2010 Hyundai Genesis Coupe
By now everyone that is into cars has heard the accolades heaped upon the Hyundai Genesis. We even picked this stylish sedan as our “best luxury car” of the year. But, is Genesis really a new beginning for a more upscale Hyundai? Well that’s where the new Genesis Coupe has to prove itself. So, let’s see if Genesis can evolve into a full carline, and not be just a one hit wonder.
It’s true that the Genesis Sedan and the new, 2010 Hyundai Genesis Coupe share the same nameplate, the same basic rear-wheel drive architecture, and a bit of overlap in powertrains. But beyond that, they struck us as two very different cars.
The plush four-door Sedan competes with the likes of the BMW 5-Series and Lexus GS. But, the two-door Coupe is more a Korean counter to Detroit’s muscle stalwarts, Camaro and Mustang, with an eye on the G37 Infiniti Coupe.
In terms of form, the Genesis Coupe takes on a truly low slung but aggressive look. Like the Tiburon before it, its proportions, racked stance, exaggerated haunches, and powerful curves, are right out of the contemporary Japanese sports car textbook.
Glaring Xenon HID headlamps spearhead the coupe’s short, bulldog snout, and its fast profile wears a flowing beltline contrasted by a jagged “Z” character lines.
18- or 19-inch alloys, a stubby rear deck, bright exhaust tips, and available spoiler, punctuate the performance look.
And to put substance to that look, the Genesis Coupe sports either a nicely exposed 2.0-liter turbocharged four, good for 210 horsepower and 223 pound-feet of torque; or the sedan’s 3.8-liter V6, with 306 horses and 266 pound feet of torque. There is no V8.
With 6-speed manuals standard, the I4 can be tied to a 5-speed automatic, while the V6 auto is a 6-speed. Both autos with steering wheel paddle shifters.
Flicking them for all their worth, our 3.8-liter V6 jumped sharply from 0 to 60 in 6.1 seconds and finished the 1/4 mile in 14.4 seconds at 100 miles per hour. Torque at launch was exceptional, building steadily with no dead spots. Gear changes were fairly quick and very smooth, though the steering wheel shifters felt cheap and hokey. Overall, however, the V6 Genesis Coupe is swift and entertaining in the straight line.
For turns, our Grand Touring Coupe has the standard sport-tuned suspension; braced MacPherson struts up front, and a five-link design in the rear. Electronic Stability and Traction Control come standard.
Through the cones, the coupe felt smaller and lighter than its 3400 pound weight would indicate. Grippy tires and a planted chassis give this car a ton of agility, and there’s virtually no body roll. The Coupe is quick to turn with just a mild touch of understeer. And when pushed hard, it remains both nimble and very well-balanced. Yes, it’s fun.
But, as to ride quality, our GT felt more sporty than premium. You know every bump in the road. Track models don even stiffer springs and shocks that might make it tiring as a daily driver.
All Coupes come with ABS disc brakes with Brake Assist 4-piston Brembos on Track models. With standard brakes, stops were straight, stable, and smooth, averaging a decent 130 feet from 60 to 0.
Inside, the Genesis Coupe is also visibly a different venue than the Sedan. The stylishly cockpit says serious sport coupe. In fact the tight gauge cluster would be at home on many an exotic.
But, materials and fit and finish, like in the Genesis Sedan, exceed even premium status. Mid-level Grand Touring trim includes leather on the well bolstered bucket seats, with heat and power adjust for the driver.
The three-spoke steering wheel makes for a nice grip, with controls for audio and cruise. There is also a standard information display, hands free Bluetooth, and an IPod interface, and to pump out those tunes, there’s an Infinity 10-speaker audio system.
The two-passenger rear seating area is relatively easy to access, and offers ample legroom. But the car’s plunging roof line takes headroom down to child size.
Best to fold the seat down to expand the small 10 cubic foot trunk. The trunk opening is also small, and very non-premium u-shaped hinges may give your luggage a crushing blow.
Government Fuel Economy ratings for our V6 automatic Coupe are 17 city/27 highway on Regular gas. We achieved 23.1 in real-world driving and were pretty pleased with it. The 2.0T does about 10% better.
The V6 Energy Impact Score is 16.3 barrels of oil per year, with a Carbon Footprint of 8.7 tons of CO2.
Staying true to Hyundai’s formula for affordability, prices are also closer to Camaro than G37. The 2.0T starts at $22,750, while the 3.8 starts at $25,750. Still, uplevel trims and options will easily take the coupe over the $30,000 mark. But, with such a spread, and great powertrain warranty, the Genesis Coupe should appeal to a much wider demographic than the Sedan.
So that’s the 2010 Hyundai Genesis Coupe. But, rather than adding to the prestige of the Genesis carline, it comes off as more of a mainstream Hyundai. Now, that doesn’t mean it’s not a terrific effort. It truly is, and more proof that Hyundai has evolved into a brand that no rival, import or domestic, can take for granted.
Specifications
- Engine: 3.8-Liter V6
- Horsepower: 306
- Torque: 266 Lb Feet
- 0-60 MPH: 6.1 Seconds
- 1/4 Mile: 14.4 Seconds @ 100 MPH
- 60-0 MPH: 130 Feet
- EPA: 17 MPG City/ 27 MPG Highway
- Mixed Loop: 23.1 MPG
- Energy Impact: 16.3 Barrels Oil/Yr
- CO2 Emissions: 8.7 Tons/Yr
2025 Rivian R1S
Major Reboot for Rivian R1S
With just about every mainstream carmaker now onboard with battery-electric vehicles, EV-only brands are hoping there are still plenty of people out there willing to think outside the box. So, let’s see if Rivians latest R1S utility can make the case for taking the EV road less traveled.
Big changes have happened in the short time since the Rivian R1S first hit the streets three years ago. As for 2025, there are updates that touch just about every aspect of the vehicle. Yes, despite looking almost exactly the same outside, Rivian claims that beneath the surface, their entire electrical architecture has been significantly updated, eliminating a whopping mile and a half of wiring and 10 computer assemblies, allowing for more efficient operation.
But look closely and you will see their signature vertical oval headlights are updated with a new matrix of LED lights that can cycle individual elements on and off to provide maximum illumination where you need it without distracting oncoming drivers.
Not much change in the look of the interior either, but the synthetic leather upholstery is still very nicely done, though most touchpoints feel more rugged than luxury minded. With the exception of a couple controls on the steering wheel, you do still have to do almost everything on the R1S’s 15.6-inch touchscreen, but the user interface has been improved. So, while we do wish they could have reverse-engineered a knob or two into the mix, we realize full touchscreen interface is just what people expect in their high-end EVs these days, and at least it works better than before. And the gauge display still wows you with the amount of information it displays and is mounted high enough that no additional head-up display is needed. A new Rivian Autonomy Platform uses 11 cameras, five radars and A.I. for self-driving, or just to monitor what’s going on around the vehicle even when it’s parked.
This [EV] really feels fast, sitting you up high and throwing you back in your seat with authority.
Rivian has also given the R1S a substantial suspension revision with new spring rates, bushings, and mounts; along with new tuning for the adaptive dampers and roll-mitigation system. It does provide a more balanced street attitude, but it still rides like a truck. That’s great if that’s the experience you’re looking for; not as ideal if you’re looking for more of the smooth luxury-style treatment.
All R1Ss are all-wheel drive, but there’s a wide variety of powertrain options including a new Tri-Motor setup. Outputs range from the standard Dual-Motor’s 533 horsepower to the Quad-Motor’s impressive 1,025. There are several battery packs as well, delivering as much as 410 miles of range, giving the R1S the highest rating of any SUV on the market right now. Our Adventure trimmed tester featured the 665-horsepower Performance version of the Dual-Motor arrangement, with the Max battery and 20-inch wheels with all-terrain tires.
Theoretically, that setup is rated for 370 miles, but perhaps we were enjoying the “performance” theme too much as our results were well short of that, using 68% of the battery to drive only 189 miles, putting our estimated range around 278 miles. Using 43 kilowatts of electricity for every 100 miles earns the R1S a fair efficiency rating.
But all was forgiven at our Mason Dixon test track when this Rivian started blasting us to 60 in 3.8 seconds. Yes, there are faster EVs, but this one really feels fast, sitting you up high and throwing you back in your seat with authority, while the rear of the truck squats down substantially before hurling you off the line and down the track. Power delivery stayed strong the entire time, cranking away until we cleared the quarter-mile in 10.5 seconds at 108 mph.
Despite this utility’s substantial size and weight, we were able to keep a pretty fast pace through the cones of our handling course. The all-terrain tires obviously didn’t grip the pavement as well as all-seasons would, but the low center of gravity kept things very flat. Yes, it does feel very heavy, but the brakes were more than up to the task, stopping us from 60 mph in a very short 103 feet with surprisingly little nosedive and no fade.
Pricing starts at $77,700 for the Dual-Motor with Standard battery pack; our Dual-Motor Performance with the Max battery and All-Terrain Package came in just over $102,000.
While Rivian has had great initial success; sustaining that success will be a much tougher task. But, if they continue to put as much effort into improving their products as they have here with the 2025 R1S, we think their winning streak will only accelerate.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 141.5 kWh
- Horsepower: 665
- Torque: 829 lb-ft
- EPA Range: 370 miles
- 0-60 mph: 3.8 seconds
- 1/4 Mile: 10.5 seconds at 108 mph
- Braking, 60-0 (avg): 103 feet
- MW Test Loop: ~278 miles