighter leather which meant that the wood and the metal materials didn't necessarily work well together.
The interior is expertly put together and feels like it will last forever.
On Australian-delivered cars there is just one Hyundai badge, sitting proudly on the boot - you get the feeling this was debated long and hard and when the decision was made to go for it, a big one was chosen.
However, the winged Genesis branding takes pride of place everywhere else. When you approach the car at night and the puddle lamps come on, the Genesis logo is projected on to the ground, crisp and clear.
Interesting, you say? Well, just look at it. The massively domed bonnet, the flared wheel guards, the blacked-out roof, the quad exhaust tips - this thing looks wild from every angle. BMW tells us you can actually swap the lightweight roof for a traditional version with a sunroof, but why on earth would you?
The dome bonnet is fitted with a massive rear-facing vent that sucks hot air off the engine, while the carbon front splitter emerges from the bottom of the grille as if the CS is forever jutting out its jaw. At the rear, the carbon wing is peaked at each end, again aiding aero efficiency, while four fat and centred exhaust tips complete a pretty angry-looking package.
The design across the board is not what you'd call understated, and it likely won't appeal to everyone, but I think it looks the absolute business.
Every bit as practical as any other M3, really, which is impressive given the outrageous performance.
There are some sacrifices made in pursuit of weight loss, of course. There's no centre-console storage (replaced by a strip of Alcantara and a single, lonely USB charge point), and backseat riders lose air vents, power and just about everything else. The good news, then, is that there's space a-plenty back there, with enough head and legroom behind my own 176cm driving position.
But up front, the M3 CS is a comfortable and spacious place to spend time. There are twin cupholders, too, as well as room in each of the doors for bottles. The navigation and multimedia systems are straight-forward and easy to use, as are the performance-focused functions.
Price and features
The only way to describe the Genesis' pricing is aggressive - kicking off at $60,000, it's the most expensive Hyundai money can buy, but with a spec list like this, you won't feel at all short-changed.
Your sixty large buys you a huge cabin with a seventeen speaker stereo, auto headlights and wipers, LED ambient lighting inside and out, dual-zone climate control, keyless entry and start, powered front seats which are heated and cooled, satnav, front and rear parking sensors, and plenty of other bits and pieces.
Our car had the $22,000 Ultimate package, adding 19-inch alloys, blind spot sensor, front and side cameras, around-view display, real leather, more adjustments for the driver's seat, ventilated seats in the front, heated rear seats, panoramic glass sunroof, acoustic glass, heads-up display, powered bootlid and LED foglamps.
You can have a lot of the more useful features in the $11,000 Sensory Pack. It's a good middle ground that, for example, features the excellent heads-up display.
The 9.2-inch screen splits the asymmetric air-conditioning vents. The software is unique to the Genesis and a huge leap forward over the rest of the Hyundai range - classy, smooth graphics, a good responsive screen.
You control the seventeen speaker stereo from here, which kicks out a rich sound and an impressive Bluetooth performance - rear seat passengers can also run the stereo from their armrest. The satnav is detailed and chatty, while the excellent heads-up display shows a configurable information set in strong, clear graphics.
At $179,900, the CS sets a new top-price for the M3 family, well above the $146,529 of the Competition version and miles clear of the entry-level Pure ($129,529). And so you might think you get much more for your money, but you would be wrong. In fact, you get much less.
This is a car designed with the relentless pursuit of performance in mind, so expect few extra luxuries - all of which would add weight. Instead, you get more power (of course), as well as a quad-tipped exhaust tuned to sound like the world is ending around you.
Semi-slick Michelin Cup tyres, lighter alloys, a race-focused bonnet (which, along with the roof, is made from a carbon-fibre/plastic composite, helping shave 10kg off the curb weight), some clever aero tech at the rear and lighter cabin materials also join the the standard features list.
Outside, expect staggered alloys (19-inch front, 20-inch rear), adaptive LED headlights and keyless entry. Inside, you'll find air-conditioning, navigation and a 12-speaker harman/kardon stereo controlled through an 8.8-inch screen.
Engine & trans
The Genesis is powered by Hyundai's own 3.8-litre V6 developing 232kW and 397Nm, mated to Hyundai's eight-speed automatic transmission.
Despite weighing just under two tonnes, the Genesis completes the dash to 100km/h in 6.5 seconds.
It has a claimed 11.2L/100km on the combined cycle. In what must be a first, we got below that, averaging 10.8L/100km over two weeks. And that's without stop-start fuel-saving to blunt the effect of lot of city driving.
We'd still like to try the V8 - only available in left-hand drive markets - though.
The M3’s twin-turbo 3.0-litre straight-six engine has been tweaked to produce 338kW and a stonking 600Nm of tyre-frying torque. It’s channeled through a seven-speed dual-clutch automatic and sent to the rear wheels.
That’s enough, BMW says, for a blistering 3.9sec sprint from 0-100km/h, with the CS pushing on to a flying top speed of 280km/h.
BMW reckons you'll return 8.5L/100km on the combined cycle, with CO2 emissions pegged at 198g/km. But we politely disagree. We drove the CS in the fashion we imagine everyone will - or at least should, and our numbers were a little higher than that. Like three times higher.
At five metres long, with a ride firmly pitched in the luxury camp, the Genesis is not going to tempt you into a track day, even with rear wheel drive.
Sitting in the back of the Genesis, it's easily as good as the German and luxury Japanese competition. The seats are hugely comfortable, there's ample head, leg and shoulder room and it feels lot nicer than anything within a bull's roar of its price.
No matter where you sit, it's an incredibly quiet car. The engine is a distant whoosh, the tyre noise muted and there's almost no wind or ambient noise. It's supremely comfortable and the excellent stereo will wash away what little noise does invade.
It certainly feels its weight from the driver's seat, with a competent, soft turn-in, but if you're wanting sudden movements, this isn't the car for you.
On fast flowing roads you can have some fun, but things will get floaty and that will quickly kill that fun. The ride and isolation from the rest of the world is completely worth it.
The best performance cars straddle a razor-thin line between exhilarating and terrifying, and the M3 CS definitely parks an axle on either side of the divide.
It's not for the faint-hearted, the CS; it can be an angry, twitchy, rear-grip-relinquishing handful. And not just when you're overly aggressive on the exit of a corner (though also definitely then), but even when you plant your foot on a dead-straight, perfectly smooth and bone-dry patch of tarmac.
As a result, your heart is almost always beating just a little bit faster being the wheel, almost from the moment you slip into the driver’s seat and prod the start button, the exhaust barking into life like a whip cracking in your eardrum.
So intimidating at times, sure. But also huge handfuls of fun. The M3 (and the M3 Competition) experience has been fine tuned to near-enough perfection in the CS formula, from the super direct steering to the thunderous flow of power to the booming exhaust.
This is not a car built for suburban exploring, but BMW deserves credit for making its CS feel pretty liveable when it’s not being driven in anger. The suspension tuning especially, while you’d never accuse it of being overly comfortable, does a surprisingly good job of soaking up corrugations and bumps while still feeling ever-connected to the road below.
Nine airbags, traction and stability control, lane departure warning, forward collision control, ABS, brake force assist and distribution and traction and stability control bring the ANCAP count to five stars.
The Sensory and Ultimate packs add blind spot sensors and around view cameras.
Another victim of the performance goals here, I'm afraid, with everything that can be removed, removed - hell, even the reversing camera has been punted.
Instead, the safety package consists of front, and front-side airbags and a performance-focused traction and braking package. Parking sensors front and rear, active cruise and speed-limit recognition round out a fairly basic package.
The rest of the BMW range received the maximum five-star ANCAP safety rating when crash tested in 2012.
BMW's three-year/unlimited kilometre warranty applies here, with a "condition-based servicing" schedule that means you're car will tell you when work is required. You can prepay your servicing costs for the first five years of ownership, spanning $3350 to $8450 depending on your level of coverage.