Power to the People

MANILA, Philippines - For the record, and without meaning to offend those who actually bought the car, I was never a fan of the early model “Coupe”. In other markets it was called the “Tiburon” (Spanish for “shark”). Like other affordable coupes of the mid- to late 90s, Hyundai’s sporty model was essentially an Elantra with two less doors, a tiny trunk, and debatable aesthetics. Some people liked it enough to buy it, others chose to go with a more conventional sedan. Or they got a Mitsubishi Lancer GSR instead.

Over the years, the Tiburon/Coupe got a V6 option in other markets in lieu of the tepid inline-4, but it’s only now that Hyundai Automotive Resources Inc. (HARI) has decided to go full throttle with the sports car market. Rechristened as the Genesis Coupe, the new entry (to the Philippine market, at least) is nothing else but a powerhouse. It sports sleek lines, a choice of impressive turbo-4 or V6 rear-wheel drivetrains, and has the underpinnings to match. It also uses a shorter platform of the Genesis luxury sedan, instantly raising its DNA.

While Hyundai has no substantial motorsports heritage to speak of aside from a brief foray into rallye, the Genesis Coupe accelerates, brakes, and turns as well – or nearly as well – as any sports coupe from the US or Japan. Or even from Europe. Better yet, HARI offers a real menu of Genesis Coupe options to suit most any buyer’s preferences and budgets. You can get the base model with the turbo-4 and a manual, or pair it with an automatic. You can upgrade to the V6 with a choice of manual or automatic, too. Or order it – Need for Speed-style – with Brembo brakes and a firmed up suspension. All of this is backed by an impressive warranty, and all for less than two million big ones. Can you say “Bang for the Buck”? Best of all, it looks so good that the uninitiated will consistently think it costs two times as much.

Okay, someone at Hyundai put his foot down and insisted on the bland, corporate grille with the “H” emblem, but aside from that the car is a virtuous symmetry of vintage Ferrari-esque flanks and American muscle car haunches. The Genesis Coupe was principally designed to compete in the US market against traditional American “pony cars” like the Ford Mustang and Chevrolet Camaro, so the long hood-short deck proportions give it an imposing presence that is such a refreshing change from the usual compact, sports coupe look.

While it does make for a sports car that’s somewhat too big to comfortably steer around a parking lot, the payoff is in reasonable cabin space and a composed ride at speed. Four Asian-sized adults will easily fit in there, although anyone over 5’7” may rub his head against the rear backlight. Sadly, trunk space is best reserved for Small to Medium-sized soft bags. Worse, the inexpensive gooseneck hinges of the trunk lid further eat up the room.

Then again, this is supposed to be a “selfish” car, and unless you’re looking to break the land speed record the car has more than enough power and grip to satisfy the hormonal needs of the driving enthusiast. The twincam, 306 HP V6 burbles happily at low revs and transforms into a sonorous rip whenever you floor the throttle and wind it up the tach. The test unit’s 6-speed automatic is an excellent choice for anyone who must live with the realities of urban traffic as it shifts smoothly and invisibly, yet is quick on the draw when you’re going balls to the wall. Paddle shifters help you tap-tap the gearchanges on technical roads, or you can tug/push the shifter in its manual gate. If you turn the stability control off, it’s easy to break the rear tires loose with an imprudent stab of the accelerator, so take care on public roads.

As sports car rides go, the Genesis Coupe with the basic suspension setup is quite comfortable so long as you’re not expecting the ride of a Sonata. It is supple on most surfaces except for hard, rough concrete which causes high frequency jitters that will annoy the wife. Body roll is nearly flat, helped by the wide stance of the car. On my favorite test road – a 20+ km stretch of straights, hairpins, and sweepers that goes up and down – I was able to clip apex after apex with ease, connecting each curve with a delicious stab of the throttle to enjoy the rush of speed and the melodious V6. Precise, sharp steering, surefooted tires, positive-feeling brakes, it’s all there.

I would have liked to switch off the stability control in order to steer with the gas around the corners, but I’m not one to push my luck. Even without the Brembos, the disks are more than up to the task of bringing the car to a full stop PRONTO. Only sustained, high-intensity driving may require the superior stopping power and fade-resistance of the Brembos.

Over the course of five days, Hyundai’s exuberant sports car generated all the usual perks and few of the vices. Neighbors gave it high marks, passersby did frequent double takes and whipped out their camera phones, in-laws did not mind the tradeoff in ride quality for the rare chance to drive around in a bona fide sports car, and fuel consumption was actually not as low as one might think. I averaged 5-6 kpl, and I enjoyed every kilometer of driving it.

Hyundai’s “halo” car has the performance and the quality to match its looks, and the pricing shows that performance and style need not be the exclusive domain of the insanely wealthy.

The Good

• Stunning good looks.

• Muscular drivetrain.

• Body solidity and handling that’s almost Germanic.

The Bad

• Meager trunk space.

• Sedate cockpit design.

The Verdict

• The best bang-for-the-buck yet.