Hyundai took a gutsy and expensive gamble by developing a rear-drive platform, but the payoff in looks and performance is right there to see in the 2010 Genesis Coupe.
Notice the short overhangs past the front wheels and take in that low stance. That's not really possible with a front-drive car; too many mechanical bits and pieces are up front when the drive wheels are there.
Then there's the 55-to-45 front and rear weight distribution. I know, it's closer to 50-50 in the Genesis sedan, but the short rear deck of the coupe makes perfect front-rear balance difficult, if not impossible.
Hyundai types, such as marketing vice-president John Vernile, say a 55-to-45 ratio is pretty impressive on paper, but the proof is revealed on the road, or better still, on the race track.
So that's why we drove an hour from Sin City to Spring Mountain Motorsports Ranch in the oddly named Pahrump, Nev. We roared about the 2.4-kilometre, 10-turn handling circuit, dipped and darted through the tight, coned-up autocross run and then went drifting on the skid pad.
Conclusion: This Hyundai handles.
With that, along with pricing and the styling, the Genesis Coupe throws down the gauntlet to other brands selling cars like the Chevrolet Camaro, Ford Mustang, Nissan Altima Coupe, Honda Accord Coupe, Mitsubishi Eclipse and even the Chevy Cobalt SS.
Those are the realistic targets, the ones playing in the Hyundai's $24,495-$34,995 price range.
But Hyundai dreams of winning over premium coupes such as the Infiniti G37 and the BMW 335i, maybe even Nissan's 370Z sports car. Perhaps that explains why Vernile let drop this tidbit: "Our car's structure is 24-per-cent stiffer than the [last-generation BMW] M3 coupe," the E46 version launched with the 2000 model year.
What he's saying is that this car is like all Hyundais across the brand's complete range - more for less, but not second-rate to even the best premium brands.
Speaking of less, the four-cylinder Genesis is a stunning 126 kilograms lighter than a BMW 335i coupe and an even more impressive 146 kg lighter than an Infiniti G37 Coupe.
All well and good, but let's get real here. The Genesis Coupe will never be a big seller and it competes in a Canadian market segment that has sales in the 20,000-a-year range. That's in a total market last year of about 1.6 million new vehicles.
Hyundai might sell 2,000 a year if all the stars align, and that would be a monstrous achievement, though not a hugely profitable one. Hyundai Canada sold 80,632 vehicles in Canada in 2008, most of them Sonata sedans, Accent runabouts and Santa Fe SUVs.
In terms of raw sales numbers, the Genesis Coupe is next to insignificant. But as an image builder, Hyundai has never had anything like it. Don't even mention the front-drive Tiburon in the same breath, by the way; it's not in this car's league.
In fact, as an additional image boost, Hyundai Canada is taking the Genesis Coupe racing in the Castrol Canadian Touring Car Championship Series starting next month.
If you're reading a bit of chutzpah into all this, it is something Vernile and his crowd are trying hard to play down.
Yet the facts make that a bit hard for Hyundai: the Genesis has now won a closet-full of awards, various reliability and quality research says the whole Hyundai lineup is pretty darn good, crash-test ratings are strong and sales in Canada were up 25.5 per cent last month - in a market down by 15 per cent over all. If only resale values were better.
The Genesis Coupe, already in dealerships, will help. As a matter of fact, once you've driven it, you most assuredly will scrap all your prejudices and preconceived notions about South Korean cars.
Some details: At the top of the range is the 306-horsepower GT model, while lower down the lineup is the 210-hp version with its turbocharged four-banger.
The turbo would be my choice. It has plenty of power using regular gas, yet with the standard six-speed manual transmission is rated at 10.1 litres/100 km in the city and 6.6 on the highway. With a 0-100 km/h time of just past eight seconds, the $25,000 coupe has very good power and very good fuel economy.
The V-6, meanwhile, is a rocket ship. It will go from 0-100 km/h in 6.3 seconds, and with the manual six-speed gets 12.0 L/100 km city/7.6 highway. For an extra $1,500, you can get a five-speed automatic in the four-cylinder car or a six-speed in the V-6. Both include standard paddle shifters so you can play F1 racer.
The sporty pretensions are completely intentional. Hyundai insists that this car is not simply a two-door version of the Genesis sedan. It is shorter, though the 2,820-mm wheelbase is generous for a coupe.
The point is, the cabin, while smaller than the sedan's, is not cramped. It's just a more personal space. There is a back seat, but it's best left for the kids.
The driving position will be a good fit for almost anyone, though I'd like more padding - thicker, firmer padding - and more under-thigh support in the leather seats. The cloth ones in the less-expensive car were more comfortable.
Of course, there are buyers who will want it all, including the leather seats (heated) and the full GT package. The GT has the full complement of high-performance hardware, including Bridgestone Potenza RE050A summer-performance tires (225/40YR19 front, 245/40YR19 rear) and Brembo brakes with four-piston front calipers and 13.4-inch front rotors.
The track-tuned suspension has higher rate springs and dampers, plus a stiffer rear anti-roll bar. The latter helps reduce understeer. The front suspension is a strut type, but that's not uncommon in this class and it works fine in the Hyundai.
The V-6 has loads of moxie, but what's surprising is how good the four-banger is - especially given its modest roots. Remember, this 2.0-litre four was developed in a joint venture with Mitsubishi and Chrysler back when the three had an alliance.
While this engine has much in common with the engine in the Dodge Caliber, the low-pressure turbo engine delivers lots of boost. Give thanks in part to the intercooler and variable valve timing.
The car's designers deserve a nod, too. The Genesis Coupe is a clean, balanced design without excessive or unwanted flourishes or affectations. You'll notice it, but not too much.
All in all, then, Hyundai has a serious car here. It's well equipped for the price, has nimble handling, a firm ride and plenty of standard features.
Hyundai doesn't plan to sells tens of thousands of these coupes, but what they lack in volume will be made up for in changed perceptions. If you hadn't noticed, this car will help convince you that Hyundai is a very serious player now.
*****
2010 HYUNDAI GENESIS COUPE
Type: Rear-drive coupe
Price range: $24,495-$34,995
Engine: 2.0-litre inline-four-cylinder, DOHC/3.8-litre V-6, DOHC
Horsepower/Torque:
210 hp/223 lb-ft for four-cylinder
306 hp/266 lb-ft for V-6
Transmission: Six-speed manual; five-speed automatic for the four-cylinder and six-speed automatic for the V-6
Drive: Rear-wheel-drive
Fuel economy (litres/100 km):
10.1 city/6.6 highway (four-cylinder with manual transmission)
12.0 city/7.6 highway (V-6 with manual)
regular gas
Alternatives: Nissan 370Z, Dodge Challenger, Ford Mustang, Chevrolet Camaro, Nissan Altima Coupe, Honda Accord Coupe, Mitsubishi Eclipse, Chevy Cobalt SS, Infiniti G37, BMW 335i, Nissan's 370Z
*****
Like
Smooth, polished design
Quick in the corners and strong off the line
Simple, useful cabin design with the appropriate electronic features
Hyundai's emerging quality and safety reputation
*****
Don't like
Seats need more padding and under-thigh support
Hyundai resale values still need work
