2010 Hyundai Genesis Coupe 2dr 2.0T Auto Premium

Introduction

The Hyundai Genesis, with its rear-wheel drive and available V8 power, aspires to the category of the BMW 5 Series, Lexus GS, Mercedes-Benz E-Class, and Infiniti M, but is priced considerably below those brands. The Genesis seats five, is offered with a V6 or V8 engine and represents Hyundai's biggest leap yet to go upmarket with a genuine luxury car.

Inside, it is nicely appointed, with chrome accents, wood and aluminum trim, and soft-touch materials. Easy-to-read electroluminescent gauges greet the driver, and the available navigation system includes voice activation and a multimedia interface that is easier to use than those from most luxury manufacturers. An iPod interface is standard, and customers can choose a 17-speaker audio system that has 7.1 Surround Sound and cranks out great music.

Room in the front and rear seats is excellent, though the Genesis could use a little more storage space for small items, and some customers will be disappointed that the rear seats don't fold down.

The base engine is a 3.8-liter V6 of 290 horsepower, and we found it delivers enough pep for most peoples' driving needs while returning good fuel economy. We also liked Hyundai's first V8, a 4.6-liter dual overhead cam engine with 375 horsepower that provides plenty of smooth, willing power and gets quite decent fuel economy, particularly for its performance level. Both engines run quietly and are mated to smooth-shifting six-speed automatic transmissions with manual shiftgates.

Hyundai touts the Genesis as a sports sedan, with a rigid structure, rear-wheel drive, and advanced five-link front and rear suspensions. On twisty roads it performs well, with a generally nimble feel and a fairly flat disposition through corners. Of the two models, the lighter V6 feels more responsive through turns. The V8 model, on the other hand, benefits from electrohydraulic steering that provides sure steering assist in the tightest corners.

The Genesis rides well, ironing out most bumps with little effect on passengers. It doesn't float or wallow like other Hyundais, but the ride can get bouncy over humps and ruts at highway speeds. On the whole, the Genesis is a legitimate sports sedan, but it's not as agile as the top performers, such as the BMW 5 Series.

Both Genesis models are excellent values that deliver fine handling, smooth rides, and willing power. They also have plenty of interior room, with nicely appointed interiors. Though not quite up to the high standards of the European and Japanese luxury cars the Genesis aspires to, it is a viable and less-expensive alternative to those cars and a better appointed option than large American sedans.

The 2010 Hyundai Genesis carries over largely unchanged. For 2010, the Technology Package offers a Smart Cruise Control and an electronic parking brake with automatic vehicle hold; touch-screen navigation is standard on the 3.8-liter V6 models with the Premium Navigation Package and on the 4.6-liter V8 model; and ultra-premium leather seating surfaces are standard on the 3.8-liter V6 models equipped with the Premium, Premium Navigation, and Technology Packages. When the 2009 Hyundai Genesis sedan took home North American Car of the Year, some doubters thought it a fluke, a lucky shot by a rookie. The 2010 Genesis Coupe shows it wasn't, that Hyundai not only is serious in its upmarket intentions, but also can deliver serious contenders and at impressive prices.

This new coupe is not merely a shortened, two-door, four-passenger version of the larger, four-door, five-passenger sedan. While it shares some of the sedan's underpinnings, in almost every way that matters, and in some that probably don't, it's a unique, sporty coupe that offers remarkable value for dollar.

There's a choice of engines, between a turbocharged, 210-horsepower four-cylinder and a 360-hp V6. Both come standard with a six-speed manual transmission, increasingly a rarity, if offered at all, in the sporty coupe market. The optional automatics are Shiftronic manu matics with steering column-mounted shift paddles. In a hat tip to the car's rear-wheel drive, the rear tires and wheels are wider than the fronts, making for a better managed, more efficient delivery of power to the road.

Inside you'll find leather upholstery on most models, but the fabric seats are more than up to the dual challenges of keeping their occupants comfortable over long distances as well as reassuringly restrained on winding mountain roads. For the multi media generation, iPod and USB audio inputs are standard along with a simple auxiliary jack.

All of this, though, is icing on the cake. This is a very competent, nicely balanced sporty coupe that feels as at home on a closed track as slogging through daily commute traffic. Rear-wheel drive is generally regarded as being better for sporty handling than front-wheel drive, and the Genesis takes advantage of this. We found the ride and handling on the street and on the track to be remarkably good, especially for a car with a starting sticker price of $22,000.

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Walkaround

The Genesis is based on a rear-wheel-drive architecture.

On the outside, the Genesis looks like the lovechild of a BMW 5 Series and a Mercedes-Benz E Class. Hyundai says the design is athletic, not so aggressive, assertive, but not polarizing. We agree, though, we feel a little more flavor might draw more customers.

Up front, the trapezoidal grille is reminiscent of a Mercedes design, but instead of rounded headlights, it's flanked by more modern eye-slit headlights. Fog lights are standard on the lower fascia, which also features a large lower air intake. Halogen headlights are standard, and the Technology Package includes auto-leveling high-intensity discharge adaptive headlights that point into turns to improve night-time vision on dark corners.

Character lines echoing the shape of the grille flow into the hood and resolve themselves at the front pillars. The rest of the car has more angular shapes like a BMW instead of the softer, rounder shapes of a Mercedes. The greenhouse is practically identical to that of the 5 Series, right down to the dogleg shape of the rear pillars. Ornamentation along the flanks is minimal, with only an upper beltline that flows from the front wheel openings to the taillights and a kickout at the bottom of the doors. Standard 17-inch wheels fill the wheelwells nicely, and the available 18-inchers look even better.

At the rear, the Genesis has the high trunk line that was so controversial for BMW five years ago but has now come into use by several manufacturers. A lower fascia flanked by dual exhausts gives a hint to the Genesis's sporty character. The 2010 Genesis Coupe has a quirky, hybrid look, a mix of several styling themes. Some of it works and some of it doesn't. On the upside, it's distinctive. On the downside, it's distinctive. One thing about which there is no confusion is that the Genesis Coupe is not merely a sporty, two-door knock down of the company's award-winning sedan. The only visual feature it shares with the sedan is the company's stylized H logo.

The front end is an intriguing collage of swoops and scoops. Two sharp hood creases squeeze past the upper grille to pinch down on top of a lower grille flanked by horizontal polished ribs on flat black insets pushing the fog lights to the extremes of the lower fascia, which itself wraps around the front tire wells to emphasize the broad stance. Projector-beam headlights peer out of compound housings slashed into the fenders. The busy front end is not going to look any better with a license plate bolted to it, a realization that might have buyers living in states requiring two plates sorely tempted to scoff at that particular law.

Side view shows what at a quick first glance could be the Infiniti coupe. There's a nice balance between hood and boot, which are split by a perfectly proportioned glasshouse. Right-sized tires on airy alloy wheels fill round wheel wells. Topping it off is something called a Z character line that broadcasts sportiness to passersby. The curves of the body catch the light and shadow and a Z-shaped reflection breaks up what would otherwise be a large expanse of sheet metal along the sides of the car.

To the extent there's any Hyundai legacy in the Genesis Coupe it's found in the hindmost view. Were it not for the car's mass, followers might think they were tailgating a Tiburon, the smaller, lower priced, less-sophisticated sporty coupe (phased out during the 2008 model year). There's the same lower valance with almost identical wide spaced exhaust tips, a similar oval ness to the taillight rear bumper fascia trunk lid grouping and the same tucked-in tapering of the rear quarter panels behind the rear tires. This isn't to say the look is other than pleasant, but the clear visual linkage to that older, lesser coupe is strong enough that it could dim the new coupe's up-market prospects, at least to those following behind.

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Driving Impression

Hyundai says it benchmarked the BMW 5 Series, Infiniti M, Mercedes-Benz E-Class, and Lexus GS when developing the Genesis. Advanced five-link front and rear suspensions, rear-wheel drive, and a rigid unibody structure give the Genesis the engineering to compete with those cars. But this is Hyundai's first sports sedan, so is it possible that the Genesis is a match for such lofty competition?

We drove the Genesis on twisty two-lane California roads and on a race track to experience the handling. The Genesis proved to be a capable handler, a viable match for a Mercedes-Benz E-Class we drove for comparison. By comparison, the Genesis feels a bit more numb and doesn't have as much steering feel, but it stays flatter through turns.

The Genesis 3.8 V6 is lighter, making it more nimble and responsive in the corners than the 4.6-liter V8 model. However, most drivers might never notice the difference.

That's all good news, but the Genesis lacks the balance, agility, and direct steering of the BMW 5 Series. Hyundai shouldn't be ashamed, though. BMW builds some of the finest handling sports sedans in the world.

The Genesis is equipped with Amplitude Selective Dampers, which are basically two shocks in one. These shocks have one mode for small, high-frequency bumps and ripples and another mode for larger motions. Hyundai says they improve ride comfort, optimize road surface contact, and increase body and wheel control. On the road, they help the Genesis provide a smooth, quiet ride. We detected no float or wallow, though we did find that the ride got bouncy over humps and ruts at highway speeds.

Steering is direct but not overly quick. The 4.6 model has electrohydraulic steering, while the 3.8 is hydraulic, and the electrohydraulic version deals with very rapid directional changes better.

The Genesis 3.8 model is powered by Hyundai's Lambda 3.8-liter DOHC V6, which produces 290 hp at 6200 rpm and 264 pound-feet of torque at 4500 rpm. The V6 is EPA-rated City/Highway at 18/27 mpg.

On the road, we found that the V6 had plenty of zip for most every need. Hyundai quotes a 6.2-second 0-60 mph time, but it didn't feel that quick so we tried an unofficial 0-60 mph run and found that the time was more like 7.5 seconds. That's still pretty fast and competitive with most other cars in the class, but not as spritely as we were told. No worries, though, because the Genesis gets up to speed quickly and highway passing is a breeze.

The V8 model offers Hyundai's new Tau 4.6-liter DOHC V8. This engine has continuously variable valve timing for both the intake and exhaust, and also comes with a Variable Intake System designed to allow the engine to breathe more efficiently at both low and high speeds. The result is 375 hp at 6500 rpm and 333 pound-feet of torque at 3500 rpm with premium fuel. Save some cash and choose regular fuel and those numbers drop slightly to 368 hp and 324 pound-feet of torque.

The V8 is substantially quicker than the V6. It has plenty of power from a stop, in the midrange, and at highway speeds for passing. Hyundai quotes a 5.7-second 0-60 mph time, and we believe it. The V8 is EPA-rated at 17/25 mpg City/Highway, which isn't much of a fuel economy penalty given the extra power.

Each engine is mated to a different six-speed automatic transmission. Both are responsive, shifting quickly and smoothly. Both also have Hyundai's Shiftronic manual shift gate. Neither model is yet rated for towing, but Hyundai says a towing package will be offered. Bringing the Genesis Coupe to market at this price point meant compromises. Fortunately, Hyundai made those compromises elsewhere and not in the handling package. It's a pleasant ride in cruise mode and surprisingly fun, and competent, during play time.

If there's a complaint, it's with steering feel at high speeds over anything other than glass-smooth pavement, when too much sensitivity to surface irregularities feeds back through the steering wheel; the best descriptor is high strung. This afflicts the 2.0T more than it does the 3.8, which is more relaxed, but both feel as if they could use a little more damping. Driven hard on a closed track, however, both were a delight, nicely balanced, with just a smidgen of understeer from the mild front-end weight bias. One of the benefits of rear-wheel drive is that it allows the driver to better control the car in a turn using the throttle. Lifting off the throttle after carrying too much speed into a corner kicked the rear end out a bit, but a touch of opposite lock and giving it gas put everything back in line.

What was truly fun was turning off the electronic stability control and using that same throttle to manage the line through a turn and then to draw different exit lines in search of the optimum entry line into the next turn. All of which every one of the Genesis Coupe powertrain combinations took in stride, never surprising with some unexpected dynamic resulting from an unnecessary compromise during development. Sure, the Track editions' envelopes were more expansive, especially in the braking category (love those Brembos!) but the other two editions were no slouches.

Power delivery in the 2.0T was linear with virtually no evidence of the dreaded turbo lag, to the point, sadly, of requiring some extra anticipation when executing a pass on mountain two lanes. Shifts in the automatics were smooth and precise. Upshifts are controlled solely by the driver when the Shiftronic is in manual mode. Shift throws in the manuals were short but could have been more precise.

The ride was comfortable on well-maintained interstates, showing some rough edges only on weathered urban roads, where broad expansion joints and broken pavement sent jolts through the suspension hard points. Road and tire noise was mostly muted, as was wind noise, even at interstate speeds, although the outside mirrors on a couple test cars at the introduction in Nevada generated an occasional whistle.

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Interior

Nowhere are the Genesis's luxury intentions more clear than in the cockpit. From the driver's seat, customers are greeted with tight tolerances, chrome accents, and numerous soft-touch materials, including a leather-wrapped dash, a feature usually reserved for much more expensive vehicles. While the materials are certainly nice, the rounded shape of the dash isn't as appealing or modern as the best from Europe.

The driver is presented with electroluminescent gauges with white numbers on a black background and blue accents. The gauges are easy to see and read. There is a small, rectangular display between the two main gauges (speedometer and tach) that shows trip computer information.

The base setup includes a small screen at the top of the center stack that shows radio and climate information. Below that are the radio controls and at the bottom of the rounded center stack are 10 buttons devoted to climate control. We would prefer the three easy-to-use knobs that many manufacturers are using these days. The CD slot sits below the center stack and below it is a small cubby to fit CDs and the like.

The center console has an ashtray-type bin below the center stack and behind that is an aluminum plate that houses the shift knob. Two cupholders sit behind the shifter, and the center console bin is big enough to hold an assortment of small items, though a flat, rubberized tray in front of the shifter would help, too. More storage for small items can be found in fold-out pockets on each door.

The navigation option features a central multimedia controller for the radio, navigation system, iPod interface, trip computer, Bluetooth phone, and settings in the Driver Information System. It uses a large rotating knob and six buttons. Compared to BMW's iDrive, the Hyundai system is simpler to use, but it still adds a couple steps to simple tasks like programming a radio station. The iPod interface works well, too, displaying songs, artists or playlists on the dashboard screen. However, returning to a previous menu always starts you over alphabetically. It would be nice if the system returned to the last spot you visited. Nonetheless, other manufacturers would do well to study the simplicity of Hyundai's multimedia interface.

The Technology Package includes a 40-gigabyte hard drive to hold music files and navigation map information. Songs can be loaded from CDs or through a USB interface.

Front and rear head and leg room are plentiful. Only tall rear passengers will have a complaint, and probably only with head room. The rear center passenger will also have to deal with the driveshaft hump as well as a seat hump, but four occupants should ride with ease. The front seats are comfortable, but sit up higher than we'd prefer and they don't have all that many adjustments for a car with this level of luxury. Getting in and out is easy.

The trunk is deep, with 16.0 cubic feet of cargo room, but it is a bit compromised by the lack of split folding rear seats. Hyundai opted against them for structural reasons. For some, this may be a deal breaker, but at least a rear pass-through is provided. The Genesis Coupe interior shows cost-cutting doesn't have to mean cheap. Yes, most of the larger pieces are hard plastic, and pizzazz is not a word that comes readily to mind when describing the gauges and array of switches and knobs on the center stack. But for the most part, where function and feel matter, the Genesis Coupe measures up.

Seats, those in front at least, are comfortable but sufficiently assertive to hold the backside in place during spirited motoring, especially in the 2.0T with its basic black cloth. The 3.8's leather is a nice touch of semi-luxury, but it's slippery, as well as sweaty in the hot months and clammy in the cold. It's that old debate between cloth and leather.

The back seats are only for small children and, in some states, lower insurance premiums.

The steering wheel feels good, with just the right rim thickness and cross section. The shift knob, steering wheel and driver's seat hip-point triangulate well for 90-percentile males. The column-mounted shift paddles for the Shiftronic automatics are at the fingertips of hands at the 10-and-2 o'clock positions and are within reach from 9-and-3. The up/down slot on the console mounted shift gate opens toward the driver, where it's a natural tug at the lever. The foot pedals are where the driver's feet expect; heel and toeing in the six speed manuals could be easier but doesn't demand a stretch or awkward ankle twist. Unlike the buttons for the power windows, which are placed on the door armrest at such an odd angle that to use them requires twisting the wrist into an almost painful contortion.

The primary gauges are analog, with coolant temperature and fuel gauges embedded in the base of the speedometer and tachometer, respectively. Basic, bright red needles communicate their information quickly and surely. The aforementioned knobs, buttons and rocker switches for the audio and climate management controls are large and logically located, with audio controls up top for ready access requiring minimal shift of the driver's line of sight away from the road ahead, to which a low dash gives bay window-like visibility. Quite the contrary is true for lane checks; despite a recessed lower sill that expands the glass area, the rear quarter windows offer limited visibility, in large part due to the large C-pillar.

Cargo area isn't commonly a strong point for coupes, and the Genesis Coupe does not challenge that perception. With 10 cubic feet of cargo space, the Genesis Coupe holds more than the 2009 Mazda RX-8 (7.6 cu. ft.), less than the BMW 328i/335i coupe (15.5 cu. ft.).

Nor is a roomy cabin traditionally a coupe's forte, another standard to which this coupe adheres. That said, the Genesis Coupe holds up well against those competitors in terms of front seat roominess. Front-seat head room tops that in the RX-8 and 3 Series coupe by about one inch. The same holds for front-seat leg room, which bests those two by more than two inches. Hip room in those front seats is wider by almost three inches than in the RX-8's seats. (BMW, like most German carmakers, does not publish figures on hip room.) If rear seats must be added to the chart, the Coupe truly fares not well, trailing in head room by more than two inches, in leg room by between just under one inch and more than three inches, but eking out a win by one inch over the RX-8 in hip room.

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Lineup

The 2010 Hyundai Genesis is offered in two models. The 3.8 model has a 3.8-liter V6 that makes 290 horsepower and 264 pound-feet of torque. The 4.6 model has Hyundai's new 4.6-liter Tau V8, which makes 375 horsepower (with premium fuel; 368 with regular fuel) and 333 pound-feet of torque (324 with regular fuel). Both engines have six-speed automatic transmissions have a manual shiftgate.

The Genesis 3.8 ($33,000) comes standard with leather upholstery; dual-zone automatic climate control; tilt/telescoping, leather-wrapped steering wheel with audio controls; cruise control; heated front seats; eight-way power-adjustable driver's seat with lumbar adjustment; four-way power-adjustable passenger seat; heated power mirrors; power windows and door locks; remote keyless access and starting; seven-speaker AM/FM/CD/MP3 stereo; XM satellite radio; auxiliary audio input jack; iPod interface; Bluetooth wireless cell phone link; auto-dimming rearview mirror; compass; universal garage door opener; automatic headlights; theft-deterrent system; fog lights; and P225/55R17 tires on alloy wheels.

Options for the 3.8 include a Premium Package ($2,500) that adds a sunroof; leather-wrapped dash and door trim; power tilt/telescoping steering wheel; memory for the driver's seat, exterior mirrors and steering wheel; Lexicon 14-speaker audio system; six-disc CD changer; automatic windshield defogger; rain-sensing wipers; and a power rear sunshade. The Premium Navigation Package ($2,000) has P235/50R18 tires on alloy wheels with chrome inserts, navigation, XM NavTraffic with a 90-day subscription, and rearview camera. The Technology Package ($5,500) includes front- and rear park assist, navigation system, heated/cooled front seats, 17-speaker Lexicon audio system with 7.1 Surround Sound, HD radio, XM NavTraffic, 40-gigabyte hard drive, rearview camera, and adaptive, auto-leveling xenon headlights.

The Genesis 4.6 ($39,500) includes a power tilt/telescoping wood and leather-wrapped steering wheel; leather-wrapped dash and door trim; memory for the driver's seat, mirrors and steering wheel; sunroof; Lexicon 14-speaker audio system with six-disc CD changer; rain-sensing wipers; power rear sunshade; auto-dimming exterior mirrors; and P235/50R18 tires. The only option is the Technology Package ($3,500).

Safety features include dual front airbags, front and rear side airbags, curtain side airbags, tire-pressure monitor, electronic active front head restraints, antilock brakes with brake assist and electronic brake-force distribution, traction control, and electronic stability control. Front and rear park assist and a rearview camera come with the Technology Package.

Model Lineup: Hyundai Genesis 3.8 ($33,000); 4.6 ($39,500).

Assembled In: Ulsan, Korea.

Options As Tested: Technology Package ($3,500) with front- and rear park assist, navigation system, 17-speaker Lexicon audio system with 7.1 Surround Sound, XM NavTraffic, rearview camera, heated/cooled front seats, and adaptive, auto-leveling HID headlights, front and rear park assist, Driver Information System (DIS), Bluetooth hands-free connectivity, and Smart Cruise Control.

Model Tested: Hyundai Genesis 4.6 ($39,500).The 2010 Hyundai Genesis Coupe comes in two basic models: the 2.0T and the 3.8. Each model has three trim levels: The 2.0T ($22,000), the 2.0T Premium ($24,250), and the 2.0T Track ($26,750), the 3.8 ($25,000), the 3.8 Grand Touring ($27,500), and the 3.8 Track ($29,500). The 2.0T's optional transmission is a five-speed automatic with Shiftronic ($1,250). The 3.8's optional transmission is a six-speed automatic with Shiftronic ($1,500). Also available is the 2.0T R-Spec ($23,750) available only with the six-speed manual.

The 2.0T comes with fabric upholstery, power windows, outside mirrors and central locking; leather-wrapped shift knob and manual tilt steering wheel; six-speaker multi-media stereo; and XM satellite radio and Bluetooth capability are all standard across the line. Premium adds power driver seat, auto-dimming inside rearview mirror with compass and programmable garage/gate remote, a 360-watt multi-media stereo with 10 speakers including woofer, power tilt-and-slide moon/sunroof, and proximity key with push-button start/stop, its feature list matches the Premium trim.

The 2.0T Track comes with leather seat trim complemented with color-coordinated leather door trim accents, Xenon headlights, body color spoiler, aero windshield wipers, 19-inch wheels with 40-series summer tires (instead of all-season tires), aluminum foot pedals, Brembo braking system, track-tuned suspension, limited slip differential and fog lights.

The 3.8 feature list mostly tracks the 2.0T's but also includes leather seat trim and door trim accents, automatic climate control, and fog lights. The Grand Touring and Track editions add folding and heated features to the outside mirrors, which also get integrated turn signals; the Xenon headlights; the moon/sunroof; the uplevel stereo, the auto-dimming rearview mirror; the power driver seat; and the proximity key with push-button start/stop. The 3.8 Track shares the 2.0T Track's aero and handling bits.

Options are limited to floor mats ($95) and an iPod cable ($30). These are added after the Coupe leaves the ship at the port of entry.

Safety equipment includes frontal, side-impact and side-curtain airbags. The front seats have active, anti-whiplash head restraints. All four passengers get three-point seatbelts with pre-tensioners and force limiters. The rear seat comes outfitted with child safety seat anchors. Active safety features include antilock brakes, electronic brake-force distribution, brake assist, electronic stability control with traction control and tire pressure monitors. A backup warning system comes on the Grand Touring model.

Model Lineup: Hyundai Genesis Coupe 2.0T ($22,000); 2.0T Premium ($24,250); 2.0T Track ($26,750); 2.0T R-Spec ($23,750); 3.8 ($25,000); 3.8 Grand Touring ($27,500); 3.8 Track ($29,500).

Assembled In: Ulsan, South Korea.

Options As Tested: 5-speed Shiftronic automatic ($1250); iPod cable ($30); carpet floor mats ($95).

Model Tested: Hyundai Genesis Coupe 2.0T Premium ($24,250).

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Summary

The Hyundai Genesis luxury sedan offers lots of features for the dollar. When it comes to sports sedan credentials, the Genesis is surprisingly capable, though not a match for the best in the class. With a smooth ride, lots of interior room, and willing power, the Genesis is a viable alternative to established luxury brands. Genesis customers can choose between the capable 3.8 model that provides more nimble handling and better fuel economy or a quicker 4.6 model with more luxury and a higher price.

NewCarTestDrive.com correspondent Kirk Bell filed this report from Santa Barbara, California. The 2010 Hyundai Genesis Coupe offers sporty handling and rear-wheel drive. Our impression was the Genesis Coupe rides smoother than the Mazda RX-8, though it feels less sophisticated than the BMW 3 Series coupes. Power from the four-cylinder and V6 engines is competitive. Fuel economy bests all but the 335i (where BMW recommends premium fuel). The BMWs are tops in styling, and those two and the Mazda have richer, although not necessarily more comfortable, interiors. Then there's price. Sticker for the Genesis Coupe starts out lower than the least expensive RX-8 by about $4000 and by more than $15,000 than the least expensive of the BMWs. In terms of value, the Genesis Coupe prevails.

NewCarTestDrive.com correspondent Tom Lankard filed this report from Las Vegas, Nevada.

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