Hyundai Genesis Coupe 2.0T Track
The 2.0T is the low man on Hyundai’s Genesis Coupe totem pole, displeasing the power perplexed and whooping it up too much for pinkie-waving tea drinkers. raw power isn’t what this turbo model is all about, and once that is made clear, the coupe becomes a pleasant flavour in Hyundai’s best recipe. All of the careful execution of the Genesis Sedan carries over, with an additional splash of participation. And that is a recipe we enjoy as much as Mom’s London Saute.
While the car-crazies have hotly forecasted the Genesis Coupe’s retail arrival, mainstreamers haven’t begun to get the memo that Hyundai has its afterburner lit. Wholly different than the Tiburon it sent packing, the Genesis Coupe is a rakishly good looking auto with crisply pressed, creative styling. One thing’s for certain, the Genesis Coupe has major potential. In 2.0 Turbo form, the GEMA 4 cylinder that Hyundai shares with Mitsubishi and Chrysler is softly boosted to supply 210 h.p. and 223 pound-feet of torque.
The torque is all-in by two thousand revs per minute, and there’s major untapped potential in the aluminum engine. In truth, the Hyundai 2.0 shares some of its design with the raucous Mitsubishi Evo’s powerplant, though parts differ between the 2. The Evo connection is an intriguing road map to extend the force-fed Genesis’ hijinks, and the O.E.M ought to have a field day once it sinks its teeth in. In the engine room, things are neat and laid out in a businesslike fashion ; the details have obviously been sweated. The turbocharger hangs off the passenger side of the block, and is plumbed thru an intercooler before pressurizing the intake tract.
There’s masses of room underhood for larger plumbing, OEM boost controllers and the common hot-rodding suspects. The engine has been built with all the right details : aluminum block and heads with cast-in cylinder liners, a bedplate for the low end, oil sprayers to chill the pistons and twin overhead cams with steadily variable valve timing.
And the square dimensions, with both bore and stroke equaling 86 millimeters, make a good trade-off between off-boost torque and revvability.
The Track suspension package starches up the framework with stiffened springs and dampers, adds larger diameter stabilizer bars ( 25mm front and twenty-two mm rear ), stuffs 19-inch wheels with staggered, summer-only Bridgestones under the fenders, and upgrades the brakes with Brembo pieces.
Four-piston calipers all around in the compulsory shade of red squeeze 13.4-inch rotors in front and 13-inchers out back, which is provoking braking hardware on a vehicle that is just shy of $28,000 greenbacks. More importantly for building performance cred, the Track package is unavailable with an automated transmission. Exiting a corner with Tutta Forza called up, a Track-trim Torsen limited-slip differential helps get the power down. The 2.0T has to work diligently to damage loose which might strike some as less inspiring to some than the big-torque V6 version, but on the track, most wheelspin is not much more than wasted motion.
While the Coupe and Sedan share a platform, there’s almost 5 less inches of Genesis wheelbase in the 2 door. A more certain change is the strut front suspension in the coupe instead of the sedan’s control arms. The struts keep costs down, but not at the cost of performance, and the strut towers are braced to keep the geometry stable. The Track suspension in our Genesis Coupe 2.0T is just the best job of performance-minded frame calibration we’ve ever sampled from Hyundai.
The additional rigidity might make your pocket change jingle, but it is still got enough compliance to be snug on most surfaces. The ride is busy, but it is satisfactory for the additional capacity, and more cushion is available by opting out out of the Track package. The remainder of the goodies covered in the Track package are often cosmetic and comfort upgrades, including all the products in the Premium trim level like an Infinity audio system, power moonroof, a power driver’s seat, auto-dim mirrors and push-button start. Within , aluminum dresses up the pedals and the cosy, strengthened seats are covered in a mix of black leather and red “high friction” fabric. Exterior details include foglamps, high-intensity discharge headlamps, and a large rear spoiler that we would have accepted reduced downforce to avoid.
The driver’s office is also a fantastically good effort. Controls are in the right places, the wheel and stubby shift knob are wrapped up in leather, and the center stack is attractively clean while still carrying a full complement of controls for the ventilation and total entertainment systems.
The metallized plastic that tastefully accents varied surfaces in the inside might be simply marred, particularly where the fob docks, so a complete keychain resting on the lower left corner of the console for thousands of miles is certain to leave a mark. In front of the driver are 2 metal-ringed nacelles housing understandable gauges with halo-style lighting. All the switches and buttons feel first-rate, and inexpensive plastics only occupy unseen areas. The sole gripe we are able to muster is the way the steering wheel spokes sometimes block the stalks, making it tough to see what you’ve set the intermittent wipers to.
Casting an eye around the inside of the Genesis Coupe, you see refined design, and although some surfaces appear richer than they feel, for the main part, only those who’d rather poke and poke the dash pad will be disappointed the remainder of us will be too busy driving the automobile. On pressing the “go” button and setting off, we noticed pedals well placed for heel and toe downshifting, and the machinery is game to play along. In progress , there is a snarl from the 4 cylinder’s exhaust, and you can detect the occasional whoosh from the often silent turbocharger. The Genesis impresses by being tight, rattle free, and more unruffled than we expected. A typical complaint, at least among those who have attempted the V6 Genesis Coupe, is that it’s got a heavy clutch. In the Turbo, we found the opposite to be ; the clutch is light and the take-up point is obscure.
Similarly , steering feel has been widely honored when fitted with the other powertrain, but our primary impression was that it erred on the light side. the steering’s communication won the day, conveying lots of detail about what is going on on at road level. There’s some softness when off-boost, particularly in the 1st couple of gears where the shorter gearing of the Turbo stops boost from building. It all fizzes up nicely in third gear, though , and the 2.0 pulls strongly. At speed, a poke at the pedal delivers a responsive surge of pressurised acceleration. When attempting a fast tear thru the gears, the electronic throttle’s bias to hang open during shifts precludes smooth driving.
It is an emissions thing, for sure, but the calibration forces either slower shifts, or an approval of less seemly forward progress. While there’s actually obvious grunt delivered by the powertrain, the joy in the turbocharged Genesis Coupe isn’t in a thuggish push into the seat. The 2.0T Track is all about being a pavement knife. The handling is clean and experienced, the transmission plays along nicely as you row the six-speed gearbox, and the general execution is impressive for a first effort at a rear-wheel drive coupe that is basically a ponycar. The able Genesis Coupe may not have you crying the theme to “The Wooing of Eddie’s Father” in the same way the psychic Nissan 370Z does, and there are autos which will outrun it, but the Genesis Coupe can still hang without excuses.
The potential that lies inside this cheap, well-crafted coupe is what’s actually exciting.
The straightforward way to increased capacity is winding up the boost. With the assertive buy in price, there ought to be coins left rattling in the piggy bank for immediate upgrades. On the practical side, the Genesis Coupe offers a ( terribly tight ) rear seat that folds, a trunk that isn’t too tacky for a coupe, and it can return thirty MPG on the road when driven much more softly than we managed. We made too many visits to Boostville to achieve that EPA road guesstimate. While the Genesis Coupe isn’t perfect, it is an intensely solid entry into a just refreshed RWD sport / ponycar class with lots of competition. Anybody contemplating the neo-retro Mustang, Camaro, or Challenger ought to try the Genny, as it offers a ton of performance for a solid price without egregious corner cutting. Hyundai’s money has gone into the things that matter with this automobile, and it works remarkably well, even if we were left needing more torque in first and 2nd gears each time we launched it hard. Wrap the package in beautiful, original bodywork that isn’t attempting to recapture 1969, and Hyundai’s effort makes a forceful discussion.