This horse is one big luxury liner
What’s the going rate for some status?
“After owning a 2014 Equus about 10 months, I feel like I have been scammed by Germans for more than 15 years,” reads a blunt opinion posted online.
It’s a harsh criticism aimed at Germany’s troika of luxury carmakers, but one that’s gained a modicum of traction among consumers who view cars as the rapidly depreciating assets they are. “After wondering why anyone would spend $80,000 to $120,000 on a German or Japanese luxury car, I have come to the conclusion the world is full of idiots,” writes another Equus owner.
What hasn’t provoked much derision anymore is the notion of a $60,000-plus Hyundai.
Once the purveyor of cheap econoboxes rivalling the former Bloc-era Ladas, Dacias and Yugos, Hyundai has evolved into a full-range automaker with engineering chops.
Just don’t expect the Equus to make your neighbours green with envy. Configuration Launched in 1999, the original Equus ferried South Korean executives and government officials, usually in the hands of chauffeurs. Buoyed by the success of its Genesis luxury sedan, Hyundai elected to stretch that car’s rear-drive platform to create a more impressive mothership for selected markets, including Canada. Make no mistake, Hyundai’s “horse” is one big luxury liner. With its 11-cm-longer wheelbase, the allnew-for-2011 Equus offered more rear-seat legroom, headroom and shoulder room than the Lexus LS460 flagship and, if ordered as a four-seater, the rear buckets emulated multi-adjustable lounge chairs that heated, cooled and massaged their occupants.
Virtually every self-indulgent appointment known to man was available in the Equus. The quality of the design and materials rivalled that of the Asian brands, if not quite the European ones. Navigation, climate and entertainment information was displayed on a large LCD screen, while a knob and button array similar to Audi’s MMI controller proved easy to master.
The Equus came standard with the Genesis’s 4.6-L DOHC V8, good for 385 hp and 333 lb.-ft. of torque when running on premium fuel (regular fuel reduced output to 378 hp and 324 lb.-ft.). The engine was tied to a six-speed automatic transmission supplied by German cog maker ZF.
Cognizant that the carry-over drive-train felt a little taxed in the portly Equus, Hyundai upped the performance with a new direct-injected 5.0-L V8 for 2012. The “Tau” was based on the outgoing engine, but with a bigger bore and higher compression to yield 429 hp and 376 lb.-ft. of torque on mandatory premium fuel. The engine came bundled with a new eight-speed automatic transmission designed in-house.
The Equus earned a thorough midcycle refresh for 2014, including revised front and rear fascias, new 19inch alloy wheels and an all-new dashboard with crisper detailing. Stylists updated the shapes and layout of the centre-stack buttons and extended the wood veneer to the cabin’s full width.
Engineers massaged the car’s standard air suspension system with revised front bushings, and the driverselectable settings were made firmer in Sport mode and softer in Normal. Also added was a Snow mode to compensate for the fact the Equus had yet to offer all-wheel drive. Driving and owning the equus Devoid of any Hyundai badging — in South Korea it wears an awesome winged standup hood ornament — the Equus draws onlookers to guess at the car’s breeding, and invites comparison with the established luxury juggernauts, especially at red lights. In that arena, the Equus acquits itself nicely. Equipped with the original 4.6-L V8, it accelerates to highway velocity in 6.1 seconds; the larger 5.0 Tau is slightly quicker at 5.7 seconds. The numbers are comparable to the Lexus LS460, but larger engines in the German sedans can make short work of the Equus.
Beyond that, the big Hyundai impresses with a remarkably quiet interior and cushy, sophisticated ride quality courtesy of the air suspension system. For drivers who value luxury, the car delivers it in spades. Those craving a more sporting char- acter might want to look elsewhere.
“Body rolls. Not German for sure. If you like Lexus you will love this car; better value for the money. If you want German, save up for it,” advises one pilot online.
Where the Equus may have it over the European makers is in dependability. A number of owners reported that their Hyundai has proven to be more reliable than their former German iron, which can get expensive to maintain post-warranty.
There are few complaints online about mechanical faults in the Equus, though it should be noted that the model sells in tiny numbers in North America. The most common concern voiced by owners involves some instability at highway speeds. Owners talk about susceptibility to crosswinds and to tram-lining when the tires follow ruts in road surfaces. Alignment and tire issues appear to contribute to the problem. A few owners reported outright air-suspension system failures.
Beyond that, the quibbles are minor: an antiquated navigation system in early models (replaced by an improved system later on), leather surfaces that have worn too quickly, and a few uncharacteristic rattles.
Owners noted some Hyundai dealers haven’t yet learned to emulate the customer service habits of Lexus and other premium brands but the South Korean automaker is nothing if not a quick study. Tell us about your ownership experience with these models: Jeep Patriot and Honda CR-Z coupe. Email: toljagic@ca.inter.net.