Review: 2013 Hyundai Genesis Coupe

Posted on 21. Feb, 2012 by in Auto News

"If you have a Veloster Turbo will" quipped Hyundai CEO John Krafcik, in September oddball the launch of Hyundai, front-drive hatchback Veloster, "You can buy one now. It's called the Genesis Coupe" The Veloster Turbo ceased to materialize the 2012 Detroit Auto Show -. And so did a new Genesis Coupe. Hyundai apparently never planned on making a Veloster Turbo after the startup. But they did plan on a refreshed Genesis Coupe and a beefy Veloster means that the Genesis gets up in performance and price.

Gone are the sleek coupe, almost generic lines forward, replaced by an aggressive, open-mouth design that how you see it, guess the Veloster. Unfortunately, the Genesis Coupe is getting delete "Altezza" taillights. First photos caused a moan from me and others who "grew up" the styling of the Genesis Coupe liked, but in the flesh, the new look works quite well by some signs to look for a car that criticized many derivative.

Significant powertrain upgrades should inspire anyone with a pulse. The once wimpy turbocharged 4-cylinder engine gets a boost from 210 hp and 223 lb-ft to 274 hp and 275 lb-ft of torque, while the 3.8L V6 up to 348 hp and 295 lb-ft of torque and 306 hp 266 pounds-ft. The two engines can be run regularly or premium gas, but 87 octane is to take the power to 260 hp and 260 lb-ft for the 2.0T. For the V6, is 87 octane in outputs of 344 hp and 292 lb-ft lead. Hyundai also claims that fuel consumption is up to 2.0T, 20/31 mpg for cars and 21/30 mpg for the manual. The V6 rates 18/28 mpg for cars and 18/27 mpg for the manual).

As a founding member of the naturally aspirated snobs club, I was surprised with how nice the revised turbocharged 4-banger is taken. The 2.0T is not yet that quickly, but it now has enough power to be satisfactory, and the push to come in a very linear, lag-free fashion that produces maximum torque at 2000 rpm. On the other hand, the V-6 engine that delivers a lot of quantitative performance, but little in the way of qualitative excellence. There is nothing wrong with the engine per se, but provides plenty of power for a moment, but wringing the 2.0T engine proved to more fun on the road, while the 3.8 was perhaps better suited to the 1.5-mile road Of course, if only because it allows for fewer shifts in the tight, technical circuit.

The heaviest car in the lineup – The trip to Spring Mountain Motorsports Ranch was carried out in a 3.8L V6 Track model with an 8-speed automatic transmission. The £ 3,600 car "did not feel like it had 348 HP" to my co-driver, and it was not slow by any means, felt the Genesis Coupe as it could from lap band surgery have benefited. Even the slightest Genesis Coupe, a base model 2.0T weighs 3,362 pounds, a significant number for a small sports coupe. The porky package is an inevitable consequence of the common platform with a large luxury sedan, but with the £ 2800 Scion FR-S around the corner, a whole new generation of riders are felt over what lightweight sports cars are all about.

The 8-speed automatic transmission has been working well, with crisp quick shifts when using the paddle shifters and a nice, smooth feel of a scene. We have also to try the 6-speed manual transmission in both 2.0T (on the road) and the 3.8 R-Spec (on the track). The gearshift feels similar to other Hyundai models, with a vague shifter and clutch too soft, it feels as if a leak in the hydraulic lines. Hyundai made it so much to get right with the driving dynamics of this car, but its treatment of the car gearbox is available as a glaring oversight for an otherwise competent performance car.

The test track was slippery roads with marble little opportunity to assess the Genesis Coupe ride. A gremlin that was immediately clear was wind noise. At 80 mph, it was over the top, with most of it seeps through the A-pillar. The interior, while better than before, is still largely made of hard plastic that. Not the most impressive in the economy (although competitors such as the Chevrolet Camaro and Ford Mustang are hardly impressive) together An addition for 2013 is a series of three gauges in the center console, which increase fuel consumption, torque shows (on the 2.0T) and oil temperature – the lessons may look cool at first, but the novelty wears off quickly.

Although there were about 8 cars available to drive on the road, of course, only one was a 2.0T despite sampling both trim levels, I felt little difference between the "track" and "R-Spec" model. Both models are larger stabilizers, 4-piston Brembo brakes (13.4 "rotors up front, 13" on the back), adjustable camber bolts (which can be installed by the owner, and allow as much as 1.5 degrees negative camber) , and you get 19 "wheels. Track The package comes with a higher level of standard equipment and a spoiler on 3.8 models. R-Spec, which I spent most of my time is more Spartan. I decided to go with an instructor in the passenger seat, even after a year and a year of ice racing kart (with podiums in both series) my driving needs work. The stakes are higher when driving a new 28.750 $ 3.8 R-Spec, compared to a 125 cc TAG kart or a $ 500 BMW E30.

What makes the Genesis Coupe as a worthwhile track car is the small details – the most important way, not impress anyone on the web forums, but will make your experience more enjoyable way. The seats are comfortable and allow you to get a perfect driving position, with your elbows bent and hands at 9 and 3, no. Transparency or comfort The pedals for proper heel-toe downshift even with my size 12 feet allowed. The steering is heavy, well-weighted and provides plenty of feedback, while the brakes (even the standard, based on the R-Spec) and fade resisted a consistent pedal feel. I thought the traction control during the session, but could still have the throttle to adjust the direction of the car, not in a heroic tail of fashion, but enough that it was making me all times faster timing me. Despite the noticeable heft, the body roll is well controlled and the car considerable curb weights become secondary to the track. The 3.8L had a lot of useful power on the inner circle, but the 2.0T has to stay require relocation of the power band. The Genesis Coupe seems like it would be interesting to a great learning tool for anyone serious in honing their driving skills, rather than just a toy for those who want to brand yourself as a car lover to their Facebook friends.

Make room in the pricing for the Veloster Turbo make the Genesis Coupe gets a price bump of about $ 2,000. The base car is now