Hyundai Genesis Coupe R-Spec 2013 Review - International

Affordable rear-drive fun was largely a misnomer until the arrival of the Toyobaru 86/BRZ, at least here in Australia. But before that time, the Yanks, and the South Koreans, had the enjoyable Hyundai Genesis Coupe to keep them entertained.

That’s not to say we’ll see the current-gen Genesis Coupe Down Under. The current model is built exclusively as a left-hand drive proposition. But ahead of an imminent new Genesis Coupe in 2014 -- and the confirmation that right-hand drive variants are on the way -- the sporty four-seater give us an opportunity to see just what’s in store from Hyundai in the very near future.

At the business end the Genesis Coupe is offered with the choice of 2.0-litre turbocharged four-cylinder or 3.8-litre direct injected V6 petrol engines.

The four-cylinder version outputs 204kW/372Nm while Hyundai’s all-aluminium Lambda V6 boasts 260kW/400Nm. Top speed is electronically limited to 240km/h for the 3.8 and 235km/h for the 2.0T.

The figures see the six-cylinder Genesis Coupe R-Spec offer a power-to-weight ratio stronger than both BMW 335i Coupe and Infiniti G37, and a 0-100km/h time “in the lower five second range”, Hyundai says. The Lambda V6 engine will run comfortably on regular unleaded and uses dual variable valve timing and a variable intake system to full effect in achieving not only improved power, but better efficiency as well with an average of 10.4L/100km. Intercooled four-cylinder turbocharged variants offer a slightly better fuel economy average of 9.2L/100km.

Since last we met, the Genesis Coupe has undergone a transformation both aesthetically and technologically. The car looks sharper and inside, material quality and fit is greatly improved, and the drivetrain has undergone a renaissance of sorts, including direct injection, the option of an eight-speed automatic transmission and a Torsen limited-slip differential.

Genesis Coupe’s intake system now employs an intake sound induction tube which pipes induction noise into the cabin while from the cat back, the exhaust complements the ensemble with a deep baritone burble.

Switchable stability control with an intermediate function that allows driver powertrain override control while retaining stability and traction-control braking functionality is fitted. It complements six airbags, anti-lock brakes with electronic brake-force distribution and brake assist, and three-point inertia-reel seatbelts with pretensioners and force limiters up front.

The tilt-reach adjustable steering is engine-speed sensitive and hydraulically assisted for improved feel. The quick rack allows the driver to make the most of the Genesis Coupe’s 56:44 front-to-rear weight distribution while enthusiasts will no-doubt enjoy the adjustability offered by an adjustable front camber set-up allowing 1.5 degrees of negative front camber for even sharper turn-in.

The Genesis Coupe is suspended by a MacPherson strut (front) / multi-link (rear) arrangement with a 24mm stabiliser bar up front and 20mm tube at the rear (R-Spec and Track models only). The revised model also sees spring, shock-absorber, and bushing ratings recalibrated to improve road holding and handling.

Braking duties fall to meaty Brembo four-piston calipers biting down on fade-resistant 340mm ventilated discs at the pointy end and 330mm rotors up the back.

On the road, the changes translate to a competent, but not yet complete driving experience. The engine is a willing and linear performer let down perhaps only by its marriage to a sticky clutch and notchy gearshift
action.

The throttle is well calibrated over a length of travel just ripe enough to allow the right foot to keep the Genesis Coupe on line through corners. It’s a vital ingredient in the car’s handling, and helps exact more tractable drive from the apex.

The V6-powered Genesis Coupe delivered well on this promise, but it was one area where the 2.0T version fell short. The old-school lag of the turbocharger left the Genesis Coupe ‘hanging’ for a moment before finally delivering enough impetus to the rear wheels to push it out of a corner.

This factor ultimately unsettles the car’s on-limit performance, and on a couple of occasions was reason enough to activate a moment’s assistance from the electronic stability control.

It’s a shame the four-cylinder model lacked the linearity of its 3.8 sibling in some respects. The two are comparable in real-world terms and perform, on paper at least, similarly. However, the lighter 2.0T presents as a more lively and agile handler with sharper turn-in and quicker steering response. The 3.8 feels vague through the wheel and the nose is heavier, more tourer than tuner if you will.

The ride, too, is a smidgen firmer in the heavier 3.8 though both are a better compromise ultimately than you’d expect from a sports-tuned package. Road and wind noise is evident in both, especially about the top of the A-pillar.

Ultimately these are small concessions in a car of this price. The Genesis Coupe retails from USD $27,375 and offers a generous list of equipment that includes 19-inch alloy wheels, Xenon high-intensity discharge (HID) headlights, an Infinity premium audio system (with 3.5mm and USB inputs), proximity key with push-button stater and heated sports seats amongst its generous equipment list. Considering the vehicle’s dynamics are only just short of where they should be, the Genesis Coupe is, on balance, almost there -- and just imagine how good it will no-doubt be when the revised variant arrives…

In Australia, the Genesis Coupe will likely be priced closer to a Volkswagen Golf GTI than the Toyota 86 and Subaru BRZ, but then again it is bigger, and Hyundai already has the Veloster Turbo to plug that hole. Regardless, it shows clearly the company’s broadening horizons and positive potential are a juggernaut few can emulate at this price, which should give the brand yet another leg-up in its already bustling sales streak.

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site…