tbonner1
Hasn't posted much yet...
Car and Driver thinks the automatic takes away too much of the fun from the 3.8 Genny Coupe. I did not think it "gutted" the responsiveness. I agree with what has been written that the 6 speed drivetrain is hard to shift smoothly under WOT.
http://www.caranddriver.com/reviews...s_coupe_3.8_v6_automatic-short_take_road_test
2010 Hyundai Genesis Coupe 3.8 V6 Automatic - Short Take Road Test
Sapping the fun out of Hyundai’s feisty new coupe.
BY MIKE SUTTON, PHOTOGRAPHY BY JORDAN BROWN AND PATRICK M. HOEY
September 2009
Pages: 1 Photos
2010 Hyundai Genesis Coupe 3.8 V6 Automatic
* Photos (30)
Highs and Lows
Highs: Solid chassis and powertrain, sharp looks, impressive warranty, priced to compete.
Lows: Gearbox still needs refining, same for the interior, no Sport mode, rough ride.
Visit Our Buyer's Guide »
Hyundai Genesis
* › Overview
* › Specifications
* › Price with Options
* › Get a Free Quote
News & Reviews
* 2010 Hyundai Genesis Coupe 3.8 V6 Automatic - Short Take Road Test
* 2010 Hyundai Genesis Coupe 3.8 - Video
* 2010 Hyundai Genesis Coupe 2.0T Turbo - Short Take Road Test
* 2010 Hyundai Genesis Coupe 3.8 V6 - Road Test
* RMR Red Bull Hyundai Genesis Coupe - Auto Shows
Top Competitors
* BMW 1-series coupe
* Chevrolet Camaro coupe
* Ford Mustang coupe
* Mazda RX-8
* Nissan 370Z coupe
Specifications
VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE AS TESTED: $29,875 (base price: $27,250)
ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 231 cu in, 3778cc
Power (SAE net): 306 bhp @ 6300 rpm
Torque (SAE net): 266 lb-ft @ 4700 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 111.0 in Length: 182.3 in
Width: 73.4 in Height: 54.5 in
Curb weight: 3845 lb
C/D TEST RESULTS:
Zero to 60 mph: 6.0 sec
Zero to 100 mph: 15.6 sec
Zero to 130 mph: 32.4 sec
Street start, 5–60 mph: 6.4 sec
Standing ¼-mile: 14.5 sec @ 97 mph
Top speed (governor limited): 155 mph
Braking, 70–0 mph: 165 ft
Roadholding, 300-ft-dia skidpad*: 0.86 g
FUEL ECONOMY:
EPA city/highway driving: 17/27 mpg
C/D observed: 22 mpg
*Stability-control-inhibited.
Shell
The 2010 Hyundai Genesis coupe exemplifies its maker’s big-time push to introduce models that not only stand on their own merit, but are wholly competitive in segments in which the company has never competed. It took the Korean automaker years to get to this point—U.S. sales began with the pitiful Excel in the ’80s and the current Sonata was the first of its wares to make a significant impression on us—and there are few signs of a slowdown.
Indeed, the Genesis coupe has continued the momentum gathered by the Sonata and the upscale Genesis sedan, with the two-door delivering a high fun-per-dollar quotient and the ability to run with the other $30K rear-wheel-drive coupes on the American market. Although it was a runner-up to the 2010 Chevrolet Camaro V-6 in a recent two-car comparison test, the Genesis V-6 continues to earn praise for its power, styling, athleticism, and, of course, attainable price—it is a Hyundai, after all. But all the previous versions we’ve tested were fitted with the standard six-speed manual transmission; how would dialing back driver involvement with the optional six-speed automatic affect the car’s appeal?
A Six-Speed Penalty Box
The ZF-sourced automatic works well in the Genesis sedan, where refinement takes precedence over crisp shifts, but all auto-shifting Genesis coupes include steering-wheel paddles and a manumatic shift gate. Super-sporty, right? Well, maybe, if the automatic’s lazy kickdowns and mushy torque converter didn’t gut much of the 306-hp, 3.8-liter V-6’s responsiveness. Put simply, the slushbox Genesis coupe is decidedly more relaxed than the manual, and it has a severely diminished fun factor. Additionally, there aren’t any rev-matching throttle blips when paddling downshifts—or even a Sport mode, for that matter—and the gearbox automatically upshifts in manual mode before the engine’s 6750-rpm redline. While the latter may be done in some engineer’s interest of keeping the car in its peak powerband, we’d prefer to have control over when it shifts.
Affection for our Grand Touring tester also took a hit from its 18-inch Dunlop all-season tires and lack of a limited-slip differential, a combo which caused the inside rear wheel to break loose when jumping on the throttle out of a corner. Opting for the Track model, which for an extra $2000 nets you the limited-slip diff, 19-inch summer Bridgestones, four-wheel Brembo brakes, and a stiffer suspension, will negate the problem and allow you to release your inner drifter. Of course, the Genesis Track model’s firmed-up ride will shake your face loose even quicker than this Grand Touring version.
While all that Track equipment makes some difference in the test numbers, the Grand Touring automatic’s numbers aren’t as far off as you may think. Compared with the best performance we recorded for a manual-equipped V-6 Track model, our automatic took 6.0 seconds to hit 60 mph versus 5.5, and the quarter-mile was covered in 14.7 seconds at 97 mph to the manual’s 14.2 at 100. The automatic’s 70–0 braking of 165 feet was just three feet longer than that of the Brembo-fitted manual, and skidpad grip wasn’t much worse, either, at a stability-control-inhibited 0.86 g to 0.88. Despite carrying an additional 350 pounds or so, the automatic averaged 22 mpg in our hands versus 20 and 21 for the two manual-equipped Track models we’ve evaluated. A partial explanation is the early upshifting where, in a row-your-own, we would rev all the way to redline.
A Work in Progress
At the end of our stint, we still felt the Genesis was a lot of car for an as-tested $29,875. In addition to an impressive list of standard features, a 100,000-mile powertrain warranty, the $1500 automatic, and the $2500 Grand Touring package—heated front seats and exterior mirrors, brown leather upholstery, keyless access, xenon headlights, backup sensors, a power moonroof, and a 360-watt Infinity stereo with 10 speakers, satellite radio, and MP3-player connectivity—our tester’s only other options were carpeted floor mats and an iPod cable. Navigation is available for an additional $1000.
As noted in our previous road test, the Genesis feels well-built and responsive, and its interior is handsome, simple, and comfortable. The swooping exterior also continued to draw looks, with many rubberneckers taken aback when they realized they were ogling a Hyundai. However, we’d still prefer some nicer materials throughout the cabin, and despite the GT’s softer suspenders, the ride still needs better damping. Considering this is the automaker’s first year with a new car in a segment it has no experience in, these minor issues will likely be easily addressed as the Genesis matures. We just hope Hyundai includes the automatic transmission’s calibration on the list of items for improvement.
http://www.caranddriver.com/reviews...s_coupe_3.8_v6_automatic-short_take_road_test
2010 Hyundai Genesis Coupe 3.8 V6 Automatic - Short Take Road Test
Sapping the fun out of Hyundai’s feisty new coupe.
BY MIKE SUTTON, PHOTOGRAPHY BY JORDAN BROWN AND PATRICK M. HOEY
September 2009
Pages: 1 Photos
2010 Hyundai Genesis Coupe 3.8 V6 Automatic
* Photos (30)
Highs and Lows
Highs: Solid chassis and powertrain, sharp looks, impressive warranty, priced to compete.
Lows: Gearbox still needs refining, same for the interior, no Sport mode, rough ride.
Visit Our Buyer's Guide »
Hyundai Genesis
* › Overview
* › Specifications
* › Price with Options
* › Get a Free Quote
News & Reviews
* 2010 Hyundai Genesis Coupe 3.8 V6 Automatic - Short Take Road Test
* 2010 Hyundai Genesis Coupe 3.8 - Video
* 2010 Hyundai Genesis Coupe 2.0T Turbo - Short Take Road Test
* 2010 Hyundai Genesis Coupe 3.8 V6 - Road Test
* RMR Red Bull Hyundai Genesis Coupe - Auto Shows
Top Competitors
* BMW 1-series coupe
* Chevrolet Camaro coupe
* Ford Mustang coupe
* Mazda RX-8
* Nissan 370Z coupe
Specifications
VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe
PRICE AS TESTED: $29,875 (base price: $27,250)
ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 231 cu in, 3778cc
Power (SAE net): 306 bhp @ 6300 rpm
Torque (SAE net): 266 lb-ft @ 4700 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 111.0 in Length: 182.3 in
Width: 73.4 in Height: 54.5 in
Curb weight: 3845 lb
C/D TEST RESULTS:
Zero to 60 mph: 6.0 sec
Zero to 100 mph: 15.6 sec
Zero to 130 mph: 32.4 sec
Street start, 5–60 mph: 6.4 sec
Standing ¼-mile: 14.5 sec @ 97 mph
Top speed (governor limited): 155 mph
Braking, 70–0 mph: 165 ft
Roadholding, 300-ft-dia skidpad*: 0.86 g
FUEL ECONOMY:
EPA city/highway driving: 17/27 mpg
C/D observed: 22 mpg
*Stability-control-inhibited.
Shell
The 2010 Hyundai Genesis coupe exemplifies its maker’s big-time push to introduce models that not only stand on their own merit, but are wholly competitive in segments in which the company has never competed. It took the Korean automaker years to get to this point—U.S. sales began with the pitiful Excel in the ’80s and the current Sonata was the first of its wares to make a significant impression on us—and there are few signs of a slowdown.
Indeed, the Genesis coupe has continued the momentum gathered by the Sonata and the upscale Genesis sedan, with the two-door delivering a high fun-per-dollar quotient and the ability to run with the other $30K rear-wheel-drive coupes on the American market. Although it was a runner-up to the 2010 Chevrolet Camaro V-6 in a recent two-car comparison test, the Genesis V-6 continues to earn praise for its power, styling, athleticism, and, of course, attainable price—it is a Hyundai, after all. But all the previous versions we’ve tested were fitted with the standard six-speed manual transmission; how would dialing back driver involvement with the optional six-speed automatic affect the car’s appeal?
A Six-Speed Penalty Box
The ZF-sourced automatic works well in the Genesis sedan, where refinement takes precedence over crisp shifts, but all auto-shifting Genesis coupes include steering-wheel paddles and a manumatic shift gate. Super-sporty, right? Well, maybe, if the automatic’s lazy kickdowns and mushy torque converter didn’t gut much of the 306-hp, 3.8-liter V-6’s responsiveness. Put simply, the slushbox Genesis coupe is decidedly more relaxed than the manual, and it has a severely diminished fun factor. Additionally, there aren’t any rev-matching throttle blips when paddling downshifts—or even a Sport mode, for that matter—and the gearbox automatically upshifts in manual mode before the engine’s 6750-rpm redline. While the latter may be done in some engineer’s interest of keeping the car in its peak powerband, we’d prefer to have control over when it shifts.
Affection for our Grand Touring tester also took a hit from its 18-inch Dunlop all-season tires and lack of a limited-slip differential, a combo which caused the inside rear wheel to break loose when jumping on the throttle out of a corner. Opting for the Track model, which for an extra $2000 nets you the limited-slip diff, 19-inch summer Bridgestones, four-wheel Brembo brakes, and a stiffer suspension, will negate the problem and allow you to release your inner drifter. Of course, the Genesis Track model’s firmed-up ride will shake your face loose even quicker than this Grand Touring version.
While all that Track equipment makes some difference in the test numbers, the Grand Touring automatic’s numbers aren’t as far off as you may think. Compared with the best performance we recorded for a manual-equipped V-6 Track model, our automatic took 6.0 seconds to hit 60 mph versus 5.5, and the quarter-mile was covered in 14.7 seconds at 97 mph to the manual’s 14.2 at 100. The automatic’s 70–0 braking of 165 feet was just three feet longer than that of the Brembo-fitted manual, and skidpad grip wasn’t much worse, either, at a stability-control-inhibited 0.86 g to 0.88. Despite carrying an additional 350 pounds or so, the automatic averaged 22 mpg in our hands versus 20 and 21 for the two manual-equipped Track models we’ve evaluated. A partial explanation is the early upshifting where, in a row-your-own, we would rev all the way to redline.
A Work in Progress
At the end of our stint, we still felt the Genesis was a lot of car for an as-tested $29,875. In addition to an impressive list of standard features, a 100,000-mile powertrain warranty, the $1500 automatic, and the $2500 Grand Touring package—heated front seats and exterior mirrors, brown leather upholstery, keyless access, xenon headlights, backup sensors, a power moonroof, and a 360-watt Infinity stereo with 10 speakers, satellite radio, and MP3-player connectivity—our tester’s only other options were carpeted floor mats and an iPod cable. Navigation is available for an additional $1000.
As noted in our previous road test, the Genesis feels well-built and responsive, and its interior is handsome, simple, and comfortable. The swooping exterior also continued to draw looks, with many rubberneckers taken aback when they realized they were ogling a Hyundai. However, we’d still prefer some nicer materials throughout the cabin, and despite the GT’s softer suspenders, the ride still needs better damping. Considering this is the automaker’s first year with a new car in a segment it has no experience in, these minor issues will likely be easily addressed as the Genesis matures. We just hope Hyundai includes the automatic transmission’s calibration on the list of items for improvement.
