“A coupe SUV is like the DVD/VCR player of cars. It doesn’t have the storage of an SUV or the handling of a true coupe. What’s the point?” All the other automotive journalist at the bar laughed. I was on a roll and I didn’t want to stop. But then I looked out the window. The row of Genesis GV80 Coupes parked across the street, which had inspired my rant, were drawing a crowd. The hotel valets were parking BMWs and Mercedes, but guests were stopping to admire the gray CUVs. A man driving by on a Can-Am stopped traffic to take a picture.

Genesis had flown a bunch of us journalists to Minneapolis, put us up, and even fed us. Why? To offer us the first-ever drive in its new GV80 Coupe. The vehicle in question is a tall four-door with an attractive sloping fastback design. It’s built on the same chassis as the top trim of Genesis’ three-row crossover SUV: the regular GV80.

Obviously I arrived with some bias against the coupe SUV segment–also called the coupe utility vehicle (CUV) or in BMW’s case the sport activity coupe (SAC). But it’s a time-tested configuration. The 2007 BMW X6 is widely considered its pioneer. Other contenders include the Mercedes-Benz GLC coupé, Volkswagen Tiguan X, and Range Rover Evoque Coupé. In my defense, I’m a stickler for the proper use of words. And for a century, a coupe only referred to a two-door vehicle, often a low sports car. But in Genesis’ defense, words do change over time.

After my barroom rant, and the humbling sight of the crowds the GV80 Coupe drew, we all retired for a good night’s sleep. The next morning, an automotive designer who’s become a chief manager at Hyundai Corp, Jin Ho Kim, walked us through the GV80 Coupe’s conception. He and his team had first sketched a tall coupe before Genesis even built the GV80. His early sketches featured a deep spoiler shaped directly out of the rear body panels. To Genesis’ credit, it found a way to stamp these complex panels en masse.

I’m a big fan of Hyundai Corp’s current design language. I think Hyundai nailed it with the retro-fabulous Ioniq 5. Jin told me that one reason he moved to the Genesis luxury brand was the excitement of inventing an all-new brand identity. And I’ll say with its twin, stacked headlights and pentagon grille, the GV80 Coupe looks distinctly “Genesis.”

After his presentation, Jin gave us all pieces of paper and walked us through the process of designing our own cars. Even my gifted teacher couldn’t salvage my efforts. Let’s just say, I’m not quitting my job as a journalist anytime soon.

Finally, it was time for each of us to take a GV80 Coupe on a long, scenic ride through the greater Minneapolis/Saint Paul area. I searched out some twisty roads and–you won’t be surprised to hear–the GV80 Coupe corners like a crossover. If you want something that will really really hug the road, consider one of the many flavors of sedan and genuine coupe that Genesis offers. But my day in the GV80 was far from bad.

The GV80 Coupe has oodles of “get-up-and-go.” In “sport+ mode,” and working the paddle shifters, I could zip past everyone I encountered on a straight road. It has a V6 with a mild-hybrid setup (similar to Ram’s “e-torque” system). This combines the starter and alternator into a single big electric motor/generator that can launch you from a standstill and smooth out shifts. The tech worked beautifully.

Every powertrain from mild-hybrids to full PHEVs shouldn’t be lumped into the same “hybrid” category. And I don’t envy the marketing teams trying to come up with just the right new word. But once again, I have to be a stickler for definitions. Genesis labeled its mild-hybrid system an “e-supercharger.” But that word is taken, associated with a forced-induction system that this V6 could conceivably have, but does not. So even with the little “e” tacked on at the beginning, I find it to be misleading.

The GV80 Coupe I drove achieves the illusion of being a sporty sedan, in part, with massive 22-inch rims and low-profile tires (20 inches is standard). I was worried how they’d ride. But in “comfort mode” it was very smooth. Genesis tells me this is due to some software wizardry: the GV80 Coupe is obviously great at scanning ahead, identifying bumps, and softening the suspension accordingly. It is also supposedly able to detect a crosswind and sort of lean into it to keep you going straight.

With a starting price of $79,950 ($81,300 after destination charge), the Coupe picks up where the top trim of the regular GV80 crossover leaves off. Genesis reps told me they envision its buyers being drivers who think they want a crossover, but realize they don’t actually need all that seating. Probably because they don’t have kids, or theirs are grown. The Genesis folks I spoke to were refreshingly candid. They said they don’t know how many they’ll sell. They don’t know whether folks will come in because they wanted a regular GV80 crossover and then splurge on the Coupe, or whether they’ll come in to see the pretty Coupe and leave with a regular GV80. And it sounds like they don’t much care. They just know that American drivers are buying CUVs so they designed one to offer. It’s all part of their philosophy of treating every customer with the respect of a Son-nim (honored guest).

Once upon a time, there was a vehicle segment called the “personal luxury car.” Examples include the Ford Thunderbird, Lincoln Continental Mark II, and Cadillac Eldorado. These were beautiful coupes which emphasized luxury and comfort over performance. Sure, many had powerful V8s. But they didn’t pretend to corner like the Triumphs or even Ferraris of the day.

What happened to them? I suspect that as sports cars got increasingly comfortable to drive, automakers and us automotive journalists insisted everyone who could afford one should buy one. Some folks who might have once cherished a personal luxury car are now cruising around slowly in a new Corvette or a fully loaded Mustang they probably don’t need. The number of drivers who are happy as can be with their Coupe SUVs prove that we reviewers don’t know everything.