First Look- 2010 Hyundai Genesis Coupe

By Edward Loh

As we revealed in our March 2008 issue, Hyundai opens a new chapter in automotive history this summer when it begins selling its first V-8-powered, rear-drive sedan-the appropriately named Genesis.

Naturally, a rear-drive Genesis sedan begets a rear-drive Genesis coupe-and from the appearance of things, this two-door could be just as much of a revelation as its four-door forebear. Why? Just take a look at who it's targeting.

According to Hyundai, the short list of Genesis coupe competitors includes the Infiniti G37, BMW 335i coupe, Ford Mustang GT, Mazda RX-8, and Mitsubishi Eclipse GT, though a comparison of specs reveals the G37 matters most.

Dimensionally, Hyundai apes Infiniti in all key external measurements. At 182.3 inches long with a 111.0-inch wheelbase, the Genesis coupe is shorter by 1.2 inches between the wheels and 0.8 inch overall. With a width of 73.4 inches and height of 54.3, the Genesis coupe is 1.6 inches broader and 0.5 lower.

Curb weight is close as well-a claimed 3550 pounds in base V-6 configuration makes it about 65 pounds lighter than the G37. Engine specs and output are also in the ballpark; Hyundai claims the coupe's all-aluminum, 24-valve 3.8-liter V-6 makes 310 horsepower at 6000 rpm and 263 pound-feet of torque at 4700. Both figures are less than the 330 horses at 7000 rpm and 270 pound-feet of at 5200 rpm the G37's 3.7-liter V-6 makes, but note the Genesis's rpm advantage. The G37 has a better weight-to-power ratio, 11.0 versus 11.6 pounds per horsepower, though the Genesis coupe is ahead of everyone else on the list, including the 335i coupe. More significant, Hyundai is certifying the Genesis coupe (and sedan) to run on premium or regular unleaded gasoline and lose only four horsepower in the process.

THE NOTCHED beltline at the rear side window and Z-shaped character line are two of the Genesis coupe's signature design details.

That goes for the turbocharged, inline-four-cylinder base engine as well. Yes, you read that right-at the 2008 New York auto show, Hyundai announced the entry-level Genesis coupe will be a tuner's dream come true.

The base coupe's 2.0-liter all-aluminum turbo four-cylinder is the fruit of the same Global Engineering Manufacturing Alliance that produced the 291-horse, 2.0-liter turbo in the Mitsubishi Lancer Evolution and 300-horse, 2.4-liter turbo that powers the Dodge Caliber SRT-4. Output from the north/south-oriented engine will be significantly less-212 horses at 6000 rpm and 217 pound-feet of torque at 2500 rpm-to give buyers a reason to pick the V-6. Hyundai did engineer some headroom for the tuning and drifting set; the blown and intercooled I-4 features a low 9.3:1 compression and can take boost up to 29 psi. Like the V-6, Hyundai is certifying the engine to run on regular or premium unleaded. With the latter, horsepower jumps to 223.

At 3450 pounds in base trim, four-cylinder Genesis coupes won't be light, but they still should be an attractive alternative for enthusiasts. Not since the Nissan 240SX has America had a rear-drive, four-cylinder coupe.

Genesis coupes get three transmissions. The four- and six-cylinder will share a six-speed manual. In addition, four-cylinder models, likely badged Genesis 2.0t, will receive a five-speed automatic with Shiftronic. The Genesis 3.8 will get a six-speed automatic transmission with Shiftronic manufactured by ZF.

Clearly, Hyundai didn't crib everything from the Infiniti playbook. For cost, weight, packaging reasons, Hyundai went with a MacPherson-strut type front suspension; the G37 has a more expensive unequal-length A-arm setup. The Genesis sedan's five-link design is used in back. For chassis-bending rigidity, Hyundai benchmarked the last-generation BMW M3 and claims to have surpassed it by 24 percent.

Entry-level GS and midlevel chrome- whiskered GT models get standard single piston brakes-with 12.6-inch ventilated rotors in front and 12.4-inch solid rotors in the back. In addition to track-tuned suspension, top-step SE models receive upgraded Brembos with four-piston monobloc calipers that bite 13.4-inch cross-drilled rotors up front and 13.0-inch solid rotors in the rear. So large are these optional brakes, they work only with the larger 19-inch wheel package. For enhanced acceleration and cornering dynamics, Genesis coupes will have a standard Torsen limited-slip differential.

As far as styling is concerned, it's easy to say Hyundai went after more than the G37's mechanical bits, especially when you see the Genesis coupe in silver. Easy, but not quite accurate upon closer examination. Though the overall shape shares G37 proportions (and really, what coupe doesn't?), Hyundai's admittedly handsome coupe features a few distinct styling cues-most notably the notched-out greenhouse and "Z-character" line surface treatment. Hyundai American design chief Joel Piaskowski claims the scooped-out beltline beneath the rear side windows is a practical and signature styling statement, differentiating the Genesis coupe while providing additional visibility for rear passengers and blind-spot access for the driver. The twin creases in the side sheetmetal are less practical, but do create a "Z" visual element that Piaskowski says is original and not derivative. Distinctive dihedral headlights, hood strakes, and carefully articulated bumper surfacing round out Hyundai's signature style.

Will the Genesis coupe have biblical implications on the sport-coupe scene? It could. As far as trends go, Hyundai has three of them nailed: turbocharging, small, high-efficiency engines, and rear drive are all hot right now. But make no mistake, the Genesis sedan and coupe represent a huge gamble by Hyundai-especially given the equipment (keyless remote, HID headlamps, LCD display screen, and USB/iPod connectivity) and aggressive pricing.

MSRPs haven't been finalized, but expect a spread of about $8000 between a base Genesis 2.0t and a fully loaded Genesis 3.8. If the base coupe comes in at or just below $20,000, that means in spring 2009, there'll be a six-speed, 300-horse rear-drive coupe on sale in America for right around $25,000. A spokesman for the company claims Hyundai is committed to selling the lowest-priced, 300-horse, rear-drive car in the U.S.

That's not a just revelation, that's a rear-drive revolution.