2010 Hyundai Genesis Coupe 3.8 V6

Let’s get one thing straight, right here at the top: The “R” in the model designation does not stand for race.

The new Outback, generation four dating to 1994, is not a ride that’s likely to stimulate your inner racer. This is family transportation, and 15 minutes behind the wheel will be enough to convince you that whatever sport you might associate with the vehicle is the equipment you loaded on the roof rack or into the rubber-floored cargo well at the back.

But neither does “R” stand for retardo—Spanish for “slow as hell,” or something like that. Not with the optional 3.6-liter flat-six providing propulsion. The 3.0-liter H-6 option in the previous Outback 3.0R made forward progress an exercise in patience. It’s a different story here.

Although the latest Outback is bigger in every dimension but length, the development team has done an excellent job of keeping weight in check. Our test subject, a top-of-the-line Limited model, scaled in at 3651 pounds. As with all Subies, that curb weight includes standard all-wheel drive. For contrast, consider the mass of two five-passenger competitors with similar dimensions: An all-wheel-drive Mazda CX-7 weighs in at about 3900 pounds, with a Chevrolet Equinox coming in at more than 3700 with only front-wheel drive.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $29,875 (base price: $27,250)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 231 cu in, 3778cc
Power (SAE net): 306 bhp @ 6300 rpm
Torque (SAE net): 266 lb-ft @ 4700 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 111.0 in Length: 182.3 in
Width: 73.4 in Height: 54.5 in
Curb weight: 3845 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.0 sec
Zero to 100 mph: 15.6 sec
Zero to 130 mph: 32.4 sec
Street start, 5–60 mph: 6.4 sec
Standing ¼-mile: 14.5 sec @ 97 mph
Top speed (governor limited): 155 mph
Braking, 70–0 mph: 165 ft
Roadholding, 300-ft-dia skidpad*: 0.86 g

FUEL ECONOMY:
EPA city/highway driving: 17/27 mpg
C/D observed: 22 mpg
*Stability-control-inhibited.

More Muscle to Move the Modest Mass

Introduced with the Tribeca, Subaru’s three-row crossover SUV, the 3.6-liter flat-six doesn’t make much more horsepower than the 3.0—256 versus 245—but it’s much more of a torque generator: 247 lb-ft compared with 215. Better yet, the torque curve has a profile similar to the airport butte in St. George, Utah—long and flat. Subaru claims 225 lb-ft are on tap from 2000 to 6000 rpm, and we believe it.

With a five-speed automatic sending power to the all-wheel-drive system—the torque split is 45 percent front, 55 rear in normal operation—the 3.6R hit 60 mph in 7.4 seconds and covered the quarter-mile in 15.7 at 90 mph.

There’s obviously no danger of nosebleeds or acceleration g-load brownouts with numbers like that, but this is a much livelier pace than the 3.0R was capable of producing. And passing performance, something that required careful planning with the previous flat-six, is much more carefree and spontaneous. The transmission kicks down readily, and the Outback surges forward with a will.

Transmission Omission?

Ah, yes, the transmission. Subaru actually offers three transmissions for the Outback. Buyers who settle on the 2.5i model can choose between a six-speed manual (standard) or an optional new chain-driven continuously variable transmission, a first for an all-wheel-drive application.

Outbacks equipped with the new H-6 are limited to the five-speed automatic. It’s a smoothie in ordinary operation, but the manual function using the wheel-mounted paddle shifters isn’t particularly satisfying. Shifts are a little soggy, and the transmission upshifts on its own a couple hundred rpm before the 6500-rpm redline. Considering this vehicle’s family-oriented mission and the uninspiring performance of the paddle-shift system, Subaru could well have saved some money by omitting such frivolities from the inventory. And we’d gladly swap the paddles for a sixth gear, something the CX-7 and the Equinox include in their auto-only drivetrains.

Dynamic Certainty

As we said, no one is likely to consider this Subaru to be racy, but it’s unlikely to provoke dismay with any handling quirks. There’s a fair amount of body roll—the trade-off for supple ride quality on all but the gnarliest surfaces—and the variable-assist rack-and-pinion steering is a little slow at 3.2 turns lock-to-lock.

Even so, the Outback recovers well in quick transitions and is absolutely devoid of surprises. Inevitably, there’s progressive understeer, and it’s not difficult to provoke squeals of protest from the 60-series tires (225/60-17), a taller profile selected for ride-quality benefits.

But there is never an instant of uncertainty in this vehicle’s responses, and anyone who plants an Outback among the roadside greenery—overcoming an effective (and not completely defeatable) stability control—has done so by a Darwin Award level of incompetence.

Capacious, Quiet Cabin

Whereas the 3.6R delivers a respectable level of performance—and decent fuel economy (an EPA-rated 18 city/25 highway mpg) burning regular fuel (the 3.0 required premium)—the Outback’s greatest strengths are quiet operation and the expanded space in its handsomely appointed cabin.

Although we noted a nasty chassis buzz on washboard stretches of graded road, as well as an occasional shudder through the unibody on some of the bigger bumps, the Outback’s basic pavement deportment is almost beyond reproach.

The civilized dynamics are augmented by the voluminous interior. The Outback’s overall length is actually slightly diminished, but the wheelbase, the width, and the height have all increased, yielding rear leg- and headroom capable of a strong comfort rating from all but the tallest of the current NBA tribe, as well as a good-size cargo hold.

Our test subject was a top-of-the-line Limited model that rang in at $34,685 with navigation and a power sunroof. Its base price is $31,690. You can get into a new Outback for considerably less—the base 3.6R starts at $28,690, and a 2.5i is $23,690—but it’s worth noting that the base price for the 3.6R Limited is actually a little less than for the outgoing 3.0R Limited, and it’s also less than the top version of the Mazda and only about $1000 more than the highest-spec Equinox.

It may not be a thrill-a-minute ride, but the vehicle Subaru characterizes as the progenitor of the crossover phenomenon remains one of the key players in that rapidly expanding game.

Hyundai i20

Introduction

Hyundai, as a Korean maker, has almost by default had value for money as its core brand value. Even the stylish Hyundai Coupe is still looked upon as a 'cheap' way of getting into something sleek and racy. But, like its Kia sister brand, Hyundai has started making cars that attempt to compete on more than just price with rivals from Europe and Japan. The i20 supermini competes in a very competitive field, but it is also very cheap. So, is it the same old story?

What are its rivals?

We live in a world where it doesn't seem acceptable to make 'normal' cars any more - everything has to be an amalgam of loads of different things, usually resulting in a 'do everything' car, and usually called a crossover or an SU-something-or-other. The humble supermini seems like an old segment now, but it's still awash with very good and very popular cars like the Vauxhall Corsa, Renault Clio and the brilliant, class leading Ford Fiesta. It's an old cliché to say, but in that crowd the i20 will have to be very impressive - or very cheap - to stand out.

How does it drive?

Going back to our last statement, the i20 is both very impressive and very cheap. Does it outdrive the class mainstays we mentioned? In a word, no, but that's not to say it's inferior. Hyundai clearly knows its audience - as well as the type of low-speed, urban and suburban driving the majority of i20s will be tasked with - so the car is set up with an obviously un-sporty degree of suppleness. What that means is that it soaks up lumps and bumps effectively on the short road to Tesco, but the trade off is a lolloping ride on the motorway and too much body roll during cornering, should you decide to take the back road home. It also lets in too much wind and road noise at higher speeds, but then that's fairly standard for a supermini.

Yet it still serves up a satisfying dynamic dish, because it has the raw, slightly uncouth feel of a last-generation supermini. Even though it pitches and rolls heavily under turning and braking, it's one of those cars that provides far more fun than fear when it's being thrashed. The 77bhp 1.2-litre engine revs freely, the steering is direct and plenty of information transmits from the wheels into the cabin.

What's impressive?

As a buying package the i20 is massively appealing because it offers plenty of equipment, space and style for a very reasonable outlay. Its cabin might not be the last word in design flair or tactility, but it doesn't feel desperately cheap (as has much of Korea's small car output) and it's ergonomically sound, with plenty of driving position adjustment, loads of headroom and, we found, the ability to transport a family of two adults and two children in comfort (for a short while, at least). The boot swallowed a double buggy too, albeit after ditching the parcel shelf.

What's so compelling is that, rather than just dishing up a load of equipment in an otherwise lacklustre package, the i20 is a pretty complete supermini; the Korean isn't class leading, but nor is it embarrassing in any way either. The Comfort spec test car we drove (mid-range between Classic and Style) comes equipped with air conditioning, 15-inch alloys, electric windows, curtain airbags, full iPod connectivity (including a USB port) with stereo controls on the wheel, and a five-year warranty. A model equipped as such from Ford or Vauxhall will cost significantly more than this car's £9,650 asking price, and will only have a three-year warranty, which is perhaps why the Korean should, according to car price analysts CAP, hold its value better than them after three years.

What's not?

The dashboard, which borrows heavily from the bigger i30 (and the cee'd hatchback from sister company Kia) isn't offensive, yet feels a decade old compared to, say, the Fiesta's cabin. Higher spec cars get silver plastic for the stereo and air vent surrounds, whereas the dash of our test model was swathed in black on black. It's designed tastefully, but without much flair. That said, the seat and door trim cloth - either bright red or blue - lift the cabin ambience no end.

Inexplicably, there's no handle to slide the driver's chair forward on three-door models for rear seat access. The passenger seat has one, but to get over the driver's chair involves using the seat adjustment itself to slide it then tilt it forward. An unusual cost-cutting measure? Perhaps, but very odd.

Should I buy one?

The Hyundai is probably not the car you'd pick if you were stood next to a line-up of free superminis and asked 'which one would you like?' but when it comes to the mundane business of buying and running a sensible small car it's very difficult to ignore the i20. For all it will offer the cheap price and running costs we've come to expect from Korea, it also provides a measure of unique entertainment behind the wheel, loads of kit and decent build quality, all wrapped in a pleasingly styled shell.

2009 Hyundai Sonata

Introduction Hyundai Sonata gets a host of revisions for the 2009 model year. Already on our list of best commuter cars and many high-value lists, the revisions should solidify its standing. Although you can't see many of them, more than a thousand parts have been changed for the 2009 model year. The Hyundai Sonata is a four-door, five-passenger sedan priced at the low end of the mid-size market, where it competes primarily against the Honda Accord, Toyota Camry, Nissan Altima, Chevrolet Malibu, Kia Optima, and Ford Fusion. Despite moderate prices, every Sonata comes with a full slate of safety equipment and none is optional; it has earned the federal government's five-star crash-test rating for front and side impacts, the highest awarded.

Review Sections • Introduction • Lineup • Walkaround • Interior • Driving Impressions • Summary & Specs Get Your Free Quote on a Hyundai Sonata

Sonata is big inside, with so much interior volume it the EPA classifies it as a large car. It's roomier in almost every dimension than most of its mid-size competitors, many of which are larger outside, and it offers a full-size edge in creature comfort. For 2009, the Sonata is perhaps one percent heavier and prices have gone up, some by $1500. However, the new models come with more standard equipment such as the sunroof on the Limited model, so the relative value remains high. Instead of spending a lot outside Hyundai kept all the sheetmetal and merely updated lights and trim. On the inside, however, they've improved the seats for 2009 and added an entirely new dashboard/console layout and introduced a voice-operated navigation option. Under the hood each engine remains the same size but makes more power on less fuel, and the four-cylinder has been upgraded from an optional four-speed automatic to a five-speed automatic. Last but not least, the suspension has been retuned to deliver the same good ride with better precision and driver involvement. The most-expensive Sonata will set you back less than $28,000 with navigation, but you can get a comfortable, efficient commuter like our test car for about $21,000. You'll be hard-pressed to find more room with that economy for anything near the price, and it won't have Hyundai's warranty package. Next Page

2009 Hyundai Genesis

Introduction The 2009 Hyundai Genesis is a totally new luxury sport sedan. With its rear-wheel drive and available V8 power, the Genesis aspires to the BMW 5 Series, Lexus GS, Mercedes-Benz E-Class, and Infiniti M, but is priced more like American competitors such as the Chrysler 300 and Pontiac G8. The Genesis seats five and is offered with V6 or V8 engines. Hyundai is best known here for the econoboxes it sold when it first came to America, but the Korean automaker has been moving upmarket for several years. The Genesis represents its biggest leap yet and is the company's most expensive and most luxurious car. Inside, the Genesis is nicely appointed, with chrome accents, wood and aluminum trim, and soft-touch materials. Easy-to-read electroluminescent gauges greet the driver, and the available navigation system includes voice activation and a multimedia interface that is easier to use than those from most luxury manufacturers. An iPod interface is standard, and customers can choose a 17-speaker audio system that has 7.1 surround and sounds great. Room in the front and rear seats is excellent.

Review Sections • Introduction • Lineup • Walkaround • Interior • Driving Impressions • Summary & Specs Get Your Free Quote on a Hyundai Genesis

The Genesis marks the debut of Hyundai's first V8, a 4.6-liter dual overhead cam engine with 375 horsepower. The V8 provides plenty of smooth, willing power and gets decent fuel economy. Also available is a 290-hp 3.8-liter V6. The V6 offers enough pep for most needs and has the benefit of an extra couple mpg. Both engines run quietly and are mated to smooth-shifting six-speed automatic transmissions with manual shiftgates. Hyundai touts the Genesis as a sport sedan, with a rigid rear-wheel-drive structure and advanced five-link front and rear suspensions. On twisty roads, it performs well, with a generally nimble feel and a fairly flat disposition through corners. Of the two models, the V6 rotates easier through turns, while the V8 is more prone to push. The V8 model, on the other hand benefits from electrohydraulic steering that keeps the boost up in the tightest slaloms, while the V6's hydraulic steering can bind in quick changes of direction. The Genesis rides well, ironing out most bumps with little effect on passengers. It doesn't float or wallow like other Hyundais, but the ride can get bouncy over humps and ruts at highway speeds. On the whole, the Genesis is a legitimate sport sedan, but it's not as agile as top performers, such as the BMW 5 Series. Both Genesis models are fine values that deliver fine handling, a smooth ride, and willing power. They also have plenty of interior room, with nicely appointed interiors. Though not quite up to the high standards of the European and Japanese luxury cars the Genesis aspires to, it is viable and cheaper alternative to those cars and a better appointed option versus large American sedans. Next Page