2011 Hyundai Equus
- Thread starter CarGuy
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- Giannis
It looks like those Huyndai designers know pretty well how to use the copy-paste function in their computers.
It's now surprice that MB recently hired that designer from Huyndai! He already knew how to design some characteristic MB elements, so he wouldn't need extra training
Cost-cutting measures
It's now surprice that MB recently hired that designer from Huyndai! He already knew how to design some characteristic MB elements, so he wouldn't need extra training
Cost-cutting measures 
ree
Kraftwagen König
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Edmunds: Hyundai Equus - The Cheaper S-Class
We Get a Ride in Hyundai's New S-Class Fighter
We hang a right and head west onto the 10 freeway in Santa Monica toward the beach. The on-ramp is downhill, two lanes wide and drag-strip straight.
Suddenly I'm pinned to the large leather seat as the 2011 Hyundai Equus downshifts from 6th gear to 2nd and its 368-horsepower 4.6-liter Lambda V8 yanks the big sedan toward the Pacific. I look at the tach. Its needle is sweeping quickly through its arc as a muted V8 rumble chases us from behind. At 6,500 rpm, the transmission delivers a quick but smooth upshift just as we reach the traffic lanes of Interstate 10.
"Is that floored?" I ask, one eye still on the dials.
"That's floored," says John Krafcik.
He should know — he's driving. The left seat of the Equus is still off-limits to American journalists. But Krafcik is more than just our chauffeur; he's the president and CEO of Hyundai Motor America, and the man basking in the glow of the company's recent success. He's also the guy who's going to sell the Equus in the United States, taking Hyundai north of the $50,000 barrier for the first time.
On Sale in a Year
With John's right foot still buried in the thick carpet of the Equus, the sedan delivers another smooth shift at redline. I check the speedometer; it's reading about 140 and climbing. Can't be, I think to myself. The car feels quick, but not that quick. I clutch the door panel while my brain tries to catch up. Then I realize the speedometer is in kilometers per hour, so I start doing math.
Krafcik keeps his foot down and his mouth moving. "The car is still about a year away," he says, talking about the possible timetable for the introduction of the Korean-built luxury sedan in the U.S. "And we'll most likely sell it here as the Equus." Equus is Latin for "horse," and the car's entry into the U.S. market has been the worst kept secret since Henry Ford leaked word about the flathead V8 back in 1931. We're told the official official announcement of the car's sales future in the U.S. will come in mid-August.
At 160 km/h, Krafcik finally backs off. That's about 100 mph, and from the passenger seat I'm impressed with the ride and stability of the Equus. It's a bit firmer than I thought it would be. It's not quite as tied down as a Hyundai Genesis, but it's not the floaty Korean-market limo I was expecting. You definitely feel the road, although there's a little less rebound control than there should be.
Traffic is light as we reach the short tunnel that marks the transition from the I-10 west to the northbound Pacific Coast Highway. We enter the darkness and then quickly burst into the noontime California sunshine again. I ask about the suspension tuning. "It's not quite really ready yet," says Krafcik. "Right now our engineering team is on a cross-country drive with an Equus, an S-Class, a 7 Series and a Lexus LS. We're there with the interior, but they are fine-tuning the ride and handling. Make no mistake, our targets are those three cars and our ride and handling will be more in the direction of the LS 460 L."
Ballsy. The strategy, not the driving. Hyundai has decided to take on three of the best sedans in the world.
Priced Right
Still northbound on PCH, we're cruising within the 50-mph speed limit and past the Malibu beachfront homes of Hollywood's super-rich. This is S-Class and 7 Series country, and Krafcik knows it. All around us are the people he must convince to buy a Hyundai instead of a Benz, Bimmer or Lexus.
It'll be tough, and Krafcik hedges his bet. "Our goal with the Equus isn't volume," he says while passing a black Mercedes-Benz S550 on the right. "It's image. We want to show the world we can make the finest sedans in the world."
He's right about one thing, because the interior of this Equus is up to the challenge. The fit and finish is exceptional. The leather is soft. The seat is cush and comfortable, if a little flat, and the headliner is an acre of Alcantara suede, just like you get in an S65 AMG. There's even French stitching on the leather-wrapped dash. The metallic trim on the center stack and console is plastic and not real aluminum, though. It looks good, but should be the real thing.
No, it's not quite as nice inside the Equus as in the interiors of the luxury sedans it has targeted in the marketplace, but it's close, and the Equus should undercut those sedans by $20,000 or more. Krafcik won't get specific on price, but says enough for us to guess that the 2011 Hyundai Equus will start at $48,000 and top out at about $58,000.
"Our challenge is to make sure it doesn't become the next VW Phaeton," Krafcik notes. Keeping the price under $60,000 seems to be a key to achieving that goal. "There will be two packages," he continues. "A base car and one with all the backseat stuff."
That "stuff" includes a reclining rear seat, fold-out tables, and radio and climate controls built into the rear armrest. The Lexus LS 460L offers a similar package, although it's really only for those who would rather be driven than drive themselves.
Wider Than S-Class
Stopped at a red light, I take the opportunity to look around a bit more. The odometer reads 1,792 km (a little over 1,100 miles). The A-pillars are carved carefully to permit a panoramic view ahead. There are heated and cooled front seats with three-level temperature adjustment. There's a power tilt-and-telescoping steering wheel, wood on portions of the steering wheel rim and an elegant clock on the center stack. I can't hear the engine, which is idling at 600 rpm. The window switches, shifter, iDrive-like interface controller and navigation system are all plucked right from the Hyundai Genesis. The gauges are similar to the ones in the Genesis, as is the four-spoke steering wheel. And there's a "Sport" button just to the right of the shifter.
I also notice that the car feels spacious. Nice and wide, which it is. In fact at 74.8 inches wide, the Equus is the same width as a BMW 7 Series and a full inch wider than the Lexus LS and the Mercedes-Benz S-Class.
The light turns green. Krafcik accelerates away, only part throttle this time. And the Equus moves off like an upscale luxury sedan powered by a V8 should — with authority. Upshifts from the six-speed automatic are nearly imperceptible and the V8's flat torque curve gets the Equus back up to 50 mph well ahead of Malibu's afternoon traffic of surfers.
We're not surprised. The Equus features the same powertrain we've praised in the Genesis, and it feels just as good in this larger package. What is surprising is that the larger Equus weighs only 200 pounds more than a Genesis, which makes it easy to calculate some educated guesses about its acceleration times.
The 2009 Hyundai Genesis V8 we last tested hit 60 mph from a standstill in 5.9 seconds (5.7 seconds with 1 foot of rollout like on a drag strip) and finished the quarter-mile in 14.1 seconds at 101 mph. After some 'rithmetic on our part, we expect the Equus to hit 60 mph in 6.1 seconds (5.9 seconds with 1 foot of rollout like on a drag strip) and cover the quarter-mile in 14.3 seconds at 99 mph. Not slow, yet certainly slower than an S550, a 750i or an LS 460.
Also from the Genesis are the rack-and-pinion steering with old-school hydraulic assist (still our preference over electric-assist systems) and four-wheel disc brakes. The Equus also has air suspension, although only Genesis sedans sold in Korea are equipped with this feature.
Looks Like a Lexus
Just past the Malibu Country Mart (made famous by TMZ), a guy in a Porsche 911 Turbo pulls alongside us. He's checking out the car. Our car — the Hyundai. And he's not the only one. Since we hit Malibu, there's been no missing the ability of the Equus to make people look. Even the tourists in their rented Grabber-Blue Mustangs know this Hyundai is something special.
It may be a dead ringer for a Lexus LS from the rear, but the Equus certainly has enough street presence for valets to keep it up front. "The two character lines in the side are from the California studio," says Krafcik. "In fact, there's more U.S. influence in the design of the Equus than the Genesis." There's certainly enough chrome on its flanks to back up that statement.
And it looks larger than it is. At 203.1 inches long, the Equus is just a fraction of an inch longer than a Lexus LS 460 L and nearly 2 inches shorter than a Mercedes S-Class. Meanwhile, its 119.9-inch wheelbase falls between the dimensions of the long-wheelbase LS and the short version. Even the short-wheelbase 7 Series has an inch-longer wheelbase than the Equus.
Full Speed Ahead
Once we reach Pepperdine University, we flip around and head south toward Santa Monica again. It's now that I realize how quiet the Hyundai's interior is. At 100 km/h (about 60 mph) over the smooth asphalt that is PCH, all I hear is some tire slap from the 18-inch Hankooks.
Time to ask about that Sport button. "It's for the suspension," says Krafcik. "Push it, see what happens."
I do, and suddenly the Equus is the floaty Korean-market limo I was expecting. "Wow, big difference," I say, pushing the button again and getting the air suspension back into Sport mode. "Don't go there."
Krafcik first came to Hyundai Motor America in 2004 as the company's vice president of product development and strategic planning, and his home garage is stuffed full with a Porsche 911 C2S (997) and a Caterham 7, so I know he knows what I mean.
And at that moment Krafcik nails the throttle and redlines a couple of gears. "Feels good, huh?" he asks.
Yeah, he knows.
2011 Hyundai Equus First Ride on Inside Line
---
Looks like a W221 S-Class Facelift copy with Lexus influence - can't help myself…
We Get a Ride in Hyundai's New S-Class Fighter
We hang a right and head west onto the 10 freeway in Santa Monica toward the beach. The on-ramp is downhill, two lanes wide and drag-strip straight.
Suddenly I'm pinned to the large leather seat as the 2011 Hyundai Equus downshifts from 6th gear to 2nd and its 368-horsepower 4.6-liter Lambda V8 yanks the big sedan toward the Pacific. I look at the tach. Its needle is sweeping quickly through its arc as a muted V8 rumble chases us from behind. At 6,500 rpm, the transmission delivers a quick but smooth upshift just as we reach the traffic lanes of Interstate 10.
"Is that floored?" I ask, one eye still on the dials.
"That's floored," says John Krafcik.
He should know — he's driving. The left seat of the Equus is still off-limits to American journalists. But Krafcik is more than just our chauffeur; he's the president and CEO of Hyundai Motor America, and the man basking in the glow of the company's recent success. He's also the guy who's going to sell the Equus in the United States, taking Hyundai north of the $50,000 barrier for the first time.
On Sale in a Year
With John's right foot still buried in the thick carpet of the Equus, the sedan delivers another smooth shift at redline. I check the speedometer; it's reading about 140 and climbing. Can't be, I think to myself. The car feels quick, but not that quick. I clutch the door panel while my brain tries to catch up. Then I realize the speedometer is in kilometers per hour, so I start doing math.
Krafcik keeps his foot down and his mouth moving. "The car is still about a year away," he says, talking about the possible timetable for the introduction of the Korean-built luxury sedan in the U.S. "And we'll most likely sell it here as the Equus." Equus is Latin for "horse," and the car's entry into the U.S. market has been the worst kept secret since Henry Ford leaked word about the flathead V8 back in 1931. We're told the official official announcement of the car's sales future in the U.S. will come in mid-August.
At 160 km/h, Krafcik finally backs off. That's about 100 mph, and from the passenger seat I'm impressed with the ride and stability of the Equus. It's a bit firmer than I thought it would be. It's not quite as tied down as a Hyundai Genesis, but it's not the floaty Korean-market limo I was expecting. You definitely feel the road, although there's a little less rebound control than there should be.
Traffic is light as we reach the short tunnel that marks the transition from the I-10 west to the northbound Pacific Coast Highway. We enter the darkness and then quickly burst into the noontime California sunshine again. I ask about the suspension tuning. "It's not quite really ready yet," says Krafcik. "Right now our engineering team is on a cross-country drive with an Equus, an S-Class, a 7 Series and a Lexus LS. We're there with the interior, but they are fine-tuning the ride and handling. Make no mistake, our targets are those three cars and our ride and handling will be more in the direction of the LS 460 L."
Ballsy. The strategy, not the driving. Hyundai has decided to take on three of the best sedans in the world.
Priced Right
Still northbound on PCH, we're cruising within the 50-mph speed limit and past the Malibu beachfront homes of Hollywood's super-rich. This is S-Class and 7 Series country, and Krafcik knows it. All around us are the people he must convince to buy a Hyundai instead of a Benz, Bimmer or Lexus.
It'll be tough, and Krafcik hedges his bet. "Our goal with the Equus isn't volume," he says while passing a black Mercedes-Benz S550 on the right. "It's image. We want to show the world we can make the finest sedans in the world."
He's right about one thing, because the interior of this Equus is up to the challenge. The fit and finish is exceptional. The leather is soft. The seat is cush and comfortable, if a little flat, and the headliner is an acre of Alcantara suede, just like you get in an S65 AMG. There's even French stitching on the leather-wrapped dash. The metallic trim on the center stack and console is plastic and not real aluminum, though. It looks good, but should be the real thing.
No, it's not quite as nice inside the Equus as in the interiors of the luxury sedans it has targeted in the marketplace, but it's close, and the Equus should undercut those sedans by $20,000 or more. Krafcik won't get specific on price, but says enough for us to guess that the 2011 Hyundai Equus will start at $48,000 and top out at about $58,000.
"Our challenge is to make sure it doesn't become the next VW Phaeton," Krafcik notes. Keeping the price under $60,000 seems to be a key to achieving that goal. "There will be two packages," he continues. "A base car and one with all the backseat stuff."
That "stuff" includes a reclining rear seat, fold-out tables, and radio and climate controls built into the rear armrest. The Lexus LS 460L offers a similar package, although it's really only for those who would rather be driven than drive themselves.
Wider Than S-Class
Stopped at a red light, I take the opportunity to look around a bit more. The odometer reads 1,792 km (a little over 1,100 miles). The A-pillars are carved carefully to permit a panoramic view ahead. There are heated and cooled front seats with three-level temperature adjustment. There's a power tilt-and-telescoping steering wheel, wood on portions of the steering wheel rim and an elegant clock on the center stack. I can't hear the engine, which is idling at 600 rpm. The window switches, shifter, iDrive-like interface controller and navigation system are all plucked right from the Hyundai Genesis. The gauges are similar to the ones in the Genesis, as is the four-spoke steering wheel. And there's a "Sport" button just to the right of the shifter.
I also notice that the car feels spacious. Nice and wide, which it is. In fact at 74.8 inches wide, the Equus is the same width as a BMW 7 Series and a full inch wider than the Lexus LS and the Mercedes-Benz S-Class.
The light turns green. Krafcik accelerates away, only part throttle this time. And the Equus moves off like an upscale luxury sedan powered by a V8 should — with authority. Upshifts from the six-speed automatic are nearly imperceptible and the V8's flat torque curve gets the Equus back up to 50 mph well ahead of Malibu's afternoon traffic of surfers.
We're not surprised. The Equus features the same powertrain we've praised in the Genesis, and it feels just as good in this larger package. What is surprising is that the larger Equus weighs only 200 pounds more than a Genesis, which makes it easy to calculate some educated guesses about its acceleration times.
The 2009 Hyundai Genesis V8 we last tested hit 60 mph from a standstill in 5.9 seconds (5.7 seconds with 1 foot of rollout like on a drag strip) and finished the quarter-mile in 14.1 seconds at 101 mph. After some 'rithmetic on our part, we expect the Equus to hit 60 mph in 6.1 seconds (5.9 seconds with 1 foot of rollout like on a drag strip) and cover the quarter-mile in 14.3 seconds at 99 mph. Not slow, yet certainly slower than an S550, a 750i or an LS 460.
Also from the Genesis are the rack-and-pinion steering with old-school hydraulic assist (still our preference over electric-assist systems) and four-wheel disc brakes. The Equus also has air suspension, although only Genesis sedans sold in Korea are equipped with this feature.
Looks Like a Lexus
Just past the Malibu Country Mart (made famous by TMZ), a guy in a Porsche 911 Turbo pulls alongside us. He's checking out the car. Our car — the Hyundai. And he's not the only one. Since we hit Malibu, there's been no missing the ability of the Equus to make people look. Even the tourists in their rented Grabber-Blue Mustangs know this Hyundai is something special.
It may be a dead ringer for a Lexus LS from the rear, but the Equus certainly has enough street presence for valets to keep it up front. "The two character lines in the side are from the California studio," says Krafcik. "In fact, there's more U.S. influence in the design of the Equus than the Genesis." There's certainly enough chrome on its flanks to back up that statement.
And it looks larger than it is. At 203.1 inches long, the Equus is just a fraction of an inch longer than a Lexus LS 460 L and nearly 2 inches shorter than a Mercedes S-Class. Meanwhile, its 119.9-inch wheelbase falls between the dimensions of the long-wheelbase LS and the short version. Even the short-wheelbase 7 Series has an inch-longer wheelbase than the Equus.
Full Speed Ahead
Once we reach Pepperdine University, we flip around and head south toward Santa Monica again. It's now that I realize how quiet the Hyundai's interior is. At 100 km/h (about 60 mph) over the smooth asphalt that is PCH, all I hear is some tire slap from the 18-inch Hankooks.
Time to ask about that Sport button. "It's for the suspension," says Krafcik. "Push it, see what happens."
I do, and suddenly the Equus is the floaty Korean-market limo I was expecting. "Wow, big difference," I say, pushing the button again and getting the air suspension back into Sport mode. "Don't go there."
Krafcik first came to Hyundai Motor America in 2004 as the company's vice president of product development and strategic planning, and his home garage is stuffed full with a Porsche 911 C2S (997) and a Caterham 7, so I know he knows what I mean.
And at that moment Krafcik nails the throttle and redlines a couple of gears. "Feels good, huh?" he asks.
Yeah, he knows.
2011 Hyundai Equus First Ride on Inside Line
---
Looks like a W221 S-Class Facelift copy with Lexus influence - can't help myself…
ree
Kraftwagen König
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This one is anything, but a S-Class competitor…
VroomVroom
Autotechnik Ace
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Beemer B773ER
Tire Trailblazer
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That's true... but if the Genesis is anything to go by, then the Equus is much better than a second-hand S-class.
Overall shape and stance is very reminiscent of the Lexus LS. The heavy-looking-yet-boring front end, the slab-sided doors, and the rear is very LS-like, just the light shape is different.
---
Well they have succeeded in playing-up the S-class when it comes to value-for-money, but of course S-class buyers aren't too focused on that variable. Where the Equss' appeal lies is in attracting buyers who would traditionally go for cars such as: Honda Legend, Lexus LS/GS, Infiniti and Acura buyers who are looking for something more comfort-orientated, ...and I guess anyone who wants a big "luxury" car at a cheaper price (might be attractive in this economy).
I'm definitely not giving this car as big as an applause as the Genesis sedan, but there's no doubt Hyundai definitely have a plan about this car, and have made HUGE gains in their vehicle quality from only 10 years ago. Nowadays we can't outcast Hyundai as a basket-case of Asian motoring like we do with Kia.
siko
Tire Trailblazer
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OMG, I see Hyundai is still suffering of visions of grandeur.
Just like withe Genesis, I'm sure this is a good car, as they have been making some good cars in the past few years... but they don't really stack up to luxury segment, especially not the Germans.
Somebody should send Hyundai to streets of NYC and explain to them that just cause they can make something that looks like a Rolex, it doesn't mean it's a Rolex.
Just like withe Genesis, I'm sure this is a good car, as they have been making some good cars in the past few years... but they don't really stack up to luxury segment, especially not the Germans.
Somebody should send Hyundai to streets of NYC and explain to them that just cause they can make something that looks like a Rolex, it doesn't mean it's a Rolex.
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- Martin
Hyundai have only started to gain recognition as a maker of credible, reliable, affordable mass-market cars. It takes so much more to create a proper, respectable luxury saloon.
As for this crappily named, cheaply badged (what's with that emblem on the hood and huge, el-cheapo font on its rump?) and downright ugly - yes, I've finally found a new saloon that is uglier than the new Legacy - luxury contender, all I can say is, get ready to see your arse in this segment Hyundai.
That frontal DRG is just awful.
As for this crappily named, cheaply badged (what's with that emblem on the hood and huge, el-cheapo font on its rump?) and downright ugly - yes, I've finally found a new saloon that is uglier than the new Legacy - luxury contender, all I can say is, get ready to see your arse in this segment Hyundai.
That frontal DRG is just awful.
coolraoul
Torque Titan
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This is a bit painful to see. Hyundai makes some really great cars, that are nice looking, affordable, technically well engineered.
However, they lack every bit of imagination. Genesis and Equus are looking like Giant Koreans that were quicly Germanized. Looks hollow, interior's cheap looking, and so-called luxury details (chrome, grille, wood) are over-exagerated.
This is so "please let me in, see I have a nice *chrome* suit" and then flashing a fake 18 yo ID...
However, they lack every bit of imagination. Genesis and Equus are looking like Giant Koreans that were quicly Germanized. Looks hollow, interior's cheap looking, and so-called luxury details (chrome, grille, wood) are over-exagerated.
This is so "please let me in, see I have a nice *chrome* suit" and then flashing a fake 18 yo ID...
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- Marcus
The only people would think this is an S-Class equivalent are those who don't know what an S-Class is in the first place. There is no way in the world Hyundai can duplicate the S-Class' engineering and make money off the car. For people who think soft leather and gadgets are what make an S-Class then this is their car. Just don't ever, ever have an accident in this thing or expect it to drive and behave like a Benz on the road or over the long haul. Just like with the Genesis the faults only reveal themselves over time and use compared to a German car.
M
M
HighestOfHigh
Cornering Kingpin
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It's official: Hyundai has confirmed its flagship luxury sedan, the Equus, will be sold in the U.S. starting in late 2010. It is intended as a rival to luxury flagships such as the Mercedes Benz S-Class, BMW 7-series and Lexus LS, but with a price tag substantially lower than its competitors. Previous reports from a Hyundai insider indicated that the Equus would be priced below $60,000 in the U.S. Its closest competitor, at least in terms of pricing, will be the Lexus LS 460, which starts at $64,700 including shipping. In South Korea the Equus is priced from $50,000 but a fully loaded version can range up to $81,000 in price.
We won’t have to wait until next year to see the Equus on local roads, however. "We showed the car at the New York Auto Show earlier this year, and the response was fantastic," says John Krafcik, Hyundai Motor America president and CEO. "Since then, we've had a fleet travelling around the country, capturing input from our dealers and consumers. Here, too, the response was extraordinarily positive, and similar to the market reaction to the award-winning Genesis, so we've decided to bring it to the U.S." The Genesis took home the 2009 North American Car of the Year award and Hyundai is hoping to further capitalize on this success, since the Equus is based on a lengthened version of the RWD platform underpinning the award-winning Genesis.
Measuring in at a generous 16.9 feet in length, 6.2 feet in width and 4.9 feet in height, the Equus certainly has the luxury sedan size factor. The powertrain lineup is also respectable, with the Equus available with a 286-horsepower 3.8-liter Lambda V-6 and a 361-horsepower 4.6-liter Tau V-8. A long-wheelbase model will eventually be offered, complete with a brand new 5.0-liter version of the Tau V-8. This new 5.0-liter unit is likely to be the sole powertrain used for U.S. versions. Some of the possible options include tilting rear seats, massagers and TV screens in the rear seats. Full details, options and specifications will be revealed closer to the car's launch next year.
- Hyundai Equus Flagship Announced For U.S., On Sale By Late 2010 - MotorAuthority
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At that (60K) price it will cause some E/5/GS/XF/A6 and LS buyers to think about it, but I seriously doubt anyone who really wants an S-Class or 7-Series or A8 will buy this instead. Anyone who does most likely wasn't going to get one of the German cars anyway. Jaguar's new XJ must figure into this also.
M
M
HighestOfHigh
Cornering Kingpin
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- Ben
Well we are in a recession and Millionaires are losing money...Just maybe Merc1...Just maybe this car might be successful in taking some Benz and BMW sales. Especially since the S550 just went to $91k with the 2010 model.
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Hyundai
The Hyundai Motor Company is a South Korean multinational automotive manufacturer headquartered
in Seoul, South Korea, founded in 1967. Currently, the company owns 33.88 percent of Kia Corporation
and fully owns two marques including its luxury cars subsidiary, Genesis, and their electric vehicle
Ioniq. The three brands altogether make up the Hyundai Motor Group.
Official websites: Hyundai, Genesis
Official websites: Hyundai, Genesis
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