2010 Hyundai Genesis Coupe

2010 Hyundai Genesis Coupe

Episode 2846
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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.


  • 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
2023 Mazda3

2023 Mazda3

Still The Same Mazda3, Just A Bit Better

Episode 4304
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When the fourth-gen Mazda3 arrived for 2019, it grew a little more stylish, a lot more upscale; and loads more practical too, adding all-wheel drive into the mix for the first time. How does it get better than that? Well, for ’23 the 3 adds an engine update that promises to deliver more power and better efficiency. Time to speak truth to this power.

The Mazda3 has always been a great compact car, big on both fun and value, and has earned numerous MotorWeek Drivers’ Choice Awards over the years. This current-gen has been on the road for 4-years now, and it gets even better for 2023.

Starting with the powertrain, the base 2.0-liter I4 has been eliminated leaving just 2 versions of the 2.5-liter 4-cylinder, turbo and non-turbo. Base versions get a 5-horsepower bump to 191-horsepower, along with updates for its cylinder deactivation system. The 2.5 Turbo fits standard all-wheel drive and outputs the same 250-horsepower and 320 lb-ft. of torque as last year; provided you use Premium gas. Max ratings drop to 227-horsepower and 310 lb-ft. with Regular.

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A 6-speed manual transmission remains available in front-wheel drive 3s, but AWDs come exclusively with a sport-tuned 6-speed automatic. We found it well-sorted and seemingly always on the same page as us whether we were shuffling through back roads or sitting in traffic. There is a softer overall feel compared to Mazda3s of old, which you’ll appreciate when encountering harsh pavement, but it still feels plenty agile when called upon.

That softer feel certainly carries over inside, where it has gotten much quieter, and quite nicely finished, consistent with Mazda’s Audi-like premium intentions. All 3s get an 8.8-inch center display, and all of the fingerprints on our test car’s screen signifies most people assume it’s a touchscreen. It’s not, however, as inputs are made with a rotary controller on the console. It’s not the most intuitive system, but once you’re past the learning curve, it’s tolerable.

The rear seat room doesn’t have the roomy feel of the Subaru Impreza, but space is certainly more than adequate compared to the rest of the compact set. Rear cargo space for this hatchback rates a good 20.1 cubic-ft. with trunk space in the sedan coming in at 13.2 cubic-ft. So yes, the Mazda3 remains available in both sedan and hatchback, but we still prefer the 5-door hatch both for its practicality and for its sporty looks. Top Turbo Premium Plus gets gloss black aero treatments including a roof spoiler and front air dam.

At the test track, power from the 2.5-turbo felt more than adequate off the line, using all-wheel-drive grip to bite into the pavement and get up and go to 60 in 6.0-seconds flat. There was virtually no turbo lag, and the engine felt nicely refined with its power delivery. Transmission operation was equally as smooth and kept the power flowing quite effectively throughout the ¼-mile, which ended in 14.5-seconds at 95 miles-per-hour. We really appreciate a well-tuned 6-speed in this world of overactive 8 and 10 speed automatics.

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While there was definitely some understeer to manage in our handling course, the 3 turned in quickly and provided real, sporting feedback through our cone course. I-Activ AWD features G-Vectoring Control Plus, which uses both engine torque vectoring as well as selective braking to minimize body roll, and preserve the lively feel we’ve come to expect from Mazda. In panic braking runs, the pedal was soft, but that kept ABS pulsing to a minimum; and the results were great, as we averaged a very short 106-feet from 60, with minimal nose dive and stable, straight stops.

Government Fuel Economy Ratings for an all-wheel drive Turbo are 23-City, 31-Highway, and 26-Combined; we averaged a good 28.4 miles-per-gallon of Regular.

Obviously by eliminating the previous base engine, prices have taken a jump for ’23, but so has everything else. Still they remain more than reasonable. The base S now starts at $26,855, with the top Turbo Premium Plus at $37,815, with many options in between. And sedan prices are even more sensible, starting at $23,715.

Like most brands, Mazda seems to be going all-in on SUVs; as the 3 is the last family sedan and hatchback in their lineup. And it would be a real shame if that were to change. As the 2023 Mazda3, the hatchback in particular, is just about the perfect car, offering utility vehicles levels of practicality along with better than average luxury, plus handling performance that few crossovers can match. So, long live the Mazda3!


As Tested

  • Engine: 2.5-liter Turbo-4
  • Horsepower: 227 | 250
  • 0-60 mph: 6.0 seconds
  • 60-0 Braking: 106 feet (avg)
  • MW Fuel Economy: 28.4 MPG (Regular)
  • Transmission: 6-speed auto
  • Torque: 310 lb-ft. | 320 lb-ft
  • 1/4 Mile: 14.5-seconds at 95 mph
  • EPA: 23-City / 31-Highway / 26-Combined