Porsche 911 Carrera 4 goes turbo 2017

 the 2017 Porsche 911 Carrera 4 and 4S Coupe, receive the same minor visual and infotainment enhancements to their chassis and a new AWD system

Although smaller than the current 3.4-liter naturally aspirated flat-six, the new turbocharged 3.0-liter engine is more potent and efficient. The standard version will make 370 horses and 331 lb-ft of peak torque versus the current 350/287 figures while the S-spec engine ups output to 420 and 368 compared to the 400/325 numbers of the 2016 S models. Despite the extra muscle, the new engines offer better low/mid-range response and are roughly 12 percent less thirsty on the European driving cycle, a factor that bodes well for their still-pending EPA ratings. All versions of the 911 Carrera/Targa 4/4S are marginally quicker than the existing models and can be fitted with a standard 7-speed manual transmission or optional 7-speed PDK twin-clutch transmission

Sharper handling

Culled from the 911 Turbo, the revised electro-hydraulically controlled all-wheel drive system reacts more quickly and precisely to driver inputs. Paired with the lower-riding PASM (Porsche Active Suspension Management) system standard on all versions of the car, these new all-wheel drive 911s promise to be the most capable ever produced. And significantly enhanced shocks improve both ride compliance and roll control in corners. Like the rear-drive models, the S-spec cars can be upfitted with rear-axle steering, also borrowed from the 911 Turbo and GT3. Cars fitted with the available Sport Chrono Package boast a new 918 Spyder-like rotary control on the steering wheel to quickly dial up one of four driving modes  as well as a Sport Response Button that allows for 20 seconds of sustained full-throttle operation. All versions will offer a splitter-saving front lift system to raise the nose by about 1.5 inches when encountering a steep drive entry or speed bump

On the creature-feature front, these new AWD 911s will come with an all-new and more capable Porsche Communication Management system that features a 7.0-inch multi-touch center display and an integrated navigation system that recognizes typical smartphone-style inputs and better integrates various devices via Wi-Fi, Bluetooth or cable. The one-year subscription brings real-time traffic alerts as well as things like Google StreetView and Internet radio

Pricing for the 2017 Porsche 911 Carrera 4 will start at $97,295 with the Carrera 4S commencing at $111,295. The 911 Carrera 4 Cabriolet and Targa 4 are set to open at $109,595 while the 911 Carrera 4S Cabriolet and Targa 4S kick off at $123,595

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Volkswagen Golf GTI First Review: All-Grown Up 2015

Since the model was first introduced in 1983 people who like to drive for the sheer enjoyment of it have been naturally drawn to the Volkswagen GTI, because virtually nothing in its price range offers the same level of performance and precision. But the newest, seventh-generation GTI, which also bears the Golf moniker, is not the frisky puppy that the original GTI was.  Oh, it is still frisky and still a blast to push through a series of tight turns, but its sophistication level has ramped up considerably versus that spunky little hatchback many of us fell in love with way back when. These days, it's not a lean, go-fast young hooligan nearly as much as it was, since in ensuing generations it has grown bigger.  At the same time it has become significantly more sophisticated and satisfying for all types of driving.  You might think of it as the middle-aged dude who still works out and still loves rock-n-roll

The new GTI checks a lot of the right boxes when compared with its immediate predecessor, which we liked a lot.  It is lighter, roomier, more fuel-efficient, more powerful and more versatile than ever before.  With impressive technology like an electronically controlled torque-sensing limited slip differential and DCC Adaptive Damping, it is obviously more technically sophisticated than the sixth-gen GTI, too. And while those two systems are optional, even the base GTI features a driving mode selection feature that enables you to dial up "Normal," "Sport" and "Individual" settings.  Shifting from "Normal" to "Sport" kicks up steering weight, sucking away numb from the on-center feel, and speeds throttle response. If you really care to, you can tweak both steering and throttle settings to your preferences in "Individual" mode, which in my GTI I would label Jax

Upgraded powertrain

The new GTI also features an all-new engine.  The 2.0-liter TSI, offering turbocharging and direct-injection, is a part of the vaunted EA888 engine family.  In standard GTI trim it whirs out 210 horsepower (10 more than the previous engine) and, more important, it cranks up the torque to 258 lb-ft beginning at just 1,500 on your rpm band.  The increase is noticeable in a number of instances ranging from off-the-line launch to acceleration out of corners.  A Performance Package that boosts peak horsepower to 220 is available, but the extra 10 horsepower are achieved by extending the rev range 200 rpm, so the real-world benefits might be negligible.  We didn't have enough time with that version to tell

So how does all this translate into performance where the rubber hits the road?  We think in every way the new GTI is both better and more cosmopolitan than the car it replaces.  The additional length and width result in a much roomier and accommodating cabin.  In fact Volkswagen execs made a lot of the fact that the hatchback GTI has more cargo room than a midsize sedan - 22.8 cubic feet of space if you fill it from floor to roof

Standard touchscreen

The comfy cabin is filled with niceties like the standard touchscreen information center, which offers 5.8 inches of capacitive touch-sensor display area. (Capacitive touch means it functions like the typical smartphone rather than requiring a firm button push, which in a moving vehicle is mostly a good thing.)  The display also has a proximity sensor function that senses when a hand is nearby and automatically switches its display to what VW describes as "a more finger-friendly layout."  How cool is that

Well, we think pretty much everything about the new Golf GTI is cool, from its suave, Euro-metro interior complete with plaid cloth seats to the roominess and comfort afforded by its available 4-door configuration.  It looks great, and it is a hoot to drive on canyon roads, yet it is perfectly at home in the maw of urban stop-and-go.  It is one of the few relatively inexpensive cars that we could live with - and love - for a long, long time

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Porsche Macan 2015

The 2015 Porsche Macan SUV is so much Porsche, but not so much SUV. Porsche Style VP Michael Mauer told us not to think of the Macan as so much a baby brother to the Cayenne SUV, but as a "big brother to the 911." Immutable truth, that

Spirited by Porsche off of the Audi Q5 SUV, which it in no way resembles, the Macan comes off more as a luxury 5-door super-hatchback with all-wheel drive. It arrives in the U.S. this May, in two forms: the $50,895 Macan S and the $73,295 Macan Turbo. Those names can be a bit misleading because both Macan variations are powered by twin-turbocharged V6 engines

Twin-turbo Engines, Double-clutch Gearboxes

We'll lead with those two engines because if you're talking Porsche, you're a knucklehead if you don't start with the engines. Macan S models employ a 3.0-liter V6 rolling out 340 horsepower and Kansas-flat line of 339 lb-ft of torque from 1,450 rpm all the way up to 5,000. The real performance, however, comes from the Macan Turbo's 400-horsepower 3.6-liter. That twin-turbo V6 has an answer for everything. From 406 lb-ft of low-end thrust that starts at 1,350 rpm and pretty much keeps the heat on right up to its 6,700-rpm redline

Standard on both Macan models, Porsche's 7-speed PDK double-clutch automatic transmission turns in a hall-of-fame performance of near-instant, seamless up and down shifting. The transmission has to work a little harder to keep the 3.0-liter Macan S in full fly mode, while closer to an ideal setup with the PDK, the 3.6-liter needs no help and wastes no time in getting the Macan Turbo from zero to 60 mph in well under five seconds. The PDK also includes a "Sport" button on the center console that ups both the redline and the shift points, adds more snap to the shifts, and even puts more growl into the Macan's exhaust note. U.S. fuel-economy numbers are yet to be determined

A Track Natural

Fitted with electronically controlled all-wheel drive and 19-inch wheels, the Macan takes to the track like a natural, although a natural heavyweight: well over 4,000 pounds. The all-wheel-drive starts out heavily rear-biased, but can send torque instantly and as needed to the front or rear wheels to help ensure control and grip. Despite the Macan's tendency to drift a bit, there are very few cars -- are far fewer SUVs -- that can waltz so cleanly into high-speed corners without even a hint of unpredictability

On the open road, the Macan keeps luxury-car quiet. The standard suspension setup is sporty without getting in the way, while the Porsche Active Suspension Management system (PASM) -- standard on the Macan Turbo, optional on the S -- lets you further tighten up both the suspension and the already-responsive electric steering for even sharper handling. Optional on both Macan models is an air suspension that ups the comfort and sport levels even further, and can push the SUV's 7.8-inch ground clearance to over nine inches

No Macadam Needed for Macan

Pressing the "Off-Road" button -- also on the center console, also standard on every Macan -- sets the vehicle up for work beyond the pavement. In Off-Road mode, the Macan's drive-system elements like the transmission shift points, the all-wheel-drive torque distribution, and the throttle response are all geared to find and maintain optimal traction. While it doesn't wade as deep or scramble as high as the Cayenne, the Macan is still capable of venturing beyond the city lights

Every Porsche Macan interior, from the Turbo's leather-and-brushed-aluminum down to the base S's piano black trim and suede-ish Alcantara seat inserts, pays attention to you. The front seats greedily engulf you. Big Porsche gauges let you know the scores. And the multifunction sport steering wheel -- a nod to Porsche's new 918 Spyder supercar -- feels sports-car ready. Technically a 4-seater, I'd hate to be occupants #3 and #4 -- headroom is endless, but the Macan's second row is legroom stingy

The Great Indoors

From the front seats, the view out the windshield is IMAX 3D wide, and it's very easy to see what's happening in traffic beside and behind you. The space under the rear hatch is good, but what's really impressive is the gaping mouth of the rear hatch opening. Beneath that hatch, the flat, 17.7-cubic-foot cargo floor can be expanded to 53 cubic feet by dropping the 40/20/40 split/folding 2nd-row seat. That cargo space, by the way, is not impressive compared to Porsche's stated SUV competitors like the BMW X3 and Mercedes-Benz GLK

If you need a Porsche SUV, the Cayenne is still you best bet. But if you crave a sportier Porsche personality, but sometimes need to haul volumes on surfaces not suited to a 911 or a Cayman, put your money on a 2015 Porsche Macan

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Lexus RC F makes a sudden impact in Detroit 2015

The eagerly-anticipated 2015 Lexus RC F made its global debut in Detroit, and this enthusiast-grade iteration of the Lexus RC Coupe revealed last November in Tokyo takes the exhilaration index up a major notch with an even bolder appearance, more tautly tuned suspension and a potent V8 engine under its prominently bulged hood. While the vehicle is still undergoing final development, Lexus offered enough hard facts at the unveiling to confirm the 2015 RC F will be one seriously fast and furious addition to what it promised will be an expanding high-performance lineup

As with previous "F-spec" models, the bodywork on the Lexus RC F imparts a new edge to its appearance while enhancing the car's aero profile and includes a number of carbon fiber components to help trim weight. For openers, both fascia treatments have been revised to convey more menacing character manifested in details like a prominent recasting of the signature Spindle grille form, large outboard air intakes and supplemental stabilizing fins up front that are countered with a more powerfully configured diffuser, canted-quad stacked exhaust outlets and an LFA-style auto-deploying rear spoiler that rises when vehicle speed exceeds 50 mph and retracts when it drops below 25 mph. The side view of the RC F further contributes to its bad-boy flair with the unique hood design complemented by functional vents aft of the front wheelwells and more deeply contoured side sills, all set off by a choice of three different 19-inch forged alloy wheels

The cabin of the new Lexus RC F gets an equally focused remake that overlays the basic RC Coupe design with a host of bespoke RC F details that also pay homage to the automaker's LFA supercar. It starts with a new elliptical-rim steering wheel - the first on any Lexus model - wrapped in leather and fitted with finger-friendly shifter paddles that overlooks an instrument panel that includes a programmable main gauge cluster with four driver-selectable modes -- each offering its own color scheme and data display. Other highlights include a navigation/infotainment system that features a 7.0-inch screen as well as a new touchpad interface to simplify operation of all related functions. Bedecked with an embossed F logo on each headrest, the RC F's unique high-back sport buckets can be had in any of five different leather trims while its metal sport pedals feature distinctive L-shaped rubber elements

Although output specifics have yet to be finalized, the 2015 Lexus RC F packs a naturally-aspirated 5.0-liter V8 that's its maker says will develop "more than 450 horsepower and more than 383 pound feet of torque." In addition to being the most potent V8 ever to appear in any Lexus model, it also will be the first to incorporate Atkinson Cycle combustion technology that enhances fuel efficiency under most normal driving conditions. However, the engine can switch back to conventional Otto Cycle operation to deliver full power on demand. Motive force will be shipped to the RC F's rear wheels via an 8-speed automatic transmission. Other elements in the mix include a Torque Vectoring Differential with three driver-selectable programs that can optimize the car for street or track use, a comprehensively retuned version of the base RC Coupe's front-strut/rear-multilink suspension and upgraded brakes

Like the 2015 Lexus RC 350 Coupe, the new Lexus RC F will start arriving in showrooms here this fall. Pricing, final spec and EPA numbers for both cars will be announced closer to their on-sale date

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Kia K900 First Drive: Taking a Giant Leap 2015

The biggest question to be answered about the all-new 2015 Kia K900 luxury sedan that we drove for the first time this week is not the perennial "Is it a good car?" but rather "Is the American car buyer ready for a $65,000 Kia?"  After an extensive test drive that included a day-long drive-and-interview with Eddie Rayyan, Kia Motors America's chief product planner on the vehicle, we came away convinced that the K900 is a well-executed and easy-to-like rear-drive luxury sedan. When it comes to the current generation of luxury-brand sedans (think Lexus LS, BMW 7 Series, Mercedes-Benz S-Class) the K900 does a very creditable job of checking most of the same boxes, especially in its top-of-the-line VIP trim, which is the one we tested.  The K900 is handsome inside and out; it offers a very high level of fit-and-finish plus quality materials; it is filled to the brim with luxury equipment, and it drives with the competent demeanor of a vehicle that is completely sure of itself.  In short, by every functional measure it has the goods to compete against the elite luxury sedans

That said, we'd be missing a key point if we ignored the fact that many (most?) luxury sedan buyers make their purchase (or sign their lease) based on what the vehicle says about them.  Prestige plays a big role in the acquisition decision, and that is one area in which Kia, despite its rapid strides upscale, falls short of BMW, Mercedes-Benz, Lexus and Cadillac

This potential issue is certainly not unknown to top Kia executives.  In the press conference that accompanied the driving event Kia marketing and communications EVP Michael Sprague spoke about defying industry convention

"We zig when others are zagging," he said.  "We take a different approach, and there has never been a better time for us to introduce this vehicle." Sprague also seemed quite realistic about the kind of luxury buyer who would gravitate most to the Kia K900.  Think self-made, confident individualist. "They are looking for something intriguing and unique," he said.  They have a more pragmatic approach to luxury; they're looking for new and upcoming brands.  They are not concerned about what everybody else thinks

An appealing way to make life's journey

Well, what we think is the K900 makes a very appealing traveling companion.  Quiet and poised, it does what you want it to do without making demands.  For instance, its ride and handling fall nearly in the center of the soft ride versus performance handling continuum.  We expect that when really pushed hard the German sedans might display an edge in overall handling, but the K900 is certainly up for some spirited driving.  At the same time, on the Interstate it will cruise in stately, serene comfort mile after pain-free mile.  You can chalk all of this up to the combination of 5-link fully independent front and rear suspension, the use of high-tensile steel, plenty of sound-deadening efforts, laminated front and side window glass and staggered tires.  The front tires are P245/45P-19 and the rears are P275/40R-19 fitted on standard 19-inch chrome alloy wheels. Not the norm, but it works

"Acceleration?" you ask.  "Yes," the V8-powered VIP version of the K900 answers.  In fact its Tau dual-overhead-cam 5-liter engine is Kia's first V8, and that is reason for celebrating.  Delivering 420 peak horsepower and a significant 376 lb-ft of peak torque, the all-aluminum engine features direct injection and variable valve timing for both intake and exhaust.  The smooth, quiet V8 is mated to a ZF 8-speed automatic transmission that is rapidly become ubiquitous in luxury sedans. The high-tech transmission offers Eco, Normal and Sport modes with the requisite adjustment in shift-mapping. Changing modes also alters the settings on the electric power-assisted steering, but it doesn't adjust shock valving or other suspension settings

Electronic driver aids in abundance

While the suspension is not computerized, there is no shortage of electronic driver assists on the K900.  The V8 version of the car offers Kia's first installation of a rear cross traffic alert system and Kia's first installation of what it calls Advanced Vehicle Safety Management.  The latter integrates various vehicle monitoring systems, primary among them electronic stability control, with seatbelt and warning systems to alert the driver in case of danger.  If a potential collision is detected AVSM alerts the driver in three stages: audible alarm, visual warning on the head-up and dash-mounted displays and, finally a tightening of the front seatbelts.  The system does not, however, apply the brakes to avert or mitigate the crash.  The K900 can also be equipped with blind spot detection, lane departure warning and radar-based Advanced Smart Cruise Control that enables you to set a desired distance between your luxury K900 and the vehicle in front of you.  For those of you who are intimidated by parallel parking, your fears will be allayed with the Surround View Monitor system.  Using four wide-angle mini-cameras, the system displays on the dash-mounted screen where you are in relationship to potential hazards like curbs, parking meters, bushes and stray dogs.  It doesn't steer you into the parking place, but it helps take the worry out of being close

Even in the absence of the Surround View Monitoring system, parking the K900 is pretty easy.  Front and rear park-assist sensors are standard on each and every K900, and the display on the in-dash monitor indicates distance between your vehicle and objects via an intuitive green, yellow and red line system, accompanied by an ever-more-insistent buzzer

As you can guess the K900 offers an expansive in-dash display.  The VIP V8 is equipped with a 12.3-inch screen, the largest TFT instrument panel ever offered in a Kia.  Based on driving mode, the display shifts from traditional round speedometer and tachometer to higher tech digital readouts reminiscent of Formula One cars. It also features a full-color head-up display, which is configurable to offer info on speed, turn-by-turn navigation and alerts.  Easily legible in sunlight or darkness, it vanished when I put on my polarized sunglasses

In-car entertainment that will blow your socks off

On the in-car entertainment front even buyers of V6-equipped K900s will be blown away - perhaps literally - by the 900-watt Lexicon audio system, which, as you might have guessed, is the most powerful and advanced audio system ever offered in a Kia.  The system features a trunk-mounted 12-channel digital amplifier, a subwoofer below the rear parcel shelf and 17 strategically placed speakers.  Its many wonders are easily accessible via a 9.2-inch center console screen that is the gateway to Kia's UVO eServices telematics software.  The various UVO functions are easily accessed via a rotary knob on the center console that is flanked by a small array of direct access buttons to things like navigation and radio

The interior of the K900 is extremely accommodating to both front- and rear-seat passengers. Luscious Nappa leather and genuine walnut or poplar wood trim are spread lavishly around the interior, and we appreciated the added comfort of the 16-way power-adjusted driver's seat that is both heated and ventilated. Lighting is with "soft-hue" LEDs. Via controls on the fold-down center armrest, rear-seat passengers can not only manipulate the cabin temperature but also adjust seat heating and the power rear sunshade. They can even fold up the front passenger seat at the touch of a button for more legroom. In the VIP versions the rear seats also independently recline and feature power lumbar support.  All V8 models are equipped with a mammoth panoramic sunroof with retractable sunshade

Looking good in the (upscale) neighborhood

Oh, and did we mention that the K900 is attractive on the outside, too?  In the driveway of a prestigious Santa Barbara hotel it drew covetous glances from the well-heeled patrons, based on its handsome profile, interesting grille and technologic-overkill front headlights. These last consist of 16 LED bulbs grouped into clusters below clear lenses, and they adjust to point out bends in the road ahead

In an effort to cater to the luxury customer who would be interested in the K900, Kia is upgrading the sales and service experiences at the selected dealers who will carry the model when it comes to market later this year.  Kia is also set to offer a three-year, 37,500-mile complimentary scheduled maintenance program that additionally includes the use of a loaner Kia Cadenza or K900 when yours is in the shop

So to recapitulate, the 2015 Kia K900 is not only a satisfying luxury sedan, but it is also a major step in Kia's evolution from super-value specialty brand to premium full-line brand.  Kia executives know the journey won't be completed in a day or a year or even a few years, but they have definitely taken the initial step

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Jaguar F-Type Coupe First Review 2015

The F-Type signals the rebirth of Jaguar, and the convertible model has already rocked our world on several occasions. Here in Spain, I was to drive the coupe, a car which offered more performance than the convertible thanks to a stiffer aluminum structure and a new model, the F-Type R Coupe, with a 550-hp supercharged V8 engine

From Barcelona, Jaguar flew us to Lleida, a small city about a hundred miles east of the Mediterranean, and unremarkable but for two things. First, it had an airport at which were parked a dozen or so 2015 Jaguar F-Type S Coupes that we'd soon be driving. Second, Lleida is conveniently next to some of the best driving roads I have ever seen

F-Type S on the road

Out there the roads narrowed, the curves sharpened, and we put the car into its Dynamic Mode. Not only does Dynamic Mode prepare the car for spirited driving by enhancing throttle response, sharpening steering, and firming up the suspension, it also opens up the exhaust system to allow a full throated roar under full throttle, and a satisfying burble and pop when you let off the gas. Jaguar says the 380-horsepower 3.0-liter supercharged V6 can launch the F-Type Coupe from a standstill to 60 mph in a bit under 5 seconds. The 8-speed automatic shifts slickly, whether in its Dynamic self-shifting mode, or flicking the paddles to select your own gears

The first thing we noticed about the coupe was its stiffness compared to the convertible, particularly noteworthy considering that Jaguar says the convertible is already as stiff as a BMW 5 Series sedan. Rather than chopping off the roof of the coupe, Jaguar designed the car as a convertible, then added the roof for the coupe. The result is an extremely stable platform on which to build a high-performance car, with very little chassis flex

F-Type R at the track

The S was a nearly perfect driving companion on the twisting Spanish two-lanes, and while we could've driven these roads all day, we were anxious to make it to the racetrack, our midday stop and time with the F-Type R. Jaguar had also set up a low-speed wet handling course to demonstrate the F-Type's Torque Vectoring by Braking system, which uses the front brakes to guide the car through turns at the limits of traction

We started on the short wet course, driving poorly to get the front end to slide on the wet pavement. The system worked as advertised, selectively braking the inside front wheel causing the nose of the car to turn tighter, rather than to slide forward. It was an interesting exercise, and despite the artificial feel under these tightly controlled circumstances designed to showcase the technology, we never noticed the system in action on the road, or on the track

The tech demo was informative, but the 550-hp R Coupe felt out of place on the short track. The 3.3-mile long main circuit was a different story. As the laps accumulated, the Coupe's at-the-limit quirks showed themselves. Power was no problem, and the transmission's Dynamic Mode was as adept at picking the right gear, though the paddle shifters responded even quicker. The brakes were excellent and worth every penny. Yet the Jaguar didn't have quite the precision one would find in, say, a Porsche. The rear end was too eager to slide, the steering not quite precise enough. But these are minor quibbles. If the true test of a sports car is how it performs on a track, this Jaguar graduates magna cum laude, just a notch below the summa you'd get in a Porsche

On the road again

The next day, we set out in a Sapphire Blue Jaguar F-Type R Coupe on public roads that combined two-lanes snaking through the hills, narrow single-lanes that crawled through ancient Spanish towns, and high-speed straights and highways that led us back to Lleida. Our car lacked the carbon-ceramic matrix brakes from yesterday's track cars, but was otherwise the same

It was wonderful. While the Jaguar wasn't in its very best element on the racetrack -- where it was still pretty good -- it absolutely owned these Spanish roads. The exhaust popped and echoed off the hillsides, the road twisted and turned under us, and the Jaguar devoured it all. The V8 sounded as it made short work of the slower moving cars we encountered. Driving this car briskly is intoxicating, yet even in the slow sections the F-Type managed to be fun, drawing envious stares from passersby

F-Type Coupe: a real sports car

There are two takeaways from my time with the Jaguar F-Type Coupe. First, this is a real sports car. It's not a sporty coupe, it's not a grand tourer. It's a sports car, and Jaguar was willing to throw certain accommodations aside in the interest of making the car better to drive. It's stiffly sprung, it's sometimes a little loud, and it's tight inside, with merely adequate cargo space. But in exchange you get a car that's a blast and a half to drive, and one of the most fun cars you can buy today

Second, this is just the beginning. More F-Type variants are in the pipeline, including rumored all-wheel drive and hybrid versions. Beyond that, expect to see even more highly focused F-Type models in the future. After all, there's still room for a GT model, for example, so if you're hoping that the F-Type will someday be the ultimate track car, don't lose hope. The F-Type has raised our expectations for the company's future products. Jaguar has surprised and delighted us with its new sports car. The challenge now is to just keep at it

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Hyundai Genesis First Review: The Cool Lux Alternative 2015

Hyundai has made it clear that it wants to compete with the likes of Audi, BMW, Lexus and Mercedes-Benz. The automaker has proved itself a worthy competitor in several automotive segments, successfully going upmarket without losing its sense of value, each new model improving on the one that came before it. The 2015 Genesis continues in the same way: The first generation of the sedan was very good, and the new car is even better

Crisp design inside and out

The 2015 sedan's styling is clean and conveys a strong sense of luxury. The exterior has attractive lines, and is much more understated than the crease-happy little-brother Sonata without looking boring. The Genesis' feel of modern elegance continues in the cabin, where the designers created a space that is attractive and uses quality materials including real wood and metal. The colors and textures match nicely. The comfortable 16-way power heated/cooled driver's seat is wrapped in soft leather. (Seat heaters are optional for rear passengers.) There are nice little touches, too, like power sunshades for the rear side windows and the rear window-and the rearmost one automatically lowers when you put the transmission in Reverse and raises back up when in Drive. The pleasantly quiet cabin is refined, yet doesn't look like it's designed with retirees in mind. This is an interior that would appeal to a young, affluent crowd

A bevy of tech features should also appeal to young, affluent buyers. The standard navigation system uses an 8-inch screen, yet step up to the premium system, and you're looking at a crisp 9.2-inch HD display. There are available Pandora, Aha Radio and (upcoming) Google Glass apps, HD Radio comes standard and the car is capable of serving as a wi-fi hotspot. As an added bonus, SiriusXM Travel Link is free for 3 years. The car's excellent Lexicon surround-sound systems use either 14 or 17 speakers. All of the infotainment can be accessed through an intuitive system similar to Audi's Multi-Media Interface with a knob and surrounding buttons

Two powertrain choices

Whether you opt for the 3.8-liter V6 or the 5.0-liter V8, there is no shortage of power. We drove both, starting our evaluation in the V8-powered Genesis. Acceleration response was very quick, yet the 8-speed automatic transmission's shifts were smooth and happened right when you would want them to. Of course, it should feel fast, considering the V8 puts out 420 horsepower. The other side of that coin is that fuel economy is 15 mpg in the city and 23 on the highway. We also drove the Genesis with the V6, and even though it didn't provide as much power as the V8, it still felt refined and gutsy. At 311 horsepower, the V6 doesn't penalize much in its output, yet the price is $13,500 less than the base V8. The V6 also provides much better fuel economy: as good as 18 mpg city, 29 highway for the rear-drive sedan, and 16/25 with all-wheel drive, which is offered for the first time in the Genesis, only with the V6

The 2015 Genesis uses a new Hyundai-designed platform that is stronger and more rigid than before. That, plus the improvements that were done to the suspension, make the car feel more agile. The driver has some say in how it rides-if you want a comfortable, compliant ride, you'll enjoy Eco or Normal modes. Want to tighten up the suspension? Switch to Sport mode

Invisible Touch

One of the new features of the 2015 Genesis is Lane Keep Assist. This system senses if the sedan is starting to drift out of the lane it's in, uses haptic feedback in the steering wheel to warn you if it senses drifting, and steers back into the lane if you don't correct your direction of travel. We found the system to intrude a bit on sections of moderately curvy road, and fought the steering. However, overall the system works well

Hyundai is known for packing their vehicles with value. In the case of the Genesis, that means a lot of equipment comes standard, such as navigation, hill hold, paddle shifters, rear-view camera, heated/cooled front seats, driver knee airbag, power-folding side mirrors and more, whether you get the V6 or V8. Its base price is $38,950; add $2500 for all-wheel drive ($41,450). The V8-powered Genesis starts at $52,450, but even fully loaded at around $57,000, that's still a bargain compared with Hyundai's target competitors. The Lexus GS starts at $48,610, then there's the Mercedes-Benz E350 ($52,805), Cadillac CTS ($46,025), BMW 5 Series ($50,425) and Audi A6 ($43,985), and all of them top out far north of $57,000. The Genesis may not have the same cachet as these cars, but it is certainly a viable alternative

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