Motortrend Mustang GT vs 370Z vs Genesis
03-13-2009, 11:56 AM
#1
TECH Regular
Thread Starter
Join Date: Jul 2006
Location: Western Kentucky
Posts: 427
Likes: 0
Received 0 Likes
on
0 Posts
Motortrend Mustang GT vs 370Z vs Genesis http://www.motortrend.com/roadtests/...70z/index.html
We've driven Hyundai's V-6 Genesis Coupe, and it's a pretty solid effort. There are some things we'd like improved, like the rubbery shift of the six speed manual transmission, the slightly gluey steering, and the somewhat subdued feel of the 306 horses under the hood. But for the money -- just $30,250 for the loaded Track version, Brembo brakes and all -- it's an honest, fun drive.
With sporty looks, solid performance, and value pricing, the Genesis Coupe follows a tried and true formula, one that was first nailed by the original Ford Mustang, and later successfully aped by Nissan's Z-cars. Both the Mustang and the Z have changed over the decades, each going through its lost, Elvis-in-Vegas years, getting fat, slow and soft. But the 2010 Mustang GT and Nissan 370Z are cars that successfully channel the DNA of their original ancestors.
Which got us thinking: where does the Genesis Coupe fit? Is it a Mustang fighter, or a cut-price 370Z?
GENESIS MEETS MUSTANG
In an interview last December with Automotive News, in which he addressed Ford's economic woes, CEO Alan Mulally said, "Now we have in the pipeline what arguably everybody believes is the best product lineup we've ever had at Ford."Memo to Ford's PR department: Listen to your boss.
Given that Mulally told the universe that Ford's products are essentially world class, you'd think his employees in public relations would buy into what he's selling. If they did, they'd have gladly given us that pipeline's first potent product, the 2010 Mustang GT, for a head-to-head test with Hyundai's Genesis Coupe. But they didn't. "If the Mustang wins," said a Ford PR flack at one point during the tortuous back-and-forth negotiations, "it's still the king. If the Genesis wins, we've only made a hero out of a Korean upstart."
In order to get our hands on a Mustang GT in time to meet the deadline for the April issue of Motor Trend, we had to agree not to do a back-to-back comparison with Korea's new colt. Normally, we would've told Ford to take a hike up the Himalayas. But, in the interest of getting the first test numbers on the new Mustang, we acquiesced. For Ford, it's a shame we did.
While it's plausible most buyers won't cross-shop the Mustang and the Genesis Coupe, the two nonetheless share much in common. Each is a front-engine/rear-drive four-seat coupe with a manual transmission, a 300-plus-horsepower engine, and a so-called Track Package, which includes sportier wheels, tires, brakes, and suspension. But that's about where the similarities end.
The Mustang is only about six inches longer and roughly 100 pounds heavier than the Genesis, but it feels bigger and more substantial than the measurements suggest. You sit down in the Mustang, as if nestled in a claw-foot tub, looking out over the raised dash at the relatively long, flat hood. With its higher beltline and broader shoulders, the Mustang imparts a sense of musclecar mass, a stark contrast to the Hyundai, whose sharply raked hood and character line, both of which slope aggressively toward the front, convey the feel of a sleek sport-compact.
CLICK TO VIEW GALLERY
Unsurprisingly, the Genesis Coupe comes across a tad sharper, but the test numbers contradict those senses. Not only is the new Mustang more agile than the Genesis -- 0.95 g on the skidpad (versus 0.90) and 25.5 seconds at 0.70 g in the figure eight (versus 26.2 at 0.67) -- it's also superior in 60-to-0 braking (108 feet versus 111) and at the dragstrip, posting 0-to-60 and quarter-mile times at least a half-second quicker.
Further, the Mustang doesn't suffer from the Hyundai's rubbery shifter, jittery ride, numb steering, or driveline lash. Sure, at times its track-tuned suspenders are too starchy in vertical motion, but for those day-to-day commuter frequencies, the tuning is more coddling than the Hyundai's. Plus, with its remodeled interior, the Mustang needn't fret that the Genesis Coupe is boasting a more lavish crib.
CLICK TO VIEW GALLERY
"I've never said this about a Mustang before, but I'd own one of these GTs -- worlds more flavorful car than the Genesis Coupe," notes editor at large Arthur St. Antoine. It's that flavor, ultimately, that endears the Ford to us over the Hyundai. The Genesis Coupe's V-6 can't duplicate the sound, smoothness, or torque of the Mustang's well polished 4.6-liter V-8. Nor can the Hyundai match the Mustang's near-1.0g lateral acceleration or sub-five-second 0-to-60 time. Brawnier in feel and performance than the Hyundai, this 2010 is the most refined and capable Mustang GT we've ever sampled.
Hey, Ford PR folk, have you driven one of these lately?
We've driven Hyundai's V-6 Genesis Coupe, and it's a pretty solid effort. There are some things we'd like improved, like the rubbery shift of the six speed manual transmission, the slightly gluey steering, and the somewhat subdued feel of the 306 horses under the hood. But for the money -- just $30,250 for the loaded Track version, Brembo brakes and all -- it's an honest, fun drive.
With sporty looks, solid performance, and value pricing, the Genesis Coupe follows a tried and true formula, one that was first nailed by the original Ford Mustang, and later successfully aped by Nissan's Z-cars. Both the Mustang and the Z have changed over the decades, each going through its lost, Elvis-in-Vegas years, getting fat, slow and soft. But the 2010 Mustang GT and Nissan 370Z are cars that successfully channel the DNA of their original ancestors.
Which got us thinking: where does the Genesis Coupe fit? Is it a Mustang fighter, or a cut-price 370Z?
GENESIS MEETS MUSTANG
In an interview last December with Automotive News, in which he addressed Ford's economic woes, CEO Alan Mulally said, "Now we have in the pipeline what arguably everybody believes is the best product lineup we've ever had at Ford."Memo to Ford's PR department: Listen to your boss.
Given that Mulally told the universe that Ford's products are essentially world class, you'd think his employees in public relations would buy into what he's selling. If they did, they'd have gladly given us that pipeline's first potent product, the 2010 Mustang GT, for a head-to-head test with Hyundai's Genesis Coupe. But they didn't. "If the Mustang wins," said a Ford PR flack at one point during the tortuous back-and-forth negotiations, "it's still the king. If the Genesis wins, we've only made a hero out of a Korean upstart."
In order to get our hands on a Mustang GT in time to meet the deadline for the April issue of Motor Trend, we had to agree not to do a back-to-back comparison with Korea's new colt. Normally, we would've told Ford to take a hike up the Himalayas. But, in the interest of getting the first test numbers on the new Mustang, we acquiesced. For Ford, it's a shame we did.
While it's plausible most buyers won't cross-shop the Mustang and the Genesis Coupe, the two nonetheless share much in common. Each is a front-engine/rear-drive four-seat coupe with a manual transmission, a 300-plus-horsepower engine, and a so-called Track Package, which includes sportier wheels, tires, brakes, and suspension. But that's about where the similarities end.
The Mustang is only about six inches longer and roughly 100 pounds heavier than the Genesis, but it feels bigger and more substantial than the measurements suggest. You sit down in the Mustang, as if nestled in a claw-foot tub, looking out over the raised dash at the relatively long, flat hood. With its higher beltline and broader shoulders, the Mustang imparts a sense of musclecar mass, a stark contrast to the Hyundai, whose sharply raked hood and character line, both of which slope aggressively toward the front, convey the feel of a sleek sport-compact.
CLICK TO VIEW GALLERY
Unsurprisingly, the Genesis Coupe comes across a tad sharper, but the test numbers contradict those senses. Not only is the new Mustang more agile than the Genesis -- 0.95 g on the skidpad (versus 0.90) and 25.5 seconds at 0.70 g in the figure eight (versus 26.2 at 0.67) -- it's also superior in 60-to-0 braking (108 feet versus 111) and at the dragstrip, posting 0-to-60 and quarter-mile times at least a half-second quicker.
Further, the Mustang doesn't suffer from the Hyundai's rubbery shifter, jittery ride, numb steering, or driveline lash. Sure, at times its track-tuned suspenders are too starchy in vertical motion, but for those day-to-day commuter frequencies, the tuning is more coddling than the Hyundai's. Plus, with its remodeled interior, the Mustang needn't fret that the Genesis Coupe is boasting a more lavish crib.
CLICK TO VIEW GALLERY
"I've never said this about a Mustang before, but I'd own one of these GTs -- worlds more flavorful car than the Genesis Coupe," notes editor at large Arthur St. Antoine. It's that flavor, ultimately, that endears the Ford to us over the Hyundai. The Genesis Coupe's V-6 can't duplicate the sound, smoothness, or torque of the Mustang's well polished 4.6-liter V-8. Nor can the Hyundai match the Mustang's near-1.0g lateral acceleration or sub-five-second 0-to-60 time. Brawnier in feel and performance than the Hyundai, this 2010 is the most refined and capable Mustang GT we've ever sampled.
Hey, Ford PR folk, have you driven one of these lately?
03-13-2009, 11:56 AM
#2
TECH Regular
Thread Starter
Join Date: Jul 2006
Location: Western Kentucky
Posts: 427
Likes: 0
Received 0 Likes
on
0 Posts
GENESIS MEETS 370Z
If we based comparison tests predominantly on appearance, it would be obvious why we paired the 370Z and the Genesis Coupe. They just look comparable. Related, if you will. Not siblings, per se, but they could certainly pass for cousins. Whereas the Mustang next to the Genesis resembles a bulldog rubbing shoulders with a Siamese cat, the Z and the Hyundai side by side seem, well, appropriate.
CLICK TO VIEW GALLERY
In configuration, the Genesis Coupe is actually more similar to the Z's relative, the four-seat Infiniti G37. But the G comes across too mature (not to mention it costs a lot more) to be a realistic competitor to the Hyundai. Plus, the G is a beautiful car, its gently flowing curves and smooth edges suggesting sculpture. The Genesis, in contrast, possesses quirky cues and audacious lines that are more youthful, more in your face. In that respect, the Z is the same, what with its cantilevered roof, barbed head- and taillamps, front fangs, and upswept beltline. These sports cars, in terms of style, are two peas in a pod: Neither is beautiful, but each is visually stimulating.
CLICK TO VIEW GALLERY
Of course, they're also dynamically stimulating, and that's where we'll focus our comparative attention. You already know what the Hyundai can do at the test track, so let's peruse the Z's stat sheet. Weighing 145 pounds less than the Genesis Coupe, yet fortified with 26 extra horses, the Z easily outruns the Hyundai, posting 0 to 60 in 4.7 seconds and the quarter mile in 13.3 at 107.1 mph. Compared with the Genesis's sprints, the Z's are noticeably quicker: 0.8 and 0.9 second, respectively. While the Hyundai feels like it's falling short of its 306-horse pledge, the Z easily makes good on its 332-horse promise. Under spur, the Nissan's 3.7-liter provides the kick to forcefully shove you back in the seat; the Hyundai's 3.8 gives more of a firm nudge. The discrepancy is the difference between "wow, this is a fast car" and "gee, I thought this would be quicker."
If we based comparison tests predominantly on appearance, it would be obvious why we paired the 370Z and the Genesis Coupe. They just look comparable. Related, if you will. Not siblings, per se, but they could certainly pass for cousins. Whereas the Mustang next to the Genesis resembles a bulldog rubbing shoulders with a Siamese cat, the Z and the Hyundai side by side seem, well, appropriate.
CLICK TO VIEW GALLERY
In configuration, the Genesis Coupe is actually more similar to the Z's relative, the four-seat Infiniti G37. But the G comes across too mature (not to mention it costs a lot more) to be a realistic competitor to the Hyundai. Plus, the G is a beautiful car, its gently flowing curves and smooth edges suggesting sculpture. The Genesis, in contrast, possesses quirky cues and audacious lines that are more youthful, more in your face. In that respect, the Z is the same, what with its cantilevered roof, barbed head- and taillamps, front fangs, and upswept beltline. These sports cars, in terms of style, are two peas in a pod: Neither is beautiful, but each is visually stimulating.
CLICK TO VIEW GALLERY
Of course, they're also dynamically stimulating, and that's where we'll focus our comparative attention. You already know what the Hyundai can do at the test track, so let's peruse the Z's stat sheet. Weighing 145 pounds less than the Genesis Coupe, yet fortified with 26 extra horses, the Z easily outruns the Hyundai, posting 0 to 60 in 4.7 seconds and the quarter mile in 13.3 at 107.1 mph. Compared with the Genesis's sprints, the Z's are noticeably quicker: 0.8 and 0.9 second, respectively. While the Hyundai feels like it's falling short of its 306-horse pledge, the Z easily makes good on its 332-horse promise. Under spur, the Nissan's 3.7-liter provides the kick to forcefully shove you back in the seat; the Hyundai's 3.8 gives more of a firm nudge. The discrepancy is the difference between "wow, this is a fast car" and "gee, I thought this would be quicker."
03-13-2009, 11:57 AM
#3
TECH Regular
Thread Starter
Join Date: Jul 2006
Location: Western Kentucky
Posts: 427
Likes: 0
Received 0 Likes
on
0 Posts
Moving beyond straight-line statistics, into handling results, the Z does just that -- moves beyond the Genesis. With a wheelbase that is 10.6 inches shorter and front and rear tracks at least two inches narrower, the Z, wearing wider suction cups, managed to pull a neck-taxing 1.01 g on the skidpad compared with the Hyundai's 0.90. Moreover, the Nissan's blistering figure-eight run of 24.8 seconds at 0.76 g was well over a second speedier than that of the Genesis, which ran 26.2 at 0.67.
CLICK TO VIEW GALLERY
Drive these two back to back on a stretch of squiggly asphalt, and the handling numbers make perfect sense. Inasmuch as the Genesis feels like a capable and exciting sport coupe, the Z acts like an absolute purpose-built sports car. The seating position is low and the body seems vacuum-packed around the driver. Conversely, the Hyundai imparts a higher, airier feel from behind the wheel. The Z's steering, in light of the Hyundai's, is relatively heavy but it relays crisper responses and clearer communication. Same for the gearshift, which is perfectly placed and more refined in shift feel and action (plus, it offers the marvelous SynchroRev Match feature). Everything about the Z is tailormade for exploring the limits of adhesion. The Hyundai, in contrast, seems to need a few more hems and stitches to rival the Z's exhilarating style.
That style, though, comes at a dearer price.
GENESIS, MUSTANG, OR 370Z?
So, it's less endearing than the Mustang and less exhilarating than the Z. But does that make the Genesis Coupe less desirable? Not necessarily. By combining some of the choice attributes of each -- the forceful facade and 26 mpg highway of the Z and the four-seat accommodations and the nearly 13.4-cubic foot trunk of the Mustang -- the Genesis Coupe represents, in some ways, the best of both worlds. It is quick and fun to drive. It's easy on the eyes and on the wallet. And it comes with a stellar warranty from an automaker whose sales aren't in the toilet. The only caveat is that you have to want to live in both those worlds: in the style of the Z and in the functionality of the Mustang.
CLICK TO VIEW GALLERY
But if you're just after a sports car with the low-slung, sharp-nosed design of an Asian import and could care less about passenger or cargo capacity, the Z is the better drive. It's markedly quicker, handles better, and is more rewarding to pilot. Whether cruising downtown or conquering a canyon road, we'd pass on the Genesis key for the Z's any day.
In a different vein, if your most important requirement is a sport coupe that accommodates the spouse, kids, and gear and is still a hoot to scoot, the Mustang GT is the superior option. Its back seat is a smidge tighter, but its dynamics are just plain bigger, easily offsetting any deficiencies in light of the Genesis. The Mustang simply offers more speed, more agility, and more fun. Yet, it's more mature and refined. The Genesis is the car you take to the prom; the Mustang is the one you take to the reunion.
CLICK TO VIEW GALLERY
Conditions aside (see, Ford, it's not that difficult), were we left to pick just one of these rear-drive rockets, we'd opt for the Mustang. It's a close call, as some of the editors, including your scribe, chose the Z for its eye-watering speed and dizzying grip, but the Ford embodies the whole package. It delivers performance numbers on the heels of the Z's but doesn't limit roll call to two or subject the driver to the high-rpm crudeness of the Nissan's V-6.
CLICK TO VIEW GALLERY
It offers the conveniences of the Genesis yet makes no noticeable sacrifices on the street or track, delivering stats that seem fitting for a Cayman. Plus, neither the Genesis's 3.8 nor the Z's 3.7 can match the teeming torque and rapturous rumble of the Mustang's 4.6. In this case, there is no replacement for displacement.
Although Ford was afraid the Genesis Coupe would make the Mustang look like a chump, the Hyundai has instead turned the Blue Oval's ponycar into a champ. For being a scaredy cat, Ford now looks like the chump. Funny how things work out.
CLICK TO VIEW GALLERY
Drive these two back to back on a stretch of squiggly asphalt, and the handling numbers make perfect sense. Inasmuch as the Genesis feels like a capable and exciting sport coupe, the Z acts like an absolute purpose-built sports car. The seating position is low and the body seems vacuum-packed around the driver. Conversely, the Hyundai imparts a higher, airier feel from behind the wheel. The Z's steering, in light of the Hyundai's, is relatively heavy but it relays crisper responses and clearer communication. Same for the gearshift, which is perfectly placed and more refined in shift feel and action (plus, it offers the marvelous SynchroRev Match feature). Everything about the Z is tailormade for exploring the limits of adhesion. The Hyundai, in contrast, seems to need a few more hems and stitches to rival the Z's exhilarating style.
That style, though, comes at a dearer price.
GENESIS, MUSTANG, OR 370Z?
So, it's less endearing than the Mustang and less exhilarating than the Z. But does that make the Genesis Coupe less desirable? Not necessarily. By combining some of the choice attributes of each -- the forceful facade and 26 mpg highway of the Z and the four-seat accommodations and the nearly 13.4-cubic foot trunk of the Mustang -- the Genesis Coupe represents, in some ways, the best of both worlds. It is quick and fun to drive. It's easy on the eyes and on the wallet. And it comes with a stellar warranty from an automaker whose sales aren't in the toilet. The only caveat is that you have to want to live in both those worlds: in the style of the Z and in the functionality of the Mustang.
CLICK TO VIEW GALLERY
But if you're just after a sports car with the low-slung, sharp-nosed design of an Asian import and could care less about passenger or cargo capacity, the Z is the better drive. It's markedly quicker, handles better, and is more rewarding to pilot. Whether cruising downtown or conquering a canyon road, we'd pass on the Genesis key for the Z's any day.
In a different vein, if your most important requirement is a sport coupe that accommodates the spouse, kids, and gear and is still a hoot to scoot, the Mustang GT is the superior option. Its back seat is a smidge tighter, but its dynamics are just plain bigger, easily offsetting any deficiencies in light of the Genesis. The Mustang simply offers more speed, more agility, and more fun. Yet, it's more mature and refined. The Genesis is the car you take to the prom; the Mustang is the one you take to the reunion.
CLICK TO VIEW GALLERY
Conditions aside (see, Ford, it's not that difficult), were we left to pick just one of these rear-drive rockets, we'd opt for the Mustang. It's a close call, as some of the editors, including your scribe, chose the Z for its eye-watering speed and dizzying grip, but the Ford embodies the whole package. It delivers performance numbers on the heels of the Z's but doesn't limit roll call to two or subject the driver to the high-rpm crudeness of the Nissan's V-6.
CLICK TO VIEW GALLERY
It offers the conveniences of the Genesis yet makes no noticeable sacrifices on the street or track, delivering stats that seem fitting for a Cayman. Plus, neither the Genesis's 3.8 nor the Z's 3.7 can match the teeming torque and rapturous rumble of the Mustang's 4.6. In this case, there is no replacement for displacement.
Although Ford was afraid the Genesis Coupe would make the Mustang look like a chump, the Hyundai has instead turned the Blue Oval's ponycar into a champ. For being a scaredy cat, Ford now looks like the chump. Funny how things work out.
03-13-2009, 11:57 AM
#4
TECH Regular
Thread Starter
Join Date: Jul 2006
Location: Western Kentucky
Posts: 427
Likes: 0
Received 0 Likes
on
0 Posts
2010 FORD MUSTANG GT 2010 HYUNDAI GENESIS COUPE 3.8 TRACK 2009 NISSAN 370Z TOURING
Base Price $28,845 $30,250 $30,625
Price as tested $34,330 $30,250 $38,155 (est)
Vehicle Layout Front engine, RWD, 4-pass, 2-door coupe Front engine, RWD, 4-pass, 2-door coupe Front engine, RWD, 2-pass, 2-door hatchback
Engine 4.6L/315-hp/325-lb-ft SOHC 24-valve V-8 3.8L/306-hp/266-lb-ft DOHC 24-valve V-6 3.7L/332-hp/270-lb-ft DOHC 24-valve V-6
Transmission 5-speed manual 6-speed manual 6-speed manual
Curb Weight (dist f/r) 3572 lb (53/47%) 3478 lb (55/45%) 3333 lb (55/45%)
Wheelbase 107.1 in 111.0 in 100.4 in
Length x Width x Height 188.1 x 73.9 x 55.6 in 182.3x73.4x54.5 in 167.2 x 72.8 x 51.9 in
Acceleration to mph
0-30 1.9 1.9 1.8 sec
0-40 2.8 3.1 2.7
0-50 3.8 4.3 3.6
0-60 4.9 5.5 4.7
0-70 6.4 7.5 6.2
0-80 8.1 9.3 7.7
0-90 9.9 11.8 9.5
0-100 12.3 14.3 11.6
Passing, 45-65 mph 2.3 3.0 2.2
Quarter mile 13.5 sec @ 104.2 mph 14.2 sec @ 99.5 mph 13.3 sec @ 105.7 mph
Braking, 60-0 mph 108 ft 111 ft 109 ft
Lateral acceleration 0.95 g (avg) 0.90 g (avg) 1.01 g (avg)
MT figure eight 25.5 sec @ 0.70 g (avg) 0.67 g (avg) 24.8 sec @ 0.76 g (avg)
EPA City/Hwy fuel econ 16/24 mpg (est) 17/26 mpg (est) 18/26 mpg
CO2 Emissions 1.03 lb/mile (est) 0.96 lb/mile (est) 0.93 lb/mile
Base Price $28,845 $30,250 $30,625
Price as tested $34,330 $30,250 $38,155 (est)
Vehicle Layout Front engine, RWD, 4-pass, 2-door coupe Front engine, RWD, 4-pass, 2-door coupe Front engine, RWD, 2-pass, 2-door hatchback
Engine 4.6L/315-hp/325-lb-ft SOHC 24-valve V-8 3.8L/306-hp/266-lb-ft DOHC 24-valve V-6 3.7L/332-hp/270-lb-ft DOHC 24-valve V-6
Transmission 5-speed manual 6-speed manual 6-speed manual
Curb Weight (dist f/r) 3572 lb (53/47%) 3478 lb (55/45%) 3333 lb (55/45%)
Wheelbase 107.1 in 111.0 in 100.4 in
Length x Width x Height 188.1 x 73.9 x 55.6 in 182.3x73.4x54.5 in 167.2 x 72.8 x 51.9 in
Acceleration to mph
0-30 1.9 1.9 1.8 sec
0-40 2.8 3.1 2.7
0-50 3.8 4.3 3.6
0-60 4.9 5.5 4.7
0-70 6.4 7.5 6.2
0-80 8.1 9.3 7.7
0-90 9.9 11.8 9.5
0-100 12.3 14.3 11.6
Passing, 45-65 mph 2.3 3.0 2.2
Quarter mile 13.5 sec @ 104.2 mph 14.2 sec @ 99.5 mph 13.3 sec @ 105.7 mph
Braking, 60-0 mph 108 ft 111 ft 109 ft
Lateral acceleration 0.95 g (avg) 0.90 g (avg) 1.01 g (avg)
MT figure eight 25.5 sec @ 0.70 g (avg) 0.67 g (avg) 24.8 sec @ 0.76 g (avg)
EPA City/Hwy fuel econ 16/24 mpg (est) 17/26 mpg (est) 18/26 mpg
CO2 Emissions 1.03 lb/mile (est) 0.96 lb/mile (est) 0.93 lb/mile
