FRANK A. AUKOFER
Scripps Howard News Service With its 2010 Genesis Coupe, Hyundai demonstrates a continuing capability to surprise.
Once relegated to pits-dwelling status by most of the car-buying public, the South Korean vehicle manufacturer has accelerated strongly in recent years and merged into the mainstream.
The biggest boost came from new products and a decided up-tick in quality. But the surprise element surfaced in a big way with the introduction of the 2009 Genesis, a large, fully-realized, rear-drive luxury sedan.
Hyundai had the misfortune to deliver the Genesis just as the economic recession peaked. Looking for sales of 50,000 a year, it has soldiered along at an annual rate of less than half of that.
Despite that, Hyundai earned plaudits for producing a luxury car that sold for a Filene's Basement price against established designer-outlet competitors from Germany, Japan and the United States, some with names that needed generations to earn their cachet.
It appears to be succeeding where Volkswagen failed with its big luxury sedan, the Phaeton, although the Phaeton was more expensive.
Now the Genesis is joined by the Genesis Coupe, which has little in common with its luxury sibling except the name and the fact that it has rear-wheel drive.
It's an important distinction. Hyundai's previous sports coupe, the Tiburon, was a small front-driver with modest performance. In contrast, because of its rear-drive layout, the new Genesis Coupe has the wherewithal -- in its V6 versions -- to go fender-to-fender with the likes of the Nissan 370Z, Dodge Challenger, Ford Mustang, Infiniti G37, Chevrolet Camaro and BMW 3-Series.
Despite a tiny, wimpy grille that detracts with a generic look, the exterior design has some of the sinuous, sensuous attitude of an Italian exotic car, especially when a shiny black Coupe is seen cruising slowly with light splattering off the body and the stylish 19-inch alloy wheels.
Unlike its sedan counterpart's V6 and V8 power, however, the Genesis Coupe has moderate aspirations. The base car is the 2.0T model, which is powered by a turbocharged 2-liter four-cylinder engine that delivers 210 horsepower through a six-speed manual gearbox or five-speed automatic transmission.
It takes the top-of-the-line V6 models, with 305 horsepower from 3.8 liters, to compete with the base models of the Camaro, Mustang and Challenger.
But it's not a decent comparison. The Genesis Coupe is a smaller, lighter car, although in some versions it's actually more expensive. So it has to be evaluated on its own terms.
The model tested for this review was the 2.0T Track. With a starting price of $27,500, it comes only with the six-speed manual gearbox. An entry-level Genesis 2.0T Coupe with the stick shift can be ordered at a suggested list price of $22,750. The top price with the V6 and a six-speed automatic transmission with a manual-shift mode is $32,750.
The Track model buys you a nearly full complement of equipment, including stability and traction control, high-performance Brembo antilock brakes with brake assist, side air bags and side-curtain air bags, active front head restraints, Bluetooth, iPod and USB connectivity, Xenon headlights, fog lights, an auto-dimming inside mirror, garage-door opener, a small power sunroof, air conditioning, XM satellite radio and pushbutton starting.
The driver's seat is motorized for fore-and-aft adjustment but you have to use levers to manually adjust the seatback and lumbar support. There are other minor shortcomings: the steering wheel tilts but does not telescope and there are no interior grab handles or coat hooks.
But the Track model has particularly engaging red cloth seats trimmed with black leather bolsters. The combination is not only supportive for spirited driving on curvy roads, but also is comfortable in a variety of climates.
Instruments are easy to read and the attractive center stack has simple controls for climate control and the audio system, which incorporates the XM radio as well as the iPod and USB.
Out back, there's a surprising amount of knee room, although it's a twisting chore to get back there, and the right-front seat does a klutzy job of providing access. Forget rear head room for anybody more than five feet one inch tall.
The 210-horsepower turbo four provides decent performance, with a zero-to-60 acceleration time in the neighborhood of seven seconds. EPA city/highway fuel economy is 21/30 miles to the gallon. The manual shift linkage delivers positive shifts but is stiff in operation, as is the clutch. There's not much turbo lag, but as with most turbo engines you feel the surge at about 3500 rpms and above.
Highway cruising is sedate and silent except for some engine drone. Wind and road noise are mostly muted. Braking with the Brembos is sure and steady.
The suspension system is biased toward handling, which results in flat cornering on smooth surfaces. There's good road feel through the steering but too much feedback. Bumpy surfaces on curves produce a skittish steering feel. On all but pool-table-like surfaces, the ride is choppy and jarring.
Only a few minor options were included on the tested 2.0T Track model: an iPod cable and carpeted floor mats, which brought the suggested delivered price to $27,625.
Distributed by Scripps Howard News Service. For more columns, go to scrippsnews.com
