Hyundai: Genesis News
02-11-2009, 02:08 PM
#2002
Oderint dum metuant.
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CHICAGO — Hyundai used the world stage of the 2009 Chicago Auto Show to introduce a stripped-down version of its new coupe, the 2010 Genesis Coupe R-Spec, aimed directly at the aftermarket tuner crowd.
The standard Hyundai Genesis Coupe has been reduced to a rear-wheel drive racer, with a 210-horsepower turbocharged four-cylinder engine mated to a six-speed manual transmission Brembo brakes and a limited-slip differential. Gone is the onboard trip computer, Bluetooth, cruise control, steering-wheel audio controls, and chrome interior trim.
Once that cost was taken out, features like 19-inch alloy wheels with Bridgestone Potenza RE050A summer performance tires (225/40R19 front, 245/40R19 rear) could be added back in. The R-Spec also gets a sport suspension with retuned springs and dampers along with front (25mm) and rear (22mm) sway bars and a strut tower brace. The upgraded Brembo brakes feature four-piston fixed calipers at each wheel, and the ventilated rotors measure 13.4 inches in front and 13 inches in back.
Features left intact include power windows, keyless entry and air-conditioning, plus a six-speaker audio system with a dedicated iPod hookup and leather-wrapped steering wheel.
The 2010Genesis Coupe R-Spec is priced at $23,750.
The standard Hyundai Genesis Coupe has been reduced to a rear-wheel drive racer, with a 210-horsepower turbocharged four-cylinder engine mated to a six-speed manual transmission Brembo brakes and a limited-slip differential. Gone is the onboard trip computer, Bluetooth, cruise control, steering-wheel audio controls, and chrome interior trim.
Once that cost was taken out, features like 19-inch alloy wheels with Bridgestone Potenza RE050A summer performance tires (225/40R19 front, 245/40R19 rear) could be added back in. The R-Spec also gets a sport suspension with retuned springs and dampers along with front (25mm) and rear (22mm) sway bars and a strut tower brace. The upgraded Brembo brakes feature four-piston fixed calipers at each wheel, and the ventilated rotors measure 13.4 inches in front and 13 inches in back.
Features left intact include power windows, keyless entry and air-conditioning, plus a six-speaker audio system with a dedicated iPod hookup and leather-wrapped steering wheel.
The 2010Genesis Coupe R-Spec is priced at $23,750.
Last edited by chill_dog; 02-11-2009 at 02:11 PM.
02-11-2009, 02:09 PM
#2003
Oderint dum metuant.
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CHICAGO — Rhys Millen Racing has been busy developing the Hyundai Genesis Coupe into one of the powerhouses in drift racing. The fruits of that collaboration with the Korean automaker were rolled out on Wednesday in the extreme form of the 550-horsepower RMR Red Bull Hyundai Genesis Coupe.
"We are applying everything we know about fabricating into building this car," said Millen in a statement, noting that weight saving was one of the mantras in the development of the car.
In a statement, Hyundai noted that the hood, deck lid, roof, doors, fenders, front fascia and side skirts are all built out of carbon fiber. "The carbon-fiber panels range from 50 percent to 80 percent lighter than the sheet metal they replaced," the automaker said.
Hyundai explained that the Genesis Coupe's uplevel 3.8-liter V6 engine "will be stroked to 4.1 liters and further enhanced by a Turbonetics turbocharger. An AEM engine management system will also be used. The engine will be mated to a HKS sequential transmission. The end result is a Genesis Coupe that will produce 550 horsepower and 520 pound-feet of torque."
The RMR Red Bull Hyundai Genesis Coupe gets a one-off paint scheme that combines blue, silver and unpainted black carbon fiber. Side skirts have functional flat rocker panels with ducts to pull air out from underneath the car. Other critical details include a rear diffuser, an APR GTC-500 rear wing and Aerocatch hood latches.
Hyundai said that Millen expects to race the 550-hp Genesis Coupe in the Pikes Peak International Hill Climb, the Formula Drift Professional Drifting Championship and at select Redline Time Attack series events in 2009.
"We are applying everything we know about fabricating into building this car," said Millen in a statement, noting that weight saving was one of the mantras in the development of the car.
In a statement, Hyundai noted that the hood, deck lid, roof, doors, fenders, front fascia and side skirts are all built out of carbon fiber. "The carbon-fiber panels range from 50 percent to 80 percent lighter than the sheet metal they replaced," the automaker said.
Hyundai explained that the Genesis Coupe's uplevel 3.8-liter V6 engine "will be stroked to 4.1 liters and further enhanced by a Turbonetics turbocharger. An AEM engine management system will also be used. The engine will be mated to a HKS sequential transmission. The end result is a Genesis Coupe that will produce 550 horsepower and 520 pound-feet of torque."
The RMR Red Bull Hyundai Genesis Coupe gets a one-off paint scheme that combines blue, silver and unpainted black carbon fiber. Side skirts have functional flat rocker panels with ducts to pull air out from underneath the car. Other critical details include a rear diffuser, an APR GTC-500 rear wing and Aerocatch hood latches.
Hyundai said that Millen expects to race the 550-hp Genesis Coupe in the Pikes Peak International Hill Climb, the Formula Drift Professional Drifting Championship and at select Redline Time Attack series events in 2009.
Last edited by chill_dog; 02-11-2009 at 02:12 PM.
02-11-2009, 02:14 PM
#2004
The sizzle in the Steak
...but then again I'd be leary of the the first year model of any car.
02-11-2009, 06:57 PM
#2006
Senior Moderator
and the 100K warranty doesn't transfer to the 2nd owner... only a 60K warranty. The 100K warranty is only good to the original purchaser. So they'll be cheap used, but if it's got over 60K miles, you're on your own...
02-11-2009, 10:41 PM
#2007
Senior Moderator
Press release for the R-Spec...
When the colors of your new turbocharged rear-wheel-drive sport coupe are named after international racing circuits, you'd better have the performance and confidence to back it up. Now, Hyundai is upping the ante by announcing an R-Spec version of the all-new 2010 Genesis Coupe, designed to appeal to true enthusiasts who want a low starting price and the ability to tune their car to their own specifications. R-Spec will be available as a mid-2010 model year introduction.
R-Spec provides genuine track-readiness in an affordable model. The R-Spec adds core performance equipment to the most affordable 2.0T model, such as: Track-tuned suspension, 19-inch gunmetal-finish alloy wheels with performance summer tires, Brembo(R) braking system, Torsen limited-slip differential, and R-Spec badging. To further reduce cost and weight, it also eliminates some non-essential convenience equipment such as: Bluetooth(R), automatic headlights, cruise control, trip computer, chrome interior accents and steering wheel audio controls. The Genesis Coupe R-Spec will be priced at $23,750 and $3,000 less than the 2.0T Track model, leaving tuners with extra cash for their own choice of aftermarket performance upgrades. Appropriately, the R-Spec will be available in three performance oriented exteriors colors: Karussell White, Bathurst Black and Tsukuba Red.
R-Spec equipment includes:
-- 2.0-liter low-pressure turbocharged intercooled four-cylinder engine with dual continuously variable valve timing delivering 210-hp, an estimated 30 mpg EPA highway rating and a top speed of 137 mph
-- 6-speed close-ratio manual transmission
-- Electronic Stability Control with Traction control, ABS, Electronic Brake-Force Distribution and Brake Assist
-- 19-inch gunmetal-finish alloy wheels with staggered-width high-performance summer-compound Bridgestone Potenza RE050A tires (225/40YR19 front, 245/40YR19 rear)
-- Brembo(R) braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
-- Track-tuned suspension (higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, front strut brace)
-- Torsen-type limited-slip differential
-- R-Spec badging
-- Quick-ratio hydraulic steering (2.7 turns lock-to-lock)
-- Tire Pressure Monitoring System
-- Front, side, side air curtain air bags
-- Active front head restraints
-- Driver's lumbar support
-- Air conditioning
-- Remote keyless entry system
-- Leather-wrapped steering wheel and shift knob
-- Power windows (one-touch up and down), door locks and mirrors
-- AM/FM/XM/MP3/CD audio system with six speakers
-- iPod/USB/Aux jack connectivity
-- Projector beam headlamps
-- Lightweight temporary spare with aluminum wheel (T135/80D18)
-- Note: Automatic transmission not available with R-Spec
R-Spec provides genuine track-readiness in an affordable model. The R-Spec adds core performance equipment to the most affordable 2.0T model, such as: Track-tuned suspension, 19-inch gunmetal-finish alloy wheels with performance summer tires, Brembo(R) braking system, Torsen limited-slip differential, and R-Spec badging. To further reduce cost and weight, it also eliminates some non-essential convenience equipment such as: Bluetooth(R), automatic headlights, cruise control, trip computer, chrome interior accents and steering wheel audio controls. The Genesis Coupe R-Spec will be priced at $23,750 and $3,000 less than the 2.0T Track model, leaving tuners with extra cash for their own choice of aftermarket performance upgrades. Appropriately, the R-Spec will be available in three performance oriented exteriors colors: Karussell White, Bathurst Black and Tsukuba Red.
R-Spec equipment includes:
-- 2.0-liter low-pressure turbocharged intercooled four-cylinder engine with dual continuously variable valve timing delivering 210-hp, an estimated 30 mpg EPA highway rating and a top speed of 137 mph
-- 6-speed close-ratio manual transmission
-- Electronic Stability Control with Traction control, ABS, Electronic Brake-Force Distribution and Brake Assist
-- 19-inch gunmetal-finish alloy wheels with staggered-width high-performance summer-compound Bridgestone Potenza RE050A tires (225/40YR19 front, 245/40YR19 rear)
-- Brembo(R) braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
-- Track-tuned suspension (higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, front strut brace)
-- Torsen-type limited-slip differential
-- R-Spec badging
-- Quick-ratio hydraulic steering (2.7 turns lock-to-lock)
-- Tire Pressure Monitoring System
-- Front, side, side air curtain air bags
-- Active front head restraints
-- Driver's lumbar support
-- Air conditioning
-- Remote keyless entry system
-- Leather-wrapped steering wheel and shift knob
-- Power windows (one-touch up and down), door locks and mirrors
-- AM/FM/XM/MP3/CD audio system with six speakers
-- iPod/USB/Aux jack connectivity
-- Projector beam headlamps
-- Lightweight temporary spare with aluminum wheel (T135/80D18)
-- Note: Automatic transmission not available with R-Spec
02-12-2009, 09:01 AM
#2008
Senior Moderator
Hmmm... the track model w/ leather seats and navigation (along with other stuff like cruise control, bluetooth, etc) might be worth the extra $3K.
But at only $1750 over the base model, the R-spec sounds like a bargain...
I hope traction control is able to be shut off, and the sunroof isn't required on both the track and R-spec models... The lack of a sunroof will save some weight and lower the center of gravity.
But at only $1750 over the base model, the R-spec sounds like a bargain...
I hope traction control is able to be shut off, and the sunroof isn't required on both the track and R-spec models... The lack of a sunroof will save some weight and lower the center of gravity.
02-12-2009, 06:51 PM
#2009
Burning Brakes
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Wow, Hyundai has grabbed my attention. I stopped by their website and saw the pricing. My mouth literally dropped when I saw that they were able to keep a fully loaded track model under $30K! And seeing the videos of that thing on the track are impressive. Definately deserves a good hard look.
02-20-2009, 04:09 PM
#2011
I drive a Subata.
iTrader: (1)
love is not complicated
02-25-2009, 08:29 PM
#2012
hail to the victors
2009 Hyundai Genesis: A Car Detroit Can Now Only Dream of Building?
http://blogs.motortrend.com/6459838/...ing/index.html
I'll let you into a little secret: the Hyundai Genesis came close to winning the 2009 Motor Trend Car of the Year title. You will recall Hyundai's big rear drive sedan secured votes from two of the COTY judging panel. But what you won't know is that it was the second choice of six of the judges. (In case of a tied vote, I ask each judge to nominate their top three cars, in order.) Counting first and second choice ballots, the Genesis nailed eight votes to the Nissan GT-R's 10. It was a very strong performance.
What cost the Genesis the COTY title was detail stuff, like the overwrought grille, the limited rearward travel of the front seats, and a ride that was deemed too jittery for a luxury car. Nit-picking, to be sure, but such is the nature of the COTY judging: the Infiniti G37's poorly matched clutch take-up and throttle tip-in, for example, robbed it of an almost certain COTY win in 2007, as the car was simply impossible to drive smoothly. (Nissan engineers later quietly changed the too-aggressive throttle calibration.)
The Genesis is a great car. And after a week at the wheel of a 4.6-liter V-8, I'm convinced it's only a few developmental tweaks away from being truly outstanding. My tester had fewer than 1000 miles on the odo, yet the engine felt crisp and smooth, and delivered impressive fuel economy -- 22 to 23mpg cruising at 80mph or so on the freeway. Overall noise levels are low, the equipment levels high, and the cabin oozes quietly understated quality.
So what would I change? Well, that grille for a start. Its center bar and the odd profile of the blades introduce a visually jarring vertical artifact to a front end graphic that is otherwise horizontal in nature. I'd like more linearity in the weighting of the steering (Hyundai, here's a tip: get a Jaguar XF onto your benchmarking fleet), and the front seats to be mounted lower to the floor and given longer runners.
It wasn't until I was idling through my local shopping mall parking lot that the likely cause of the Genesis' ride problem revealed itself over a couple of speed bumps -- the rear springs and shocks are way too stiff. I suspect Hyundai's engineers opted for the stiffer rear end in a bid to reduce the pronounced understeer noted by a number of Korean journalists driving their more softly sprung domestic market versions of the car. Whatever the reason, they've overcooked it -- you feel the Genesis' rear end pogoing on L.A.'s thumpety-thump freeways, and jiggling around almost everywhere else. It needs more compliance and better rebound control.
All of this stuff is easily fixed, though, and as Kim Reynolds noted in our COTY story: "...Deutschland's and Japan's brightest engineers ought to be sensing the hot breath of their South Korean counterparts on their necks right about now." But what of Detroit's brightest auto engineers?
The shocking reality dawned on me during the week: the Hyundai Genesis is a car that's perhaps now beyond the capability of GM, Ford, or Chrysler. All three, of course, are broke or mortgaged to the hilt, and fighting for survival. Large, rear drive luxury cars are therefore a low priority: GM has put the rear drive Cadillac STS/DTS replacement on hold, and axed the program to replace the quad-cam Northstar V-8; Ford's large rear drive sedans are built on a platform that was old-fashioned when it was introduced in 1978, and has stopped work on its new global rear drive architecture; Chrysler is eking out hand-me-down architecture from Mercedes-Benz.
But even if they had the money, all three Detroit automakers have effectively been out of the large rear drive luxury sedan business for so long now, I'm not sure any of them could build a car that would be demonstrably better than the Genesis in terms of smoothness, refinement, performance, or efficiency. And while a big Caddy or Lincoln or Chrysler may look more attractive than the Hyundai -- after all, Detroit still has some of the best designers in the business -- I doubt any of them would be better built, either.
America's automakers once owned this segment of the market; now, if they were to return, they'd be regarded as underdogs next to the Europeans, Japanese, and -- yes -- the Koreans. I guess that's what happens when you spend 30 years concentrating on churning out cheap, unsophisticated, yet highly profitable trucks, while allowing most of your car business to become globally irrelevant.
I'll let you into a little secret: the Hyundai Genesis came close to winning the 2009 Motor Trend Car of the Year title. You will recall Hyundai's big rear drive sedan secured votes from two of the COTY judging panel. But what you won't know is that it was the second choice of six of the judges. (In case of a tied vote, I ask each judge to nominate their top three cars, in order.) Counting first and second choice ballots, the Genesis nailed eight votes to the Nissan GT-R's 10. It was a very strong performance.
What cost the Genesis the COTY title was detail stuff, like the overwrought grille, the limited rearward travel of the front seats, and a ride that was deemed too jittery for a luxury car. Nit-picking, to be sure, but such is the nature of the COTY judging: the Infiniti G37's poorly matched clutch take-up and throttle tip-in, for example, robbed it of an almost certain COTY win in 2007, as the car was simply impossible to drive smoothly. (Nissan engineers later quietly changed the too-aggressive throttle calibration.)
The Genesis is a great car. And after a week at the wheel of a 4.6-liter V-8, I'm convinced it's only a few developmental tweaks away from being truly outstanding. My tester had fewer than 1000 miles on the odo, yet the engine felt crisp and smooth, and delivered impressive fuel economy -- 22 to 23mpg cruising at 80mph or so on the freeway. Overall noise levels are low, the equipment levels high, and the cabin oozes quietly understated quality.
So what would I change? Well, that grille for a start. Its center bar and the odd profile of the blades introduce a visually jarring vertical artifact to a front end graphic that is otherwise horizontal in nature. I'd like more linearity in the weighting of the steering (Hyundai, here's a tip: get a Jaguar XF onto your benchmarking fleet), and the front seats to be mounted lower to the floor and given longer runners.
It wasn't until I was idling through my local shopping mall parking lot that the likely cause of the Genesis' ride problem revealed itself over a couple of speed bumps -- the rear springs and shocks are way too stiff. I suspect Hyundai's engineers opted for the stiffer rear end in a bid to reduce the pronounced understeer noted by a number of Korean journalists driving their more softly sprung domestic market versions of the car. Whatever the reason, they've overcooked it -- you feel the Genesis' rear end pogoing on L.A.'s thumpety-thump freeways, and jiggling around almost everywhere else. It needs more compliance and better rebound control.
All of this stuff is easily fixed, though, and as Kim Reynolds noted in our COTY story: "...Deutschland's and Japan's brightest engineers ought to be sensing the hot breath of their South Korean counterparts on their necks right about now." But what of Detroit's brightest auto engineers?
The shocking reality dawned on me during the week: the Hyundai Genesis is a car that's perhaps now beyond the capability of GM, Ford, or Chrysler. All three, of course, are broke or mortgaged to the hilt, and fighting for survival. Large, rear drive luxury cars are therefore a low priority: GM has put the rear drive Cadillac STS/DTS replacement on hold, and axed the program to replace the quad-cam Northstar V-8; Ford's large rear drive sedans are built on a platform that was old-fashioned when it was introduced in 1978, and has stopped work on its new global rear drive architecture; Chrysler is eking out hand-me-down architecture from Mercedes-Benz.
But even if they had the money, all three Detroit automakers have effectively been out of the large rear drive luxury sedan business for so long now, I'm not sure any of them could build a car that would be demonstrably better than the Genesis in terms of smoothness, refinement, performance, or efficiency. And while a big Caddy or Lincoln or Chrysler may look more attractive than the Hyundai -- after all, Detroit still has some of the best designers in the business -- I doubt any of them would be better built, either.
America's automakers once owned this segment of the market; now, if they were to return, they'd be regarded as underdogs next to the Europeans, Japanese, and -- yes -- the Koreans. I guess that's what happens when you spend 30 years concentrating on churning out cheap, unsophisticated, yet highly profitable trucks, while allowing most of your car business to become globally irrelevant.
02-25-2009, 08:44 PM
#2013
Hyundai Genesis Coupe is now Stateside.
Some were being unloaded at a dealer Georgia and California.
The 2.0 Turbo will be available later this year.
This is the full price range or the suggested retail price.
Originally Posted by dealer press release info
"Genesis sedan has set a new benchmark for the $35,000-$40,000 premium sedan, and we think Genesis Coupe will do the same in the sport coupe segment," Krafcik said. "From our 30-mpg 2.0T with its low-pressure intercooled 4-cylinder turbo, to the 3.8 Track model with an estimated 310-hp and Brembo braking system, Genesis Coupe offers a wide range of powertrain and performance choices for driving enthusiasts of all stripes."
There are seven basic Genesis Coupe configurations:
- 2.0T
- 2.0T Premium
- 2.0T Track (6-speed manual transmission only)
- 2.0T R-Spec (late availability, 6-speed manual transmission only)
- 3.8
- 3.8 Grand Touring
- 3.8 Track
GENESIS COUPE 2.0T: A MORE EFFICIENT TAKE ON THE REAR-WHEEL DRIVE SPORT COUPE
Standard equipment includes:
- 2.0-liter, low-pressure, turbocharged, intercooled 4-cylinder engine with dual continuously variable valve timing delivering an estimated 210-hp (regular), estimated 220 hp (premium), an estimated 223 ft-lbs of torque (at just 2,000 rpm), an estimated 30 mpg EPA highway rating and an estimated top speed of 137 mph
- M6VR1 6-speed manual transmission (Optional: A5SR1 5-speed electronic automatic transmission with lockup torque converter and steering wheel-mounted paddle-shift Shiftronic controls)
- 18-inch Euroflange alloy wheels with staggered Bridgestone Potenza RE92A tires (P225/45VR18 front, P245/45VR18 rear)
- Electronic Stability Control with ABS, Electronic Brake-Force Distribution and Brake Assist
- 12.6-inch ventilated front rotors with 60mm single piston floating caliper
- 12.4-inch solid rear rotors with 43mm single piston floating caliper
- Sport-tuned MacPherson strut dual-link front suspension and five-link rear independent suspension, 24mm front stabilizer bar, 19mm rear stabilizer bar
- Strut brace
- Quick-ratio hydraulic steering (2.7 turns lock-to-lock)
- Tire Pressure Monitoring System
- Front, side, side air curtain air bags
- Active front head restraints
- Driver's lumbar support
- Black-out front lower fascia
- Trip computer
- Air conditioning
- Satin silver and chrome interior accents
- Keyless entry system
- Leather-wrapped steering wheel and shift knob
- Power windows (one-touch up and down), door locks and mirrors
- AM/FM/XM/CD audio system with six speakers
- USB/iPod/Aux jack connectivity
- Steering wheel audio controls
- Cruise control
- Projector beam headlamps with auto light control
- Integrated Bluetooth including steering wheel controls
- Temporary spare with steel wheel (T135/90D17)
The 2.0T Premium model adds or substitutes:
- Power driver seat
- 360-watt AM/FM/XM/CD-changer Infinity premium audio system with 10 speakers including DVC subwoofer, eight-channel external amplifier, and diversity antenna
- Smart Key with push-button start
- Electrochromic mirror with HomeLink and compass
- Sunroof
- Navigation system (mid-year availability)
The factory-tuned 2.0T Track model builds from the 2.0T Premium, adding/substituting:
- 19-inch Euroflange gunmetal finish alloy wheels with staggered high-performance summer-compound Bridgestone Potenza RE050A tires (P225/40YR19 front, P245/40YR19 rear)
- Unique Brembo braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
- Unique track-tuned suspension, higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, strut brace
- Torsen-type limited-slip differential
- Black leather bolster seats with high-friction red cloth insert
- Aluminum pedals
- Aero windshield wipers
- Rear spoiler
- Xenon HID headlamps
- Fog lamps
- Lightweight temporary spare with aluminum wheel (T135/80D18)
- Navigation system (mid-year availability)
- Note: Automatic transmission not available with 2.0T Track
Later in the model year, a tuner-focused performance model, R-Spec, will arrive at Hyundai dealerships. Genesis Coupe R-Spec is meant to be the ultimate upgradeable, affordable, turbocharged rear-wheel drive performance platform. R-Spec equipment includes:
- 2.0-liter low-pressure turbocharged intercooled four-cylinder engine with dual continuously variable valve timing delivering an estimated 210-hp (regular), estimated 220-hp (premium), an estimated 30 mpg EPA highway rating and an estimated top speed of 137 mph
- 6-speed manual transmission
- Electronic Stability Control with ABS, Electronic Brake-Force Distribution and Brake Assist
- 19-inch Euroflange gunmetal finish alloy wheels with staggered high-performance summer-compound Bridgestone Potenza RE050A tires (P225/40YR19 front, P245/40YR19 rear)
- Brembo braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
- Track model suspension tuning (higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, strut brace)
- Torsen-type limited-slip differential
- Quick-ratio hydraulic steering (2.7 turns lock-to-lock)
- Tire Pressure Monitoring System
- Front, side, side air curtain air bags
- Active front head restraints
- Driver's lumbar support
- Air conditioning
- Keyless entry system
- Leather-wrapped steering wheel and shift knob
- Power windows (one-touch up and down), door locks and mirrors
- AM/FM/XM/CD audio system with six speakers
- USB/iPod/Aux jack connectivity
- Projector beam headlamps
- Lightweight temporary spare with aluminum wheel (T135/80D18)
- Note: Automatic transmission not available with R-Spec
GENESIS 3.8: 310 HORSEPOWER AND STANDARD LEATHER INTERIOR - A NEW BENCHMARK FOR PERFORMANCE AND REFINEMENT IN ITS CLASS
Standard equipment includes 2.0T equipment, and adds or substitutes:
- 3.8L DOHC V6 engine with dual continuously variable valve timing delivering an estimated 306-hp (regular), 310-hp (premium), and a top speed of 149 mph
- M6VR2 6-speed manual transmission (Optional: ZF 6HP19 6-speed electronic automatic with lockup torque converter and steering wheel-mounted paddle-shift Shiftronic controls)
- Black leather seats
- Fully automatic temperature control
- Premium door sill plates
- Chrome front fascia accents
In addition to 3.8 equipment, the 3.8 Grand Touring adds or substitutes:
- Unique brown leather seat interior environment
- Power driver seat
- Heated driver and passenger seat
- 360-watt AM/FM/XM/CD-changer Infinity premium audio system with 10 speakers including DVC subwoofer, eight-channel external amplifier, and diversity antenna
- Smart Key with push-button start
- Xenon HID headlamps
- Electrochromic mirror with HomeLink and compass
- Heated mirrors with outside turn signal indicators
- Backup warning system
- Sunroof
- Navigation system (mid-year availability)
The factory-tuned 3.8 Track model deletes backup warning system and chrome front fascia accents from the Grand Touring model, and adds or substitutes:
- Black leather seats
- 19-inch Euroflange gunmetal finish alloy wheels with staggered high-performance summer-compound Bridgestone Potenza RE050A tires (P225/40YR19 front, P245/40YR19 rear)
- Unique Brembo braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
- Unique track-tuned suspension, higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, strut brace
- Torsen-type limited-slip differential
- Aluminum pedals
- Aero windshield wipers
- Rear spoiler
- Black-out front lower fascia
- Xenon HID headlamps
- Fog lamps
- Lightweight temporary spare with aluminum wheel (T135/80D18)
Genesis Coupe will be available in nine exterior colors:
- Karussell White
- Bathurst Black
- Silverstone
- Nordschleife Gray
- Acqua Minerale Blue
- Tsukuba Red
- Mirabeau Blue
- Lime Rock Green
- Interlagos Yellow
The 2.0 Turbo will be available later this year.
This is the full price range or the suggested retail price.
Originally Posted by dealer press release info
"Genesis sedan has set a new benchmark for the $35,000-$40,000 premium sedan, and we think Genesis Coupe will do the same in the sport coupe segment," Krafcik said. "From our 30-mpg 2.0T with its low-pressure intercooled 4-cylinder turbo, to the 3.8 Track model with an estimated 310-hp and Brembo braking system, Genesis Coupe offers a wide range of powertrain and performance choices for driving enthusiasts of all stripes."
There are seven basic Genesis Coupe configurations:
- 2.0T
- 2.0T Premium
- 2.0T Track (6-speed manual transmission only)
- 2.0T R-Spec (late availability, 6-speed manual transmission only)
- 3.8
- 3.8 Grand Touring
- 3.8 Track
GENESIS COUPE 2.0T: A MORE EFFICIENT TAKE ON THE REAR-WHEEL DRIVE SPORT COUPE
Standard equipment includes:
- 2.0-liter, low-pressure, turbocharged, intercooled 4-cylinder engine with dual continuously variable valve timing delivering an estimated 210-hp (regular), estimated 220 hp (premium), an estimated 223 ft-lbs of torque (at just 2,000 rpm), an estimated 30 mpg EPA highway rating and an estimated top speed of 137 mph
- M6VR1 6-speed manual transmission (Optional: A5SR1 5-speed electronic automatic transmission with lockup torque converter and steering wheel-mounted paddle-shift Shiftronic controls)
- 18-inch Euroflange alloy wheels with staggered Bridgestone Potenza RE92A tires (P225/45VR18 front, P245/45VR18 rear)
- Electronic Stability Control with ABS, Electronic Brake-Force Distribution and Brake Assist
- 12.6-inch ventilated front rotors with 60mm single piston floating caliper
- 12.4-inch solid rear rotors with 43mm single piston floating caliper
- Sport-tuned MacPherson strut dual-link front suspension and five-link rear independent suspension, 24mm front stabilizer bar, 19mm rear stabilizer bar
- Strut brace
- Quick-ratio hydraulic steering (2.7 turns lock-to-lock)
- Tire Pressure Monitoring System
- Front, side, side air curtain air bags
- Active front head restraints
- Driver's lumbar support
- Black-out front lower fascia
- Trip computer
- Air conditioning
- Satin silver and chrome interior accents
- Keyless entry system
- Leather-wrapped steering wheel and shift knob
- Power windows (one-touch up and down), door locks and mirrors
- AM/FM/XM/CD audio system with six speakers
- USB/iPod/Aux jack connectivity
- Steering wheel audio controls
- Cruise control
- Projector beam headlamps with auto light control
- Integrated Bluetooth including steering wheel controls
- Temporary spare with steel wheel (T135/90D17)
The 2.0T Premium model adds or substitutes:
- Power driver seat
- 360-watt AM/FM/XM/CD-changer Infinity premium audio system with 10 speakers including DVC subwoofer, eight-channel external amplifier, and diversity antenna
- Smart Key with push-button start
- Electrochromic mirror with HomeLink and compass
- Sunroof
- Navigation system (mid-year availability)
The factory-tuned 2.0T Track model builds from the 2.0T Premium, adding/substituting:
- 19-inch Euroflange gunmetal finish alloy wheels with staggered high-performance summer-compound Bridgestone Potenza RE050A tires (P225/40YR19 front, P245/40YR19 rear)
- Unique Brembo braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
- Unique track-tuned suspension, higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, strut brace
- Torsen-type limited-slip differential
- Black leather bolster seats with high-friction red cloth insert
- Aluminum pedals
- Aero windshield wipers
- Rear spoiler
- Xenon HID headlamps
- Fog lamps
- Lightweight temporary spare with aluminum wheel (T135/80D18)
- Navigation system (mid-year availability)
- Note: Automatic transmission not available with 2.0T Track
Later in the model year, a tuner-focused performance model, R-Spec, will arrive at Hyundai dealerships. Genesis Coupe R-Spec is meant to be the ultimate upgradeable, affordable, turbocharged rear-wheel drive performance platform. R-Spec equipment includes:
- 2.0-liter low-pressure turbocharged intercooled four-cylinder engine with dual continuously variable valve timing delivering an estimated 210-hp (regular), estimated 220-hp (premium), an estimated 30 mpg EPA highway rating and an estimated top speed of 137 mph
- 6-speed manual transmission
- Electronic Stability Control with ABS, Electronic Brake-Force Distribution and Brake Assist
- 19-inch Euroflange gunmetal finish alloy wheels with staggered high-performance summer-compound Bridgestone Potenza RE050A tires (P225/40YR19 front, P245/40YR19 rear)
- Brembo braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
- Track model suspension tuning (higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, strut brace)
- Torsen-type limited-slip differential
- Quick-ratio hydraulic steering (2.7 turns lock-to-lock)
- Tire Pressure Monitoring System
- Front, side, side air curtain air bags
- Active front head restraints
- Driver's lumbar support
- Air conditioning
- Keyless entry system
- Leather-wrapped steering wheel and shift knob
- Power windows (one-touch up and down), door locks and mirrors
- AM/FM/XM/CD audio system with six speakers
- USB/iPod/Aux jack connectivity
- Projector beam headlamps
- Lightweight temporary spare with aluminum wheel (T135/80D18)
- Note: Automatic transmission not available with R-Spec
GENESIS 3.8: 310 HORSEPOWER AND STANDARD LEATHER INTERIOR - A NEW BENCHMARK FOR PERFORMANCE AND REFINEMENT IN ITS CLASS
Standard equipment includes 2.0T equipment, and adds or substitutes:
- 3.8L DOHC V6 engine with dual continuously variable valve timing delivering an estimated 306-hp (regular), 310-hp (premium), and a top speed of 149 mph
- M6VR2 6-speed manual transmission (Optional: ZF 6HP19 6-speed electronic automatic with lockup torque converter and steering wheel-mounted paddle-shift Shiftronic controls)
- Black leather seats
- Fully automatic temperature control
- Premium door sill plates
- Chrome front fascia accents
In addition to 3.8 equipment, the 3.8 Grand Touring adds or substitutes:
- Unique brown leather seat interior environment
- Power driver seat
- Heated driver and passenger seat
- 360-watt AM/FM/XM/CD-changer Infinity premium audio system with 10 speakers including DVC subwoofer, eight-channel external amplifier, and diversity antenna
- Smart Key with push-button start
- Xenon HID headlamps
- Electrochromic mirror with HomeLink and compass
- Heated mirrors with outside turn signal indicators
- Backup warning system
- Sunroof
- Navigation system (mid-year availability)
The factory-tuned 3.8 Track model deletes backup warning system and chrome front fascia accents from the Grand Touring model, and adds or substitutes:
- Black leather seats
- 19-inch Euroflange gunmetal finish alloy wheels with staggered high-performance summer-compound Bridgestone Potenza RE050A tires (P225/40YR19 front, P245/40YR19 rear)
- Unique Brembo braking system with 13.4-inch ventilated front rotors, 42mm four-piston fixed front calipers (red), 13.0-inch ventilated rear rotors, 32mm+28mm four-piston fixed rear calipers (red)
- Unique track-tuned suspension, higher-rate coil springs, higher-control shock absorbers, 25mm front stabilizer bar, 22mm rear stabilizer bar, strut brace
- Torsen-type limited-slip differential
- Aluminum pedals
- Aero windshield wipers
- Rear spoiler
- Black-out front lower fascia
- Xenon HID headlamps
- Fog lamps
- Lightweight temporary spare with aluminum wheel (T135/80D18)
Genesis Coupe will be available in nine exterior colors:
- Karussell White
- Bathurst Black
- Silverstone
- Nordschleife Gray
- Acqua Minerale Blue
- Tsukuba Red
- Mirabeau Blue
- Lime Rock Green
- Interlagos Yellow
Last edited by DeMAN; 02-25-2009 at 08:48 PM.
02-26-2009, 12:23 AM
#2016
Punk Rocker
I think the new CTS proves that GM can build a very competent rear drive luxury platform. Whether they will be able to financially compete with the amount of overhead they have is anybody's guess....
02-26-2009, 01:27 AM
#2017
I drive a Subata.
iTrader: (1)
^ I doubt they can fix their financial hardships...
02-26-2009, 01:35 AM
#2018
You'll Never Walk Alone
iTrader: (1)
Join Date: Jun 2005
Location: Vancouver, BC, Canada
Age: 37
Posts: 9,492
Received 834 Likes
on
518 Posts
Not sure if this has been posted before, but Car and Driver tested both the 2.0T and 3.8L Genesis coupe, and here are some numbers:
http://www.caranddriver.com/reviews/..._3_8_road_test
Price as tested: $30k
Hp: 306
Torque: 266
Weight: 3484:
Weight dist: 55/45
0-60: 5.7s
0-100: 14.3s
1/4 mile: 14.3@100mph
Braking 70-0: 162ft
Skidpad: 0.87g
Here here's the 2.0T:
http://www.caranddriver.com/reviews/...take_road_test
Price as tested: $27.5k
Hp: 210
Torque: 223
Weight: 3380:
Weight dist: N/A
0-60: 7.0s
0-100: 18s
1/4 mile: 15.3@92mph
Braking 70-0: 161ft
Skidpad: 0.88g
Both cars seem to slow given their output. A TSX with less hp and much less torque can accelerate faster than the 2.0T model (6.7s for 0-60mph, and trap a bit higher in the 1/4 mile). And when you put it against the Audi A4 2.0T, there's simply no comparison as it will hit 0-60 in less than 6 seconds and covers the 1/4 mile in less than 14.5s. Then the 3.8L model, the Z would pretty much annihilates it as it's almost one second faster for both 0-60 and 1/4 mile, and traps at a much higher speed. There's also no comparison in skidpad grip. And the weight distribution seems to be not so good for a FR sports coupe.
I guess the good thing is for the 2.0T it uses pretty much the same engine as the Evo and according to C&D it should be relatively cheap and easy 300hp out of it. Also the price seems to be its biggest selling point, but once you load both models up, I don't think they are that cheap. I guess it's not a bad car but everyone was saying how great this car is going to be and stuff, and so I expect much more - Z performance at its current price (ie, 0-60 in less than 5s, 1/4 mile in the mid 13's, grip above 0.9g, $30k as tested). I mean, is that engine overrated or something? 300+hp, 3500lb, RWD, and 6MT, I thought it would hit the 1/4 mile in less than 13's for sure, considering that the G35, IS350, are capable of that with even more weight. Even the 3G TL-S with 20 less hp and FWD is faster. What's wrong?
The Genesis coupe doesn't seem to be much of a bargain now IMO, it's certainly cheaper than a Z, but it's also giving up quite a bit of speed to it.
http://www.caranddriver.com/reviews/..._3_8_road_test
Price as tested: $30k
Hp: 306
Torque: 266
Weight: 3484:
Weight dist: 55/45
0-60: 5.7s
0-100: 14.3s
1/4 mile: 14.3@100mph
Braking 70-0: 162ft
Skidpad: 0.87g
Here here's the 2.0T:
http://www.caranddriver.com/reviews/...take_road_test
Price as tested: $27.5k
Hp: 210
Torque: 223
Weight: 3380:
Weight dist: N/A
0-60: 7.0s
0-100: 18s
1/4 mile: 15.3@92mph
Braking 70-0: 161ft
Skidpad: 0.88g
Both cars seem to slow given their output. A TSX with less hp and much less torque can accelerate faster than the 2.0T model (6.7s for 0-60mph, and trap a bit higher in the 1/4 mile). And when you put it against the Audi A4 2.0T, there's simply no comparison as it will hit 0-60 in less than 6 seconds and covers the 1/4 mile in less than 14.5s. Then the 3.8L model, the Z would pretty much annihilates it as it's almost one second faster for both 0-60 and 1/4 mile, and traps at a much higher speed. There's also no comparison in skidpad grip. And the weight distribution seems to be not so good for a FR sports coupe.
I guess the good thing is for the 2.0T it uses pretty much the same engine as the Evo and according to C&D it should be relatively cheap and easy 300hp out of it. Also the price seems to be its biggest selling point, but once you load both models up, I don't think they are that cheap. I guess it's not a bad car but everyone was saying how great this car is going to be and stuff, and so I expect much more - Z performance at its current price (ie, 0-60 in less than 5s, 1/4 mile in the mid 13's, grip above 0.9g, $30k as tested). I mean, is that engine overrated or something? 300+hp, 3500lb, RWD, and 6MT, I thought it would hit the 1/4 mile in less than 13's for sure, considering that the G35, IS350, are capable of that with even more weight. Even the 3G TL-S with 20 less hp and FWD is faster. What's wrong?
The Genesis coupe doesn't seem to be much of a bargain now IMO, it's certainly cheaper than a Z, but it's also giving up quite a bit of speed to it.
02-26-2009, 01:54 AM
#2019
I drive a Subata.
iTrader: (1)
niceeeeeeeeeee
02-26-2009, 05:37 AM
#2021
Race Director
...they do? I've yet to see any GM, Ford or Chyrsler win some beauty pagent. Sure, better than Hyundai, but looks wise that's not saying much.
02-26-2009, 06:00 AM
#2022
I'm the Firestarter
02-26-2009, 07:35 AM
#2024
Safety Car
The World Better Watch Out
Detroit has something to prove & those are the types of people I tend to watch out for. The Chevy Malibu & the Ford Fusion Hybrid have been getting some really good reviews lately & I suspect that that is just the beginning of the turnaround ... not too sure what Chrysler is up to, tho.
The grille of the Genesis bugs me more than the Power Plenum ... that still looks like it is the vertebrae of some sci-fi monster ...
The grille of the Genesis bugs me more than the Power Plenum ... that still looks like it is the vertebrae of some sci-fi monster ...
02-26-2009, 10:26 AM
#2027
2010 Hyundai Genesis Coupe 3.8 Track
http://www.edmunds.com/insideline/do...hotopanel..1.*
Hyundai Builds a Rear-Drive GT
By Erin Riches, Senior Editor
Date posted: 02-24-2009
Our 2010 Hyundai Genesis Coupe 3.8 Track is painted Bathurst Black. That's Bathurst as in Bathurst 1000, a 620-mile (1,000-km) race on Australia's Mount Panorama Circuit, a 3.9-mile road course with 23 turns, grades of up to 16 percent and a 1.2-mile-long straightaway named Conrod Straight after a spectacular engine failure endured by racer Frank Kleinig in 1939.
Only heavily modified Ford Falcons and Holden Commodores in the V8 Supercar series (Australia's take on NASCAR) race at Bathurst today, so there's no obvious connection to the unassuming black clearcoat on our V6-equipped 2010 Hyundai Genesis Coupe 3.8 Track.
But as we drive the 2010 Hyundai Genesis Coupe, we can imagine Hyundai's chassis engineers fine-tuning the ride and handling of their first rear-wheel-drive coupe on the demanding Bathurst circuit. Probably the cost constraints of building a $30,000 car don't allow for working holidays Down Under. Yet the 2010 Genesis Coupe isn't some soggy two-door version of the Hyundai Genesis luxury sedan.
Instead you'll find a very capable chassis underneath the 2010 Hyundai Genesis Coupe 3.8 Track's arresting bodywork. Hyundai's sport coupe might not be track-ready out of the box, but it doesn't wither when we pitch it into Bathurst-like turns on lumpy two-lane roads.
More GT Than Track
Of course, with "Track" in its name, you expect the 2010 Hyundai Genesis Coupe 3.8 Track to have an edge to it, as if its chassis has been tuned to the limits of its potential.
But on back roads and at our test track, our Bathurst Black coupe is easygoing almost to a fault. Perhaps Hyundai executives weren't quite comfortable with the idea of sending a true track-day weapon down the assembly line. After all, even in basic trim, the 2010 Genesis Coupe is the highest-performance car the company has ever built.
So think of the Track, which is the top trim level on U.S.-market 2010 Hyundai Genesis Coupes, as a sport package. For a starting price of $30,250, our 3.8 Track comes with higher-rate springs, firmer dampers and stiffer antiroll bars than the base Genesis 3.8 and 3.8 Grand Touring models. And then there are the 19-inch wheels with 225/40R19 front and 245/40R19 rear Bridgestone Potenza RE050A summer tires, a Brembo brake kit with fixed four-piston calipers at each corner, a Torsen limited-slip rear differential, and a front strut-tower brace.
Come late March, you'll also be able to get the 2.0T Track, which combines all of the above with the turbocharged four-cylinder engine, or the Genesis R-Spec coupe ($24,500), which is a 2.0T Track, less trivialities like a sunroof, spoiler, foglights, Bluetooth, cruise control, trip computer and metallic interior trim.
Poking Its Soft Underbelly
The R-Spec will be the lightest of the 2010 Hyundai Genesis Coupes and as such, likely the best starting point for track use.
Yet the first thing we notice about our 3.8 Track coupe is just how light and unencumbered it feels transitioning through turns on Lake Hughes Road. Remember we're talking about a rear-drive V6 coupe with a 111-inch wheelbase, a 63-inch front track and a 63.6-inch rear track.
It tips Inside Line's scales at 3,488 pounds versus the 3,549 pounds we quoted for the Korean-market version. The similarly sized Infiniti G37 weighs 3,715, while the Nissan 370Z, which is 15 inches shorter, weighs 3,359 pounds.
Compared to not only these coupes but also the similarly priced BMW 128i, the 2010 Hyundai Genesis Coupe 3.8 Track reacts to your inputs in slower, softer fashion. Although decently weighted for most situations, the steering feels a bit dull and overboosted when you're running hard. And although the Genesis coupe's 68.2-mph slalom speed is respectable, the others range from 1 mph faster through the cones (128i) to a full 3 mph faster (G37).
Similarly, the 3.8 Track coupe's Brembo brakes are effective, stopping the coupe in 111 feet from 60 mph at our test track. However, pedal bite is less immediate than we'd like on a car with those famous red calipers.
Can't Keep a Good Car Down
Still, there's no denying that this 2010 Hyundai Genesis Coupe turns in like no other Hyundai before it, and does so with far less body roll besides.
There's also no denying that the Genesis coupe is simply a fun car. From the laterally supportive driver seat, you can tell there's ample front-tire grip, so you get back on the throttle early to tease out the tail. Certainly, you can throttle-steer any rear-wheel-drive car, but not many make it feel this accessible and safe.
We think of Bathurst as the Genesis coupe stays composed over midcorner bumps. Our test car doesn't fidget much over the grooved concrete slabs of L.A. freeways, either — an about-face from the poor ride we observed on Korean highways. Perhaps these Bridgestones are better than the KDM Hankooks. Or perhaps Hyundai has retuned the suspension.
Excellent sight lines are rare in coupes, yet the Genesis has a good view in all directions, so no excuses for not looking far down the road and no need for the 3.8 Grand Touring's back-up sensors. Were it not for the lack of a telescoping steering wheel, the driving position would be perfect, too.
Hyundai's 3.8-Liter V6 Reinvented
Although it's agreeable enough in the Azera and the Genesis sedan, we never would have imagined that Hyundai's workaday 3.8-liter V6 could work in a performance car. But it does. And in addition to a long, flat torque band, it has a big, hairy, lovable exhaust note.
Of course, 306 horsepower at 6,300 rpm and 266 pound-feet of torque at 4,700 rpm don't come free, and Hyundai has made extensive changes to its double-overhead-cam V6.
As in the Genesis sedan, this V6 has variable intake and exhaust valve timing and a two-stage intake manifold. However, Hyundai altered the intake to meet the tidier packaging requirements and higher performance thresholds for the 2010 Genesis Coupe. The new exhaust system is less restrictive, and the engine calibration is revised, undoubtedly to improve top-end performance.
In addition, the crankshaft and connecting rods are lighter, benefiting both performance and fuel-efficiency. To help the engine withstand nontraditional Hyundai drivers, wider crankshaft journals, a thicker engine block and piston-cooling oil jets have also been fitted.
The V6 comes with either a six-speed manual or a six-speed automatic transmission. You can rip off snappy downshifts with the manual gearbox, and what it lacks in direct mechanical feel, it makes up for in day-to-day ease of use.
But Hyundai Doesn't Quite Trust Us
At our test track, the 2010 Hyundai Genesis Coupe 3.8 Track hits 60 mph in 6.4 seconds (or 6.1 seconds with 1 foot of rollout as on a drag strip) and goes through the quarter-mile in 14.5 seconds at 97.9 mph.
Those numbers are fine, but short of Hyundai's "under 6 seconds" 0-60 claim and suspiciously pokey for a car with more than 300 hp. The overweight G37 is over half a second quicker through the quarter-mile at 13.8 seconds at 102 mph, even with 330 hp at its command. Also consider that the 128i, which is 300 pounds lighter than the Genesis but down 76 hp, easily keeps up, recording a 14.3-second quarter-mile at 96.5 mph.
It's impossible to say exactly why the Genesis coupe isn't putting up better numbers. But we do know that there's a torque-reduction feature on this car that would suck some of the fun out of Conrod Straight. Accelerate hard in 1st gear and then do a hard upshift to 2nd at or just before the marked 6,500-rpm redline. You'll get your upshift, but as the revs drop back, you'll feel an additional, artificial cut in power. It lasts for about 3 seconds.
Hyundai says this is a drivetrain protection measure that's triggered at 6,800 rpm (the engine's true redline). However, the car's tachometer lags behind actual engine rpm, so it takes trial and error to find a shift point that keeps you out of the protection zone. Oddly enough, you don't get any intervention until you actually complete your upshift — you can ride the engine to the rev limiter with impunity.
"There's some talk about minimizing the delay, so that it's maybe just a second, but nothing has been signed off," Miles Johnson, Hyundai communications manager, tells us. "The car is going to market with the 3-second calibration."
Even a 1-second delay compromises acceleration, though. Moreover, the automatic torque reduction makes it difficult to get a smooth gearchange at even two-thirds throttle, as it exacerbates the drivetrain lash already present due to the Genesis coupe's soft engine mounts.
Seriously Good for $30K
Although the 2010 Hyundai Genesis Coupe 3.8 Track's torque-reduction feature drives us up the wall, it's hardly surprising that automakers' executives are nervous given the recent controversy surrounding the Nissan GT-R's transmission.
And, really, this is the one major flaw on a car that's otherwise easy to drive quickly on back roads, yet refined enough not to be annoying during your commute. Would we prefer sharper overall reflexes? Definitely, and the aftermarket should see to that.
It's also true that we might ultimately prefer the more athletic engine and purer handling of the BMW 128i. But it would probably be tougher to get a 128i the way we want it (i.e., with the Sport package) without straying from the $30,000 mark. And for $30K, there isn't a better rear-drive sport coupe than the 2010 Hyundai Genesis Coupe 3.8 Track. Well, at least not until we try the R-Spec.
By Erin Riches, Senior Editor
Date posted: 02-24-2009
Our 2010 Hyundai Genesis Coupe 3.8 Track is painted Bathurst Black. That's Bathurst as in Bathurst 1000, a 620-mile (1,000-km) race on Australia's Mount Panorama Circuit, a 3.9-mile road course with 23 turns, grades of up to 16 percent and a 1.2-mile-long straightaway named Conrod Straight after a spectacular engine failure endured by racer Frank Kleinig in 1939.
Only heavily modified Ford Falcons and Holden Commodores in the V8 Supercar series (Australia's take on NASCAR) race at Bathurst today, so there's no obvious connection to the unassuming black clearcoat on our V6-equipped 2010 Hyundai Genesis Coupe 3.8 Track.
But as we drive the 2010 Hyundai Genesis Coupe, we can imagine Hyundai's chassis engineers fine-tuning the ride and handling of their first rear-wheel-drive coupe on the demanding Bathurst circuit. Probably the cost constraints of building a $30,000 car don't allow for working holidays Down Under. Yet the 2010 Genesis Coupe isn't some soggy two-door version of the Hyundai Genesis luxury sedan.
Instead you'll find a very capable chassis underneath the 2010 Hyundai Genesis Coupe 3.8 Track's arresting bodywork. Hyundai's sport coupe might not be track-ready out of the box, but it doesn't wither when we pitch it into Bathurst-like turns on lumpy two-lane roads.
More GT Than Track
Of course, with "Track" in its name, you expect the 2010 Hyundai Genesis Coupe 3.8 Track to have an edge to it, as if its chassis has been tuned to the limits of its potential.
But on back roads and at our test track, our Bathurst Black coupe is easygoing almost to a fault. Perhaps Hyundai executives weren't quite comfortable with the idea of sending a true track-day weapon down the assembly line. After all, even in basic trim, the 2010 Genesis Coupe is the highest-performance car the company has ever built.
So think of the Track, which is the top trim level on U.S.-market 2010 Hyundai Genesis Coupes, as a sport package. For a starting price of $30,250, our 3.8 Track comes with higher-rate springs, firmer dampers and stiffer antiroll bars than the base Genesis 3.8 and 3.8 Grand Touring models. And then there are the 19-inch wheels with 225/40R19 front and 245/40R19 rear Bridgestone Potenza RE050A summer tires, a Brembo brake kit with fixed four-piston calipers at each corner, a Torsen limited-slip rear differential, and a front strut-tower brace.
Come late March, you'll also be able to get the 2.0T Track, which combines all of the above with the turbocharged four-cylinder engine, or the Genesis R-Spec coupe ($24,500), which is a 2.0T Track, less trivialities like a sunroof, spoiler, foglights, Bluetooth, cruise control, trip computer and metallic interior trim.
Poking Its Soft Underbelly
The R-Spec will be the lightest of the 2010 Hyundai Genesis Coupes and as such, likely the best starting point for track use.
Yet the first thing we notice about our 3.8 Track coupe is just how light and unencumbered it feels transitioning through turns on Lake Hughes Road. Remember we're talking about a rear-drive V6 coupe with a 111-inch wheelbase, a 63-inch front track and a 63.6-inch rear track.
It tips Inside Line's scales at 3,488 pounds versus the 3,549 pounds we quoted for the Korean-market version. The similarly sized Infiniti G37 weighs 3,715, while the Nissan 370Z, which is 15 inches shorter, weighs 3,359 pounds.
Compared to not only these coupes but also the similarly priced BMW 128i, the 2010 Hyundai Genesis Coupe 3.8 Track reacts to your inputs in slower, softer fashion. Although decently weighted for most situations, the steering feels a bit dull and overboosted when you're running hard. And although the Genesis coupe's 68.2-mph slalom speed is respectable, the others range from 1 mph faster through the cones (128i) to a full 3 mph faster (G37).
Similarly, the 3.8 Track coupe's Brembo brakes are effective, stopping the coupe in 111 feet from 60 mph at our test track. However, pedal bite is less immediate than we'd like on a car with those famous red calipers.
Can't Keep a Good Car Down
Still, there's no denying that this 2010 Hyundai Genesis Coupe turns in like no other Hyundai before it, and does so with far less body roll besides.
There's also no denying that the Genesis coupe is simply a fun car. From the laterally supportive driver seat, you can tell there's ample front-tire grip, so you get back on the throttle early to tease out the tail. Certainly, you can throttle-steer any rear-wheel-drive car, but not many make it feel this accessible and safe.
We think of Bathurst as the Genesis coupe stays composed over midcorner bumps. Our test car doesn't fidget much over the grooved concrete slabs of L.A. freeways, either — an about-face from the poor ride we observed on Korean highways. Perhaps these Bridgestones are better than the KDM Hankooks. Or perhaps Hyundai has retuned the suspension.
Excellent sight lines are rare in coupes, yet the Genesis has a good view in all directions, so no excuses for not looking far down the road and no need for the 3.8 Grand Touring's back-up sensors. Were it not for the lack of a telescoping steering wheel, the driving position would be perfect, too.
Hyundai's 3.8-Liter V6 Reinvented
Although it's agreeable enough in the Azera and the Genesis sedan, we never would have imagined that Hyundai's workaday 3.8-liter V6 could work in a performance car. But it does. And in addition to a long, flat torque band, it has a big, hairy, lovable exhaust note.
Of course, 306 horsepower at 6,300 rpm and 266 pound-feet of torque at 4,700 rpm don't come free, and Hyundai has made extensive changes to its double-overhead-cam V6.
As in the Genesis sedan, this V6 has variable intake and exhaust valve timing and a two-stage intake manifold. However, Hyundai altered the intake to meet the tidier packaging requirements and higher performance thresholds for the 2010 Genesis Coupe. The new exhaust system is less restrictive, and the engine calibration is revised, undoubtedly to improve top-end performance.
In addition, the crankshaft and connecting rods are lighter, benefiting both performance and fuel-efficiency. To help the engine withstand nontraditional Hyundai drivers, wider crankshaft journals, a thicker engine block and piston-cooling oil jets have also been fitted.
The V6 comes with either a six-speed manual or a six-speed automatic transmission. You can rip off snappy downshifts with the manual gearbox, and what it lacks in direct mechanical feel, it makes up for in day-to-day ease of use.
But Hyundai Doesn't Quite Trust Us
At our test track, the 2010 Hyundai Genesis Coupe 3.8 Track hits 60 mph in 6.4 seconds (or 6.1 seconds with 1 foot of rollout as on a drag strip) and goes through the quarter-mile in 14.5 seconds at 97.9 mph.
Those numbers are fine, but short of Hyundai's "under 6 seconds" 0-60 claim and suspiciously pokey for a car with more than 300 hp. The overweight G37 is over half a second quicker through the quarter-mile at 13.8 seconds at 102 mph, even with 330 hp at its command. Also consider that the 128i, which is 300 pounds lighter than the Genesis but down 76 hp, easily keeps up, recording a 14.3-second quarter-mile at 96.5 mph.
It's impossible to say exactly why the Genesis coupe isn't putting up better numbers. But we do know that there's a torque-reduction feature on this car that would suck some of the fun out of Conrod Straight. Accelerate hard in 1st gear and then do a hard upshift to 2nd at or just before the marked 6,500-rpm redline. You'll get your upshift, but as the revs drop back, you'll feel an additional, artificial cut in power. It lasts for about 3 seconds.
Hyundai says this is a drivetrain protection measure that's triggered at 6,800 rpm (the engine's true redline). However, the car's tachometer lags behind actual engine rpm, so it takes trial and error to find a shift point that keeps you out of the protection zone. Oddly enough, you don't get any intervention until you actually complete your upshift — you can ride the engine to the rev limiter with impunity.
"There's some talk about minimizing the delay, so that it's maybe just a second, but nothing has been signed off," Miles Johnson, Hyundai communications manager, tells us. "The car is going to market with the 3-second calibration."
Even a 1-second delay compromises acceleration, though. Moreover, the automatic torque reduction makes it difficult to get a smooth gearchange at even two-thirds throttle, as it exacerbates the drivetrain lash already present due to the Genesis coupe's soft engine mounts.
Seriously Good for $30K
Although the 2010 Hyundai Genesis Coupe 3.8 Track's torque-reduction feature drives us up the wall, it's hardly surprising that automakers' executives are nervous given the recent controversy surrounding the Nissan GT-R's transmission.
And, really, this is the one major flaw on a car that's otherwise easy to drive quickly on back roads, yet refined enough not to be annoying during your commute. Would we prefer sharper overall reflexes? Definitely, and the aftermarket should see to that.
It's also true that we might ultimately prefer the more athletic engine and purer handling of the BMW 128i. But it would probably be tougher to get a 128i the way we want it (i.e., with the Sport package) without straying from the $30,000 mark. And for $30K, there isn't a better rear-drive sport coupe than the 2010 Hyundai Genesis Coupe 3.8 Track. Well, at least not until we try the R-Spec.
02-26-2009, 10:52 AM
#2028
Chloe @ 17mo
I think the fact that the new CTS won Motor Trend's Car of the Year title is proof positive that Detroit (or specifically, GM) doesn't have to dream about it. They just had to try. Heck, just look at the 300C that got the COTY title in 2005, even though, yes, the platform was derived from the E-Class.
02-26-2009, 11:48 AM
#2030
The sizzle in the Steak
meh at this article.
GM is building great cars of late...and will continue.
The CTS, Vette are world class...no doubt.
No world class cars from Hyundai.
GM is turning the ship around...they will be cutting the dead weight like Saab, Hummer...etc. GM's interiors are VASTLY improved in design & quality. Powerplants are improving with things like direct injected engines....6speed trans.
Ford's design are getting better and better. They have the most fuel efficient Hybrid sedan (Fusion) on the road....and perhaps the best looking too. New Taurus is quite nice, next gen Mondeo coming stateside, new fiesta, & focus coming.
Chrysler on the other hand....not so good.
Sure the article is about the big RWD V8 sedan....but there is more to that in the industry today....and many argue that the big V8 RWD sedan has seen its last days....
Perhaps the future of said vehicle may be more of a niche vehicle than it is now.
Props to Hyundai...the Genesis is great...but it may be the right car at the wrong time. Late to the game....the game has changed.
GM is building great cars of late...and will continue.
The CTS, Vette are world class...no doubt.
No world class cars from Hyundai.
GM is turning the ship around...they will be cutting the dead weight like Saab, Hummer...etc. GM's interiors are VASTLY improved in design & quality. Powerplants are improving with things like direct injected engines....6speed trans.
Ford's design are getting better and better. They have the most fuel efficient Hybrid sedan (Fusion) on the road....and perhaps the best looking too. New Taurus is quite nice, next gen Mondeo coming stateside, new fiesta, & focus coming.
Chrysler on the other hand....not so good.
Sure the article is about the big RWD V8 sedan....but there is more to that in the industry today....and many argue that the big V8 RWD sedan has seen its last days....
Perhaps the future of said vehicle may be more of a niche vehicle than it is now.
Props to Hyundai...the Genesis is great...but it may be the right car at the wrong time. Late to the game....the game has changed.
02-26-2009, 12:09 PM
#2031
Fahrvergnügen'd
Once loans start getting made on a more regular basis I think that Hyundai is well placed with the Genesis.
If I wanted a really nice car and had kids, I'd go look at one for certain.
As much as I love Audis, buying a 2.0T A4 when I could have a V8 Genesis is something to at least consider.
02-26-2009, 02:10 PM
#2032
I really like the Genesis sedan.... if I definitely were looking for just a cruiser or luxo semi-barge, it would be a very nice choice. They really look great in person.
02-26-2009, 02:28 PM
#2033
Senior Moderator
Merged...
02-26-2009, 03:48 PM
#2034
You'll Never Walk Alone
iTrader: (1)
Join Date: Jun 2005
Location: Vancouver, BC, Canada
Age: 37
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on
518 Posts
Motortrend got 0-60mph in 5.5s and 1/4 mile in 14@101mph with the automatic model, which is somewhat faster than the 6MT. I guess the AT doesn't suffer from that "delay" problem?
02-26-2009, 03:51 PM
#2035
Edmunds times are always slower. I think they don't brake torque or whatever it is that other car mags do. They just drive it like a normal person would.
02-26-2009, 04:04 PM
#2036
The sizzle in the Steak
I don't think that's true. If anything this is a great time to bring it here. All those people that want 5-series or E-classes and can't afford them now because leasing has been cut back so much by BMW (for example) can now get an S-Class or 7-series sized car with 5-er/E-Class luxury for a 3-er/C-class price.
Once loans start getting made on a more regular basis I think that Hyundai is well placed with the Genesis.
If I wanted a really nice car and had kids, I'd go look at one for certain.
As much as I love Audis, buying a 2.0T A4 when I could have a V8 Genesis is something to at least consider.
Once loans start getting made on a more regular basis I think that Hyundai is well placed with the Genesis.
If I wanted a really nice car and had kids, I'd go look at one for certain.
As much as I love Audis, buying a 2.0T A4 when I could have a V8 Genesis is something to at least consider.
V8 vehicles are not selling well in this economic environment.....and as we "recover" the hyper-inflation monster is waiting for us.....commodities are going to sky-rocket.......+$5/gal gas will make a return.
Not to mention CAFE standards and energy changes under the Obama admin...will signal the slow death for a lot of these vehicles.
02-26-2009, 05:58 PM
#2037
Safety Car
^ aren't they developing hybrid for Genesis?? I think they mentioned it'll be better system than honda or something like that...
and it's not like V8 market will crash in short time...
they might be late to the game.. but better late than never IMO
and it's not like V8 market will crash in short time...
they might be late to the game.. but better late than never IMO
02-26-2009, 06:22 PM
#2038
The sizzle in the Steak
^^ Tell that to Acura 
02-26-2009, 06:59 PM
#2039
hail to the victors
http://www.motortrend.com/roadtests/...est/specs.html
5.5 sec 14.0 quarter mile using regular 87. they should've used the premium, i bet they could've have 5.4 or below.
5.5 sec 14.0 quarter mile using regular 87. they should've used the premium, i bet they could've have 5.4 or below.
02-26-2009, 07:01 PM
#2040
hail to the victors
MOTORTREND
Just a year ago, Hyundai pulled out the red carpet to launch the Genesis, a rear-drive, V-8-motivated luxury car with power and grace akin to that of a Lexus LS 460. Its pricetag, however, resembled the one dangling from the rearview of a Chrysler 300C. And wouldn't you know it, just as the original Lexus LS did 20 years ago, the Genesis garnered much attention, plenty of love, and due respect.
It certainly got ours. In fact, had it not been for the extraordinary Nissan GT-R, the Genesis would be reveling in Motor Trend Car of the Year glory for the next seven months. Suffice it to say, the Genesis is one of several top-notch products coming from the now formidable Korean brand.
Don't believe us? Well, Hyundai was one of only four automakers to sell more vehicles in January 2009 than it did in January 2008. In other words, in a month when such terms as "Great Recession" were floating around and Chrysler's sales were down 54.8 percent, GM's 48.9, and Toyota's 31.7, Hyundai's were on the rise. Baby steps? Hyundai is making giant strides.
One such stride -- and it's a big one, especially considering Hyundai's sportiest vehicle to date was the 172-horsepower front-drive Tiburon -- is the all-new 2010 Genesis Coupe. Just as the Genesis sedan's mission was to boldly lead Hyundai into the luxury-car arena, the Coupe's is to unabashedly storm the sports-car field. What's the formula? Try 300-plus-horsepower, rear drive, and styling that'll startle a Town Car. But does it work? Let's explore.
HEART AND SEOUL
Similar to Nissan's VQ-series V-6, which powers everything from the Altima and 370Z to the Infiniti FX35 and G37, Hyundai's Lambda V-6 is an engine that gets around. In transverse configuration, it powers, among others, the Hyundai Azera and Veracruz, and the Kia Amanti and Sedona. Shift the configuration 90 degrees, though, and the 3.8-liter Lambda is ready for rear-drive duty, as in the Genesis sedan and the Kia Borrego SUV. Now it trickles its way into the Genesis Coupe, in which it represents the topline power plant. (A 2.0-liter turbocharged four gets the call for entry-level assignment.) Accordingly, the 3.8 is tuned to 306 horsepower and 266 pound-feet of torque, and features all-aluminum construction, dual overhead camshafts, and continuously variable valve timing on both intake and exhaust. Perhaps most pleasing is the fact that the 3.8 consumes good old-fashioned 87 octane. Every other rear-drive import in its class, including the 370Z, Mazda RX-8, and BMW 135i, guzzles costlier 91 octane. Plus, the 3.8's estimated fuel economy of 17 city/26 highway is better than that of the 3.0-liter twin-turbo BMW (17/25) and the 1.3-liter rotary Mazda (16/22).
Transmission choices for the Genesis Coupe, which is built alongside the sedan at Hyundai's Ulsan, Korea, assembly plant, include a Hyundai-sourced six-speed manual and a ZF six-speed automatic. The manual utilizes a sporty 3.54 axle ratio while the auto, also used in V-8 Genesis sedans, gets an even more dynamic 3.73 as well as steering-wheel-mounted paddle shifters. Saddled with curb weights within just four pounds of each other (the 3478-pound manual vehicle, surprisingly, weighed more than the auto car), the two 3.8 Track models each hoofed from 0 to 60 in 5.5 seconds, with the negligibly lighter and more aggressively geared auto car clipping the quarter mile two-tenths sooner, at 14.0 at 101.0 mph.
2010 Hyundai Genesis Coupe 3 8 Track Side View
CLICK TO VIEW GALLERY
This is a quick coupe, for sure -- a Jag XK needs 5.8 seconds to reach 60 and to 14.3 at 98.3 to nab the quarter -- but not as brisk as several others in its class. The 370Z, 135i, and Mustang GT all put up better numbers. Maybe the onus falls on the engine. The so-called "RS 3800" V-6 (for Rear-drive Sport), which does emit a pleasing growl as it revs effortlessly to the 6500-rpm redline, is no-doubt a refined engine -- arguably more refined than Nissan's VQ -- but it doesn't seem 306 horsepower strong. "I realize that on paper this is a 300-plus-horsepower car," says associate editor Allyson Harwood, "but it doesn't feel like it. It was pretty quick off the line, but I guess I expected a little more thrust."
The six-speed manual also was a bit of a letdown. Its rubbery feel generally led to imprecise experiences, especially when attempting to shift quickly, and its placement on the center console seemed an inch or so too rearward. An RX-8's gearbox will make you jealous. And as editor-at-large Arthur St. Antoine notes, our manual test car suffered from "Lots of driveline lash, making it very difficult to execute smooth shifts and throttle inputs." The manual, alas, left us feeling that the proven ZF slushbox is the transmission of choice, certainly in light of the standard paddle shifters and generally quicker acceleration times.
The last-generation BMW M3 was, and still is, a fantastic GT car. No person in his right mind could say its structure felt like soggy fettuccine. Well, according to Hyundai, the Genesis Coupe boasts a body 24 percent stiffer in bending rigidity than that of the E46 Bimmer. Better than an M3? In this instance, it appears so.
We all agreed the Genesis Coupe feels sapphire solid. Build quality seems first rate. The doors shut with a reassuring thump. Whether navigating a straight highway or a winding byway, the Hyundai comes across tight and well put together. This overall feel of solidity, of course, is a welcome plus, as it not only gave Hyundai engineers a strong starting point, but it also provides the driver with quicker and more communicative responses. Within these realms, the robust Genesis Coupe mostly succeeds. The front strut and rear multilink suspension can be best described as modestly stiff, thanks in part to our Track model's sport-tuned gear, which flaunts firmer springs, larger front and rear anti-roll bars, and 19-inch alloys with summer Bridgestones. The ride is never jarring, but it does act unrefined at times, occasionally crashing onto its bump stops and relaying a wee too much road granularity.
Present the Genesis Coupe with a curvy road, though, and the tautness of the track-tuned chassis pays dividends. The steering, with its relatively rapid 14.7:1 ratio, offers crisp turn-in and solid linearity, but disappoints with a somewhat gluey feel. When the pace quickens, the Hyundai displays modest roll and understeer, but its instinct to stay flat inspires confidence when exploring the limits. Speaking of limits, the Genesis Coupe's standard stability and traction control can be turned completely off. But unless you're impersonating drift champ Rhys Millen, it's probably best to leave that button untouched, as the Track's Torsen LSD can't cheat the laws of physics.
In our instrumented handling tests, the 3.8 Track cars recorded lateral acceleration of 0.90 g (manual) and 0.91 g (auto), and figure-eight runs of 26.2 seconds at 0.67 g and 26.3 at 0.68. Again, these figures outgun those of the upper-echelon Jag XK (0.89, 26.8 at 0.66), but not of its two main rivals, the Mustang GT and 370Z. Ditto for 60-to-0 braking, which, at 111 feet, is just shy of the spans from the Ford (108) and the Nissan (109). As usual, credit goes to the Track model's unfaltering Brembo braking system, which uses meaty monobloc fixed calipers and substantial 13.4-inch front/13.0-inch rear vented rotors.
While the Genesis Coupe doesn't head its competitive field in driving dynamics, it is far and away the value leader. A base 3.8 with a manual, which comes with leather, automatic climate control, foglamps, active front head restraints, keyless entry, Bluetooth, and USB/iPod connectivity, starts at $25,750, or $3095 less than a base Mustang GT. Select the ZF auto, and the cost jumps an extra $1500. Step up to the luxury-bent Grand Touring that adds distinctive brown leather, heated seats, a 360-watt Infinity audio system, and HID headlamps, and the bottom line barely crests $28,000. Or, opt for the go-getting Track and pay just $30,250. A comparably equipped 370Z Touring with Sport Package demands over $38,000. And did we mention that the 210-horse turbo starts at under $23,000?
Obviously, Hyundai has much to be proud of with its first rear-drive sport coupe. The value is unbeatable. The quality is tip-top. The road manners are respectable. The styling, with its unique Z-shaped character line and drop-beltline rear window, is standout. Sure, there are some details -- namely, the inexact manual and the numb steering -- that need some fine-tuning. But for an initial effort, in a field that it's never played, Hyundai has delivered a solid, sexy product.
If a large-displacement V-6 seems superfluous, the Genesis Coupe's 2.0-liter turbo four will seem just plain super. With 210 horsepower and 223 pound-feet channeled through a six-speed manual (a five-speed automatic is optional), the 2.0T should hit 60 in about 6.0 seconds and the quarter mile in roughly 14.6 ticks at 95 mph., yet still dispense an estimated 21/30 mpg. And given the $22,750 starting price, the 2.0T delivers bang for the buck that will make such front-drive pocket-rockets as the VW GTI and Honda Civic Si take notice. For those in search of more street cred, there's the $27,500 2.0T Track, replete with a limited slip, Brembos, and 19-inch wheels, as well as the $24,500 R-Spec, a decontented Track trim for tuners and autocrossers.
2010 Hyundai Genesis Coupe Drift Racter Front Three Quarters View
CLICK TO VIEW GALLERY
WAGGING TAILS AND SMOKING TIRES
Drift on Sunday, sell on Monday. That'll be Hyundai's motto as it enters the 2009 Formula Drift Professional Drifting Championship with multiple champion Rhys Millen. To achieve the target curb weight of 2400 pounds, Millen and his team gave the Genesis Coupe drift car an alkali bath to remove all rubber and adhesives from the chassis and then replaced every metal body panel with ones made from carbon fiber. The chassis is stitch-welded for extra strength, a necessary step given the stiffness levels of the KW three-way adjustable coil-over suspension. A stroked 4.1-liter Lambda V-6 that makes 550 horsepower and 520 pound-feet provides the rubber-melting power; and there's plenty of it to instantly fry a pair of Toyo Proxes R1R tires. Look for Millen and his Red Bull Genesis in the drift championship as well as in the Pikes Peak hillclimb and select Redline Time Attack events.
Just a year ago, Hyundai pulled out the red carpet to launch the Genesis, a rear-drive, V-8-motivated luxury car with power and grace akin to that of a Lexus LS 460. Its pricetag, however, resembled the one dangling from the rearview of a Chrysler 300C. And wouldn't you know it, just as the original Lexus LS did 20 years ago, the Genesis garnered much attention, plenty of love, and due respect.
It certainly got ours. In fact, had it not been for the extraordinary Nissan GT-R, the Genesis would be reveling in Motor Trend Car of the Year glory for the next seven months. Suffice it to say, the Genesis is one of several top-notch products coming from the now formidable Korean brand.
Don't believe us? Well, Hyundai was one of only four automakers to sell more vehicles in January 2009 than it did in January 2008. In other words, in a month when such terms as "Great Recession" were floating around and Chrysler's sales were down 54.8 percent, GM's 48.9, and Toyota's 31.7, Hyundai's were on the rise. Baby steps? Hyundai is making giant strides.
One such stride -- and it's a big one, especially considering Hyundai's sportiest vehicle to date was the 172-horsepower front-drive Tiburon -- is the all-new 2010 Genesis Coupe. Just as the Genesis sedan's mission was to boldly lead Hyundai into the luxury-car arena, the Coupe's is to unabashedly storm the sports-car field. What's the formula? Try 300-plus-horsepower, rear drive, and styling that'll startle a Town Car. But does it work? Let's explore.
HEART AND SEOUL
Similar to Nissan's VQ-series V-6, which powers everything from the Altima and 370Z to the Infiniti FX35 and G37, Hyundai's Lambda V-6 is an engine that gets around. In transverse configuration, it powers, among others, the Hyundai Azera and Veracruz, and the Kia Amanti and Sedona. Shift the configuration 90 degrees, though, and the 3.8-liter Lambda is ready for rear-drive duty, as in the Genesis sedan and the Kia Borrego SUV. Now it trickles its way into the Genesis Coupe, in which it represents the topline power plant. (A 2.0-liter turbocharged four gets the call for entry-level assignment.) Accordingly, the 3.8 is tuned to 306 horsepower and 266 pound-feet of torque, and features all-aluminum construction, dual overhead camshafts, and continuously variable valve timing on both intake and exhaust. Perhaps most pleasing is the fact that the 3.8 consumes good old-fashioned 87 octane. Every other rear-drive import in its class, including the 370Z, Mazda RX-8, and BMW 135i, guzzles costlier 91 octane. Plus, the 3.8's estimated fuel economy of 17 city/26 highway is better than that of the 3.0-liter twin-turbo BMW (17/25) and the 1.3-liter rotary Mazda (16/22).
Transmission choices for the Genesis Coupe, which is built alongside the sedan at Hyundai's Ulsan, Korea, assembly plant, include a Hyundai-sourced six-speed manual and a ZF six-speed automatic. The manual utilizes a sporty 3.54 axle ratio while the auto, also used in V-8 Genesis sedans, gets an even more dynamic 3.73 as well as steering-wheel-mounted paddle shifters. Saddled with curb weights within just four pounds of each other (the 3478-pound manual vehicle, surprisingly, weighed more than the auto car), the two 3.8 Track models each hoofed from 0 to 60 in 5.5 seconds, with the negligibly lighter and more aggressively geared auto car clipping the quarter mile two-tenths sooner, at 14.0 at 101.0 mph.
2010 Hyundai Genesis Coupe 3 8 Track Side View
CLICK TO VIEW GALLERY
This is a quick coupe, for sure -- a Jag XK needs 5.8 seconds to reach 60 and to 14.3 at 98.3 to nab the quarter -- but not as brisk as several others in its class. The 370Z, 135i, and Mustang GT all put up better numbers. Maybe the onus falls on the engine. The so-called "RS 3800" V-6 (for Rear-drive Sport), which does emit a pleasing growl as it revs effortlessly to the 6500-rpm redline, is no-doubt a refined engine -- arguably more refined than Nissan's VQ -- but it doesn't seem 306 horsepower strong. "I realize that on paper this is a 300-plus-horsepower car," says associate editor Allyson Harwood, "but it doesn't feel like it. It was pretty quick off the line, but I guess I expected a little more thrust."
The six-speed manual also was a bit of a letdown. Its rubbery feel generally led to imprecise experiences, especially when attempting to shift quickly, and its placement on the center console seemed an inch or so too rearward. An RX-8's gearbox will make you jealous. And as editor-at-large Arthur St. Antoine notes, our manual test car suffered from "Lots of driveline lash, making it very difficult to execute smooth shifts and throttle inputs." The manual, alas, left us feeling that the proven ZF slushbox is the transmission of choice, certainly in light of the standard paddle shifters and generally quicker acceleration times.
The last-generation BMW M3 was, and still is, a fantastic GT car. No person in his right mind could say its structure felt like soggy fettuccine. Well, according to Hyundai, the Genesis Coupe boasts a body 24 percent stiffer in bending rigidity than that of the E46 Bimmer. Better than an M3? In this instance, it appears so.
We all agreed the Genesis Coupe feels sapphire solid. Build quality seems first rate. The doors shut with a reassuring thump. Whether navigating a straight highway or a winding byway, the Hyundai comes across tight and well put together. This overall feel of solidity, of course, is a welcome plus, as it not only gave Hyundai engineers a strong starting point, but it also provides the driver with quicker and more communicative responses. Within these realms, the robust Genesis Coupe mostly succeeds. The front strut and rear multilink suspension can be best described as modestly stiff, thanks in part to our Track model's sport-tuned gear, which flaunts firmer springs, larger front and rear anti-roll bars, and 19-inch alloys with summer Bridgestones. The ride is never jarring, but it does act unrefined at times, occasionally crashing onto its bump stops and relaying a wee too much road granularity.
Present the Genesis Coupe with a curvy road, though, and the tautness of the track-tuned chassis pays dividends. The steering, with its relatively rapid 14.7:1 ratio, offers crisp turn-in and solid linearity, but disappoints with a somewhat gluey feel. When the pace quickens, the Hyundai displays modest roll and understeer, but its instinct to stay flat inspires confidence when exploring the limits. Speaking of limits, the Genesis Coupe's standard stability and traction control can be turned completely off. But unless you're impersonating drift champ Rhys Millen, it's probably best to leave that button untouched, as the Track's Torsen LSD can't cheat the laws of physics.
In our instrumented handling tests, the 3.8 Track cars recorded lateral acceleration of 0.90 g (manual) and 0.91 g (auto), and figure-eight runs of 26.2 seconds at 0.67 g and 26.3 at 0.68. Again, these figures outgun those of the upper-echelon Jag XK (0.89, 26.8 at 0.66), but not of its two main rivals, the Mustang GT and 370Z. Ditto for 60-to-0 braking, which, at 111 feet, is just shy of the spans from the Ford (108) and the Nissan (109). As usual, credit goes to the Track model's unfaltering Brembo braking system, which uses meaty monobloc fixed calipers and substantial 13.4-inch front/13.0-inch rear vented rotors.
While the Genesis Coupe doesn't head its competitive field in driving dynamics, it is far and away the value leader. A base 3.8 with a manual, which comes with leather, automatic climate control, foglamps, active front head restraints, keyless entry, Bluetooth, and USB/iPod connectivity, starts at $25,750, or $3095 less than a base Mustang GT. Select the ZF auto, and the cost jumps an extra $1500. Step up to the luxury-bent Grand Touring that adds distinctive brown leather, heated seats, a 360-watt Infinity audio system, and HID headlamps, and the bottom line barely crests $28,000. Or, opt for the go-getting Track and pay just $30,250. A comparably equipped 370Z Touring with Sport Package demands over $38,000. And did we mention that the 210-horse turbo starts at under $23,000?
Obviously, Hyundai has much to be proud of with its first rear-drive sport coupe. The value is unbeatable. The quality is tip-top. The road manners are respectable. The styling, with its unique Z-shaped character line and drop-beltline rear window, is standout. Sure, there are some details -- namely, the inexact manual and the numb steering -- that need some fine-tuning. But for an initial effort, in a field that it's never played, Hyundai has delivered a solid, sexy product.
If a large-displacement V-6 seems superfluous, the Genesis Coupe's 2.0-liter turbo four will seem just plain super. With 210 horsepower and 223 pound-feet channeled through a six-speed manual (a five-speed automatic is optional), the 2.0T should hit 60 in about 6.0 seconds and the quarter mile in roughly 14.6 ticks at 95 mph., yet still dispense an estimated 21/30 mpg. And given the $22,750 starting price, the 2.0T delivers bang for the buck that will make such front-drive pocket-rockets as the VW GTI and Honda Civic Si take notice. For those in search of more street cred, there's the $27,500 2.0T Track, replete with a limited slip, Brembos, and 19-inch wheels, as well as the $24,500 R-Spec, a decontented Track trim for tuners and autocrossers.
2010 Hyundai Genesis Coupe Drift Racter Front Three Quarters View
CLICK TO VIEW GALLERY
WAGGING TAILS AND SMOKING TIRES
Drift on Sunday, sell on Monday. That'll be Hyundai's motto as it enters the 2009 Formula Drift Professional Drifting Championship with multiple champion Rhys Millen. To achieve the target curb weight of 2400 pounds, Millen and his team gave the Genesis Coupe drift car an alkali bath to remove all rubber and adhesives from the chassis and then replaced every metal body panel with ones made from carbon fiber. The chassis is stitch-welded for extra strength, a necessary step given the stiffness levels of the KW three-way adjustable coil-over suspension. A stroked 4.1-liter Lambda V-6 that makes 550 horsepower and 520 pound-feet provides the rubber-melting power; and there's plenty of it to instantly fry a pair of Toyo Proxes R1R tires. Look for Millen and his Red Bull Genesis in the drift championship as well as in the Pikes Peak hillclimb and select Redline Time Attack events.
