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Discussion Starter #1 (Edited)
Wow saw the article and am impressed with the motor's capability. I haven't had a chance to talk to any of the engineers yet but I will ask them when I do get the chance!

Hyundai did engineer some headroom for the tuning and drifting set; the blown and intercooled I-4 features a low 9.3:1 compression and can take boost up to 29 psi.

[Source Motortrend by Edward Loh]

First Look: 2 010 Hyundai Genesis Coupe
Rear-Drive Revelations: Getting Biblical With A New Coupe

As we revealed in our March 2008 issue, Hyundai opens a new chapter in automotive history this summer when it begins selling its first V-8-powered, rear-drive sedan-the appropriately named Genesis.

Naturally, a rear-drive Genesis sedan begets a rear-drive Genesis coupe-and from the appearance of things, this two-door could be just as much of a revelation as its four-door forebear. Why? Just take a look at who it's targeting.

According to Hyundai, the short list of Genesis coupe competitors includes the Infiniti G37, BMW 335i coupe, Ford Mustang GT, Mazda RX-8, and Mitsubishi Eclipse GT, though a comparison of specs reveals the G37 matters most.

Dimensionally, Hyundai apes Infiniti in all key external measurements. At 182.3 inches long with a 111.0-inch wheelbase, the Genesis coupe is shorter by 1.2 inches between the wheels and 0.8 inch overall. With a width of 73.4 inches and height of 54.3, the Genesis coupe is 1.6 inches broader and 0.5 lower.

Curb weight is close as well-a claimed 3550 pounds in base V-6 configuration makes it about 65 pounds lighter than the G37. Engine specs and output are also in the ballpark; Hyundai claims the coupe's all-aluminum, 24-valve 3.8-liter V-6 makes 310 horsepower at 6000 rpm and 263 pound-feet of torque at 4700. Both figures are less than the 330 horses at 7000 rpm and 270 pound-feet of at 5200 rpm the G37's 3.7-liter V-6 makes, but note the Genesis's rpm advantage. The G37 has a better weight-to-power ratio, 11.0 versus 11.6 pounds per horsepower, though the Genesis coupe is ahead of everyone else on the list, including the 335i coupe. More significant, Hyundai is certifying the Genesis coupe (and sedan) to run on premium or regular unleaded gasoline and lose only four horsepower in the process.
THE NOTCHED beltline at the rear side window and Z-shaped character line are two of the Genesis coupe's signature design details.

That goes for the turbocharged, inline-four-cylinder base engine as well. Yes, you read that right-at the 2008 New York auto show, Hyundai announced the entry-level Genesis coupe will be a tuner's dream come true.

The base coupe's 2.0-liter all-aluminum turbo four-cylinder is the fruit of the same Global Engineering Manufacturing Alliance that produced the 291-horse, 2.0-liter turbo in the Mitsubishi Lancer Evolution and 300-horse, 2.4-liter turbo that powers the Dodge Caliber SRT-4. Output from the north/south-oriented engine will be significantly less-212 horses at 6000 rpm and 217 pound-feet of torque at 2500 rpm-to give buyers a reason to pick the V-6. Hyundai did engineer some headroom for the tuning and drifting set; the blown and intercooled I-4 features a low 9.3:1 compression and can take boost up to 29 psi. Like the V-6, Hyundai is certifying the engine to run on regular or premium unleaded. With the latter, horsepower jumps to 223.

At 3450 pounds in base trim, four-cylinder Genesis coupes won't be light, but they still should be an attractive alternative for enthusiasts. Not since the Nissan 240SX has America had a rear-drive, four-cylinder coupe.

Genesis coupes get three transmissions. The four- and six-cylinder will share a six-speed manual. In addition, four-cylinder models, likely badged Genesis 2.0t, will receive a five-speed automatic with Shiftronic. The Genesis 3.8 will get a six-speed automatic transmission with Shiftronic manufactured by ZF.

Clearly, Hyundai didn't crib everything from the Infiniti playbook. For cost, weight, packaging reasons, Hyundai went with a MacPherson-strut type front suspension; the G37 has a more expensive unequal-length A-arm setup. The Genesis sedan's five-link design is used in back. For chassis-bending rigidity, Hyundai benchmarked the last-generation BMW M3 and claims to have surpassed it by 24 percent.

Entry-level GS and midlevel chrome- whiskered GT models get standard single piston brakes-with 12.6-inch ventilated rotors in front and 12.4-inch solid rotors in the back. In addition to track-tuned suspension, top-step SE models receive upgraded Brembos with four-piston monobloc calipers that bite 13.4-inch cross-drilled rotors up front and 13.0-inch solid rotors in the rear. So large are these optional brakes, they work only with the larger 19-inch wheel package. For enhanced acceleration and cornering dynamics, Genesis coupes will have a standard Torsen limited-slip differential.

As far as styling is concerned, it's easy to say Hyundai went after more than the G37's mechanical bits, especially when you see the Genesis coupe in silver. Easy, but not quite accurate upon closer examination. Though the overall shape shares G37 proportions (and really, what coupe doesn't?), Hyundai's admittedly handsome coupe features a few distinct styling cues-most notably the notched-out greenhouse and "Z-character" line surface treatment. Hyundai American design chief Joel Piaskowski claims the scooped-out beltline beneath the rear side windows is a practical and signature styling statement, differentiating the Genesis coupe while providing additional visibility for rear passengers and blind-spot access for the driver. The twin creases in the side sheetmetal are less practical, but do create a "Z" visual element that Piaskowski says is original and not derivative. Distinctive dihedral headlights, hood strakes, and carefully articulated bumper surfacing round out Hyundai's signature style.

Will the Genesis coupe have biblical implications on the sport-coupe scene? It could. As far as trends go, Hyundai has three of them nailed: turbocharging, small, high-efficiency engines, and rear drive are all hot right now. But make no mistake, the Genesis sedan and coupe represent a huge gamble by Hyundai-especially given the equipment (keyless remote, HID headlamps, LCD display screen, and USB/iPod connectivity) and aggressive pricing.

MSRPs haven't been finalized, but expect a spread of about $8000 between a base Genesis 2.0t and a fully loaded Genesis 3.8. If the base coupe comes in at or just below $20,000, that means in spring 2009, there'll be a six-speed, 300-horse rear-drive coupe on sale in America for right around $25,000. A spokesman for the company claims Hyundai is committed to selling the lowest-priced, 300-horse, rear-drive car in the U.S.

That's not a just revelation, that's a rear-drive revolution.
 

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MSRPs haven't been finalized, but expect a spread of about $8000 between a base Genesis 2.0t and a fully loaded Genesis 3.8. If the base coupe comes in at or just below $20,000, that means in spring 2009, there'll be a six-speed, 300-horse rear-drive coupe on sale in America for right around $25,000. A spokesman for the company claims Hyundai is committed to selling the lowest-priced, 300-horse, rear-drive car in the U.S.

I really hope i and others can buy the V-6 SE loaded for under $25-27000.00,
Hyundai could boost themselves in the market with this one !
I keep hearing with the additional options it may drive the price up to $30,000.00 ? Hopefully by the end of 2008 prices will be released and then will see if this forum site is really jumping up and down with joy ?!?
 

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start saving today! :p
 

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Discussion Starter #5
I'm a bit skeptical about that, but thats what Motortrend said at least. I can't wait until I get an opportunity to talk to someone from the engineering side of this project!
 

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i doubt it can handle 29 psi also. that kind of pressure needs a lot of attention.
head studs, rods, rings, reinforce the block, even the valves need attention, I seriously doubt a car for under 20k has all the reinforced parts necessary to run 29psi
 

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Discussion Starter #7
Well I do hope they overbuild the engine so that we can at least get 300 to the wheels without anything on the motor breaking or blowing up :)

Usually with turbo motors they are able to handle the extra power and still be reliable. I'm wondering how much this car can handle however...
 

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i doubt it can handle 29 psi also. that kind of pressure needs a lot of attention.
head studs, rods, rings, reinforce the block, even the valves need attention, I seriously doubt a car for under 20k has all the reinforced parts necessary to run 29psi
you are correct especially with the pistons/compression of this engine.My speed3 has Hatachi-Warner 18psi stock with available kits that go up to 30psi but this is 3.2 engine the coupe is 2.0.I am sure someone will come out with a turbo that will increase psi on this engine but their will be other mods that will have to done in conjunction.The simpliest thing wolud be to install a CAI and cat-back exhaust from the turbo.This would give alot of hp and torque - - simple on this car more air in and out !
 

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Mufflers... If they are too restrictive the exhaust can’t pass through them effortlessly. Then the mufflers become the final dam. DAM: Think about that word what is a DAM? It restricts the flow of whatever mass is in front of it. It is a restriction. Turbine housings are a dam and a velocity improver. Now, mufflers are massive restrictors and the final dam in the exhaust system but, we still need some type of muffling device. Straight stacks with no muffling device is a nuisance to the public. There are straight through mufflers available that do not restrict the flow of exhaust and they have a nice deep mellow sound to them. Turbo boost will increase slightly, exhaust temperature will decrease and fuel mileage will improve.

Back in the 1970’s turbochargers were much larger and the fins on the compressor wheel and turbine wheel were much smaller than the turbocharger of today.
Today’s turbo’s are much more efficient with the smaller turbine housing, the velocity of the exhaust is much greater and the turbine wheel is accelerated much quicker. Being the turbine wheel is connected to the compressor wheel (fresh air side) it also spins much sooner and faster producing turbo boost. All of this sounds great however, there is a price to pay for the quick boost and that is greater backpressure in the exhaust manifold. The piston in the engine must now push harder to get the exhaust out of the combustion chamber. So where does the piston get it’s power to push the exhaust out? It robs the power from the piston that is on the firing stroke. So the greater the back pressure is in the exhaust manifold, the harder the piston on the firing stroke has to work to push up the piston in the exhaust stroke. And you the driver keeps pushing further on the throttle giving the engine more fuel, creating more exhaust and making the pistons work harder. Think of a gasoline-powered racecar with headers, it runs very free. There are no dams in the exhaust system, no turbo or muffler. Now think about your turbo, and mufflers with catalytic converters. There are 4 dams in the exhaust system, 2 turbine housings, a catalytic converter then the muffler.
Engines with aluminum pistons should not exceed 1200 to 1300 degrees hot side or 900 to 1000 degrees cold side.
So, by increasing turbo boost alone will not result in increased horsepower. Yes the engine may run cooler so long as the exhaust restriction isn’t increased. To gain more horsepower and torque you must increase the fuel delivery to the engine in turn, the turbo will spin faster and the turbo boost will increase but the increase in boost is a result of the fuel, which makes more power. And this power properly used will result in better fuel mileage.
Any mods to the turbo on this car and a more effiecent DP/CBE system will be needed.
 

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Discussion Starter #11
Ok I talked to a Hyundai in product planning and they told me the 29psi is NOT operating boost.

Just wanted to clarify that
 

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Discussion Starter #13
MR.K please ask your source about pricing speculation,especially the V6-SE...
Honestly they can't tell me anything about pricing. One because they aren't even 100% sure about the pricing...

What they did tell me is that they are have goals of a TARGETED price, and they are going to do their best to keep with them.

I believe I mentioned it before but with most cars we won't know final pricing until they hit the dealers or maybe slightly before :(

I know this doesn't help planning financial and considering other cars but I'm sure they will try very hard to stay close to the price they have mentioned before.
 
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