The convenience and safety technologies in the car are impressive.

The smart cruise control, now with four following-distance settings, works as intended. Only once does it not latch onto the vehicle ahead, a semi on an uphill slope as we entered a dip.

The new lane-keep assist feature steers us back on our intended path, albeit unintentionally. Hyundai warns against taking hands off the wheel, as we did.

Hyundai one-ups Ford with an even easier automatic trunk – no more hopping on one foot. If built-in trunk sensors detect the car’s key fob for three seconds, in close proximity, the lid lifts. We have difficulty getting it to work, but several other journalists demo it precisely.

Average fuel economy in our V-6 AWD model is 25.3 mpg (9.3 L/100 km), well above the 19-mpg (12.4 L/100 km) EPA-estimated average and reflective of a largely highway route.

Our V-8 test car averages 19 mpg, a notch above its 18-mpg (13.1 L/100 km) estimate.

One slight disappointment with the ’15 Genesis is the interior design, which lacks the same impact as the car’s outside. However, superior ergonomics is one benefit of the lack of lots of swooping lines or offbeat angles.

Almost every button or knob is within easy reach of the driver, and Hyundai continues to make them nice and big for a better chance of contact on the first try.

The materials are all top-notch. Hyundai, along with sister brand Kia, quickly is becoming the leading mass-market producer of interiors, further evidenced by the ’14 Hyundai Equus and ’14 Kia Soul’s Ward’s 10 Best Interiors wins for 2014.

Our $52,450 3.8L AWD Genesis tester had the optional matte wood trim, part of the $3,500 Ultimate package. Its rich brown color contrasts nicely with beige leather seats.

The circular-knit material of the headliner covers the pillars, and grab bars are trimmed in aluminum.

Not surprisingly for a big sedan, comfort is high, with good shoulder and legroom in both the front and back seats. Headroom is cramped, however, in the outboard rear seats, due to the curvature of the roof. And the AWD-created hump makes middle-seat headroom tight, as well.

Storage spots are plentiful, with door pockets long and the center-console box deep.

Interior noise levels are low, not surprising as Hyundai says it spent a “tremendous” amount of time quelling cabin commotion via sealing, injecting foam and adding underbody panels.

The ’15 Genesis begins at $38,000, an awfully good deal when stacking it up against the least expensive German mid-large sedans. You can’t get into a 5-Series or E-Class for less than $49,500. The ’14 Cadillac CTS and ’14 Lexus GS, other intended competitors, start at $45,100 and $47,700, respectively.

The V-8 grade’s $51,500 price also is a steal, which is exactly what Hyundai will do with market share if it keeps this up.