According to Hyundai America CEO John Krafcik, 2011 noted the greatest calendar-year sales ever for the Genesis coupe. The self-confessed factoid freak calmly recommendations this reality from the passenger seat of a 2013 Genesis coupe as we skim throughout the Nevada Desert floor at speeds well over the century note. Krafcik is busy peppering me via inquiries around the car—and other cars, and Apple, Sony, BlackBerry, and the existing state of EPA regulations, among other topical concerns—and snapping photos once we roll over a cattle grate without drama; doing so in the pre-refresh Genesis coupe would have actually sent reverberations throughout the whole automobile. He smiles approvingly, then returns his attention to his BlackBerry and also begins hammering out one more series of messeras. Note to Genesis coupe suspension engineers: Now might be the moment to ask for a raise.

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We gave you a look at the Genesis’s revised fascia when it debuted at the Detroit display earlier in January, and we can currently confirm our suspicion that the hood is an entirely brand-new stamping, a costly proposition for an easy midlife revamp. Paintoccupational on the dozen or so examples we examined was flawmuch less, and the Genesis looks light-years better—and bigger—in the flesh than in photographs. But the real news is the pair of substantially reoperated engines residing under that fresh hood.

Drivetrain à la Carte

The all-aluminum 2.0-liter four-cylinder currently uses a twin-scroll turbocharger and also a 53-percent-larger intercooler to produce a formidable 274 hp and also 275 lb-ft of torque, up 64 hp and 52 lb-ft over the outgoing engine. Aided by the new twin-scroll turbo and dual repeatedly variable valve timing, maximum torque arrives at 2000 rpm, and the car pulls difficult out of corners with minimal turbo lag. Engine NVH levels are enhanced from prior to. Hyundai designers suggest to a new stainless-steel included exhaust manifold and also the included turbo housing that weighs less and dissipates warmth even more properly while likewise improving efficiency and emissions. The waste gate is now electronically controlled for more accurate rise modulation and boosted mid- and high-load fuel efficiency. Under difficult throttle, the exhaust emits a mild midselection honk that climbs in pitch with acceleration. Beyond the vehicle the tone is even even more raucous, and also must be music to the ears of any kind of staying members of the Rapid and Furious club.


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If the 2.0T is the feisty extrovert, then the direct-injected V-6 is the solid, silent type. With 348 hp on tap, the V-6 Genesis edges out a couple of class-over coupes, the 330-equine Infiniti G37 and also the 300-hp BMW 335i. Its 295 lb-ft of torque tops the G37’s 270 and provides up a scant 5 lb-ft to the 335i. More straight competition comes by means of the Nissan 370Z and also the Ford Mustang, 2 rear-drive stalwarts in the very same basic price selection. The former uses 332 hp as conventional or 350 in NISMO trim, while the last serves up 43 fewer horsepower than the Genesis V-6 but additionally supplies 412 hp from its 5.0-liter V-8.

At idle, the Genesis’s V-6 continues to be smooth and steady, and revs climb willingly through a blip of the throttle. Although its height torque doesn’t arrive until 5300 rpm, the engine is solid from 2000 rpm in almost any type of equipment. On the highway, 2000 rpm in sixth gear urges the Genesis alengthy at a dash-indicated 70 mph. Floor it, and the comparatively mature exhaust note boosts as engine rate climbs. Krafcik commented that gaining a sweet sound under acceleration was simple, though; finding an acceptable tone at idle verified to be the difficult part, the process reportedly facility by the engine’s straight injection. Keep in mind that the V-6 does employ an intake sound-induction tube to path some “vehicle noise” right into the otherwise tranquil cabin.

Top rate is restricted to 146 mph for the 2.0T and also 149 for the 3.8. Knock sensors are employed to enable both engines to run on consistent unleaded fuel—albeit through a tiny power deficit—when vehicle drivers don’t feel choose paying the premium for premium. Hyundai clintends the mileage numbers are the exact same with either fuel.

Transmission availability isn’t as straightforward as simply choosing a trim and also then opting for a manual or automatic. Both the 2.0T and also 3.8 Genesis R-Spec models come just with the six-speed manual; the 3.8 Grand also Touring and 2.0T Premium are obtainable through just the newly available eight-speed automatic; and the base 2.0T and the 3.8 Track models have the right to be equipped with either transmission. The eight-speed automatic (gears salso and eight are overdrives) is the first octo-cog in the course. R-Spec and Track models have an easily accessible Torsen limited-slip differential.

Much Has Been Sassist About Hyundai Manual Shifters, Several of it Less Than Glowing

In the eight-speed’s full auto mode, the shifts click off inconspicuously at light throttle; employ the accelerator with a tiny more enthusiasm and also gear alters end up being more evident. A hands-on mode allows chauffeurs to shift gears according to their own agenda via steering-wheel-mounted paddles. Although Hyundai clintends the transition schedule has actually been tweaked, the hands-on mode’s shifts were delayed and also left us feeling uninspired. It’s an unquestionably knowledgeable transmission, however it lacks the soul and also last little bit of refinement that might encourage you to reminder the change lever to the left and also click off shifts.

Much has actually been sassist around Hyundai hands-on shifters over the years, some of it less than glowing. To deal with that, Hyundai has effected a hold of alterations intended to reduce shift shock and boost overall feel, including reducing shift and clutch effort, dialing in more steady clutch-pedal take-up, and switching to a “bolt”-type driveshaft link from a “stem”-kind. While the shifter is a lot better, it still lacks the intuitive nature, snick-snick action, and also fluidness that transdevelops the act of physically moving into something that stems directly from one"s central nervous device. That shelp, the Genesis is a better vehicle through the hands-on transmission, regardless of engine alternative. At least a couple of buyers agree, as Krafcik states 25 to 30 percent of Genesis models are sold through sticks.


The springs, dampers, and bushings all have actually been recalibrated for much better road feel, control, and also comfort via much less body roll. A strut-type suspension soaks up irregularities and keeps the tires planted up front; a multiconnect setup handles the chores out earlier. On the buttery-smooth roads of southern Nevada, the suspension overhaul would seem to be an unqualified success, even riding on 40-series rubber and 19-inch wheels; we"ll have to wait till we drive one in the Rust Belt to watch just how it handles pothole-pocked roadmeans.

The hydraulic, engine-speed-sensitive steering has a 13.8:1 proportion, salso percent quicker than the outgoing model’s. Turn-in is gradual and also predictable, and also its accuracy allows for confident placement in the corners and exact manage in web traffic. On the highmeans it feels tight, but not irritatingly so; subtle steering corrections carry out not cause over-reenergetic directional changes.

Department of the Interior

Faux stitching runs throughout the updated low-sheen, soft-touch dashpad, and also a center-stack gauge cluster screens instantaneous mpg, oil temperature, and available torque (3.8 models) or boost push (2.0T models). Sport front seats currently come typical on all Genesis coupes. Running the driver’s seat with the full gamut of positions reveals plenty of leg, hip, and also shoulder room, yet world much more than six-foot-3 are going to come to be intimately acquainted through the headliner. Your six-foot-one author wearing a typical helmet was compelled to adopt a sevedepend uncomfortable slouched track-driving posture throughout a lapping session; it made it almost difficult to short article a reasonable lap time, but additionally gave for numerous days of reduced back pain.


Bluetooth comes conventional on all Genesis coupes, and also Hyundai’s Blue Link telematics device is obtainable on 3.8 Grand Touring/Track and 2.0T Premium trim levels. Spring for the navigating system through a seven-inch touch display screen and also you"ll obtain the 360-watt Infinity sound device in addition to satellite radio and also web traffic. (Aside: We’re happy to watch that the navinfotainment device in the Genesis coupe continues to be fully functional while underway: During a temporary detour, Krafcik conspicuously leaned forward and began inputting a new location right into the system while we rolled: "Notice the nav works while we’re relocating," he sassist, adding, "I simply thought the reality you had actually to be quit to use it was nonfeeling.”)

With a base-price spreview of $10,000 from the 2.0T six-rate hand-operated ($25,125) to the 3.8 Track eight-rate automatic ($35,125) the Genesis coupe is poised to perform showroom fight through everything from the Scion FR-S to the Infiniti G37S, the latter a automobile Hyundai is quick to point out expenses nearly $11,000 more than an in a similar way equipped Genesis coupe 3.8 Track while offering 18 fewer ponies. The stiffest competition, however, maybe comes from the terrific 2012 Ford Mustang, which expenses simply over $23K through its 305-equine V-6 and $30,505 with its 412-equine V-8. (The 2013 Mustang GT will certainly have a few more hp, also.) The Hyundai’s worth proposition is strengthened by the automaker’s 10-year/100,000-mile powertrain warranty.

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Even after a couple of years on the sector, the question still remains: Can Hyundai convince large numbers of typical rear-drive-coupe buyers to abandon the equity of decades-old nameplates like Mustang and Z for a brash Korean upstart? That the 2013 Genesis coupe provides more power and also is undeniably improved will definitely help, yet the automobile is going to need numerous even more document sales years and also probably one more generation of refinement to capture the pony at the front of the pack.


VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

BASE PRICE: 2.0T, $25,125; 2.0T R-Spec, $27,375; 2.0T Premium, $29,625; 3.8 R-Spec, $29,625; 3.8 Grand Touring, $32,875; 3.8 Track, $33,875

ENGINE TYPE: turbocharged and also intercooled DOHC 16-valve 2.0-liter inline-4, 274 hp, 275 lb-ft; DOHC 24-valve 3.8-liter V-6, 348 hp, 295 lb-ft

TRANSMISSION: 6-speed hand-operated or 8-speed automatic via manual moving mode

DIMENSIONS:Wheelbase: 111.0 inLength: 182.3 inWidth: 73.4 in Height: 54.5 inCurb weight (C/D est): 3400-3550 lb

PERFORMANCE (C/D EST):Zero to 60 mph: 5.1-6.1 secStanding ¼-mile: 13.7-14.1 secTop speed: 146/149 mph


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