Thanks for the write-up! I would be doing mostly suspension work if i get an R-Spec.

 

Today was a great day. With multiple laps around Spring Mountain Motorsports Ranch 1.5 mile, nine-turn course in both the 2.0 track and 3.8 track models, what could be better? It's a somewhat "technical" track with multiple linked turns and top speeds from 85-95 MPH. The most defining characteristic of the 2010 Genesis Coupe at the track was understeer. Approaching the cornering limits, the squeel from the Bridgestone RE050s became pronounced and I had to avoid using too much steering lock. A better approach to driving the GC was to use trailbraking into the first part of a corner (blending braking with turning). Smooth transitioning from one to the other allowed me to go back to the throttle sooner and rocket off the turn.

The V-6 offered a meaty mid-range torque band that the 2.0 turbo couldn't match. There were plenty of sections where I was flat-out with the smaller engine and the Genesis chassis could use more power. The low-pressure turbo spooled up quickly enough, but even at max revs I wasn't going fast enough! That said, Larry Chen felt the 2.0 GC track model was a better choice for the autocross. But I'll let him explain that (look for our GenCoupe.com video to be posted shortly) himself.

The other thing to mention is back-to-back hot laps with the Infiniti G37S. Unfortunately, the comparison was flawed because Hyundai had only a automatic seven-speed in that car (most of the GCs were six-speeds). Still, the G37S was better at high-speed cornering with its double wishbone front suspension offering better grip and more precise steering through the hairy bits. The VQ37VHR also had better power throughout the usable power band than either Hyundai engine.

But the Genesis Coupe still aquitted itself well, it's not an easy car to spin (although several people did) and was predictable in its responses at the limit. Dial in more front camber, gain 20-30 more HP and let's head back for more fun!

Define usable power band because the GC has **** loads more torque and hp before 4700rpm then the G37. Also the 2.0T has all its power in the low end.

 

Well on the track....a usable power band is generally higher up.

- andrew

 

Andyroo is correct; in road racing we tend to wind the engine near redline before shifting. You're shifting up and down so often that you don't want to let the revs drop too much. I tried experimenting with shifting points on both the 2.0 turbo and 3.8 V-6 and found midrange power (4500-7000 RPM) to be slightly different. The turbo pulls better at the lower side of this curve, while the 3.8 seemed to be stronger a bit higher up. But neither engine felt as "crisp" or pulled as hard as the VQ37VHR in the second though fourth gear range we were using at this particular circuit.

 

I should also mention the anti-squat built into the GenCoupe's rear suspension works well. Putting the power down with the Torsen LSD could result in the rear suspension "winding up" and unbalancing the chassis, but that was not the case. Nice, clean acceleration off each of the turns.

 

I've also noticed on the videos that during hard braking, the front of the car doesn't dive in as much. It's nothing like the new Mustang GT (HUGE nose dive)

 

I haven't driven the new Mustang GT, but I bet that big V-8 up front doesn't do it any favors under hard braking. Driving the first few laps with the GenCoupe had us exploring the limits of anti-dive on the car. The brakes seemed a bit touchy and over-boosted at first. But you simply adjusted the modulation and found hard braking was better accomplished by squeezing the Brembos, rather than jumping on them.