2013 Hyundai Genesis Coupe

2013 Hyundai Genesis Coupe

Episode 3150
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While the Genesis Coupe has done a lot to increase the performance image of the Hyundai brand, It’s kind of stuck in the middle of the sports coupe segment. It doesn’t offer the retro style and tradition of pony cars like Camaro and Mustang, nor does it have all of the lightweight fun factor of new arrivals like the Scion FR-S and Subaru BRZ. So, just what does the Hyundai Genesis Coupe offer that other cars don’t?

Sometimes being caught in the middle is a good thing as you can poach sales from both sides without being a direct competitor with either one. And so it is for the 2013 Hyundai Genesis Coupe, with a turbo-4 that leans more towards the import names and a strong-running V6 that leans more towards Detroit brands, it’s adequately equipped to do battle with both. We chose the 3.8-liter V6 for our test, as it is updated with direct injection, providing 42 more horsepower, for a total of 348, and 29 more pound feet of torque to 295 and headed straight to the track to see what it would do. 

Off the line, we could easily feel that additional torque, but there’s still plenty of grip for a good launch, and for shaving a few tenths off of our previous Genesis Coupe 3.8 test with a 0 to 60 time of 5.2-seconds. And, it now runs through the ¼-mile in 13.9-seconds at 103 miles-per-hour. The standard 6-speed manual transmission has also been tweaked to provide more feel, and indeed it was very precise. A new 8-speed automatic is available for those who prefer just two pedals. Brakes certainly live up to the sporty style of the Genesis, as stopping from 60 took just 113-feet. Through the cones it felt well balanced with a front end that stays adhered at all times. There are new dampers, and steering has been re-calibrated.  Response is about the same, but we could notice some additional feedback and a little more connectedness overall. There’s enough torque to step the rear out a bit with timely throttle inputs and as before, R-Spec models get front strut camber adjustment bolts. 

This latest Genesis Coupe also gets a fresh look. One that’s more aggressive and muscular, especially up front with the new fascia featuring larger air intakes, and a more menacing looking hood, though the new air “vents” are obviously for appearance only. Down the side, the Z-shaped body lines remain, but are set off by new wheels with a more sculpted look, available in 18’s or 19’s. In the back, LED’s highlight a new tail light design, while down low, asymmetrical exhaust tips still add some flash to the black diffuser. 

Interior updates are minor, but include new materials throughout that are a bit more inviting. Gauges are also updated with electroluminescent lighting and a new info center. R-Spec models sports seats with red leather bolstering and cloth inserts, and the red trim finds its way onto the door panels as well. Hyundai’s Blue Link telematics is now available, but only in 3.8 Grand Touring, 3.8 Track, and 2.0T Premium trims. Though, all models add needed telescoping to the steering wheel. 

On the street, this regenerated Genesis is plenty entertaining, but not as refined as it could be. Ride is still a bit harsh for our aging bodies. Government Fuel Economy Ratings for the V6 manual are 18-City and 27-Highway, and we managed a decent 24 miles per gallon in daily driving, but that’s on Premium Fuel. The Energy Impact Score is average at 15.7-barrels of yearly oil use, with annual CO2 emissions of 7-tons. As the great Poison singer Bret Michaels once told us, “every rose has its thorn” and with the Genesis, all these great updates have come with a base price that’s 2-grand higher than last year, starting at $25,125. Our 3.8 R-Spec goes for $29,625. 

Still, the 2013 Hyundai Genesis Coupe is a lot of car for the money while it also brings a little bit of sophistication to the class. It seems to have really embraced its “tweener” status. Much like a denim jacket, you have to be in the right crowd to feel cool sporting one, but in a group of like-minded individuals, the Genesis Coupe is indeed one slick ride.

Specifications

  • Engine: 3.8-liter V6
  • Horsepower: 348
  • Torque: 295 lb-ft.
  • 0-60 mph: 5.2 seconds
  • 1/4 mile: 13.9 seconds @ 103 mph
  • EPA: 18 mpg city/ 27 mpg highway
  • Energy Impact: 15.7 barrels oil/yr
  • CO2 Emissions: 7.0 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW