Track Tested: 2010 Camaro V6 vs. 2010 Hyundai Genesis Coupe 3.8


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Everyone has had their eyes on the 2010 Chevy Camaro SS, including us. It is, after all, the Camaro with a V8. This makes the SS the Camaro for enthusiast. And with a 6-speed manual, the SS will stomp through the quarter-mile in a stunning 13 seconds flat at 110.9 mph.

Also new for 2010, is the Camaro V6, known as the LS, 1LT or 2LT, depending on how much equipment you want on your coupe. All versions use the direct-injection V6 3.6-liter V6 that powers upmarket Cadillac CTSs. And if you order the manual, you get a the same Aisin-built 6-speed gearbox as the Caddy too. That's a good starting point for a car that is supposed to sway those that aren't already initiated into the Camaro faithful.

This car stomps the V6 American pony-car competition. What? You think a 210-hp 4.0liter V6 Mustang will have an answer for the Camaro V6? You think the Dodge Challenger SE with its 250-hp V6 bolted to a 4-speed automatic is going to do anything but embarrass itself? Stop being ridiculous.

No, to get a car that gives the V6 Camaro a run for its (relatively little) money you have to go to Korea, of course. Here we speak of the 2010 Hyundai Coupe 3.8 Track. We've track tested both and we think you'll find the numbers and specifications after the jump quite surprising.

Have a look at a few things below:

 - Despite smaller rotors with single-piston calipers and a heftier curb weight, the Camaro turns in the better braking performance. Although both are quite good.

 - At the quarter-mile, only a 1/10th of a second separates the two. With a one-foot roll-out, they post identical 0-60 mph sprints.

 - One of them is $3,530 cheaper than the other. But which?

Vehicle: 2010 Chevrolet Camaro 1LT (with the RS package)

Price: $26,845
Specifications:
Drive Type: rear wheel drive
Transmission Type: 6-speed Manual
Engine Type: V6
Displacement (cc / cu-in): 3,564 cc (217 cu-in)
Redline (rpm): 7,000
Horsepower (hp @ rpm): 304 @ 6,400
Torque (lb-ft @ rpm): 273 @ 5,200
Brake Type (front): 12.6-inch ventilated disc, single-piston caliper
Brake Type (rear): 12.4-inch ventilated disc, single-piston caliper
Steering System: variable ratio rack-and-pinion power steering
Suspension Type (front): Independent, MacPherson strut, coil springs and stabilizer bar
Suspension Type (rear): Independent, multi-link, coil springs and stabilizer bar
Tire Size (front): 245/45ZR20
Tire Size (rear): 275/40ZR20
Tire Brand: Pirelli
Tire Model: P-zero
Tire Type: summer performance
Wheel Size: 20 X 8.0 front - 20 X 9.0 rear
Wheel Material (front/rear): aluminum alloy
Manufacturer Curb Weight (lb): 3,728
Test Results:
0 - 30 (sec): 2.4
0 - 45 (sec): 4.0
0 - 60 (sec): 6.0
0 - 75 (sec): 8.8
1/4 Mile (sec @ mph):  14.2 @ 98.9
0-60 with 1-ft Rollout (sec): 5.7
30 - 0 (ft):   27
60 - 0 (ft):   107
Braking Rating: Very good
Slalom (mph):   68.2
Skid Pad Lateral acceleration (g): .89
Handling Rating:   Very good

Acceleration Comments: Strangely, the V6 Camaro can overwhelm its rear tires almost as easily as the V8, so a low engine speed is needed for launch. Starting with the revs at about 3200 rpm we dropped the clutch and let the tires spin about two-thirds of the way through first gear. Once the clutch is out, pedaling it is needed to keep wheelspin in check. Tranny really doesn't like to be rushed in this car. Second gear crunched every shift during acceleration testing. Slower shifts were never a problem.

Braking Comments: Despite its less capable single-piston calipers, the V6 Camaro's single-stop performance matches or beats the Brembo-equipped V8 car. We did experience marginal pedal fade after six 60-0 stops, so its heat capacity isn't as high as the more powerful and costly Brembos. Still, 107 feet from 60 mph is impressive.

Handling Comments: Largely the same as the V8 car, the V6 Camaro's handling is on-par for the segment. And it suffers the same visibility issues. Its small glass area makes placing the car precisely difficult at first. I never felt like I was as close to the cones as I should be in the slalom until I actually hit them. Having less power is the only trait which hurts the V6 car's performance through the cones where exit speed (through sharp acceleration) can make a difference. Otherwise, this car feels the same as the V8. Around the skidpad it burdens its front tires less than the heavier SS and it lacks the power to influence its balance as easily. Powerslides are not easy in the V6 which lacks the oomph to rotate on the throttle.

Vehicle: 2010 Hyundai Genesis Coupe 3.8 Track

Price: $30,375

Specifications:
Drive Type: rear wheel drive
Transmission Type: 6-speed Manual
Engine Type: V6
Displacement (cc / cu-in): 3,778cc (231cu-in)
Redline (rpm): 6,500
Horsepower (hp @ rpm): 306 @ 6,300
Torque (lb-ft @ rpm): 266 @ 4,700
Brake Type (front): 13.4-inch ventilated disc, 4-piston caliper
Brake Type (rear): 13.0-inch ventilated disc, 4-piston caliper
Steering System: Engine-speed-sensitive, power-assisted rack-and-pinion steering
Suspension Type (front): Independent, MacPherson strut, coil springs and stabilizer bar
Suspension Type (rear): Independent, multi-link, coil springs and stabilizer bar
Tire Size (front): 225/40R19 89Y
Tire Size (rear): 245/40R19 94Y
Tire Brand: Bridgestone
Tire Model: Potenza RE050A
Tire Type: Summer performance
Wheel Size: 19 X 8.0 front - 19 X 8.5 rear
Wheel Material (front/rear): Aluminum alloy
Manufacturer Curb Weight (lb): 3,389
Test Results:
0 - 30 (sec): 2.2
0 - 45 (sec): 3.9
0 - 60 (sec): 5.9
0 - 75 (sec): 8.4
1/4 Mile (sec @ mph):  14.1 @ 99.3
0-60 with 1-ft Rollout (sec): 5.7
30 - 0 (ft):   27
60 - 0 (ft):   111
Braking Rating: Good
Slalom (mph):   69.0
Skid Pad Lateral acceleration (g): .87
Handling Rating:  Very good

Acceleration Comments: No drivetrain protection interruption, despite hard shifts at redline. Feels sharper in the next gear too (no torque reduction?). Best Launch with aggressive wheelspin from about 4,000 rpm.

Braking Comments: Pedal is not as sharp or responsive as I'd like. The car makes consistent stops though. Note: ABS died when slowing during acceleration test and allowed tire lock-up. No dash indicator light to warn the driver. The problem was not consistent.

Handling Comments: Slalom: Very good communication despite lighter steering than its competition. It's responsive and confidence-inspiring through fast transitions. Skid pad: It requires more coaxing to get the rear out than I remember in the last test. But overall, it's still very good.

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