• Owner: Josh Adams
• Dynamometer Model: Mustang Dynamometer MD-AWD-500
• Installation: P3 Performance
• Tuning: Poweraxel
Pros
It's been more than a decade since the last turbo/RWD Asian import was sold in the U.S., until Hyundai stepped up to the plate and released the Genesis Coupe 2.0T. At its heart is the 4B11T/Theta II engine, a turbocharged 2.0L DOHC with Dual CVVT (Continuously Variable Valve Timing), nearly identical to Mitsubishi's latest incarnation of MIVEC (Mitsubishi Innovative Valve timing Electronic Control). Both MIVEC and Hyundai's CVVT allow timing to be altered to the intake and exhaust cams, optimizing the engine's volumetric efficiency throughout the rev range. Although it shares a basic design and similar technology with Mitsubishi's 4B11T, this is not the same power plant as the EVO X or Ralliart. However, with similar DNA, it has inherited the same appetite for power mods, making it a worthy and unique tuning platform.
Cons
Hyundai's 4B11T/Theta II is more like a close cousin, rather than sibling, to Mitsu's 4B11T. Although the engine family is basically the same, the 4B11 used on the
EVO X features a semi-closed deck, and forged pistons and rods, while the Genesis Coupe utilizes an open-deck design, cast pistons, and powder-sintered rods. Pushing over 18 psi of boost through the Genesis block would be ill-advised.
Notes
According to Hyundai, the Genesis Coupe 2.0T produces a reported 210 hp and 223 lb-ft of torque at the crank. This appears to be on target with our baseline whp and torque numbers, assuming a 17-percent drivetrain loss. During the baseline run, we observed the turbo developing 14psi peak boost, tapering to 11 psi at redline, with air/fuel ratios running excessively rich at wide-open throttle, starting at 12.3:1 then dropping to 9.2:1 at full boost. The rich condition reinforces our suspicions that Hyundai tuned the Genesis to run a needlessly cautious and power-subverting factory tune.
Pros
CP-E's exhaust system is constructed of 18-gauge, mandrel bent, 304 stainless steel tubing and robotic TIG welding, resulting in a durable and attractive piece. The full three-inch-diameter piping from the downpipe to the Y-pipe is 0.5 inches larger than stock, for improved turbo response and impressive horsepower gains at mid to high engine speeds. The CP-E exhaust system offers an aggressive and crisp tone, complementing the aesthetics of the quad-tip system.
Cons
Those high-revving gains didn't come without sacrificing bottom-end torque, as reduced backpressure lowered the velocity of the exhaust gases, causing a drop in power. However, by 3,500 rpm, the modification showed promising results until redline. The system we tested eliminates the catalytic converter, but can also be purchased with a high-flow cat, making it road-legal in 48 states.
Parts
quad-tipped, twin-muffler axle-back section; mid-pipe section; front-pipe section; mounting hardware; gaskets.
Tools
14mm wrench, socket, ratchet and extension, hanger tool, WD-40
Install Time
60 minutes
Notes
We found the removal and installation of the exhaust was effortless, due to the stock exhaust never seeing a Northeastern winter, according to Dmitriy Orlov of CP-E's engineering team. "It's the cheap, generic mufflers on the stock axle-back section that are the real restrictions that rob power." Worth noting is that adding the exhaust leaned out our excessively rich air/fuel ratios into more power-friendly territory.