Few brands have made a more dramatic turnaround than Hyundai, the South Korean carmaker that, earlier this year, captured the coveted North American Car of the Year trophy with its first-ever luxury model, the Genesis sedan.

The powerful, lavishly equipped 4-door is a far cry from the cheap-and-cheerful models Hyundai was long known for – and the arrival of the Genesis Coupe should win a number of new converts to the Korean maker.

This is not simply a 2-door version of the sedan. The Coupe is a foot shorter and 500 pounds lighter – which makes a lot of sense if you’re targeting the sporty performance crowd.

Where the sedan’s styling is conservative, even derivative, there’s a bit of the bad boy in the Genesis Coupe.

With its short overhangs and relatively long hood, the second entry into the Genesis line has the classic, overall dimensions of a sporty, rear-wheel-drive sedan. From the side, Hyundai designers developed a bit of a Coke bottle shape, with an accent line rising from nose to the slightly flared rear fenders. One of the defining features is the reverse kick of the small rear side windows, a detail that generated a lot of excitement when the original concept coupe appeared a few years ago.

Inside, the styling is equally crisp and sporty, with a cockpit-style layout that nicely complements the exterior and generally matches the Genesis Coupe’s sporty aspirations. Visibility is great, particularly for a coupe. Even the base car is well executed, while the trim on the top-line 3.8 Grand Tourer is especially well done — gaining such niceties as heated leather seats and an audiophile-level Infinity 360-watt, 10-speaker sound system.

Hyundai is offering two engine options. The base 2.0-liter I-4, with its intercooled turbo, pumps out a solid 210 horsepower and 223 pound-feet of torque, with only the most moderate amount of turbo lag. The bigger, 3.8-liter V-6 makes a hefty 306 hp and 266 lb-f, 16 horsepower and 2 pound-feet more than the six-banger generates in the Genesis sedan.

We tested both models on-track and off, and we were impressed with not just the power – 0 to 60 times of 5.5 seconds with the V-6 — but also the surprisingly refined handling.

Some nits to pick? Yes: We’d like a telescoping steering wheel, and the 6-speed manual needs a bit of work. But on the whole, the Genesis Coupe is yet another reason skeptics need to take a new look at Hyundai.

2010 HYUNDAI GENESIS COUPE

MPG: 21 city/30 highway for turbo 2.0-liter I-4; 17/26 for 3.8-liter V-6.

Engine options: Turbocharged 2.0-liter I-4 210 horsepower/223 pound-feet torque, ornormally-aspirated 3.8-liter V-6, 306 hp, 266 lb-ft.

Manufacturer’s suggested retail price (base): $22,000.

Cost fully loaded: $35,000.

By Paul A. Eisenstein
GateHouse News Service
Holland Sentinel

Six Shooters: We Find the King of the Affordable V-6 Coupes

From virtually every angle, the 2010 Chevrolet Camaro is a gorgeous car. Its C-pillar, in coke-bottle profile, looks even more rakish than that of the 1969 Camaro, which served as its designers’ inspiration. Its deep grille is like a fierce smile and the rear-view accents huge rear quarter-panels and extreme tumblehome — the way those quarter panels flare out from the greenhouse. It’s more than a retro reference to the original Camaro. It’s an homage to the Bill Mitchell era of exuberant styling, when General Motors divisions needn’t be bothered with outside competition. They competed with each other to dominate the North American market.

Subjectively, the 2010 Camaro is the best-looking new model of this old breed of pony/musclecar. And in V-8 form, it beat the updated Ford Mustang and Dodge Challenger in our June cover story comparison.

Taking the more economical V-6 is no penalty. The 3.6-liter gas direct-injection DOHC engine makes just 11 fewer ponies than the Mustang GT’s aging 24-valve, 4.6-liter V-8, though the Camaro carries the burden of a couple hundred extra pounds. Considering the ill timing of launching a new, large coupe as its maker is on the ropes for more government loan guarantees, and as consumers pay more attention to emissions, fuel-price swings and their pocketbooks, the Camaro V-6 stands a better chance of becoming a sales success than does its more powerful and more expensive SS V-8 sibling. Ford traditionally sells a lot of V-6 Mustangs based on style and image rather than on performance. The six-cylinder Camaro, available well equipped for under $30K (higher, with the RS package) should rival the V-6 Mustang in popularity.

Enter the spoiler. In the 1970s, the four-cylinder, rear-drive Toyota Celica forced its way into the Mustang/Camaro/Firebird/Challenger/Cuda sandbox just as insurance companies, the Environmental Protection Agency and the Organization of Petroleum Exporting Countries choked our V-8s below 200 horsepower.

Today’s spoiler comes from South Korea, not Japan. The 2010 Hyundai Genesis Coupe, with rear drive and turbo-four or V-6 power, is about eight inches shorter than the Camaro, or half a foot shorter than the Mustang. Although it shares components with the Genesis sedan, it’s been designed specifically to be too small to take the sedan’s optional 4.6-liter Tau V-8 in its engine bay. Like the Celica of a generation back, the Genesis Coupe is meant to dazzle musclecar fans with fancy footwork its bigger, heavier competitors can’t match.

Nevertheless, Camaro and Genesis Coupe appeal to similar buyers, those who value style and the ability to drive stylishly fast over a useful back seat or trunk space, with gas mileage that won’t embarrass those owners. The Genesis V-6 with six-speed manual gets a manufacturer’s estimated 17/26 mpg, while the Camaro V-6/six-speed manual combo manages 17/29 mpg.

Asking for V-6/manuals landed us a Track Package version of the Genesis Coupe and a preproduction, non-RS Camaro with the 2LT package, shod with 19-inch all-season performance tires. The Camaro came with the Inferno Orange interior package, handsome polished five-spoke wheels, and a sticker a couple of grand off the Hyundai’s.

Even on metro Detroit’s war-zonelike roads, the Hyundai’s track package suspension wasn’t overly stiff. It’s busy on expansion-strip pavement, but doesn’t crash over bumps and potholes like some extreme sports cars. The two cars scored similar numbers for our track testing, but achieved them in very different ways.

“The Camaro feels way heavier,” tester Markus writes. “It reached a higher top speed on the figure-eight, but clocked a slower overall time, thanks to the Genesis’s slightly better transition cornering and the Camaro’s stronger acceleration. Its 7000-rpm redline and taller gearing means no 2-3 upshift, or 3-2 downshift was necessary.”

On the highway, the Genesis Coupe’s way shorter top gear ratio translated into higher revs at cruising speeds, helping explain lower highway fuel mileage.

Reality bit the Camaro in acceleration testing at Chrysler’s Chelsea Proving Grounds. It kept up with the Genesis to 50 mph, then needed an extra tenth of a second to make 60 mph. By the quarter mile, the heavy Chevy was 0.2 second off at a trap speed of 98.3 mph, versus 99.8 mph for the Hyundai. The Camaro’s mushy-feeling, single-piston caliper disc brakes surprised us, too. In the 60-to-0-mph test, its 107-foot stop beat the Genesis by seven feet. Markus remarked that, on Chelsea’s road handling course, “both cars are fun to drive, easy to slide around in the tightest twisty turns. But the Hyundai bites harder on initial turn in and rotates a bit more eagerly.”

The dynamic subtleties amplify in real-world driving, where runoffs consist of curbs, ditches, trees, and hills. The gearbox in our bright-yellow Genesis coupe feels fairly slick and positive, although every near-redline upshift in the acceleration testing was attended by a big belt squeak, the type an air conditioning compressor often triggers, even with the A/C off.

The Camaro’s shifter feels clunkier, with too vague a detent for reverse. Both tackle the “oops, that’s reverse, not first” problem, with the Camaro’s digital message center registering a big “R” and the Genesis letting out a beep. Chevy equips the Camaro with a proper handbrake, a rare thing in a GM car these days, but the handle is long and you have to pull it up, hard, to engage the parking brake. It may seem picky, but a shorter, better-feeling handbrake is one of the refinements Ford boasts about with its 2010 Mustang. And the Camaro’s dead pedal is poorly positioned in relation to the working pedals. The Genesis’s dead pedal has a good spatial relationship to the clutch pedal, and the pedals are easier to heel-and-toe than in the Camaro’s.

Finally, the Camaro’s bucket seats are too wide between bolsters. Anyone under 250 pounds will find his back sliding across the seatback in esses. (Does Chevy know its customers too well?) The Camaro offers a much more entertaining view from the driver’s seat, though. The Hyundai is all function over form, with a bland, but well-built black interior featuring decent midlevel materials and good fit and finish. Unlike in the Camaro, you won’t slide around in the seat while cornering fast. And you can easily see the road ahead from its sloping hoodline, whereas the Camaro has acres of long, flat bi-level hood in the view ahead.

On our road test loop in Ohio’s Hocking Hills, both the Camaro and Genesis were fun to drive. “Surprisingly confident for such a big car on all-season tires,” Markus says of the Camaro. Drive the Genesis second and it’s like discovering smaller, foreign-car handling in the ’70s after driving late-’60s musclecars.

“Feels much more geared to the road,” Markus says of the Hyundai. “Lighter steering feel, crisper turn-in, great power.”

The Genesis has poor on-center steering feel, which drains confidence a bit in left-right-left transitions. You’ll forgive that if you drive the Camaro afterward. Steering is far too numb lock to lock, as if engineers chose the 1969 Camaro as its model for that component, too — the last thing you want when you’re trying to hustle a 3800-pound coupe this large around a two-lane with trees in the “runoff.”

While the Camaro doesn’t have excessive understeer, it’s the kind of car that seems to be waiting for a break in the curves so it can be run up through the gears on a long straight. The Genesis wants to play. Even with electronic stability control on, you can feel the rear tires on the Hyundai give up some lateral grip to the throttle. It’s rewarding when you reach past its limits, where the Camaro can feel a bit scary.

The Coupe’s big half brother, the Genesis sedan, came to North America last year with compromised chassis tuning to try and overcome its home market’s predilection for soft, cushy sedans. This made us wonder whether Hyundai had it in itself to make a real, enthusiast’s car. Wonder no longer: The Genesis Coupe — at least with the Track Package — while not perfect, proves Hyundai can do it.

Your humble Detroit bureau’s predilection was to give the new Chevy Camaro the benefit of the doubt. It has far more visual appeal than the Hyundai Genesis, and that’s why people buy sport coupes. Meanwhile, GM has downsized itself into underdog status. The Camaro’s sibling, the Pontiac G8, ends production this year. That makes the Camaro GM’s only North American-market Zeta-platform car. It’s a pre-reorganization present to baby-boomers who’ve been waiting seven years since the demise of the F-Body. After a five- or six-year run, GM’s rear-drive business likely will revert to Cadillac and Corvette.

The Hyundai Genesis, sedan and coupe, look ready to thrive, if only in low volume in light of fuel economy and emissions regulations. While the Camaro scored slightly higher real-world fuel economy than the Genesis, Hyundai’s numbers will get better when it adds such technology as gas direct-injection. The 2010 Chevy Camaro is a beautiful tribute to our automotive past. If there is a future for rear-drive sport coupes, it’s in a car like the Hyundai Genesis.

FIRST PLACE: Hyundai Genesis Coupe
Best viewed from behind the wheel, where it handles entertaining roads more like a sports car than a pony- or musclecar.

SECOND PLACE: Chevrolet Camaro
Powerful, refined V-6 and enough style to lend some to Hyundai, its weight and size make it less entertaining on second- and third-gear roads.

By Todd Lassa
MotorTrend.com

Forget for a moment that the Hyundai Genesis is an affordable luxury sedan that won the North American Car of the Year Award in January.

The 2010 Hyundai Genesis that’s already in dealerships is a different animal — a fun, four-person, sporty coupe that starts at just $22,750.

Don’t worry. The first and impressive Genesis — the leather-trimmed sedan that debuted for the 2009 model year with a $33,000 starting price and won numerous awards — hasn’t disappeared. It’s being sold alongside the new, two-door Genesis.

It turns out the Genesis name is simply how Hyundai officials label both of their rear-wheel drive cars. Never mind that the Genesis Coupe is definitely not a two-door version of the Genesis sedan.

Indeed, the Coupe even looks different from the sedan — some might say its exterior is similar to that of the 2009 Infiniti G37 Coupe. The Genesis Coupe also uses only certain parts — rear suspension, rear subframe and automatic transmission — from the Genesis sedan.

Best of all, the Genesis Coupe’s starting manufacturer’s suggested retail price, including destination charge, makes it the second lowest-priced, rear-drive coupe on the U.S. market. Only the Ford Mustang Coupe has a lower starting price — $21,845 for a 2010 model.

Other rear-drive coupes, such as the 2009 Infiniti G37 Coupe that starts at $36,765 and the 2009 Mazda RX-8 that starts at $27,105 are higher priced. Even Chevrolet’s upcoming 2010 Camaro starts higher, at $23,040.

The new Genesis Coupe looks best from the side, where a sporty, tight body looks ready to spring into motion. Only the rear styling of the Genesis Coupe cheapens the initial impression. There’s something in the rear that’s reminiscent of Hyundai’s previous coupe, the front-wheel drive Tiburon. But the Tiburon similarity ends there, thank goodness.

The new car comes with either a turbocharged, 2-liter, inline four cylinder that produces a commendable 210 horsepower and 223 foot-pounds of torque at a low 2,000 rpm or a 3.8-liter V-6 producing 306 horses and 266 foot-pounds of torque at 4,700 rpm.

The test car moved quickly but not abruptly or in a scary way in its acceleration into traffic. The power was well-managed overall.

Both engines require only regular fuel. Hyundai officials say the turbo, which comes from Japanese automaker Mitsubishi, provides up to 15 pounds per square inch of boost and is set for the lower octane level or regular gasoline, so there’s no need for pricey premium.

And both engines are available with six-speed manual transmission as well as smooth-shifting automatics. The test car, a Premium trim model with automatic and turbo four cylinder and regular tires, not the summer performance rubber, rode so comfortably and with minimal noise that a passenger took a short snooze. Even wind noise was at a minimum.

The Genesis Coupe held its line confidently in twists and turns, only plowing around corners when I pushed too hard. The car felt well-balanced and easy to maneuver. The steering gave a bit too much feedback from the road but was certainly responsive. And engine sounds were fine.

Inside the silver-painted Genesis Coupe, the black-and-gray cloth upholstery and black curved dashboard with nice plastic textures provided a pleasant environment.

There was a good amount of height adjustment for the driver’s seat, so I could position myself comfortably for optimal views. But I still sat lower than people in sport utility vehicles and trucks. A 6-foot-plus front passenger also found the power sunroof cut into his head space but he was still able to adjust seat height for comfort. The tilt/slide sunroof is standard equipment on the Genesis Coupe in Premium trim.

Other standard amenities include leather-trimmed steering wheel and shifter lever, Infinity 10-speaker audio system with XM satellite radio, no-hands entry and push-button engine start as well as automatic headlights and Bluetooth hands-free phone connectivity.

As in all Hyundais, all Genesis Coupe models come with all safety features standard, including electronic stability control, antilock brakes and curtain air bags.

The car’s back seat is for two people only, and the rear parcel shelf in the test car was covered by an old-style furry material.

Other money-saving touches: No pulldown spot for fingers inside the liftback, a less-than-ritzy-looking cargo cover and two front-console cupholders that didn’t have any sliding door or cover.

Note that early 2010 Genesis Coupes don’t offer a built-in navigation system, but one will be available this summer.

There is a sizable rear-seat hump in the floor and back-seat passengers had best be short in stature because the seat cushion back there is higher than that for front-seat passengers, resulting in headroom of 34.6 inches. This is about the same amount of headroom as in the back seat of the G37 Coupe. The Genesis Coupe’s 30.3 inches of rear-seat legroom also is near the 29.8 inches in the back seat of the G37.

At 15.2 feet long, bumper to bumper, the Genesis Coupe is about the same length as the Infiniti G37. The Genesis is just a tad shorter in height at 54.5 inches.

Cargo space is limited to flatter items, not ones that need some height to stand up. In total, cargo volume is 10 cubic feet.

By ANN M. JOB

Hyundai’s new rear-drive Genesis Coupe opens a new market segment for the Korean automaker, one filled with young enthusiasts, tuners, and customizers looking to pull every last ounce of performance out of the sports coupe.

It might surprise the tuner crowd that when we tested variants of the Genesis Coupe earlier this month, we got our overall best acceleration times with the Genesis Coupe 3.8 Track with an automatic transmission. The automatic 3.8 Track tied its manual-equipped counterpart with a 5.5-sec 0-to-60-mph sprint and bested it in the quarter mile by two-tenths of a second to bring home a 14.0-sec run at 101.0 mph. Seems that in addition to being fractionally lighter (by 4 lb) than the manual coupe, the ZF 6HP19 six-speed automatic in the auto car has a slightly more aggressive 3.73 axle ratio, allowing for slightly better numbers at the dragstrip. Incidentally, this gearbox is the same one used in the V-8-equipped Genesis Sedan which produces 375 hp.

We got more track and autocross time with all Genesis Coupe variants this week at Spring Mountain Motorsports Ranch in Nevada, allowing us a closer look at the auto-equipped 3.8L car. We hopped in an automatic Grand Touring 3.8 for our 50-odd-mile journey from our temporary home base in Las Vegas, out to the track in Pahrump. On the wide-open desert highways, the combination of the torquey 306-hp 3.8 V-6 and smooth-shifting six-speed automatic made for a satisfying combination. Left in the Drive position, the gearbox executed seamless shifts -up and down – and responded well when asked to downshift with a shove on the accelerator.

Throw the lever in manual mode and gears are selected via steering-wheel-mounted paddles. We found upshifts in manual mode reasonably quick – not dual-clutch fast, mind you, but reasonable for a manumatic – and shifts were made automatically at redline. Downshifts, especially in lower gears, were similarly quick, but could result in a bit of hesitation and jerkiness as the ZF gearbox does not offer rev-matched downshifts. The paddles are of the traditional left-down, right-up configuration, and their shape is longer at the top, short and wide at the bottom. We liked this shape as it was easier to differentiate paddles when the steering wheel was rotated beyond 180 degrees. One minor inconvenience is that manual shifts aren’t possible with the lever in the Drive position.

When we reached Spring Mountain Motorsports Ranch, we switched to a 3.8 Track model with beefier Brembo brakes, stiffer suspension, and a Torsen-type limited-slip differential, but retaining the ZF automatic. We were less impressed with the automatic on the racetrack. The automatic denied many third-to-second shifts into the track’s tighter corners, requiring multiple pulls on the left paddle before being allowed a downshift. Apparently, like many other non-rev-matching manumatics, the transmission is programmed to deny aggressive downshifts as a self-preservation mechanism. Unfortunately, the result was driver distraction and a slower, somewhat frustrating lapping experience. If you plan on tracking your Genesis Coupe, you’d be well-advised to stick to the manual gearbox.

That said, the auto-equipped 3.8 consistently gave marginally better times on the all autocross course – a short, twisty, pylon-defined track. The fastest times required the car be thrown in manual mode, allowed to shift automatically at redline in first, then kept in second for the remainder of the low-speed circuit.

Hyundai believes the market spread is huge for the Genesis Coupe, bringing in buyers from many different demographics. Company reps figure a variant of Genesis Coupe could be ideal for everyone from the 17-year-old high school girl, who wants a sporty ride to show off to friends, all the way to the value-oriented 55-year-old enthusiast, who wants a fast sport coupe right out of the box, but doesn’t want to splash out for a premium offering. Should the latter choose to purchase a Genesis Coupe 3.8 Track with an automatic gearbox, he could end up with a real sleeper of a sport coupe.

By Rory Jurnecka

Las Vegas — When Hyundai Motor Co. arrived at the car casino of America 23 years ago, the odds were not in its favor. Much like my own blackjack career, Hyundai took a beating. But who says the house always wins?

The little Korean car company kept doubling down, hand after hand. Quality problems? Offer a 10-year warranty. Scoff at its luxury aspirations? Win the North American Car of the Year award. Bad economy? Offer a ground-breaking program that will help people pay if they lose their jobs. It’s not altruistic; it’s good business. Now, the house is copying Hyundai.

The 2010 Hyundai Genesis coupe was another gamble. Following the critical success of the luxury Genesis sedan, the coupe could have arrived as a two-door version of the sedan. It’s nothing like the sedan but it’s just as impressive.

Hyundai created a sporty little rear-wheel drive racer that will appeal to grown-up tuners, their kids and anyone who wants a sports car but doesn’t want to toss down $35,000 at a dealership. Hey, we all remember that kid in high school whose parents bought him a 240Z — at least I do. This year, there’s going to be some senior cruising in a Genesis coupe — and someone will see him through jealousy’s green eyes.

The two versions of this coupe come out aces. The base model 2.0T creates 210 horsepower with its 2-liter four-cylinder turbocharged aluminum engine and provides an upgradable platform for a true tuner, a piece-by-piece enthusiast who has already circled a larger intercooler in a catalogue.

The turbocharged engine, which includes dual variable valve timing, offers a breadth of expandable parts to push the power on this model. Additionally, Hyundai will offer a track-tuned R Spec version, created for the gearhead who wants to win a few weekend races.

The base suspension includes MacPherson strut dual link in the front and a five-link rear. The track tuning adds stiffer spring rates and unique shock valving. In both cases, the ride was extremely smooth and never felt too stiff for daily driving.

Weighing 3,300 pounds, the 2.0T feels light and agile on the open road and on the track; it’s faster. The hydraulic rack-and-pinion steering is precise and well-weighted. The back end kicks around just right when coming out of sharp turns at high speeds. There was only the slightest of lag at the end of the turn, but this was due to my bad driving, which caused the standard electronic stability control to kick on and limit the throttle. As soon as the car detected I was balanced again, it was full power.

The only gripe I had was the six-speed manual transmission, which would catch the reverse gate on hard shifts from first to second. It was a slight pause that would hurt you out the gate.

However, when driving the six-speed automatic, I found the shifting even faster and smoother, especially on the V-6 model.

It felt more refined and powerful. The 3.8 liter V-6 produces 306 horsepower of rumbling power.

On the track, the V-6 felt a little more sure-footed and would push itself out of turns. On the highway, it was surprisingly quiet and offered smooth riding on either the standard 18-inch wheels or the optional performance 19-inch tires.

Either model is bound to throw a typical tuner for a loop because of the rear-wheel drive platform Hyundai has developed. The difference between front- and rear-wheel drive is like moving from Parcheesi to No Limit Texas Hold ’em.

Typical tuner performance cars (imported performance machines) such as the MazdaSpeed 3, Honda Civic Si and Volkswagen GTI all use their front wheels for power. That inevitably leads to two problems. Torque steer and weight distribution.

A front-wheel-drive car tends to have a poor weight difference between the front of the car and the back — and this can lead to handling problems. Additionally, as more power shudders through the transmission and axle, there’s a tendency for the car’s front end to pull to one side during hard acceleration.

The Genesis coupe has zero torque steer — the car is pushed, not pulled. This makes it much easier to flog around a track.

The performance numbers on either model are also impressive. The 2.0T has a top speed of 137 mph, and the V-6 model can hit 149 mph.
Fast, but still a looker

No matter what trim level you pick, the Genesis coupe offers superb styling inside and out.

The exterior shines with its long hood and sloping roof. The front end sweeps back and the elongated headlamps seem to stretch the 182.3-inch car. It’s well proportioned and has a taut wedge-like stance. The spoiler on the back adds to its racy looks. However, it’s not posing; it looks like a race car and acts like one too. Parking lot beauty only holds up if a car performs on the road.

Inside, the Genesis coupes are comfortable and well appointed.

The dash flows nicely from the driver’s side with a single piece of soft plastic. The blue instrument cluster is easy to read and there are loads of features that you’d expect in a much more expensive car. Hyundai includes an optional 360-watt Infinity stereo system and a keyless remote so you can use a push-button start. Even the center stack is simple and well laid out.

The manual shifter seemed pushed a little too far back for my liking, especially on the track, where it felt like I had to reach more to my side than in front of me. But when cruising on the highway, when I tend to sit farther back in the seat, it felt well placed.

Additionally the seats were comfortable and well bolstered to hold you in place on hard turns. The front row was well laid out and offered lots of room. The two-passenger second row was more of a holding place for a brief case or bag of groceries. I managed to squeeze myself back there for a few minutes. I suppose it could hold small children, but even they might think sitting back there was some sort of punishment.

Perhaps the biggest risk Hyundai took with this coupe was giving it a starting price of $22,000. The V-6 version starts at $25,000 and both versions feel like a steal.

This is a true performance daily driver that will make whoever is behind the wheel feel like a winner.

Hyundai may have gambled with this coupe, but it looks like it’s holding a winner.

The Detroit News

Hyundai released details of its upcoming Genesis Coupe this morning (via Webcast). Not exactly the best kept secret in automotive news, the Genesis Coupe is related to the Genesis Sedan in the loosest way possible, sharing very few components such as the 3.8-liter V-6 engine and six-speed automatic transmission.

Hyundai used the Infiniti G37s Coupe, the Mazda RX-8, and the BMW 335i coupe as benchmarks for the Genesis Coupe’s performance.

The Genesis Coupe will be available with a choice of two engines: a 2.0-liter turbocharged four-cylinder that builds 210 horsepower at 6,000rpm with 223 pound-feet of torque peaking at 2,000rpm, or the a meatier version of the 3.8-liter V-6, which in this configuration is rated at 306 horsepower at 6,300rpm (16 more ponies than the sedan) and 266 pound-feet of torque at 4,700rpm. Hyundai has published horsepower and torque numbers using 87 octane fuel and, like the Genesis Sedan, the engines make more power with higher-octane fuel, although Hyundai’s people couldn’t give an exact figure as of yet.

Transmitting power to the wheels are three transmission options: a five-speed Shiftronic automatic for the 2.0T; a six-speed Shiftronic automatic for the 3.8; and a six-speed manual option for both variants (with appropriate gearing for each engine). Interestingly, that six-speed ZF automatic tranny available on the V-6 coupe is one of only a few major components shared between the Genesis Coupe and Sedan.

Equipped with manual transmissions, the Genesis 2.0T reaches an estimated 20 city/29 highway mpg, with the 3.8 being estimated at 17 city/26 highway mpg. Swap in their respective automatic trannies and the numbers drop to 20 city/30 highway for the 2.0T and rise to 18 city/26 highway for the 3.8. If Hyundai’s estimates hold through EPA testing, the Genesis Coupe will be the most fuel efficient rear-wheel drive car this side of a diesel or a Smart fourtwo, barely nudging out the Lexus IS 250 and GS 450h.

Suspension
The Genesis Coupe features staggered-width tires wrapped around 18-inch wheels. Keeping the rubber in contact with the road is a dual-link MacPherson strut setup up front, and a five-link independent rear suspension out back. And 12.6-inch disc brakes (12.4-inch rear) bring the Genesis to a halt.

Upgrade to the Track trim level to add a Torsen limited-slip differential and the Brembo brake package for a boost to 13.4-inch ventilated rotors (13-inch rear) with four-piston monoblock calipers. Also uprated in the track package are the spring rates (boosted 7 percent and 18 percent for front and rear, respectively), thicker stabilizer bars for front and rear, and larger 19-inch wheels.

Standard ABS with Electronic Brake-force Distribution (EBD) and electronic-stability and traction control will keep things in check if you run out of driving talent. If you want to do something stupid have some fun, there is a one-touch button to disable stability and traction control for competition driving; although we’re fairly certain that the system won’t actually turn off 100-percent.

Cabin tech
The Genesis Coupe has a pretty good amount of standard and optional cabin tech. Every Genesis Coupe will be equipped with Bluetooth hands-free calling, USB/iPod connectivity, and XM satellite radio. Also available as part of the 2.0T Premium or 3.8 Grand Touring trim levels is a proximity key system with push button start, fully automated climate controls and a 360-watt, 10-speaker Infinity premium audio system. It’s interesting that Hyundai didn’t use the fantastic Lexicon system utilized on its Genesis Sedan, but then again, the Coupe is a very different vehicle.

Navigation won’t be available for the Genesis Coupe at launch, but Hyundai says that it will add the option by this summer. Details are sparse, but the sedan features voice command and traffic, so we’re holding the Coupe to a high standard.

When equipped with navigation the Multi-Information Display (MID) at the top of the instrument panel displays a torque meter, instantaneous fuel economy, or the time.

Pricing
The Genesis Coupe starts at $22,000 for the six-speed manual equipped 2.0T. Add $1,250 to have the car choose its own gears, another $2,250 for the Premium package with the Infinity stereo and the option to add navigation, and yet another $2,500 to add the Track package goodies. The $26,750 2.0T Track model is only available with the manually shifted gearbox.

V-6 enthusiasts get in on the ground floor with the Genesis Coupe 3.8 for $25,000 before adding $2,500 for the six-speed automatic, $2,500 for the Grand Touring package. The 3.8 Track model with the automatic transmission starts at $31,000.

The Hyundai Genesis Coupe will begin arriving at Hyundai dealerships in late March.

by Antuan Goodwin
cnet.com

We had a chance to drive several Hyundai Genesis Coupes this week at Hyundai’s launch event outside of Las Vegas. Our summary: The Genesis Coupe is both intriguing and confusing; kind of like a girlfriend you probably had once (or have now).

The basic car is an all-new design, done with the attention to detail that we saw on the much-praised Genesis sedan. But don’t let the name fool you; the Genesis coupe is not a Genesis sedan without the rear doors. Genesis, in Hyundai-speak, indicates a rear wheel drive car with premium aspirations. You can almost see Genesis being a sub-brand at the top of the Hyundai line.

The Genesis Coupe is a short car (182 in. long) on a long wheelbase (111 in.). Two engines are offered, a 3.8-liter V-6 with 306 horsepower, and a 2.0-liter turbo four, with 210 horsepower. You might be tempted to write off the turbo, but remember that intriguing bit? Well, the 2.0-liter is related to the 4B11 engine used in the much loved Mitsubishi Lancer Ralliart and Evo X. The intriguing part is what Hyundai calls “scalable power potential”. Basically, tuners can increase the turbo boost level for more power and torque.

Hyundai also offers different packages with each engine. Essentially the three packages are Base, Premium/Grand Touring and Track. The Premium level gets you some luxury features and the Track gets you a more responsive suspension along with a limited-slip differential, better brakes (Brembo), and bigger tires.

We started our driving with the 3.8 Track model ($30,250) with manual transmission. More intrigue. The interior finish of the Genesis Coupe is to a high standard. The design is pleasant and the materials are of high quality. You won’t confuse it with an Audi, but you won’t confuse it with a Hyundai either. The seats are very comfortable, and we quickly found a good driving position.

More importantly for the driver, the body structure feels very solid. Hyundai used the last generation (E46) BMW M3 as a benchmark and built the Genesis Coupe to have 24% more torsional rigidity. You can clearly feel this, which is a good thing because you can’t really modify a car to solve problems with a flexible chassis. The structure also pays dividends in terms of ride quality and quietness.

The 3.8-liter V-6 sounds great as you run it through the rev range. The torque curve feels pretty linear and torque is modest to begin with (266 pound-feet at 4700 rpm), so this engine feels ample but not amazing in a 3389-pound car. While the shifter feels solid, it has wide gates, which make it notchy. We also thought it was placed a tad too far back and to the right of the driver.

The suspension calibrations on the Track model are about what you’d expect for a sport suspension on other cars. In other words, if you mostly drive on the street, there is no reason to avoid the Track model. Highways around Las Vegas are pretty smooth, so we couldn’t fully assess ride quality, but the Track suspension seems moderately firm, with good compliance. The long wheelbase and stiff structure worked well on those highways. Stability is good at 80-90 mph, and in this setting the Genesis coupe feels a lot like luxury coupes at more than 2X the price.

Even on the street, the Genesis Coupe Track is clearly set up to understeer at the margin. You can feel the rear roll a bit more than the front, which is a telltale sign of an understeer bias. 55 percent of the weight in the Genesis Coupe is on the front tires, as well, supporting that tendency.

On the track the understeer was more evident. The 3.8-liter Track is fun on a track (sounds right), but that isn’t its natural habitat. The car is easy to control and is great for practicing good race habits because it punishes overdriving. The track environment also revealed that Hyundai’s traction and stability control system is pretty aggressive. Fortunately, you can switch it completely off.

Not fully satisfied with the 3.8-liter on the track, we jumped in a 2.0T Track model, again with manual shift ($26,750). Switching to the turbo four removes 95 pounds from the car and it removes it in the right place–off the front end. You instantly feel this as you dive into the first hard corner. The 2.0T feels more balanced and rotates more willingly. If you’re really hardcore, the 2.0T could use a stiffer set-up with bigger roll bars (especially in back). But for quick street driving, this is a well-calibrated suspension.

The intriguing and confusing limitation of the 2.0T Track is the engine. This may share DNA with a Mitsu 4B11 deep down inside, but Hyundai has tuned the turbo and ECU for a much smoother torque curve than Mitsu would ever dream of. The result is that the 2.0T seems to have just adequate power. On a short track it isn’t bad, but on the street it lacks the character and fun that we think it could show. As a point of comparison, the Genesis Coupe 2.0T engine delivers 210 horsepower, while the Lancer Ralliart version musters 237. When it comes to torque (a better indicator of what you feel on the street), the Hyundai makes just 223 pound-feet, while the Mitsubishi is good for 253. Those differences aren’t huge at a little over 10 percent, but you feel it even though the Lancer Ralliart is about 150 pounds heavier. You really feel it because of the artful, non-linear way Mitsubishi ramps the torque curve. On the other hand, Hyundai delivers the Genesis Coupe with a 10 year/100,000 mile powertrain warranty.

In our view, this leaves room for an uprated 2.0T version in the future. Hyundai may address that itself (the company knows that coupes need to be freshened regularly), but it also plans to let the tuner community pursue it. To that end, in the fall of this year, Hyundai will release a 2.0T R-Spec version. This has the Track model suspension, wheels, tires, Torsen LSD, and Brembo brakes. It deletes a bunch of small items (sunroof, xenon lights, power seat, Infinity audio, Bluetooth, Homelink, etc). And, instead of charging more for this basic performance model, Hyundai intelligently has taken $3000 off the MSRP, bringing the R-Spec in at $23,750. If you invest your $3000 savings in suspension and ECU upgrades, you could well have a very fun car. To make this really attractive, Hyundai needs to work with a few tuners to create a dealer-installed package that retains the factory warranty and which can be rolled into the financing for the car.

Walking away from a full day in these cars, we’d say that the Genesis Coupe has real potential. For our tastes the current lineup is too slanted toward middle-of-the-road smoothness and inoffensive behavior. This should go down well with first-car buyers, young women, and empty nester couples. But the basic car could eventually be tweaked to live up to the Track name, and tuners could do a lot with the basic elements on hand. We hope they do.

Spring Mountain Motorsports Ranch
NextAutos.com

Oriental drifter: It turns, drifts, and stops on not too many dimes.

C’mon, really? Hyundai? No pedigree. No racing history. No factory museum filled with dusty glory machines. Yet here’s what Hyundai dares–dares!–to call the phosphorescent-Slurpee spill of paint on our Genesis coupe: Lime Rock Green.

Puh-leeze! Weren’t these jokers riding around on donkeys when Bob Sharp was running 240Zs at Lime Rock? There’s also Nordschleife Gray and Interlagos Yellow. On a Hyundai? They can’t be serious!

Uh, they’re serious. On sale since March, the Genesis coupe is a revelation, no pun intended. It’s a genuine yardage gain for the yin-yang team and a serious kink in the law dictating that rear-drive hoots must cost big bucks.

Is it HUN-dye, hi-WON-dye, or hi-YOON-day? (Around the factory, at least, it’s the latter). If we can’t concur on a pronunciation, let’s agree that Hyundai has come a long way. Lately, the workmanship has stood with that of the Japanese masters. The designs are fresh, and the dynamics have firmed up and flattened out.

Still, Korean culture works against a Hyundai sports car. Car guys are scarce in a homeland-come-lately to the auto age. Almost everyone drives thrift cubes–often white, always slow–and Korea only built its first racetrack, Everland Speedway about 35 miles south of Seoul, in 1993. In contrast, Japan has a high-performance heritage going back to the A6M5 Zero.

With Hyundai, it has always been about the price, and so it goes with the Genesis twins. The syrupy $33,000 sedan upon which the coupe is based dives for Lexus’s knees. The four-seat coupe also aims below the waist at competitors, with a 210-hp, 2.0-liter turbo four starting at $22,750 and a 306-hp V-6 at $25,750. The standard-equipment list is decent and includes a six-speed manual, power locks and windows, cruise control, stability control, a trip computer, and stereo auxiliary jacks.

The 2.0-liter turbo Premium and V-6 Grand Touring are the middle models, with leather, sunroof, and hot stereo, while the loaded Track version comes with all that, plus a stiffer suspension, Brembo brakes, limited-slip diff, and trunk spoiler. The V-6 Track runs $30,250, right where the foreign rivals start.

The base Nissan 370Z opens at $30,625, a poverty-trim BMW 128i, at $30,225. Only a strip-o Mazda RX-8 swings lower, at $27,105. The Genesis coupe is the first Asian to move into the neighborhood ruled by Mustangs, Camaros, and Challengers. As in the movie Gran Torino, we’re expecting fireworks.

Considering the price–always considering the price–Hyundai has bull’s-eyed the target, starting with specs that are right for enthusiasts. Firstly, it’s rear drive, the ne-plus-ultra credential for a sporty car. Also, the base 2.0-liter turbo offers wiggle room for tuners, the V-6 enough horsepower to satisfy if not electrify with its 5.7-second runs to 60 mph (all on regular gas!).

And there’s no shell game with the performance options. Six-speed manuals can be had with both engines, as can the Track equipment group. The V-6 gets a name-brand ZF six-speed automatic with paddle shifters (turbos get a five-speed auto made by . . . somebody). A harder-core R-Spec model is coming as basically a Track version cleansed of luxury bits. As you see, Hyundai is working to get this right.

Even after cutting 4.6 inches from the Genesis sedan’s wheelbase, Hyundai still had a plus-size form to clothe. The wheelbase is 10.6 inches longer than the new Z’s, and the body is 15.1 inches longer. There’s enough capsule space for a pair of folding back seats with decent legroom, though Hyundai opted–wisely, we think–to favor a foxy roofline over adult-rated rear headroom. Quarter glass that sags down for extra visibility also gives the coupe some graphic identity, as do the two scimitars for headlights. The fenders bulge alluringly with their big Bridgestones. However, Hyundai couldn’t resist pasting on a corporate Sonata grille that does little for cooling and even less for the coupe’s cunning visage.

About two years into the sedan’s five-year gestation, Hyundai started work on the coupe. Perhaps an inherited emphasis on cabin space explains why the coupe’s engine sits a little forward, straddling the front suspension. The best-handling cars aren’t nose heavy, and the coupe’s 55-percent front weight imbalance isn’t ideal–even though it’s very similar to the Z’s–especially when it’s 55 percent of 3480 pounds. Also, struts in the coupe replace the sedan’s pricier four-link front suspension.

All things considered, the coupe threatens to fumble the whole mission with la-di-da handling. But it doesn’t. Hyundai aces one of the critical tests: steering feel. Cornering forces load the wheel naturally, bumps twitch it, and a ratio tuned for snap-to quickness sharpens your aim.

Fitted with the firmer springs and shocks of the Track package, rolling and pitching is tamped down, but there’s just barely enough bounce to allow the suspension to work a rough patch without skittering. No, we’re not going to bemoan the rigid highway ride. This is the Track version, after all. Go for the base or the Grand Touring if you need more commuting cushiness.

Drifting glamour boy Rhys Millen demonstrates in the TV ads the stability control’s most interesting mode: off. The 3.8 has torque enough to whipsaw the coupe sideways–at least, with some provocation to overcome the inherent understeer. The other stability mode is “on,” which ends playtime PDQ. Hyundai either lacked the budget or the chops to program an intermediate stability setting. Perhaps on the next one.

Was it tactile authenticity the engineers sought in giving the clutch a Viking heaviness? Maybe. The stubby, short-throw shifter glides in a satisfying tight path from gear to gear. We’re told shift smoothness is thanks to triple-cone synchronizers on the lower ratios. The RS3800 V-6 (RS stands for “rear-drive sport”) doesn’t rank with the great voices of our age, but it punches back when stepped on and with a high-protein burble not unlike a Z’s.

Our 3.8 V-6 Track’s stats are healthy, but they are stomped on by the 370Z’s: 5.7 seconds to 60 mph against the Z’s 4.8 seconds. Skidpad pulls of 0.87 g to the Z’s 0.98. Braking distances are much closer, at about 160 feet, the coupe’s Brembos supplying solid, repeatable braking but with a flaccid pedal. We suspect flexing in the master cylinder causes the pedal softness.

Both the Genesis coupe and the 370Z are shod in summer rubber from Bridgestone, though the 332-hp Z wears them wider all around. And the Z weighs about a hundred fewer pounds. And comparing test cars, the Z costs about five grand more. Remember, with Hyundai it’s always about the price.

When it came to deciding between luxury accoutrements or go-faster parts, Hyundai says it always opted for the latter. A BMW-stiff body, a cross-tower strut brace in front, a Torsen limited-slip differential on Track versions, 18-inch standard alloy wheels, and the like were paidfor with some glaring austerity. Soviet-era hard plastics adorn the seatbacks, dash, doors, and rear-quarter trim. The Track’s driver’s seat is powered; the passenger’s is not, though, oddly, the trunk and fuel-door releases are electric.

There’s no sci-fi engine cover to hide the ugly wiring conduits and click-fit connectors underhood, and simple gooseneck arms instead of multilinks support the trunk. Hey, we’re merely pointing out that lunch continues to not be free. One item we wish Hyundai hadn’t cut is the telescoping steering column. Longer-legged drivers must reach for the wheel and shifter.

The low dash opens up forward vision. Despite the coupe’s bigness, the interior feels hand-in-glove cozy if lacking in luxury or gee-whiz design theatrics. Folding rear seats help make the 10-cubic-foot trunk more useful, even if there’s no hatchback to widen the narrow entry hole.

The Tiburon notwithstanding, Hyundai is an interloper in the sports-coupe arena. Its bloodline is defined by transport cubes and rent-me sedans and long warranties, the latter for reassuring newcomers lured by the low prices. Hyundai’s performance pedigree starts here, now, with this engaging, well-orchestrated Genesis coupe. And as at Lime Rock, a good start is critical.

BARRY WINFIELD

When I read that the Hyundai Genesis coupe was based on the fine Genesis sedan, I assumed it would share much of that car’s refinement and isolation. Then I drove the V-6 model, fast. Whoa, this thing is unexpectedly hard core. There’s vigorous throttle response, a husky V-6 exhaust note, and giddy acceleration. In the canyons, the steering turns in with a vengeance, the car tracks through corners like a race car, and the brakes are from Brembo. One small downside: It gets jumpy when it gets bumpy.

JONATHON R. RAMSEY

Compare this car to the biblical book of Genesis, and it’s as if Hyundai–playing The Omnipotent–had only reached day four. The coupe possesses intense looks, excellent dynamics, superb braking, and braceable seats. Yet the exhaust note is soggy, the trunk aperture is a mail slot, highway refinement . . . isn’t, and the car badly needs a rear-window wiper. Still, it’s an achievement: Where there was once a void, there exists an exemplary sports car. Hyundai has earned some rest–a half-day at least.

BY AARON ROBINSON
CarandDriver.com

The list of six-cylinder sport coupes that actually matter is a short one. Let’s face it, until now it’s been BMW 335i and Infiniti G37. And then, about two weeks ago, Hyundai dropped a bomb. A big one.

It’s called the 2010 Hyundai Genesis Coupe.

And all of a sudden, the Korean carmaker — whose previous attempts at “sporty” included machines like the unenviable Scoupe and the forgettable first-generation Tiburon — has thrust itself into the spotlight with a car that at once looks good and has the specs to do the deed. Three hundred horsepower. Six-speed manual transmission. Rear-wheel drive. Limited-slip differential. So put that in your Scoupe pipe and smoke it. Here comes a real car.

Sounds remarkably like the territory of the 2009 Infiniti G37, doesn’t it? And it is. In every way except price. So there’s your comparison test.

It’ll Run Ya
If you’ve read our full test of the 2010 Hyundai Genesis Coupe 3.8, then you know it’s a solid machine with ample power, gorgeous styling and a low price. A really low price.

For $29,500 you can have yours with a 3.8-liter V6 and the Track package, which adds a stiffer suspension, a Torsen limited-slip differential, Brembo brakes and 19-inch wheels. A six-speed manual transmission is standard equipment and our test car has one. Complete with its floor mats, iPod connector and destination fee, it costs $30,375. This number, by the way, is $6,625 less than the base price of the Infiniti G37.

But let’s not rule the G37 out of the game just yet. It has proven itself to be a sufficiently bad-ass machine by winning multiple comparison tests in sedan form and remaining a favorite among editors here at IL.

Our G37 test car piled on the options: a $3,200 Premium package added a Bose audio system, memory driver seat, Bluetooth and other amenities. The Navigation package added $2,200, the rear spoiler $550 and illuminated door-sill plates another $330.

The grand total for the 2009 Infiniti G37, which also had a six-speed manual, totaled $44,095 with destination. Cha-ching.

Specs Face Off
Let’s not mess around; the price of entry for both of these machines is considerable. The G37’s is just far more considerable, that’s all. But the Infiniti also has the more impressive specs of the two. Its 3.7-liter V6 is rated at 330 horsepower and 270 pound-feet of torque. It has huge 19-inch wheels and sticky Bridgestone Potenza summer tires, plus fixed four-piston brake calipers are matched with 14-inch front rotors.

But the Genesis holds its own on paper with 306 hp and 266 lb-ft of torque from its own 3.8-liter V6. It, too, comes with 19-inch wheels and the same Bridgestone summer tires, and four-piston Brembo calipers are up front with 13.4-inch rotors.

So are G37’s extra amenities, power and proven platform enough to better a competitor which both in-person and on paper appears to have it covered in most critical arenas?

That’s what we pondered as we drove both cars for two weeks. We slid them around wet roads, spun dyno rollers and sliced through slalom cones — we even squeezed into their cramped backseats. Before it all began, we decided price and performance would weigh equally on the outcome of this test (25 percent each). The rest would be down to feature content (15 percent), our subjective evaluation score (15 percent), fuel economy (15 percent) and editors’ picks (5 percent).

On the Road
If this contest were boiled down to the driving experience alone, the win would go to the 2009 Infiniti G37. It is the better driving car. Its suspension offers a better compromise between a comfortable ride and crisp handling, its engine is better suited to the character of a sport coupe, and all its controls provide better feel and response. Even its steering, which at first seems to be artificially cursed with too much effort, comes alive at speed to inform its driver precisely how much cornering grip remains at the front tires. It’s a well-refined formula that Nissan has nailed on all its FM-platform cars.

The Infiniti’s VQ-Series engine is the big selling point here. With a ripping 7,600-rpm redline, it’s living large at high speed rather than just surviving (an impression we’d verify later at the dyno). This kind of power delivery is better suited for hard driving than the grunty mill in the Genesis. Start singing up a mountain road with the G-machine and you’ll find yourself at high rpm early and often. And you’ll want an engine that’s comfortable there.

Perhaps the only area where the 2009 Infiniti G37 falls short relative to the Genesis is in the use of a viscous limited-slip differential. Slower reacting and therefore less predictable than the Torsen LSD in the Genesis, the G’s viscous unit simply isn’t as effective as it should be in a platform this capable.

Yet there’s no denying that the Genesis is very, very good. Enough so, in fact, that most drivers wouldn’t miss the G37’s added dimension of communication unless they’d had a back-to-back run with the Hyundai. The steering and brakes of the Genesis coupe lack the G37’s immediacy, but nonetheless offer ample confidence. Its shifter isn’t as bolt-action precise, but we never missed a shift.

And its 3.8-liter engine, well, there’s the heart of a minivan under the coupe’s sloping hood and we can’t pretend otherwise. We swear there’s still a little Kia Sedona in its otherwise throaty intake note, which sounds far better than the G’s raspy howl. But let’s not forget, this Korean engine is fractionally bigger than the Infiniti’s mill. The Genesis’ V6 makes ample yank right off idle and equals or exceeds the G’s engine in power and torque production until 4,800 rpm according to the Dynojet chassis dyno at MD Automotive in Westminster, California.

Where the BS Stops
At the test track the 2010 Hyundai Genesis proves itself a worthy entry into the sport coupe segment by giving the pricier Infiniti a run in several categories. First, the Genesis tips the scales at just 3,488 pounds — 221 pounds lighter than the G37. Porkiness has long been a valid gripe about any car built on Nissan’s FM platform and the G is no exception.

But being lightweight didn’t help the Genesis coupe accelerate as quickly as we had hoped. The Genesis hit 60 mph from a standstill in 6.4 seconds (6.1 seconds with 1 foot of rollout like on a drag strip) and went through the traps at the quarter-mile mark in 14.5 seconds at 97.9 mph. That’s considerably slower than the G37’s 5.7-second run to 60 mph (5.4 seconds with 1 foot of rollout like on a drag strip) and its quarter-mile performance of 13.9 seconds at 101.4 mph.

Accelerating the Genesis quickly can be tricky because of a drivetrain protection feature built into its engine calibration. Shift the Genesis coupe aggressively at redline and you’ll occasionally experience a power cut in your target gear which lasts 3 seconds.

The problem is exacerbated by the car’s tachometer, which doesn’t keep up with the engine speed in the first few gears, so it’s too easy to run the engine to its 6,800-rpm maximum speed (redline is 6,500 rpm). Hyundai says the drivetrain protection is triggered at 6,800 rpm, but once it intervened, we experienced a power reduction in the next gear at much lower engine speeds. Run this V6 to the rev limiter in any given gear and it will hang there comfortably. But if you shift hard and quickly at the indicated redline, you’ll occasionally be punished with that cut in power.

Hyundai is considering a new calibration, but there are cars going on sale that incorporate this 3-second power intervention, a feature that can punish drivers at engine speeds well below redline. Some people won’t notice it, but to others it could be a deal breaker in the purchase of a Genesis 3.8 coupe.

The Handling Story
Throttle inputs can be used to adjust the cornering attitude of both coupes around the skid pad, but the Torsen differential in the Genesis makes these adjustments quicker and inspires more confidence while doing so. The Torsen diff also gives the Hyundai better lateral grip than the G37, with a 0.88g performance on the skid pad versus 0.85g for the G37.

Through the slalom, the G37’s heavier steering offers high-resolution feedback, which helps making prudent decisions at speed easy. But the Genesis has better body roll control and provides more than enough feedback to sense its limits. The Infiniti is quicker at 69.7 mph vs. the Genesis coupe’s 68.2-mph run.

The real story here is bigger than the numbers. Drive these cars back-to-back over the same section of road and you’ll find them similarly capable. You’ll squeeze more speed out of one exiting a corner yet find the other more confident going in. You’ll learn to love the G37’s instant brake response and then fall for the Genesis’ more relaxed but equally confident pedal action. Going quickly in the 2010 Hyundai Genesis Coupe is a product of its guttural grunt, intuitive feel and textbook rear-drive balance. By comparison, the Infiniti is more anxious, more precise and more immediate.

In this case, both approaches work well. But if we were going to split hairs, we’d say that the 2009 Infiniti G37 makes a bigger sacrifice in daily driving where its heavy steering and immediate brake response seem unnecessary and, at times, awkward. But then we’d have to tell you that the Genesis coupe’s engine mounts are too soft, so its big V6 flops around way too much during quick shifts or rapid throttle transitions, creating intrusive drivetrain lash. But we won’t do that because we genuinely like the way both cars are tuned.

Living Inside and Out
Hyundai’s interior quality and design are a step up from many comparably priced cars, but when compared to a machine as costly as the G37 it’s sometimes clear where the corners were cut.

The G37’s center stack offers two additional knobs that are universally more expensive and offer more expedient, rapid control than buttons. In this case, there’s another knob for the G37’s passenger temperature, because dual-zone climate control is standard on the Infiniti and not available on the Genesis. There’s also another knob for radio tuning. The radio and ventilation controls for both cars operate with quality feel, but with few exceptions, the Infiniti offers a slightly improved level of precision and damping from its knobs.

The Infiniti’s $2,200 Navigation package provides one of the best nav systems in the business as well as XM Nav Traffic, 9.3GB of hard-drive storage for music and a compact flash slot for MP3 playback. Navigation won’t be available on the Hyundai until mid-model year.

Hyundai has cut no corners on the seats of the Genesis, however. In fact, the only way we can think to realistically improve them is to put a non-slip surface on the seat bottom. Otherwise, they are supportive, adjustable, even good-looking. And they’re superior to the G37’s seats in every way except there is no easy-entry release for either of the front seats, a feature the G offers.

Once in the backseat, passengers 5-foot-10 and taller will have to duck down in the Genesis but will still fit in the G37. Both cars make compromises in their rear seats, which is to say, don’t plan on riding in the back of either one for very long.

And finally, the ability to make the Infiniti G37 look slab-sided and stodgy requires a car as aggressively styled as the Genesis coupe. This is truly a beautiful machine with lines and angles which literally stop traffic. If you’re not a wuss, you’ll get yours in Bathurst Black, which best shows off the coupe’s gorgeous haunches and sculpted sides. Hyundai managed to knock off the G37’s elegant proportions and then add some much-needed shape. And we love it.

The Rest of the Story
It’s the undeniable value equation that tips this test in the favor of the 2010 Hyundai Genesis 3.8. You simply get more car for your dollar with the Genesis coupe. Sure, it’s not as much car as the 2009 Infiniti G37, but at two-thirds the cost, it doesn’t have to be.

Plus the Hyundai effectively opens up the sport coupe arena to a new buyer — one who isn’t prepared to drop the better part of $50 large on a car but wants the looks and most of the performance of the big players. And that, friends, earns the 2010 Hyundai Genesis Coupe 3.8 a spot on anybody’s short list of possible purchases.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

By Josh Jacquot, Senior Road Test Editor
Edmunds.com