2011 Hyundai Equus

2011 Hyundai Equus

Episode 3009
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Hyundai’s reputation - especially as of late - is based on building affordable vehicles with great value and quality. But now the Korean carmaker is taking that formula to the large luxury sedan segment. This is the all-new 2011 Equus, and it will compete with flagships from Lexus, Mercedes and others. That’s an astounding goal, but has Hyundai finally bitten off a little more than they can chew?

When Hyundai introduced the Genesis premium mid-size sedan two years ago, we wondered if the value carmaker could compete in a more rarified class. We quickly concluded that it could. Now, to cement its reputation even further as a premium brand, the carmaker brings to market the full-size 2011 Hyundai Equus. As their new flagship, Equus aims to compete with vaulted saloons like the Lexus LS, and even the Mercedes-Benz S-Class. Equus will attempt to do so by delivering all the bells and whistles affluent buyers expect, but at a much more affordable price point. But, right off the bat, targeted buyers may have two reservations. One, the full-line Hyundai badge itself, and two, the car’s overly conservative styling. It looks bland even compared to its hardly earth shaking rivals. Except for a Bentley-like rear end, there isn’t much to attract an exclusive eye to the Equus. Still, the big sedan does exude sophistication with a Genesis-like front fascia and a flowing greenhouse and roofline for an almost presidential profile.

But there’s also a hint of sportiness here, thanks to brawny rear shoulders, 19-inch chrome alloys, and dual exhausts. Things improved when we stepped inside its executive cabin. It’s spacious, with well laid out controls amid nicely done wood trim. But there’s still an air of cost containment, from the plain gauges, to an abundance of hard plastics, to even the unremarkable face of the analog clock. On the other hand, a lot that’s optional on rivals is standard on Equus.

Base Signature trim includes front seats that are very comfortable and supportive, with heat, ventilation, and even driver’s side massage. A class first. Likewise, there’s heat for the wood and leather-wrapped steering wheel. Other standard luxuries include dual automatic climate, navigation, back-up camera and a 17-speaker Lexicon stereo. And get this, an Apple iPad owner’s manual! Comfort extends to the enormous rear seats with sunshades and the only
standard power recliners in its class. A three passenger heated split bench is standard, with Ultimate Trim dividing it into two individual seats, and adding massage, a console refrigerator, and DVD system.

All seats fold, adding nicely to the Equus’ generous 16.7 cubic foot trunk space. Based on the Genesis sedan platform, the Equus is powered by the same 4.6-liter variable-timing V8, good here for 385 horsepower and 333 pound-feet of torque. Power moves to the rear wheels through a six-speed automatic with manual shift mode. On the track, our Equus charged from 0 to 60 in a fast 6.1 seconds, and cleared the quarter mile in 14.6 seconds at 99 miles per hour. Equus feels powerful off the line, but not overwhelmingly so. Power delivery builds nicely, and is quite smooth. Shifts, too, were smooth, but a little slow. Driving dynamics are governed by front and rear multilink geometries. And the electronically-controlled air suspension with Continuous Damping Control includes height-adjustable and driver-selectable Sport mode. And through the cones, with Sport mode on, the Equus feels acceptably capable, and trimmer than it actually is.

Understeer is always present, as is a fair amount of body roll. The steering is light and linear, but with little feedback. We give it better overall marks than the Lexus LS, but it doesn’t come close to the caliber of a German sedan. Equus stopping power is solid. With large vented discs at all four corners, the 4,500-pound Equus managed 60 to 0 in a good 127 feet. So, while overall, Equus performance seems unremarkable, as a first effort, it’s still very notable. On public roads, the Equus is more than competent. It’s very quiet and smooth, maybe a little too smooth. There are no ragged edges about this car’s performance.

But then there isn’t much to get excited about either. Government Fuel Economy ratings for the Equus are 16 city/24 highway on premium gas. We achieved 21.6 miles per gallon in real world driving. The Energy Impact Score is a fairly high 18 barrels of oil consumed per year. The Carbon Footprint measures a similar 9.8 annual tons of CO2 emitted.

But here’s the kicker…the Equus Signature starts at $58,000. That’s about $8,000 less than an LS, and $30-grand less than the cheapest S-Class. The Hyundai Equus Ultimate stickers for $64,500. The 2011 Hyundai Equus is an ambitious effort, and it’s a bargain. Still, for clientele to whom status and prestige are just as important as the accouterments, the biggest hurdle for Hyundai may be the brand itself. However, we can easily see other buyers viewing the Equus as a way to play big without breaking their 401(k). And even if this Equus isn’t a hit at the country club, Hyundai has the patience to make sure the next one will be.

Specifications

  • Engine: 4.6-Liter Variable-timing V8
  • Horsepower: 385
  • Torque: 333 Lb Feet
  • 0-60 MPH: 6.1 Seconds
  • 1/4 Mile: 14.6 Seconds @ 99 MPH
  • 60-0 MPH: 127 Feet
  • EPA: 16 MPG City/ 24 MPG Highway
  • Mixed Loop: 21.6 MPG
  • Energy Impact 18.0 Barrels Oil/Yr:
  • CO2 Emissions: 9.8 Tons/Yr
2025 Genesis GV80 Coupe 1

2025 Genesis GV80 Coupe

Genesis GV80 SUV Upstaged By Stylish New Sidekick

Episode 4419
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

These days if you don’t have a coupe version of your luxury SUV, you’re not trying hard enough. And that’s something that Hyundai and their luxury division Genesis could never be accused of. So, let’s go for a spin in the latest oh so stylish GV utility from Genesis.

The 2025 model year brings an updated midsize Genesis GV80 utility, which we recently put to the test. It also brings this sloped roof Coupe cousin along with it, which adds much more than just some athletic proportions to the luxury crossover party.

But, let’s start with the GV80’s already gorgeous styling, which received a new 2-line crest grille and updated lighting for ’25. Naturally this Coupe has a more severely sloped roofline that leads to a hatchback-like tail with an integrated kick-up spoiler.

Adding the final bit of garnish are 20 and 22-inch wheel options that are not available on the standard SUV. It looks fantastic overall; sportier, but still very luxurious, fitting right in with the Bentley’s and Benz’s at the valet line of whatever latest “it” restaurant or hotel you drive up to.

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Even more appealing to us is what’s under the GV80 Coupe’s long hood, a new optional twin-turbo 3.5-liter V6 with an e-Supercharger.

This 48-volt power booster is in place to fill in any gaps in power delivery from the turbos as well as feed in a little additional boost, increasing the standard V6 output from 375-horsepower and 391 lb-ft. of torque to 409-horsepower and 405 lb-ft. E-supercharged models come with black painted brake calipers and quad exhaust tips. Power is distributed through an 8-speed automatic transmission to standard all-wheel-drive.

While it mostly shares the GV80’s updated interior, there are a few exclusive details that come with the Coupe. The Nappa leather seats get a unique stitching pattern, and just to emphasis the sporty mission, there’s available carbon-fiber trim to replace the usual wood appliques, a 2-tone flat-bottom steering wheel, and added metal accents on the pedals. Cargo capacity does take a hit, falling nearly 20% from 36.5 to 30.3 cubic-ft., expanding to 62.1 with the rear seatbacks down.

Understeer was minor and well-controllable, allowing us to keep up a good pace through the cones.

To go along with the sportier details and boost in power, GV80 Coupes with the e-supercharger also get an added Sport+ drive mode that dials back stability control intrusion, provides a more aggressive transmission tune, and tightens up steering. Through the handling course at our Mason Dixon Dragway proving grounds, the GV80 Coupe did still exhibit a lot of body roll, but understeer was minor and well-controllable, allowing us to keep up a good pace through the cones.

Checking out that new powertrain was next on the list, and we could indeed feel a little something extra off the line, but then just as quickly, it settled down and we reached 60 in the exact same 5.6-seconds we achieved in the 3.5 twin-turbo GV80 SUV without the e-supercharger.

There was no drop off in power throughout the ¼-mile run however, and shifts were quick but still very smooth. All in all, it was a swift and luxurious 14.2-second trip to the end of the track, at which point we were travelling 100 miles-per-hour and the GV80 Coupe felt like it was just getting started.

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In braking runs, that soft suspension did lend itself to some significant nosedive, but there was a surprising amount of feedback through the vehicle, and stops from 60 were stable and steady, averaging a very short 98-feet.

Government Fuel Economy Ratings are slightly improved compared to the GV80 SUV’s V6 at 18-City, 22-Highway, and 20-Combined. But that’s still a slightly below average Energy Impact Score; consuming 14.9-barrels of oil yearly while emitting 7.5-tons of CO2.

Pricing starts at $81,300, which is only $150 more than the top GV80 SUV, opting for the e-supercharged turbo-6, which for now is exclusive to the Coupe, takes it to $87,100.

Genesis continues to stake their claim in the luxury vehicle landscape. Coupe-style SUVs may have limited practicality compared to the SUVs they’re based on, but for better or worse, they’ve not only become an important part of almost all luxury carmaker’s portfolios but are quickly becoming the status symbols of their brands. The Genesis GV80 Coupe is well equipped to be just that for Genesis.

Specifications

As Tested

  • Engine: 3.5-liter twin-turbo V6
  • Transmission: 8-speed automatic
  • Horsepower: 409
  • Torque: 405 lb-ft.
  • EPA: 18 City | 22 Highway | 20 Combined
  • 0-60 mph: 5.6 seconds
  • 1/4 Mile: 14.2 seconds at 100 mph
  • Braking, 60-0 (avg.): 98 feet
  • MW Fuel Economy: 22.9 MPG (Premium)