The Hyundai Genesis Coupe 2.0T debuted in 2009 with much anticipation, as the tuning community welcomed a low-cost, factory-turbocharged rear-wheel-drive platform. The 2.0T engine displaces 1,998cc by way of an 86mm square bore-and-stroke configuration. Compression ratio is a boost-friendly 9.4-to-1 while Hyundai’s Dual CVVT computer-controlled, variable valve-timing technology is employed on both the intake and exhaust valves to improve low-end and mid-range power production. A compact Mitsubishi TD04 family turbocharger and front mount intercooler supply the intercooled boost for high-specific output. This small turbo plus the Dual CVVT technology eliminate any hint of turbo lag. As a result, the 2.0T delivers an impressive grunt of 223 lb-ft of torque at 2,000 RPM with an advertised power output of 210 horsepower at 6,000 RPM. A Siemens VDO engine management system provides the engine and turbocharger control strategy.

THE PARTS

One of the most popular methods of extracting additional power involves replacing the restrictive factory resonator-box intake with an aftermarket intake system. We selected the AEM Cold-Air intake (CAI) system for this task. This system features mandrel-bent, larger-diameter aluminum pipe which replaces the factory rubber hose. The AEM CAI also incorporates a high-capacity, free-flowing, cone-style filter element that offers a larger filtering surface area. To allow placement of this filter in the direct flow of cool air, the AEM CAI also includes a replacement windshield-wiper fluid reservoir that allows the filter to be placed in the lower front-bumper vents. Since the Genesis 2.0T does not locate its mass-air-flow (MAF) sensor before the inlet of the turbocharger, the AEM CAI doesn’t affect MAF calibrations on this application.

While Hyundai did the Genesis 2.0T right with the front-mount position of the factory intercooler, the capacity of the unit is not optimized for significant power increases. Since we planned to max out the horsepower capacity of the factory turbo and eventually perform a turbo upgrade, an intercooler upgrade seemed in order. AEM Induction’s intercooler kit features a bar-and-plate style intercooler with end tanks that are said to optimize airflow through the core. Larger diameter charge-pipes featuring smooth mandrel bends also improve flow. While installation requires about a day of time, everything fits well.

On a turbocharged car, a large-diameter free-flowing exhaust is essential for peak boost response and power output. Not only does a well-designed exhaust system increase performance, it will also reduce the thermal stresses on the engine. AEM’s single muffler, quad-outlet system utilizes a single, chambered muffler fed by 3-inch stainless-steel exhaust piping. Four brushed stainless-steel exhaust tips sit on opposing sides of the bumper in the factory location to replicate the factory exhaust fit and finish.

Today’s ECUs are more sophisticated than ever. They are also controlling more and more aspects on the vehicle. Whereas older vehicles would rely upon mechanical control of a turbocharger’s wastegate system, all of today’s factory-turbocharged vehicles have the ECU manipulating a boost-control solenoid. In addition to having more control over the engine, today’s ECUs also govern more parameters. Now there are often calibrations in the ECU that determine what the maximum flow should be at a given engine speed and load. If the MAF readings are too high, the ECU responds by lowering the boost pressure, pulling back timing or even instituting a fuel cut. While these are great safeguards to have on a stock engine that would only see this condition when a wastegate is stuck closed, they become hurdles on the quest for more performance through upgrades. To counter this obstacle, we selected the DynoJet CMD. As a piggyback controller, The DynoJet CMD plugs inline with the factory engine control unit and allows modification of boost, fuel and ignition timing tables. The CMD can also clamp sensor values that would cause the factory ECU to go on a power-robbing rampage.

While this was the last item we installed during our test session, we would highly recommend getting the DynoJet CMD installed first to truly measure the value of the performance parts.

The Dyno

We took the Genesis to MD Automotive in Westminister, California to dyno before and after each installation. With the Genesis strapped to the rollers, we established the baseline at 195.25 WHP. This number was higher than expected and represents 220-to-230 flywheel horsepower, much more than the factory rating.

Up next we installed the AEM Induction intake system. Installation was straightforward as all required hardware was included. Back on the dyno, we found that the intake wasn’t performing as expected. While chassis dynos don’t always show the true gains from a cold-air intake system (since it can’t accurately model the improvement in cool air flow while the vehicle is in motion), we still normally see improvements. However, something wasn’t right. With each consecutive pull, the intake system was reflecting a horsepower loss. After resetting the ECU several times in order to clear any long-term fuel corrections, we realized some slight improvements in output, but were still in a state of overall power loss compared to the factory intake system. To be sure that our Genesis 2.0T wouldn’t be damaged on the dyno, we’d have to put it back to stock and try the entire process over.

Our second session started with establishing a new baseline for this round of testing. This time, the Genesis managed a baseline pull of 192.36 WHP. This number was lower than our original baseline, but it wasn’t so low as to indicate any engine damage. With the AEM Cold Air intake re-installed we then ran another series of dyno pulls. This time around, the AEM intake system did show a 1.64 WHP improvement in peak power output. The power graph also showed nominal gains across the powerband. Holding the factory turbo inlet tube next to the AEM CAI system, it was hard to believe that we didn’t see a larger power gain. Could our test dyno be acting up or was the Genesis ECU being a bitch?