The Genesis coupe with its turbo four-cylinder engine doesn’t have enough power to impress on a fast racetrack, but neither do most production cars.
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I’m no pro driver, so I tend to leave the stability systems on in all the cars I take on racetracks, but of the performance cars I recently drove on a track only the Genesis coupe’s system consistently came on during aggressive cornering. I had a chance to drive a four-cylinder and V-6 coupe on a track, and both coupes felt balanced through the corners, but their standard stability systems were frequently activated. More steering feedback would be appreciated, though. There’s moderate weighting to the steering wheel, so it takes some effort to turn it, but the heft is appreciated when cornering, as well as when cruising on the highway, as you aren’t constantly making micro-corrections. The downside of Track models is that they deliver a jarring ride on anything other than smooth roads the car transmits all the irregularities in the road, like patching work and manhole covers, up to you. That means they were fitted with performance equipment like 19-inch alloy wheels shod with summer tires Brembo brakes a sport suspension and a limited-slip differential, all of which likely contributed to the car’s capabilities. Both the four-cylinder and V-6 coupes I tested were Track models. The Genesis coupe hunkers down when accelerating and stays remarkably flat when cornering. Enthusiasts know its benefits well - more-balanced dynamics and better power delivery - but even non-enthusiasts will likely conclude that a rear-drive coupe like the Genesis is more fun to drive than a front-drive one. There’s something to be said for going with a rear-wheel-drive platform when creating a sports car. Regardless, it was definitely out of the ordinary. My upper arm and shoulder got jammed up against the seat a little when shifting into 2nd or 4th gear, which may have had something to do with the shape of the seat or the position of the shifter in the center console.
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The standard six-speed manual transmission works decently, but the high-effort clutch and shifter don’t engender the sense of driving pleasure an exceptional manual can. It’s the type of sensation you could get used to in an economy car, but it seems completely out of place in a sporty coupe. It makes an annoying buzzing sound as engine rpm increase, accompanied by an equally unappealing vibration through the steering wheel that you can feel in your fingertips. However, unlike Volkswagen’s turbocharged 2.0-liter four-cylinder, this engine doesn’t encourage you to rev it. Peak torque is rated at 223 pounds-feet at a low 2,000 rpm. The turbo four-cylinder provides acceptable acceleration when you wind it out, with power building more steadily than you might expect from a turbocharged engine. *Price includes additional standard features that go in V-6 coupes. I drove both versions of the Genesis coupe, and the additional power and refinement offered by the V-6 makes up for its worse gas mileage and additional cost. The Genesis coupe is offered with a standard turbocharged four-cylinder or an optional V-6, and this is one of those times when it’s worth the extra money to choose the optional engine. The Genesis coupe offers a lot of value for the money if you’re shopping for a rear-wheel-drive sports car, but it suffers from a raucous turbo four-cylinder engine and inconsistent interior quality that tarnish what is otherwise a decent first effort from Hyundai. Now, Hyundai is tackling the sporty coupe market with its new 2010 Genesis coupe, which shares a name with Hyundai’s flagship sedan but has its own look and feel. It even earned ’s 2009 New Car of the Year Award. The full-size Genesis luxury sedan that the automaker debuted for 2009 shows that you can get much of the luxury and performance of a high-end German or Japanese sedan at a fraction of the price. Hyundai is on a mission in the U.S., diving headlong into new segments and challenging automotive norms.
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