Hyundai Genesis VS Lexus ES
- Spec list
- No V8 option
- No diesel option
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|
CT, IS, GS, LS, RC, LC. Yes, that list of letters looks like something you’d read when getting your eyes tested at an optometrist, but they are actually all Lexus models.
Ok, you may have known that already, but did you know that those are just their initials? They actually have full names, too; Compact Touring, Intelligent Sport, Grand Sport, Luxury Saloon, Racing Coupe, Luxury Coupe.
And so this review isn’t just on the new-generation ES, but on the Elegant Sedan, which made it to Australia in 2018. And, as if hinting at things to come, it’s available in ES300h petrol-electric hybrid guise only.
This is the seventh-generation of a model that has been part of the Lexus line-up since the very beginning, way back when the luxury arm of Toyota first stepped onto the world stage in 1989.
So, does the ES300h live up to its Elegant Sedan name? Does being hybrid-only in Australia mean it loses its powerful presence? And is there any reason why you’d get one over a Mercedes-Benz E-Class or BMW 5 Series?
So many questions, but after living with the ES300h in top-of-the-range Sports Luxury guise for a week, we now have all the answers.
Read More: Lexus ES300h Luxury 2019 review: snapshot
|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 ES300h is outstanding in terms of ride comfort, refinement and value. If you’re looking for a true driver’s car then a Lexus RCF is probably a better tree to bark up, but if you’re looking to ferry passengers in a serene, prestigious and fuel-efficient way, then look no further.
Is the Lexus ES300h in the same league as a BMW 5 Series or Mercedes-Benz E-Class? Tell us what you think in the comments 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.
If you think all Lexus models look the same, then pop on over to the Audi, BMW or Benz websites and take a peek at their line-ups. Compared to the ranges from those prestige car makers, Lexus models look wildly different from each other.
Opinions on that ‘Spindle Grille’ are as polarising as views on politics or religion. Personally, I like how upfront and brave the grille design is, but what seems odd to me is that it’s almost as if this was the only place on the exterior where designers were allowed to be a bit adventurous. The rear, while cleanly styled is a bit plain. The bottom just doesn’t match the face.
The ES300h’s roofline in side profile is beautiful as it sweeps almost fastback-style to the boot lid. Again, not the most dramatic styling, but it’s still pleasing in the sense that the design flows well together. The same can be said for the fit and finish – the panel gaps are near-perfect.
This perfection continues into the cabin, where the materials and craftsmanship matches German prestige rivals in places (the door handles, leather and digital instrument cluster, for example), only to be let down in other areas which disclose its budget Toyota family connection (the air vents, steering wheel and display screen).
The ES300h’s interior design isn’t going to set everybody’s world on fire, but there will be those who adore its asymmetrical styling with different textured surfaces that fold, swoop and jut up against each other’s space. Have a look at the images, they’re of the Sports Luxury which sits above the Luxury in the two grade line-up.
The differences visually between the grades is minimal. The Luxury has 17-inch alloys, while the Sport Luxury has 18-inch.
New colours for this generation include Glacial Ecru (the sandy hue of our test car in the images) and Radiata Green. Both grades’ interiors come in a variety of colour schemes, including Black, Chateau, and Topaz. Exclusively for the Sport Luxury cabin is Rich Cream, too. The Sports Luxury steering wheel has wood trim.
One of the more peculiar design elements of the ES300h’s cabin design, and there are a few, are the controls for the drive modes and traction control. They sit like horns on the instrument cluster hood, as though these are things the driver will constantly be reaching for, when in reality most people will never touch the traction control button.
A new-generation car means new foundations, and the ES300h is built on the GA-K platform which underpins the Camry. The platform is part of the latest global architecture which Toyota and Lexus are now using to build its vehicles.
The dimensions of the ES300h, if you’re wondering if it will fit in your garage, are just under 5.0m long, 1.9m wide and 1.4m tall.
The Lexus ES300h is a five-seater sedan, but it’s really designed to sit two comfortably in the back, given there’s a large driveshaft hump in the floor and that the outboard seats are divided by a fold-down control panel/armrest.
Legroom in the second row is ample. I’m 191cm tall, and I had about 20mm of space between my knees and the seat back when it was in my driving position. Headroom gets tight with that sloping roofline, but there’s just enough space thanks to the low hip point of the rear seats.
Cabin storage is excellent. The fold-down armrest for the rear seats has a storage tray and two cup holders, while the large centre console bin has a lid which can open towards the driver and also to the front passenger (I spent way too long marvelling at how it worked). There are two cup holders up front and decent-sized door pockets, too. Those rear doors open wide for easy exit and entry.
Boot space in the ES300h is 454 litres (VDA), beating the 410-litre cargo capacity of the BMW 530e.
As far as power outlets, you’ll find two USB chargers in the centre console storage bin and a Qi wireless charging pad, which is awkwardly situated making it hard to place larger phones onto it.
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.
Yes, and don’t let anybody tell you any differently. The Luxury lists for $59,888 and the Sports Luxury is $74,888. Both are bargains when you consider the quality and features.
If it was my money, I’d go for the Luxury which is almost indistinguishable visually but doesn’t come with as many tech and convenience features as the Sport Luxury.
Still, the Luxury gets the 12.3-inch screen with sat nav, a 10-speaker Pioneer stereo system with digital radio, a head-up display, dual-zone climate control, wireless charging, 10-way power adjustable front seats, privacy rear windows, a moonroof, proximity key and LED headlights.
The Sports Luxury takes all of that and adds a Mark Levinson 17-speaker sound system, leather seats, heated and ventilated 12-way power adjustable front seats, heated and power reclining rear seats, three-zone climate control, heated steering wheel, power rear sunshade and manual side rear window shades, gesture-open boot and cornering LED headlights.
The Sports Luxury also comes with noise reducing 18-inch wheels – they contain what’s called a Helmholtz resonator which cancels out the drone that can be produced when driving.
Is there anything missing? When I saw the rear fold-down armrest with the control panel I instantly thought the ES300h must have had seat-back screens, but nope. Also, it’s annoying that Lexus still doesn’t have Apple CarPlay and Android Auto as part of its package. This will change we hear, but it has been slow on the uptake.
The Lexus ES300h’s direct rival is the Infiniti Q70 Hybrid GT Premium for $82,900, but it also challenges the likes of Mercedes-Benz E-Class, which starts at $91,900, BMW’s 5 Series, which begins at $92,990, and the Audi A6, which kicks off at $81,900.
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.
This combines a 2.5-litre four-cylinder petrol engine making 131kW and 221Nm, with an electric motor that has an output of 88kW and 202Nm. The 244.8V nickel-metal hydride battery has been moved from under the boot floor in the previous generation car to under the rear seats, so it no longer eats into the cargo space.
The ES300h isn’t a plug-in hybrid, so battery recharging is done through regenerative braking.
A continuously variable transmission means seamless and smooth low-speed driving using just the motor, but under heavy acceleration the engine activates and you’ll hear that drone associated with CVTs.
This is the point of a hybrid, right? To save fuel? The electric motor can power the car at low speeds around car parks or in bumper-to-bumper traffic, and I found that after 104km of both urban and open road usage my fuel economy in the Sport Luxury was 5.4L/100km.
Lexus’ official combined fuel economy figure for both the Luxury and Sports Luxury is 4.6L/100km.
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.
Two words: quiet and comfortable. Well that’s three words, but that sums up the ES300h on the road. Yes, rivals may have intelligent adaptive air suspension and leather made from free range cows, and they are supremely tranquil and sumptuous places, but challenging them is this ES300h.
Even with its regular shock absorbers and steel-spring suspension, the ride was outstanding for its comfort and composure on the worst roads Sydney could throw at it over the week we tested the car.
Front and rear seats were supportive and comfortable over long distances, too. From a driver’s perspective the experience was serene – this was an easy and relaxing car to pilot.
I’m not a huge fan of petrol-electric hybrid powertrains, but it suits the seamless personality of the ES perfectly, adding to the smoothness of the ride as it slipped silently through traffic.
Just don’t expect the ES300h to be rewarding from a dynamic driving perspective. The steering was heavy and a little numb, and while the handling was good, I felt disconnected from the road. And whenever I needed to move quickly the combustion engine would splutter to life and the CVT would begin to drone.
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.
The Lexus ES300h was awarded the maximum five-star ANCAP rating when it was tested in September 2018. Coming standard on both the Luxury and Sports Luxury grades are 10 airbags, AEB with pedestrian detection, lane keeping assistance and adaptive cruise control.
By stepping up to the Sports Luxury you’ll also get adaptive high beams which is fair enough, but you’ll also gain equipment which really should be on the base grade, too, such as blind spot warning and rear cross-traffic alert - which come standard on a Camry SL for half the price.
You’ll find two ISOFIX mounts and three top-tether anchor points across the second row which we used for our four year old and his car seat.