Automotive Reviews
Posts tagged sport coupe
2009 Hyundai Genesis Coupe
Aug 21st
Hyundai’s new Genesis sedan set itself up as an unlikely competitor to BMW and Lexus, and it’s surprising the critics by doing a fair job of succeeding. Now we’ve got a two-door Genesis, and it’s got an equally startling target in mind; this sporty, rear-wheel drive coupe is aimed at the likes of the Ford Mustang and Chevrolet Camaro.
Don’t be so quick to laugh. The Genesis coupe is nothing like the luxurious sedan whose name it shares –sufficiently different that we find ourselves wondering, as others have, why they even share a name. That said, this car’s too big to be the successor to the recently departed Tiburon, or even the “Son of Tiburon.” If anything, it’s the Tib’s big brother.
The Genesis Coupe features a long, broad hood and a steeply raked greenhouse with a racy tail. The design carries hints of several Hyundai concept cars–the Talus contributed its greenhouse, and the HCD8 predicted the basic shape of the Genesis Coupe. Don’t remember either of those concepts? It’s not important, they’re just ancestors. The Genesis Coupe is a wide, low car with a planted stance. Eighteen-inch wheels are standard, and nineteens are available. Dual exhaust tips are also standard, and high-intensity discharge headlamps are available.
On the interior, the only thing the Genesis coupe shares with the sedan is a Hyundai badge. The laid-back, sporty cockpit of the Genesis coupe is large enough to be comfortable for two, with decent rear-seat room. It’s also snug enough to feel intimate, a prerequisite for any dedicated sports car. Front, side and side-curtain airbags are standard equipment. Bluetooth connectivity and iPod auxiliary jacks are included in the standard sound system. Available equipment is just like that of the competition, including keyless entry and pushbutton start, a 360-watt sound system, heated seats and mirrors, sunroof, backup alarm, and a navigation system.
The Genesis sedan makes much of its V8 engine, the first in Hyundai’s lineup, but unfortunately the Genesis Coupe makes do with a choice of four- or six-cylinder power. A 2.0 liter DOHC turbocharged four-cylinder with Hyundai’s continuously variable valve timing (CVVT) is the standard power plant, producing 210 horsepower. For more oomph, Genesis Coupe buyers can step up to a 3.8 liter V6 that makes 306 horses. That’s enough to rival some V8s for power, if not noise, and the V6 Genesis Coupe is happy to light up the rear tires when requested. Continuously variable valve timing and a variable intake system ensure efficient and smooth power delivery throughout the rev range. Dual-outlet exhaust systems are available with both powerplants. Six-speed manual transmissions are standard with both engines. Automatic offerings are a selectable SHIFTRONIC five-speed for the 2.0T and a six-speed SHIFTRONIC for the 3.8. Both versions can be manually shifted with the gear lever or by steering wheel paddles. A limited-slip differential is available.
Thanks to a relatively low 3200-pound curb weight, the Geneis Coupe is reasonably peppy. That said, in standard form, the Genesis Coupe 2.0T needs more power and suspension work to be considered anything more than “sporty.” Luckily for Hyundai, that’s exactly the point. The stable rear-wheel drive platform is available as a clean-slate vehicle that’s a good start for improving performance, and a clean slate is exactly what it is. Subframe-mounted MacPherson struts up front and a five-link rear provide a stable platform, and the Genesis Coupe features sturdy anti-roll bars front and rear and a wide track to help keep it planted in the curves. The suspension shows noticeably less “Hyundai waddle” than the rest of the lineup, as it should, though it’s still a bit softer than most of the competition. Hyundai also offers a “Track” suspension, with stiffer front and rear springs, staggered-size nineteen-inch wheels and revised shock valving that reduce body roll even further. Four-wheel disc brakes with anti-lock are standard, and the Track model gets larger discs clamped by race-ready four-piston Brembo calipers. Stability control is also standard equipment.
This car is definitely no Tiburon, and I mean that in a good way. It’s easy to see why Hyundai chose to split the Genesis name, too; not only does the car depart similarly from previous Hyundai’s, but the manufacturer is hoping that its new rear-drivers will be the start of a new level of respectability for the brand. Whatever they call it, it’s priced attractively. Pricing starts at $22,750 for the Genesis Coupe 2.0 with a manual transmission. V6 power comes in at $25,750.
Specifications: All specs are for the 2010 Hyundai Genesis Coupe
Length: 182.3 in.
Width: 73.4 in.
Height: 54.5 in.
Wheelbase: 111.0 in.
Curb weight: 3294 lb.
Cargo space: 10.0 cu.ft.
Base price: $22,750
Engine: 2.0 liter DOHC turbocharged inline four-cylinder
Drivetrain: six-speed manual, rear-wheel drive
Horsepower: 210 @ 6000
Torque: 223 @ 2000
Fuel capacity: 17.2 gal.
Est. mileage: 21/30
2004 Chrysler Crossfire
Aug 2nd
It should be obvious from the design alone, but Chrysler’s brand-new Crossfire is definitely not a shy car. As soon as we got in, the Crossfire wanted to get on the freeway. It’s a proper “grand touring car,” and it certainly doesn’t like traffic. That attitude, as much as its rubberneck-inducing show-car looks, set it apart from the crowd.
The Crossfire rocketed into production after making its debut in early 2001 as a concept car. Chrysler showed a production version barely a year later, and it’s hitting dealers now. This baby coupe fits into roughly the same market niche as two-seat coupes like the Audi TT and Ford Thunderbird. It’s transportation for one or two people, with high style, and nothing more. But that’s not a bad thing; the Chrysler division needed a flagship, and the Crossfire serves that purpose admirably.
There’s no mistaking Crossfire for anything else on the road, thanks to the silhouette. A long hood sweeps up to the windshield and almost immediately drops to a dramatic fastback with a distinct, trapezoidal rear window. Because of the turret-top look, comparisons to the similarly low-roofed Audi TT are probably inevitable. The Chrysler has more relief and look-at-me power than the minimalist TT, especially in its louvered side aspect. Lines abound; the hood is raked by character lines, and a central “spine” runs from the grille to the tip of the Crossfire’s boat-tail. Up front, quad headlamps flank a bold grille in Chrysler’s latest family style; out back, large taillights and a prominent Chrysler logo ensure easy identification. The car hunkers down over big wheels–18″ up front and 19″ at the rear. Dual exhaust pipes exit in the center, like they did on all the old race cars. If you sense a bit of European mystique lurking in the oh-so-American lines, that’s because it’s built in Germany by long-time coachbuilder Karmann.
Inside, sharp automotive eyes will quickly discern the reason for the Crossfire’s rapid blast from fantasy to production; it shares a lot with the Mercedes SLK. Seats, dash architecture and switchgear are shared with Mercedes’ littlest roadster. Around these set pieces Chrysler’s designers have created a unique, three-tone interior that any SLK would be jealous of, however. The details are the coolest; the hood “spine” is mirrored in the dash and in the headliner, and the black-on-white gauges could be oversized vintage wristwatch dials. The Crossfire was just right for our narrow, six-foot-nothing frame, but taller and wider drivers will probably find the accommodations snug. Luggage space? There’s not much, but Chrysler does offer special fitted luggage for the Crossfire. Rear visibility is limited thanks to the tiny back window, and at 55 mph a pop-up spoiler more or less eliminates it entirely.
On the road, it’s quickly clear that the Crossfire isn’t a hard-core sports car. The 215-horsepower, 3.2 liter V6 comes more or less whole from the Mercedes SLK and produces adequate but not overwhelming power. Hooked up to an optional smooth, five-speed automatic transmission, it’s more relaxed around town than most hot rods. The Mercedes engine has the long freeway legs that the manufacturer is known for, and the Crossfire is happiest on the interstates. The five-speed automatic is selectable, but uses Chrysler’s AutoStick instead of Mercedes’ click-up, click-down manumatic. We prefer Mercedes’ tranny. A six-speed manual transmission is the standard gearbox, and helps to increase the Crossfire’s sportiness quotient.
Keeping the rubber on the road is a suspension consisting of double wishbones up front and a multi-link rear. This setup is pleasant enough on the SLK, but the additional body stiffness provided by the Crossfire’s fixed roof gives it slightly more responsive handling than its topless Mercedes counterpart. Anti-lock brakes are standard, and the Crossfire also features Mercedes’ Electronic Stability Program (ESP), a combination of traction control and yaw control that keeps the car on the straight and narrow when a loss of control is sensed. The Crossfire also has a tire pressure monitoring system.
Pricing is about par for the course for a luxury coupe. The Crossfire’s base price of $34,495 (including destination charge) is comparable to that of the Audi TT. The only options are the five-speed automatic transmission and high-performance Continental tires. With fitted luggage, heated seats and dual-zone climate control on the standard-equipment list, it’s obvious that the Chrysler Crossfire is yearning for the open road.
Specifications:
All specs are for the 2004 Chrysler Crossfire, which we tested.
Length: 159.8 in.
Width: 69.5 in.
Height: 51.4 in.
Wheelbase: 94.5 in.
Curb weight: 3060 lb.
Cargo space: 7.6 cu.ft.
Base price: $34,495
Price as tested: $35,570
Engine: 3.2 liter, 18-valve, SOHC V-6
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 215 @ 5700
Torque: 229 @ 3000
Fuel capacity: 15.9 gal.
Est. mileage: 18/27
2010 Chevrolet Camaro SS
Jul 31st
Uh-oh. We’ve got trouble, right here in the Motor City. Trouble, with a capital T that rhymes with C and stands for Camaro.
That’s right, the Chevrolet Camaro is back, and its seven years of hiatus haven’t mellowed it a bit. This car is a pugnacious street brawler, an incorrigible delinquent, and a bad influence. It’s like Mickey Rourke in sheet metal. And of course, I mean all of that in the nicest possible way, and not just because I’m afraid the Camaro will beat me up and take my lunch money.
The Camaro, perennial rival to the Ford Mustang, went away in 2002. The pony car wars weren’t settled, however, and many enthusiasts believed that it was only a matter of time before the grudge match began again. It’s unlikely that you’ve missed the resurrection of the Camaro, as it’s been accompanied by media speculation, movie tie-ins and public appearances throughout its development.
The new Camaro makes good use of classic influence, with a look that’s inspired by the original 1967-69 model. Dramatic fender and hood lines are combined with a boxy body and short-hood, long-deck proportions. The contouring of the hood is mirrored in the roof, suggesting a twin-cockpit design. The Camaro looks aggressive and angry, even without the larger tires and simulated air intakes of the performance SS model. Eighteen, nineteen and twenty-inch wheels are available, and flared arches ensure that everyone looking knows this car is ready to brawl.
The interior is a study in gun-slit sized windows and retro touches. The four-passenger interior is rife with retro touches, from deep-set square gauges on the instrument panel to an optional Hurst shifter and a modern XM satellite radio sound system that’s laid out like the old pushbutton radios of the Sixties. This last is something of a letdown, as it’s difficult to use and doesn’t look as cool as you might expect. The slick available console mounted four-gauge package does look cool, but it’s largely useless. Like most muscle cars, the front-seat passengers will be more comfortable than those in the rear, thanks to wide cloth seats. Modern touches like LED ambient lighting, steering wheel controls, Bluetooth, a USB audio jack and heated seats are also on the options list.
For power, the Camaro offers both V6 and V8 engine options. The entry-level engine is GM’s new direct-injection 3.6 liter V6. Rated at 304 horsepower, the V6 provides reasonably entertaining performance and returns 29-mpg freeway fuel economy and can be had with a six-speed manual or six-speed automatic transmission. A choice of V8 engines is available. The star of the family is the Camaro SS, with its 6.2 liter LS3 V8, rated at 426 horses. The LS3 comes with a six-speed manual transmission only. Prefer an automatic? The six-speed automatic-equipped Camaro SS comes with the L99 V8 but takes a slight horsepower hit, with output rated at 400. As a consolation prize, the L99 features Active Fuel Management, a system that shuts off fuel to up to four of the Camaro’s cylinders when they’re not needed to save gas. Both of the Camaro’s engines are derived from the Corvette’s 6.2 V8. Neither Camaro SS is a particularly easy car to drive; the six-speed manual transmission prefers to be driven hard, and has a tendency to lurch unpleasantly if you don’t hammer it. If you’re not prepared to go fast–or at least to accelerate fast–then the Camaro SS isn’t interested. Manual transmissions also include a “launch mode” that modulates power for more consistent hard acceleration.
To handle the ample horsepower in all models, the Camaro has a four-wheel independent suspension, a first for the Camaro line which has traditionally been equipped with lower-tech, solid rear axles. StabiliTrak stability control is standard, and a limited-slip differential is available. The stability control in the Camaro SS has a “track” mode that allows for more aggressive driving. Four-wheel disc brakes provide stopping power; the SS gets larger Brembo calipers to handle its increased power.
Modern interpretations of the muscle car have grown up nicely, with attention paid to more than just a gigantic engine to scoot the car through a quarter-mile as quickly as possible. The new Camaro is no exception, as it sports a retro style as well as having the reflexes to be considered a decent all-around performance car. Of course, I wouldn’t trust it not to have a big house party if left at home alone for the weekend, and it’s certainly going to cut school to go smoke behind the bleachers. But the 2010 Camaro’s bad-boy attitude is part of its appeal, isn’t it? Camaro pricing starts at $22,995 for the V6-powered LS, and the V8-powered SS comes in at $30,995.
Specifications: All specs are for the 2010 Chevrolet Camaro SS.
Length: 190.4 in.
Width: 54.2 in.
Height: 75.5 in.
Wheelbase: 112.3 in.
Curb weight: 3849 lb.
Cargo space: 11.3 cu.ft.
Base price: $30,995
Engine: 6.2 liter OHV V8
Drivetrain: six-speed manual transmission, rear-wheel drive
Horsepower: 426 @ 5900
Torque: 420 @ 4600
Fuel capacity: 19.0 gal.
Est. mileage: 16/24