2010 Hyundai Genesis Review

PROS  Spunky engines, Good road holding, Lots of features for the price

CONS  Firm ride, Smalish back seat and trunk, Steep drop in

Sporty coupes come and go like seasons of the year. Every few months there's a new little darling that's a must have for DINKs with money to burn. That's not necessarily a bad thing; it's just the curse of the class. Sports coupes tend to be trendy with sales that bob up and down as each car goes in and out of fashion.

In many cases, styling is more important than utility or functionality. Sports coupes aren't intended to be roomy nor are they necessarily fuel efficient. They are personal transportation for a maximum of two adults and are an emotional rather than rational purchase.

That said, there's plenty to like about sports coupes. They tend to be fun to drive and usually have great road-holding characteristics and zippy engines. In addition they feature look-at-me styling and lots of neat tech gadgets. In short, sport coupes are more about the passion of owning an automobile than the necessity of needing transportation.

The Genesis Coupe is no different. It's a two door coupe with seating for four on front buckets and a two-place rear bench. It is based on a shortened Hyundai Genesis sedan chassis and comes with turbo-four or V6 power. It effectively replaces the Tiburon in Hyundai's lineup--though starting prices rise quite at bit. Competitors include Ford Mustang, Mitsubishi Eclipse, MINI Cooper, Nissan 370Z, and Volkswagen GTI.

Six models are offered. The 2.0T, 2.0T Premium, and 2.0T Track come with a turbocharged 2.0-liter four-cylinder engine that makes 210 horsepower and either a six-speed manual or five-speed automatic. The 3.8, 3.8 Grand Touring, and 3.8 Track get a 3.8-liter V6 that has 306 horsepower. Transmission choices for the V6 include either a six-speed manual or six-speed automatic. All models have rear-wheel drive and traction control.

Standard safety features include antilock four-wheel disc brakes with brake assist, stability control, tire-pressure monitor, front-seat active head restraints, and dual-front, front-side, and curtain-side airbags. Standard on 3.8 Grand Touring is a rear-obstacle-detection system.

The 2.0T starts at $22,000 and includes air conditioning, tilt leather-wrapped steering wheel with radio controls, cruise control, power mirrors, power windows, power door locks, keyless entry, AM/FM/CD/MP3 player with iPod adapter, Bluetooth cell-phone link, trip computer, variable-intermittent wipers, illuminated visor mirrors, rear defogger, automatic headlights, theft-deterrent system, 225/45VR18 front and 245/45VR18 rear tires, and alloy wheels.

The 2.0T Premium starts at $24,250 and adds to the 2.0T power driver seat, Infinity sound system, keyless access and starting, sunroof, universal garage door opener, automatic day/night rearview mirror, and compass.

The 2.0T Track starts at $26,750 and adds to the 2.0T Premium limited-slip differential, uprated brakes, leather and cloth upholstery, rear spoiler, fog lights, HID headlights, sport suspension, and 225/40YR19 front and 245/40YR19 rear tires.

The 3.8 starts at $25,000 and adds to the 2.0T automatic climate control, leather upholstery, and fog lights. The 3.8 Grand Touring starts at $27,500 and adds to the 3.8 heated front seats, power driver seat, heated power mirrors with integrated turn signals, keyless access and starting, sunroof, universal garage door opener, automatic day/night rearview mirror, compass, and HID headlights. The 3.8 Track starts at $29,500 and adds to the 3.8 Grand Touring limited-slip differential, uprated brakes, rear spoiler, sport suspension, and 225/40YR19 front and 245/40YR19 rear tires.

Optional on the 3.8 Grand Touring and 3.8 Track is a navigation system. Other factory options are limited to a digital-media player connection and floormats. All models have a $750 destination charge and are manufactured in South Korea.

Get Up and Go  When pushed, the turbo four provides good acceleration that's useful and satisfying. With manual transmission, the 0 to 60 mph time clocks in at about seven seconds. On the downside, the engine doesn't seem that energetic in around-town driving. That's likely because you have to keep engine speeds above 3000 RPM to extract the most power from the four.

The V6 is a wise, though more expensive, choice for those wanting a little more passing punch and a more tractable engine. The V6 is quicker off the line, punching in at less than six seconds 0 to 60 mph. Another positive of the V6 is more-linear power delivery when passing and merging.

Regardless of engine, the manual transmission is less than accommodating. Shift action is bulky and the clutch take-up point is undefined. Automatics, on the other hand, offer smooth and prompt upshifts and positive-feeling downshifts. In addition, steering-wheeel-mounted paddle shifters are available for manual operation.

Even with the standard traction control, grip can be a problem on rain- or snow-covered roads. That's a circumstance that's indicative of most rear-drive vehicles and exacerbated by wide-touring tires. Those intending on driving Genesis Coupe year round would be advised to swap out the touring tires for a set of all-season rubber or, better yet, a set of snow tires.

EPA numbers for the Genesis Coupe 2.0T with manual are a respectable 21 mpg city and 30 mpg highway. For a quick, rear-drive coupe, those numbers are better than average, but fall short of some front-drive, four-cylinder competitors. Thankfully, Hyundai says that both engines will run fine on regular-grade gas.

Real-world fuel economy really depends on how deeply you dive into the go pedal--doesn't it always? Given a responsibly light throttle foot, the 2.0T will net about 25 mpg overall. Stomping hard on the gas will likely drop your average into the high teens.

On the Road  Genesis Coupe shares its chassis with the more sedate Genesis sedan, though you wouldn't know it. The sedan rides with the smoothness and composure of a luxury four-door, and the Coupe has a firm ride that sometimes grows harsh. That's not uncommon with sporty coupes, but it's unusual to see such a transformation with vehicles that share common underpinnings.

Given a smooth road the non-Track models ride with a good level of comfort. When the road grows rough, the ride gets jiggly and stiff. Track models have a firmer-still suspension that amplifies road imperfections more so, to the point of being harsh. Still, the overall effect is more composed than you might expect for the class and the Genesis Coupe feels buttoned down on all but the bumpiest of roads.

Thanks to a sophisticated suspension, the Genesis Coupe is nimble and athletic feeling. There is very little bobble or bounce when navigating bumpy turns, a trait that is common to rear-drive sports coupes. The steering feels natural and has just the right amount of boost. Brakes are strong, provide plenty of stopping power, and have a nicely progressive pedal feel that makes smooth and sure stops drama free. The Track's stiffer suspension and stronger brakes are sure to be much appreciated by the enthusiast, probably less so by the average driver.

Despite its sporty nature, the Genesis Coupe is reasonably quiet. Wind noise is very low and tire noise is only a problem on grooved concrete surfaces. The turbo four intrudes in hard acceleration, but the sound isn't inappropriate for the class.

Behind the Wheel  Genesis Coupe sports an understated, if somewhat muted interior that sports class-appropriate plastics and materials. Assembly quality is good and most surfaces are slightly padded to the touch. While not on par with luxury rivals, the interior certainly comes across as better than some comparably priced rivals.

Gauges are deeply set into the dashboard but have clear markings and are easy to read at a glance. Power window, lock and mirror controls are high on the driver's door and an awkward reach. Radio and climate controls are placed high on dashboard and are easy to reach. The button and knob layout is straightforward and takes only a few seconds to master.

Front-seat passengers are treated to comfortable, if a bit firmly bolstered, seats. They aren't as confining as some in the class, though certainly more form-fitting than those in a typical sedan. Leg room is great, but head room only adequate--especially if you are more than six-feet tall. The seating position is quite low, which makes ingress/egress difficult. Complicating matters is a steering wheel that doesn't telescope. Visibility isn't too bad, all things considered, thanks to large rear windows and outside mirrors.

As in most sport coupes, the rear seats are merely a token gesture. They are fine for pre-adolescent kids, but anyone more than five-feet tall with complain loudly about the lack of head and leg room. In addition, getting in and out requires a lot of twisting and turning.

At 10 cubic feet, cargo space is tight but about class average. There's enough room to fit a golf bag and perhaps a weekend duffle. There's a rear-seat pass-through that just doesn't seem to make any sense since it doesn't expand trunk space any. Interior storage is adequate highlighted by a large glove box and long door map pockets.

Bottom Line  It's important to remember that sporty coupes are not sports coupes, and yes there is a difference. Sporty coupes generally have good acceleration and above average road-holding abilities. Sports coupes are fast and have tenacious grip in the corners.

The new Genesis Coupe toes the line between the two, offering a fair amount of performance and an equal dose of refinement. It does this at extremely reasonable prices--especially if you opt for the turbo four.

Obviously, there are compromises. Things like a small trunk, firm ride, and tiny back seat force owners to compromise. That's the case for almost any vehicle in the class though. While the Genesis Coupe doesn't have the cache of tradition behind it, like some others in the class, it certainly has the chops to play with the big boys and can be quite affordable as well.