Comparo: 2010 Chevrolet Camaro RS vs. Hyundai Genesis Coupe 3.8 GT

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It's an age thing

Can Korea's first legit pony car take on one of the originals?

By John LeBlanc At first glance, Hyundai's Genesis Coupe and Chevrolet's Camaro appear to have as much in common as apple pie and kimchi. One is a modern reinterpretation of an American icon born in the '60s; the other is the first real attempt by a Korean automaker to lure driving enthusiasts to the Hyundai brand. Put aside the history books and cultural differences, though, and this pair has more in common than you think. As two-door, rear-wheel-drive coupes based on mainstream sedan mechanicals -- the Chevrolet rides on an Australian-engineered GM platform, the Hyundai's roots are traced to its flagship luxury sedan -- both the Genesis and Camaro are pony cars, owing their respective existences to the original '64 Ford Mustang. Both offer V6s with similar outputs, six-speed manual transmissions, and price tags starting in the low $30,000 range. But which one is the better pony car to drive? Second place: 2010 Chevrolet Camaro RS - For some buyers, the purchase decision between the Chevrolet and the Hyundai wouldn't even involve a test drive. By merely existing, the 2010 Camaro's show-car looks have turned it into an image booster and a sales success for Chevrolet. And while the top-line $37,065 Camaro SS (with its muscle-car V8) made our Straight-Goods/Sport Coupes list, Chevrolet still sells plenty of the $31,595 base six-cylinder versions, like our Camaro RS tester. The $2,245 RS package effectively fools onlookers into thinking you've popped for the brawnier SS. It includes wider and lower-profile (275/40 vs. 245/50) summer-only performance rubber, a rear spoiler, high-intensity-discharge headlights and unique taillights. Although a six-speed manual transmission is standard, a $1,435 six-speed autobox is available. With all the options added up, our Chevy rang in at $33,840. That's almost $5,000 less than our $38,495 Genesis Coupe 3.8 GT tester. However, the Hyundai comes equipped with features such as navigation and leather than aren't even available as options on the V6 Camaro. Although the Chevrolet and Hyundai coupes are within a couple centimetres in wheelbase measurements, the Camaro comes across as a much larger, more relaxed car. The Chevy's smaller 3.6-litre V6 only gives away two horsepower to the Genesis's 306 rating. Yet at 273 lb.-ft., it boasts seven more pound-feet of torque. Although the difference is small, the Camaro's direct-injected V6 sips less fuel than the Genesis's V6: 11.4 L/100 km city and 6.9 L/100 km highway, versus 12.0 L and 7.6 L, respectively for the Hyundai. If you're planning any long highway drives, the Camaro is the better pick of this pair. Its clutch wasn't the heavy affair found in the Genesis. Its gear changes are not nearly as notchy. And the six gears are better matched to the engine's torque curve. Chevy's pony car also delivers a more comfortable ride, with less crash and bang from its suspension than the more tautly-tuned Hyundai. Plus the Camaro's steering wheel telescopes to suit a wider range of drivers. And although the Camaro's trunk opening seems better suited for mailing letters, its 319 litres of space is 36 more than the Genesis. The other major complaint you hear is over the packaging compromises the Camaro places on its owners. Poor visibility all-around, cramped quarters and ponderous moves (due to its less-than-svelte weight) make the Chevrolet less of a driver's car than the more engaging Hyundai. If you're a driver taller than average height, it's hard not have your noggin rubbing the Camaro's headliner. Don't even think about ordering the $1,195 sunroof that takes up even more precious space. But it's not just a lack of headroom that's got people talking. The Hyundai betters the Chevy in all interior measurements expect for rear headroom. A too-thick C-pillar and gun-slit rear window make lane changes a risky adventure in the Chevy. Perhaps (literally) the biggest difference between the two modern-day pony cars is at the scales. The Camaro is one pony that needs to lay off the feedbag. Despite more interior room, a Genesis Coupe 3.8 GT is 165 kg lighter and over 20 cm shorter in length than a Camaro RS. And the difference shows up in almost every performance category. The Hyundai is quicker in a straight line and more nimble when the road turns. Yes, the RS package's wider tires and the Camaro's buttoned-down rear suspension deliver confident handling, but its body moves around a lot more than the more composed Genesis. In the end, the 2010 Chevrolet Camaro RS has the looks and the relaxed driving manners its intended demographic (i.e. those that remember the original version) may appreciate. But its lack of performance secured its second-place finish. Buy this car if ... you adore its show car looks; you like a good ride and handling balance; you value fuel economy and price. Don't buy this car if ... you can't stand poor visibility; you get claustrophobic; you must have tire-smoking performance; want luxury features. First place: 2010 Hyundai Genesis Coupe 3.8 GT - You can't get a four-cylinder Camaro. But Hyundai does offer a 210-hp and 223 lb.-ft. 2.0-litre turbocharged four-cylinder Genesis Coupe that starts at $24,495, and is our pick over the heavier V6 in our Straight-Goods/Sports Coupes pack. Although Hyundai says the 375-hp and 333 lb.-ft. 4.6-litre V8 from the Genesis sedan will fit under the hood of the Coupe, the top-line engine for now is a 306-hp and 266 lb.-ft. 3.8-litre V6 starting at $32,995. To get the most driver-oriented Genesis Coupe you can buy (at least on paper), we opted for the $36,295 3.8 GT model that adds performance features like Brembo brakes, thicker anti-roll bars and a limited-slip rear differential, plus non-performance features like a nav system and leather upholstery. If you must, an $1,800 six-speed automatic is available. Unlike Chevy's designers -- who say the 1969 Camaro was the inspiration in penning the latest fifth-generation Camaro -- Hyundai's pony car has virtually no design heritage to draw upon. Hyundai's last sporty two-door was the compact Tiburon, but thankfully the Genesis neither looks nor drives anything like the less-than-inspiring (and now defunct) compact coupe. And like its sedan stable mate, the Genesis Coupe doesn't feel like a first attempt compared to the more established Camaro brand. As any race engineer will tell you, weight is the enemy of speed. And the substantially lighter Hyundai packs a bigger performance punch than the pudgier Chevrolet. Zero to 100 km/h takes only 5.7 seconds, which is about 0.4 quicker than the Camaro RS. In doing so, the driver can even get a chirp from the rear tires in the change-up from first to second gear. In day-to-day driving, the smooth-revving Hyundai 3.8's 226 lb.-ft. of torque feels adequate. But during spirited driving, you really need to push it to its 6,300-rpm redline. At least the engine doesn't mind - it doesn't feel strained when doing so. You sit low in the Hyundai's cockpit, and it has a more upscale feel than the Camaro's simplistic design. Despite a steering wheel that only tilts, supportive seats and narrow pedal placement offer a more natural driving position than the Chevy. And you can actually heel-and-toe in the Genesis Coupe, something the wide placement of the Camaro's pedals makes difficult. The less porcine Hyundai also shows an advantage over the Chevrolet when the road starts to turn. Its sharpness upon turn-in is pronounced compared to the lumbering Camaro. And the Genesis Coupe 3.8 GT's steering is accurate, if a little heavy. Out on the highway, it tracks just as well as the Camaro. The sportier suspension bits that come part and parcel with the GT package are a must-have for enthusiasts. Where the Camaro tends to lean, there's minimal body roll in the Korean coupe. And although mild understeer is the default cornering attitude at mid-throttle, a solid press of the Genesis Coupe's gas pedal will bring its rear-end around, made easier when its stability control system is turned off. If we can find fault with the Genesis Coupe 3.8 GT, it's in the details. The aforementioned heavy clutch take-up and notchy two-to-three gear change with the six-speed manual, and an uncompromising ride quality are the few strikes against what is an admirable first pony car effort. Our other beef is in the packaging of the options. The driver-oriented GT package also includes those mandatory luxury features on the V6 model. However, if you don't need the extra the power there's a turbocharged 210-hp four-cylinder Coupe with the GT goodies for about $6,000 less that takes 7.2 seconds to go 0-100 km/h. Marketing 101 says it's much easier to sell a young person's car to an older customer. The Genesis Coupe 3.8 GT doesn't suffer that problem. It's a young person's car, period. And it's a better-driving pony car than the Camaro RS. Buy this car if ... you like a driver-oriented cockpit; you like an athletic and nimble car; you like smooth-revving engines. Don't buy this car if ... you want a stripped-out performance machine as the packages bundle in luxuries; you want a car with heritage; you want something smooth and refined.

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