Boomerang Basement Bolides — Second Place: Hyundai Genesis 2.0t R-Spec (Yo)

Posted on 08. Aug, 2012 by in Auto News

"That's how I ride. Flat Out." So the the infamous Miata-blocking Koenigsegg/GT2 driver says in the trackday community popular Video Ever. As a fellow teacher and track rat, I meet people like that all the time – but just as often, I see fairly talented drivers in small-caliber hardware that holds a perverse pleasure equally talented students take in Corvettes and the like. When I discuss their behavior with them, they will always say, with a kind of wounded, defensive pride,

"It's more fun to drive a slow car fast than it is to drive a fast car slow." My answer is always the same:

"Yes, but it's the most Fun to drive a fast car fast, so next time, I need you to show us from the Climbing Esses. "

The Genesis R-Spec 2.0t has the most energy, the lowest lap times, and the most ridiculous name in our little group. It is the fast car of the group, and it's fun to go fast, too. Why stop to it seconds?

Before we get to that part of the review where I natter on how the Genesis "the head rushes as the Mad Golem of legend with his ass on fire" and "stamp of authority with every exit around 300 fire-breathing turbocharged Korean Eohippuses"Or something like that, we will have to take a moment some of the people in the class to go home early. If you're in the market for a car of this type, and you have no interest in driving your personal car in a manner that is to learn both time consuming and somewhat risky commit and You do not care put at the head of the autumn evening, you can close the browser window now, turn off your computer, go to your local Hyundai dealer, and arrange financing for your new Genesis.

Let me tell you. Some nice things about the Genesis They are all true, and perhaps it is the Genesis forum guys threatened by the entry into the mass of underemployed FR-S wanna-bes who are currently camped on my front yard and keep my house burn down. (To these people, I have to say one thing: playing the solo of "Mr. Brownstone" is harder than it sounds, so I'll carry on and practice 50 more Even with the volume turned up, and sometimes I'll just stop in the middle of the song and back for another attempt.)

The Genesis looks great on the inside, even in two-liter trim, and on the outside it is, ah, unmistakable. Here at TTAC, we believe that the facelift helped matters in this regard. The original nose was tres Generics. This is like the LS1 Trans Am LT1 model compared: not nearly as graceful, but it deletes the track like Charles Barkley. It is also understood a Hyundai, and that starts to be important for all parties involved, both the company itself in its efforts to build the Hyundai brand and the growing community of young people who are proud to see one driving. Like it or hate it, when you get inside are no excuses necessary. It feels special in a way that owners want to feel their first "nice" car special.

Although Hyundai no longer plays the value-for-money card with totally committed fervor, the Genesis is still aggressively priced. It costs more than the pre-facelift model, but you get more for your money, especially in the engine room. Specifications and standard equipment on the list of Genesis alone would handily win this comparison. It also suggests the infamous V-6 Mustang as over-the-road proposition is considerably more pleasant to drive around the city and park much easier.

In a straight line and an off-ramp, the Genesis is fast, impressive and stable. When the FR-S has a bit of the normally aspirated 300ZX it – deliberately slow and unable to meets its chassis – the Genesis like Fox Mustang plays against. The engine is the point here. We have read all the complaints about turbo lag. That's what happens when you turn 274 hp from two liters. You can not conquer the laws of physics. The specific output of GenCoupe beat most versions of the GT-R and 911 Turbo, and the sacred horses have a turbo for each side of the block. In any case, the turbo lag is not bad. It's not a Switzer GT2 or something like that. It is a perfectly reasonable car with a 100,000-mile warranty, which happened to take too much power.

UNNNNN-Fortunately, it is also weighs a lot. At 3,300 pounds, it's a chunky monkey. For this reason, even though I kick almost certain Hyundai'm more power gets to the ground and has a much fatter torque curve than, say, my 1995 Porsche 993, when it's time, the old Super Beetle hectic his ass through his massive grin. We can add a few more readers out of the classroom now you can too: the simple answer to "Why does not the Genesis to win your stupid test" is the single word:

Weight.

Around Toronto Motorsports Park perfectly flat, perfectly normal, lunar landscape of a road course, is the Genesis a car much bigger than the inputs required by the FR-S. On the front straight – bam! The engine takes and rushes to the head, such as the legend of the Golem angry with his ass on fire. When you get there, the standard Brembos are useful to have massively. Each fade is almost certainly due to the standard pads. Pad swaps are much easier than caliper swaps, and much cheaper. Do not skip on the R-Spec option if you plan to track the car. In the first corner, the Genesis proves just the same amount of cornering as FR-S, and it is just as easy. It's not as fast, but that's not relevant until you get to the second part of the route.

Once you are there, the R-Spec feel a bit truckish to get through the tight left-right-left-field, but in contrast to the FR-S, you can cheat and turn the car on the throttle a little. Plus, it's not like the FR-S is a born race car through the tight curves anyway – for that, You need the Miata.

Our friends at Auto Guide complained about the transfer, but we had no problems. It might just be because AutoGuide Dave Pratte is a world famous Canadian time trial rider and your humble author once had a 218-minute race stint in a '86 Supra with well over 200k on the clock to do. Compared to a '86 Supra with well over 200k on the clock, the Genesis and a Caterham Seven is continued throughout the transmission department. It is a Bit Long throw. Put on your big girl panties and deal with it.

Not like you have to move all that much anyway. The Genesis will be the third loafed through sections, the FR-S and Miata repeatedly slapping their rev-limiter in the second have. It is highly similar. If you are in the mood to push, you can build the transmission and the engine thrust from the tip. When you do this, the two-liter exit stamp each with authority around 300 fire-breathing turbocharged Korean Eohippuses.

It's basically a very nice car around TMP. As with the 3.8-liter V-6 model of the same car, the view is nice and solid forward in Japanese low-hood tradition. It is easy to see the places on the track, and as long as you respect the car size and weight, it is easy to beat Their marks on the track. It's hard to feel that the Genesis, although quite capable of track construction would escape prefer cruising the boulevard with his angry face, or hammering in the left lane with his booted turbmotor. Of the three cars in our test, the Genesis saw the least amount of time behind the wheel. We all wanted to drive the FR-S, because, hey, it's the FR-S, and it is a celebrity. We all wanted to drive the Miata because it was a joy to drive. The Genesis? Fast, competent, and quite ready to hit the road for lunch.

As previously stated, Hyundai Motor in the FR-S are easily wins this comparison. If you separate the proverbial peanut butter and chocolate, but you get two contenders, the stuff is not quite true.

Why did the Genesis beat the FR-S? The test is a stretch. Is quick counts for a lot. The Hyundai is faster than the Scion. Had the Scion was enormously superior to the Genesis of a dynamic view – as we expected – Then we would be willing to overlook the velocity deficit. It is not, so we are not.

Why did lose the Genesis the Miata? The Miata is enormously superior to the Genesis from a dynamic standpoint. Enough to overcome the lap time difference. It's so easy. Quick beats slowly, great beats fast. The Scion is too slow, the Hyundai is too heavy. On the open road, the Hyundai is your winner, around the circuit, it's just a strong second place.

Images courtesy of Julie Hyde, which was usually set based on their outstanding rack.