2010 Hyundai Genesis Coupe
Prices: $22,000 to $31,000
South Korea's Hyundai hit one from the park with its luxurious, competitively priced 2009 Genesis Sedan and quickly follows it for 2010 with a sexy, price-competitive sports car called the Genesis Coupe.
The rear-drive Coupe shares components with the Sedan, but is a smaller, lighter and much different. The sedan weights 3,748 to 4,012 pounds and is 195.5 inches long, while the Coupe is much trimmer at 3,294-3,389 pounds and shorter at 182.3 inches long.
Genesis Sedan rivals include the posh Lexus, while the Coupe is aimed at sportier, harder-edged autos such as the Nissan 370Z and Infiniti G37. Maybe even Ford Mustangs and Chevy Camaros.
The Genesis Sedan is roomy, front and rear. The Coupe is roomy up front, but head room is tight for 6-footers in the rear because of a stylish arching roofline. However, rear leg room isn't bad if front occupants move their seats up a bit-at least on shorter trips.
Long, heavy doors can make entry/exit difficult in tight spots, and only the front passenger seat slides forward to allow easier entry to the rear. At least seat belts don't get in the way when getting in or out of the rear.
The Coupe costs $22,000 to $26,750 with a turbocharged, intercooled 2-liter four-cylinder generating 210 horsepower and from $25,000 to $31,000 with a 3.8-liter V-6 providing 306 horsepower. (Add $750 for freight.)
The four-cylinder is eventually expected to account for half of Coupe sales.
All Genesis Coupes have standard six-speed manual transmissions. A five-speed automatic with a manual-shift feature is available for the four-cylinder, while a six-speed automatic with that feature is offered with the V-6. The automatics have steering wheel paddle shifters, although manual shifts also can be accomplished by using the shift lever on the console.
The manual transmission shifts crisply enough, but its long-throw clutch in my test coupe lacked a progressive take-up, and thus led to occasional engine stalls when moving from a standing start. However, the car accelerates smoothly from 30 mph in fifth gear.
Estimated fuel economy is decent for the Coupe, which is fast with the four-cylinder and even faster with the V-6. (Figure on 0-60 mph in 6.5-7 seconds with the four and in 5.5 seconds with the V-6) Merging and highway passes are no problem.
The "four" delivers 21 mpg in the city and 30 on highways with the manual and 20 and 30 with the automatic. The V-6 provides 17 mpg city and 26 highway with the manual and 17 and 27 with the automatic. Only regular grade fuel is needed for either engine.
Hyundai doesn't want potential buyers of its Coupe walking from showrooms without getting the car. So it offers the 137-mph 2.0T four-cylinder in Standard, Premium, Track and R-Spec versions and the 149-mph 3.8 V-6 model in Standard, Touring and Track models.
All are well-equipped. For example, the Standard four-cylinder model's features include air conditioning, cruise control, power windows, remote keyless entry and a fairly elaborate sound system with steering-wheel audio controls.
The Premium four-cylinder adds a power driver's seat, an even more elaborate sound system and a power tilt/slide sunroof.
The Track four-cylinder version is for hard chargers. It has a track-tuned suspension, larger 19-inch (vs. 18-inch) wheels with wider tires, more-powerful Brembo brakes, black leather bolster seats and a rear spoiler.
The four-cylinder R-Spec is a tuner-focused model, with such items as a six-speed close-ratio manual transmission and quick-ratio steering.
The 3.8 V-6 models have leather interiors. The Standard version features include black leather seats, automatic temperature control, while the Grand Touring adds or substitutes (from the Standard V-6) unique brown leather seats, heated front seats and a more-upscale sound system--besides a power sunroof and navigation system.
The 3.8 Track adds a track-tuned suspension with 19-inch wheels, rear spoiler and a blacked-out front lower fascia.
Safety items for all include front-side and side-curtain air bags and stability/traction control. There also are anti-lock brakes with brake force distribution and brake assist.
Got extra dough? There are plenty of option packages.
A stiff structure with such items as a cross-tower front strut brace in this solidly built car helps provide sharp handling. Steering was rather heavy but quick in a 3.8 Track model I tested. I expected a rough ride with its firmer suspension, but the ride was supple on most roads. However, some rough ones elicited ride "chop." The four-cylinder model feels a little more agile than the V-6 version because it weighs less in front.
The brake pedal had a linear action, and stopping distances were especially short with the Brembo brakes.
The Coupe's front seats provide unusually good support. Gauges can be quickly read, and controls are nicely sized for easy use. Engines come to life with a push-button starter and large outside mirrors help provide good rear visibility. Front console cupholders are positioned to avoid spills. The front covered console bin is deep, but door pockets are shallow.
The trunk has a high, narrow opening, but is long and fairly deep. The lid has an inner lining but no inner pull-down assist and old-style hinges instead of space-saving strut-type ones. The fold-down rear seat provides extra cargo space, but the pass-through opening from the trunk to the rear-seat area is small.
The hood has no inner lining for noise control, but raises on a single strut that beats a clumsy prop rod.
The Genesis Coupe lacks some of the refinement of rivals, but doesn't give away much to them and costs thousands of dollars less. Resale value, though, is a question mark.