If you’ve been fortunate enough to spend time in Hyundai’s new Ioniq 5 EV or sister company Kia’s equally impressive EV6, you’ll already know they provide near-luxury levels of features, refinement and performance, not to mention styling in spades, so it’s going to take a lot for the Korean automaker’s premium Genesis division to top these two standout battery electrics.

Yet despite the daunting task, Genesis has stepped up with a uniquely attractive design, even more standard features including some industry-first technologies, plus a much higher level of luxury than the two more mainstream volume-branded BEVs, as well as even stronger straight-line performance in its top trim level, that also provides even more EV range.

“We are thrilled to begin our momentous journey towards full electrification with the launch of the GV60,” said Lawrence Hamilton, executive director of Genesis Motors Canada. “We are excited that our Canadian guests will be able to experience the innovative technologies, bold design, and extensive suite of Genesis Connected Services offered in this distinctive vehicle.”

Priced competitively against premium rivals

Pricing for the all-new 2023 Genesis GV60 starts at $71,000 (including delivery), which while a sizeable monetary leap from the entry-level trims of its two sub-$45k underlings, is nevertheless reasonable for the premium class. Tesla’s Model Y, for instance, starts at $82,100, which is more than $10k dearer than the GV60, whereas Jaguar’s I-Pace will set you back a cool $99,800 (for the difference you could park a new Hyundai Tucson in your driveway next to the GV60 and have change left over). Still, Audi’s Q4 E-Tron starts at a very reasonable $59,950, but it’s important to compare apples to apples, and to that end the new Genesis stacks up very well.

For starters, the GV60 is larger than all of the above. In fact, while smaller than most mid-size luxury crossover SUVs, it provides more passenger volume and cargo capacity than the compact luxury crossovers just mentioned. Before delving into such details, however, let’s see how the GV60 lines up against the smaller Audi Q4 E-Tron dollar-for-dollar.

GV60 vs Q4 E-Tron

The most basic 2023 GV60 Advanced AWD comes standard with 20-inch alloy wheels (only 19s for the Q4 E-Tron), LED headlights and rear combination lamps (Audi’s Matrix LEDs are part of an $8,400 package), supple Nappa leather upholstery (just regular leather for the base Audi), a heatable steering wheel rim (for both), three-way heated and ventilated front seats plus heated rear outboard positions (no standard cooled or rear warmers for the Q4 E-Tron), a panoramic Vision Roof with a powered sunshade (same for both), Fingerprint Authentication and Face Connect (nope), a 12.3-inch digital gauge cluster (just a 10.25-inch driver’s display for the German SUV), a head-up display system (part of that aforementioned $8,400 package on the Audi), integrated navigation (part of a lesser $5,400 package with the Q4 E-Tron), and vehicle-to-load charging capability.

Additionally, a full suite of safety and convenience features is included standard with the GV60, such as adaptive cruise control with stop and go (a $750 option or part of the $8,400 package with the Q4 E-Tron), high beam assist (part of a $1,600 Tech pack or included in the same $8,400 one), and Genesis’ list goes on with Highway Driving Assist, Intelligent Speed Limit Assist, Rear Cross-Traffic Collision-Avoidance Assist, Remote Smart Parking Assist, Parking Collision-Avoidance Assist, etcetera.

All said, the partially-loaded Q4 E-Tron Technic (that’s the $8,400 package) will set its owner back $68,350 before adding on $890 metallic paint, a smaller set of 20-inch alloys, and a $1,600 Tech package (that includes a head-up display and Audi Connect Plus), as well as $2,700 in freight and PDI costs, resulting in a final total of $74,540, or $3,540 more than the GV60. And that’s before factoring in that Audi’s base mid-size E-Tron, which is dimensionally closer to the GV60 inside, starts at $89,600 including destination.

Industry-first features set the GV60 apart from all competitors

The new GV60 will also be available with some auto industry-first technologies, including Face Connect, Fingerprint Authentication, and Genesis’ exclusive Crystal Sphere. The first two of these features have been available on smartphones for some time, making it somewhat surprising that it took an automaker this long to adapt. Nevertheless, Genesis will be first to offer facial recognition via a deep learning-capable Near Infra-Red (NIR) camera in the B-pillar that automatically unlocks or locks the GV60’s doors without the need for a key.

Face Connect links to two individual driver profiles, causing the head-up display, powered driver’s seat, power steering column, side mirrors, and multimedia settings to adjust automatically once a driver’s personal preferences are chosen.

In the same way, Genesis’ Fingerprint Authentication System lets drivers start and drive their GV60 without a key.

The Crystal Sphere, on the other hand, is a beautiful translucent orb that acts as a glowing ambient light when the GV60 is turned off, yet upon turning the ignition on it rotates around to provide a shift-by-wire dial for selecting gears. Gimmicky? Maybe. But is it cool? For sure.

Performance is impressive throughout the GV60 lineup

Genesis Canada’s entry-level GV60 Advanced AWD trim features a strong power unit with 314 horsepower (234 kW) and 446 lb-ft of immediate torque, while the top-line GV60 Performance AWD, which incidentally starts at $79,000, adds a more potent 160kW front electric motor that combines with the rear motor for an impressive 429 horsepower (320 kW) and the same 446 lb-ft of torque when in Sport Mode, or alternatively 483 horsepower (360 kW) and 516 lb-ft of torque in Boost Mode, which is accessible by pressing a green button on the steering wheel.

Boost mode is kind of a like the “push to pass” system used in Indy Car racing, or nitrous-oxide found on dragsters, as it only provides a short 10-second boost. Still, the result is a rather stimulating 4.0-second sprint from standstill to 100 km/h, which should be good enough for the GV60’s luxury crowd. Then again, Kia’s EV6 GT reportedly does the deed in just 3.5 seconds, due to a whopping 576 horsepower “under the hood”.

Drift Mode and other features set GV60 Performance trim apart

An industry-first feature not yet covered is the GV60’s Drift Mode, an unusually welcome function that’s ripe for future parking lot testing sessions. According to Genesis, Drift Mode uses the braking system along with rear-motor torque in order to break traction at the rear wheels to cause oversteer, after which the crossover’s significant heft should carry the power slide through. There’s no word on whether the feature further utilizes the GV60’s stability management system to “catch” the slide before a spin, this normally requiring opposite lock steering along with driver skill to accomplish.

The Performance package also adds an Electronic Limited Slip Differential (E-LSD), plus an Electronically Controlled Suspension with Road Preview, and Active Noise Cancellation, while additional features include an Ergo Motion massaging driver’s seat, Apple CarPlay and Android Auto smartphone integration, a 17-speaker Bang & Olufsen premium audio system, surround view and blind spot view monitors, alloy pedals, and larger 21-inch alloy wheels.

Range matters most for EV buyers

Genesis has yet to announce EV range specifics, but Canada’s all-wheel drive-only variant should be capable of about 400 km (249 mi), or about the same as the two Hyundai and Kia AWD models that are also based on Hyundai group’s E-GMP platform—the U.S. rear-drive version can supposedly eke out another 50 or so km (30 mi). Unlike Tesla’s performance models, however, which provide more range with added go-fast goodness (as long as that performance isn’t used), the GV60 Performance model is said to get 368 km (229 mi) of range between charges. Of course, these estimates may differ when calculated to Environment Canada’s requirements, but the just-noted Korean-specs should be in the ballpark.

A Hyundai-first (but unfortunately not an industry-first), the GV60 will be able to fill the cabin with faux engine/exhaust noise via the audio system. New electric-Active Sound Design (e-ASD) recreates such familiar noises based on the GV60’s speed and given driving mode, not to mention the level of pressure on the throttle.

More importantly, Genesis Connected Services will allow drivers to find a charging station (or their vehicle), remotely adjust the climate control system, remotely monitor their GV60, plus keep track of its average range and battery status, while it also has the ability to start a charge, schedule a future charge (when the price of electricity might be lower), or stop charging completely. Additionally, over-the-air (OTA) software updates allow the GV60 to keep its features up-to-date without the need of downloading updates to a USB and loading them on manually, or visiting a Genesis dealership.

Size is critically important in the crossover SUV camp

Back to the GV60’s size, Genesis chose to make it a bit shorter overall than its volume-branded siblings, which makes it somewhat less accommodating inside in most configurations. The entire car measures 4,515 millimetres (177.7 inches) from nose to tail, while its 2,900-mm (114.2-in) wheelbase is 100 mm (3.9 in) shorter than the Ioniq 5’s and identical to the EV6, but passenger volume is good at 2,863 litres (101.1 cu ft), making it only 153 litres (5.4 cu ft) smaller than the Ioniq 5 and just 54 litres (1.9 cu ft) shy of the EV6.

Likewise, the GV60’s cargo capacity is generous at 680 litres (24.0 cu ft) behind the second row and 1,549 litres (54.7 cu ft) when those rear seats are folded flat, resulting in a downgrade of 90 litres (3.2 cu ft) from the Ioniq 5’s dedicated cargo volume and merely 11 litres (0.4 cu ft) when compared to the EV6, whereas maximum cargo capacity is off by 130 litres (4.6 cu ft) in Hyundai’s variant, while it actually grows by 127 litres (4.5 cu ft) over the Kia.

How does the GV60 size up?

All said, such passenger and cargo volumes leave the GV60 within the smaller set of mid-size luxury crossover EVs, such as Jaguar’s I-Pace, albeit still fairly close to competitors like Audi’s aforementioned mid-size E-Tron, BMW’s iX, and Cadillac’s upcoming Lyric.

For those wanting more space, a Genesis SUV will likely ride on the back of Hyundai’s upcoming Ioniq 7, the latter being a much larger three-row crossover EV.

If the new 2023 GV60 sounds like a good fit for you and your family, Genesis Canada will start taking orders this week, while new examples will already start arriving at Genesis dealerships by the end of this month.

Of note, the new GV60 will be followed up by the launch of Genesis’ Electrified G80 mid-size sport-luxury sedan, while all new Genesis models will be fully-electrified by 2025, with a goal of 100-percent electrification across the entire range by 2030, five years before the brand plans to achieve carbon neutrality.

The First-Ever Genesis GV60 | Genesis Canada (0.47):

The All-Electric Genesis GV60 | Senses | Genesis USA (0:40):

Story credit: Trevor Hofmann

Photo credits: Genesis

The post Genesis announces pricing and availability for new all-electric GV60 first appeared on The Car Magazine.

With the world’s automotive sector quickly transitioning from internal combustion engines and interim hybrid-electric models to fully-electric battery-powered vehicles, some of the automotive industry’s most cherished styling elements have not only become redundant, but in fact detrimental to an electric vehicle’s efficiency.

First and foremost is the front grille, which was previously necessary to cool the engine, yet now impedes aerodynamics. Certainly, some cooling is needed, particularly for the battery, but battery-builders and automakers are resolving such issues with every new generation, which means frontal openings are now only needed for cabin airflow and possibly brake cooling on performance models.

Balancing aerodynamics with design character

The issue for designers comes down to character. If automakers simply removed their cars’ grilles to enhance aerodynamic efficiencies, every new car would look faceless, like a Tesla Model 3 or Model Y. Like others in the industry, such as Volvo and its Recharge EV models, new Genesis X Speedium Coupe Concept deals with this challenge by creating a frontal grille outline filled a body panel, but the creative way it extends its unique signature “Two Lines” headlamp/side marker lighting elements around that grille in a “V” shape, similar to the equally gorgeous Genesis X Coupe Concept that came before, is innovative.

Anyone guessing whether the new Speedium is destined to be a personal luxury coupe or something with serious performance credentials only needs to look at the aggressive fender flairs and windswept Kamm tail that juts up out of the rear deck lid as if it came straight off a Shelby Cobra Daytona coupe. Yellow/green-painted brake calipers further hint at the Speedium’s go-fast personality, not to mention the massive rims and wafer-thin rubber surrounding them.

Could a four-door coupe be in the cards?

Back to personal luxury, an unusual greenhouse design shows this coupe is at the very least a 2+2, but more likely as accommodating inside as today’s four-door luxury coupes, and could very much receive rear doors, like Porsche’s Taycan, Audi’s E-Tron RS, and others before it heads to production, but it’s nice to believe a two-door variant might get the nod as well, so it could offer a potent BEV alternative to Mercedes’ S-Class Coupe, BMW’s 8 Series Coupe, Lexus’ LC, or, a bit further down the pecking order, Infiniti’s Q60.

The side profile and rear design pays a great deal of respect to the aforementioned X Concept, and being that Genesis hasn’t shown any interior images of the new Speedium, some shots of its predecessor were added to the gallery for your perusal. It’s a stunning interior, which places a visual priority on the driver via camel brown-tanned hides and equally earthy composites, compared to stark anthracite grey elsewhere. Photos of the previous concept have been included in the gallery as well, as well as videos below, just so you can see the transitional differences and similarities.

Genesis has yet to announce a production version of either the Concept X or X Speedium Coupe Concept, but we expect something bold from the Korean brand in this segment soon.

The Genesis X Concept Reveal | Genesis (1:43):

The Genesis X Concept Reveal Event in LA | X Concept | Future Vehicles | Genesis USA (17:31):

The Genesis X California Film | X Concept | Future Vehicles | Genesis USA (1:31):

Story credits: Trevor Hofmann

Photo credits: Genesis

The post Genesis X Speedium Coupe Concept debuts in New York first appeared on The Car Magazine.

Choices, choices, choices. Should you choose the refreshed 2022 G70 that’s now starting to arrive at Genesis retailers across Canada, a car that boasts the premium brand’s stylish new diamond-shaped grille, dual-slit LED headlights and tail lamps, and the list goes on? Or should you snag a 2021 G70 while you can still finance a new one?

Styling will be the key factor, and to be clear the outgoing model is still a great looking car that hasn’t been with us for very long. What’s more, 2021 G70s can be had for bigger discounts than you’ll likely get with the new car, but techies might submit to the updated model due to its bigger infotainment display alone.

The base 2022 G70 2.0T Select starts at $45,000, which is $2,500 more than the 2021 G70 base model, which started in Advanced trim. Select trim wasn’t on the menu in 2021, the G70 available in Advanced, Sport, Elite and Prestige trims since becoming available for 2019, with Dynamic trim dropped after the first year. Equipment levels look very close from when compared the 2022 Select to the 2021 Advanced, except for the new 8.0-inch driver display (up an inch) and redesigned 10.25-inch centre touchscreen (increased by 2.25 inches), plus standard navigation and new Genesis Connected Services on the revised car.

In total I spent three weeks with the G70, the first being a 2019 G70 3.3T Sport AWD tested a few of years back, and since then a G70 3.3T Prestige AWD and another G70 3.3T Sport AWD, the two cars used for this review. As tested, the metallic Himalayan Grey-coloured 3.3T Prestige AWD with the Caramel Brown Nappa leather interior can be had for $56,000 (plus freight and fees), while the top-line Uyuni White-painted 3.3T Sport AWD with its Black and Sport Red Nappa leather cabin is $2,000 more at $58,000.

That’s full-load, by the way, which means this well-equipped G70 is much more affordable than a similarly outfitted Mercedes or BMW, either of which can easily creep up into the mid-$70k range. It can be made even more affordable by taking advantage of factory leasing and financing rates from zero percent, this information coming from CarCostCanada, whose members are currently saving an average of $2,062 when purchasing a new G70 thanks to accessing dealer invoice pricing information, a critical resource for paying less for your new car. Find out how the CarCostCanada system works now, and remember to download their free app from the Apple Store or Google Play Store as well.

The twin-turbo 3.3-litre V6 tested is one formidable power unit, making 365 horsepower and 376 lb-ft of torque, and would be my choice if purchasing Genesis’ smallest model. This said I’ve only ever tested the car’s base 2.0-litre turbo-four in Kia’s Stinger, yet another credible sport sedan from the South Korean parent company’s namesake brand that rides on the same underpinnings. That engine makes 252 horsepower and 260 lb-ft of torque, while both come mated to an in-house eight-speed automatic transmission.

Genesis provides a rear-wheel drive variant exclusively for the G70’s Sport 2.0T trim, but take note that this disappears for 2022. Either way, steering wheel paddle shifters make sure the driving experience is engaging, while Sport mode can be actuated from a lower console-mounted rotating knob adorned with ritzy knurled metal edging. When selected it delivers swift yet smooth shifts that ideally match the engine’s strong output, resulting in standstill to 100 km/h sprints around the mid fours and an eye-popping top track speed of 273 km/h (170 mph). I never even attempted such lofty goals (honestly, officer), but can attest to the G70 quickly transforming from comfortably quiet cruising companion when tooling around town and whiling down the highway, to one of the more intensely satisfying cars to drive in its category.

Behind the Sport’s 19-inch five-spoke alloys and the Prestige model’s classier 19-inch, 10-spoke rims, all G70s incorporate a MacPherson strut front and multi-link rear suspension layout that’s more or less the same design type as used by BMW for its 3 Series, as well as most others in this class, which is a very good thing. The Genesis chassis tuning team worked the design to perfection, resulting in one very lively handler that’s equally stable at high speeds on the freeway as it is coursing through tight, twisting two-laners.

To claim that it’s better than (or even as capable as) a 3 Series through corners might be seen as heresy by blue and white roundel zealots, but the once untouchable Bimmer has lost some steering feel since going with an electric rack, leaving the motor-assist powered rack-and-pinion steering setup in the G70 in the same league at least, and feeling much more connected than some others in this segment, while the car’s overall grip when pushed quickly through hard-charging curves is tenacious.

When equipped like any of my testers, I’m comfortable classifying the G70 as a true sport sedan, despite its luxurious accoutrements. Steering input requires constant attention, but such regular redirection is what I like about this car. It doesn’t just drive itself along at high speeds, only needing the odd nudge here and there to keep it in a chosen lane, but instead demands regular hands-on focus, and responding with more positive excitement on the road or track.

Still, the G70’s ride was never uncomfortable, even when its big wheels and sizeable tires were pounding over less than ideal tarmac. Likewise, the Sport’s Brembo brakes are worth the extra couple of grand needed for this model alone, while both cars’ HTRAC all-wheel drive system maintained the feel of a rear-wheel drive car yet provided superb traction at all times.

In fact, the G70 feels a lot lighter and nimbler than it actually is. Hitting the scale at 1,760 kilos (3,880 lbs), it’s not the heaviest in its class, yet hardly the lightest either. I was surprised to find out the G70 actually weighs a couple of kilograms more than the Lexus IS 350 AWD, a car I’d always considered hefty for its size, but BMW’s 3 has gained plenty around the middle as it’s grown older too, the comparable M340i xDrive, weighing in at 1,800 kg (3,968 lbs), is a surprising 40 kg (88 lbs) pudgier than my 3.3T Sport AWD test car.

The Japanese are the true Sumos of the industry, with the Infiniti Q50 Red Sport 400 AWD weighing 1,811 kg (3,993 lbs) and Acura TLX SH-AWD porkiest of all at 1,827 kg (4,028 lbs), which leaves the Mercedes-AMG C43 4Matic seeming like a pencil-neck at just 1,740 kg (3,836 lbs). Lighter still, a fully-equipped Audi A4 S Line 45 TFSI is just 1,690 kg (3,726 lbs), while the Cadillac CT4 V-Series is a sprite 1,640 kg (3,616 lbs). So as not to leave Volvo out of the equation, its S60 Recharge T8 eAWD is by far the fattest at 2,017 kg (4,447 lbs), but let’s be reasonable as it’s carrying a plug-in hybrid power unit and battery, as well as an extra supercharger to go along with its turbo.

All of that technology results in a shocking 400 horsepower and 472 lb-ft of torque, by the way, while the segment’s ultimate lightweight, the 1,647-kg (3,632-lb) Alfa Romeo Giulia Ti Sport AWD, doesn’t need as much to get it going, although 280-horsepower and 306 lb-ft of torque hardly competes with the G70’s V6 or most of the others mentioned, that is until the Italian outfit drops its 505-horsepower Quadrifoglio powerplant under the hood. Too Jaguar’s discontinued its XE, as the 380-horsepower V6 in its 1,721 kg (3,795-lb) S AWD model is a close match to this compact Genesis.

Speaking of the compact luxury segment, fallout like Jaguar’s XE is partially due to newcomers such as the G70. Canadian-market XE sales peaked at 858 units in 2017, and tapered off to 157 in 2019 and just 77 last year, whereas the G70 found 1,119 new owners in its first full year (2019), and grew that into 1,173 buyers throughout 2020.

These numbers are much lower than the segment leaders, mind you, with BMW’s best-selling 3 and 4 Series earned a combined 4,836 deliveries last year (3,873 and 963 units respectively), and that was a very bad 12 months for the model, while Mercedes-Benz’ C-Class sedan, coupe and convertible combined for 3,970 total deliveries. Still, the G70 ranking eighth in a 12-car category is impressive for a newbie, its popularity even passing Infiniti’s Q50. Interestingly, the real segment-leader is Tesla’s Model 3, which pulled in 6,151 buyers for 2020, but being that it’s an EV, it’s not exactly a direct competitor. Having now seen the 2022 G70 in the metal, I’m guessing the refresh will give it a boost further up the sales chart.

If you’re looking for as dramatic a makeover inside, you’ll probably be disappointed. Still, it’s surprising how much visual change occurs just by swapping out centre touchscreens, the new larger display appearing much more modern. Both are laid out horizontally, but the current model’s is just smaller and squarer, with less cohesiveness to the dashboard’s overall design. It’s not ugly or ill-suited to the car, but it is outdated. The current infotainment system works well, however, and includes most of the features buyers will want in my two tester’s upper trims, just like the primary gauge cluster incorporates all of the necessary dials and meters as the newer version, just in analogue form instead of purely digital. Everything else about the 2021 and 2022 interiors remains unchanged, including the diamond-pattern, contrast-stitched and perforated Nappa leather upholstery found in both of my test cars, plus their plentiful metallic accents, and every other high-grade surface treatment.

Some notable features included tilt and telescopic steering that powered far enough rearward for ample comfort and control, which was matched by a very comfortable and supportive set of front seats with four-way power lumbar and powered side bolsters, but unfortunately lower cushions that couldn’t be extended. A two-way heated steering wheel will keep hands at the ideal temperature year-round, while three-way heatable and coolable front seats do likewise to one’s derriere, not to mention three-way butt warmers in the rear. These join a dual-zone automatic climate control system, which is par for the course in this class, yet always appreciated.

Overhead surround parking cameras are standard fare in upper trims too, and the G70’s works well, while the aforementioned infotainment system’s navigation system proved accurate. Genesis remembered to include a wireless device charger too, while a sunglasses holder was integrated into the overhead console next to LED reading lights and controls for the large panoramic sunroof, a feature that helps the rear compartment feel more open and airier.

Access to the trunk was provided by a powered lid, but at just 297 litres (10.5 cu ft) it’s smallest in the class, and made even less practical by splitting the folding rear seatbacks into a simple 60/40 configuration, instead of the much more utile 40/20/40 divide used by all the category leaders.

Another negative is fuel economy, the G70 3.3T AWD only managing 14.1 L/100km in the city, 9.5 on the highway and 12.0 combined, which makes it the thirstiest amongst similarly powered competitors. Model 3 aside, Volvo’s hyper-potent plug-in hybrid tops the charts at 7.8 mpg combined (or 3.2 Le/100km), with the next best to worst including aforementioned trims of the A4 (at 8.8 L/100km combined), Giulia (9.2), 340i (9.2), TLX (9.8), CT4 (10.2), IS (10.8), Q50 (11.1), and C43 (11.3). Heck, even the 505-hp Giulia Quadrifoglio provides better combined fuel economy than this Genesis at 11.6 L/100km.

Of course, fuel economy is hardly the first priority for shoppers in this segment, particularly amongst higher performing options, but for those wincing at higher-than-ever gas prices, consider an entry-level G70 2.0T AWD that’s rated a bit better at 11.4 city, 8.5 highway and 10.1 combined, but then again, while this is considerably better than the rear-drive base turbo-four Q50’s 12.5, 8.7 and 10.8 rating, it doesn’t come close to matching Mercedes’ least expensive C300 at 8.7 combined, or Audi’s base A4 and BMW’s miserly 330i that eke out 8.3 L/100km combined apiece.

Sorry for the fuel economy yawn-fest, because Genesis’ G70 is hardly the kind of car I want to lull you to sleep about. For the most part, the upstart Korean brand got its first sport sedan right, with superb straight-line performance, a nice balanced feel through curves, rock-solid highway stability, and enjoyable comfort around town, while its plenty attractive inside and out. Instead of being best at any given attribute, the G70 is an excellent all-rounder, which is exactly what a car in this four-door segment should be. That it can be acquired for thousands less than most rivals despite a slightly longer five years or 100,000 km warranty, not to mention free maintenance, valet service, and more, makes it a sport sedan you should take seriously.

Review and photos by Trevor Hofmann

The post 2021 Genesis G70 3.3t Prestige and Sport Road Test first appeared on The Car Magazine.

Genesis is successfully growing its lineup with a fresh, new design language and some entirely new core models, the sharp looking 2022 GV70 just the latest to enter the fray. With an all-inclusive price of $49,000 including freight and delivery fees (or $49,150 all-in as shown on GV70’s retail website landing page), the new GV70 is not the least expensive nor the priciest in the burgeoning compact luxury SUV market segment, which is now some 16 competitors strong.

In fact, the new GV70 places ninth in the compact premium crossover affordability index, near the mid-point, although not all of its competitors include destination, delivery fees and the $100 A/C tax in their advertised prices. After factoring in the latter (and using an average of $2,500 for those brands that made it difficult to locate this information on their retail websites), the GV70’s pricing proved more competitive with a ranking of seventh most affordable.

On that note, the GV70’s lower priced alternatives include the $44,298 Cadillac XT5 (plus $2,500 in fees for a total of $46,798), $44,505 Acura RDX (plus $2,475 in fees for a total of $46,980), $44,600 Lexus NX (couldn’t locate their fees so adding $2,500 for $47,100), $45,495 Infiniti QX50 (plus $2,220 for $47,415), $45,200 Lincoln Corsair (plus $2,250 for $47,450), and $46,550 Audi Q5 (plus $2,395 for $48,945) (note that dealer administration fees and other costs weren’t always shown by some manufacturers, with all the Japanese brands being most difficult to source such information from).

Allowing eight brands to advertise lower pricing in such a highly competitive market is a bold move for Genesis, albeit possibly a calculated one, in that its mid-pack price placement could move potential perceptions of its brand identity and therefore equity away from becoming a value-packed alternative to more established rivals, like parent company Hyundai’s namesake brand was long seen amongst mainstream volume sector consumers. Instead, causing its clientele to pay for perceived quality means that Genesis might immediately be respected as a true challenger that’s capable of going head-to-head against Mercedes-Benz, BMW, Volvo, Lexus, Land Rover, and the like. The alternative is to join Cadillac and Acura, which are often forced to sell on price despite the quality of their offerings.

Speaking of the latter collection of competitors, the new GV70’s $49,150 window sticker is positioned just under the $48,500 Volvo XC60 after adding its fees (plus $2,615 for $51,115 in total), as well as Land Rover’s $49,900 Discovery Sport (plus $2,726 in fees for $52,626), as well as the identically priced $49,900 Mercedes-Benz GLC (not shown on retail site so adding $2,500 for $52,400), while the BMW X3 starts at $52,550 (plus $2,245 for $$54,795), the Tesla Model Y at $55,000 including its $1,300 freight fee, although the least expensive Performance model currently offered on their retail site goes for $69,990), the Alfa Romeo Stelvio at $55,190 (plus fees ranging from $1,995 to $2,695 for a maximum base price of $57,885), the Porsche Macan at $57,800 (plus $1,600 for $59,400), the Jaguar F-Pace at $60,350 (plus $2,826 for $63,126), and finally Land Rover’s Range Rover Velar at $63,500 (plus $2,826 for $66,326).

The $20k price gap from easiest on the wallet to arguably most revered and priced accordingly is a wide chasm for compact luxury SUV buyers to cross, but it should be noted that any one of the compact luxury utilities named gets close to the vaunted Velar’s starting point when loaded up with options, with even the cheapest on this list going well beyond. Additionally, some in this group feature more equipment in their various base trims than others, not to mention stronger performance, greater interior room, and the list goes on.

For just under $50k including fees, the new GV70 2.5T Select AWD comes standard with Quad LED headlamps, LED taillights, 18-inch alloy wheels, proximity keyless entry with pushbutton ignition and remote engine start, fingerprint authentication, an 8.0-inch LCD digital instrument cluster, a large 14.5-inch HD multimedia display featuring Apple CarPlay and Android Auto smartphone integration, GPS navigation, wireless device charging, 12-way power-adjustable driver’s seat with powered lumbar, an eight-way powered front passenger seat, heatable front seats, rear occupant alert, a proximity-activated hands-free tailgate, and more.

In addition, the GV70’s standard Highway Driving Assist II driver assistance and safety technology suite includes High Beam Assist, Lane Follow Assist, Rear Cross-Traffic Collision-Avoidance Assist, and Forward Collision-Avoidance Assist.

As is usually the case in this class, all-wheel drive is standard, the GV70 including Terrain Mode Select as well, while the powertrain consists of a 2.5-litre turbocharged inline four-cylinder with 300 horsepower and 311 lb-ft of torque at the lower end of the pricing spectrum, or a 3.5-litre twin-turbo V6 with 375 horsepower and 391 lb-ft of torque when a desire for power trumps one’s need for fuel-efficiency. Both engines are gasoline-powered, but keep in mind that Genesis recently launched an all-electric G80 mid-size luxury sedan, so an electric option may be on the not-too-distant horizon. As it is, an efficient eight-speed automatic transmission comes standard, complete with steering wheel-mounted shift paddles.

Standard colours include Uyuni White, Vik Black, Himalayan Gray, Savile Silver, Adriatic Blue, Cardiff Green, Barossa Burgundy, and Mauna Red, with the base interior only available in Obsidian Black with “artificial leather” upholstery (Genesis may want to consider a more appealing name for its leatherette).

For $55,500 including freight and fees, the 2022 GV70 2.5T Advanced AWD adds 19-inch alloys, power-folding side mirrors with puddle lamps, a powered tilt and telescopic steering column, genuine leather seat upholstery (in Obsidian Black, Vanilla Beige, Havana Brown/Ocean Wave, Pine Grove/Ocean Wave, and Slate Gray/Velvet Burgundy, depending on the exterior colour), a powered panoramic glass sunroof, ventilated front seats, heatable rear outboard seats, and a fully automatic rear climate control system, while $59,000 Advanced Plus trim antes up with a driver’s head-up display (HUD), a Surround View parking monitor, a Blind-Spot View Monitor (BVM), an 18-speaker Lexicon premium audio upgrade, manual rear side sunshades, and a household-style 110-volt AC power outlet in the rear cargo area.

Moving up to the $63,000 GV70 2.5T Prestige AWD adds a Sport Appearance package with alloy foot pedals, special Nappa leather upholstery with suede inserts (in Obsidian Black, Sevilla Red or Ultramarine Blue, depending on exterior colours), a suede-like Microfibre headliner, a power-extendable driver’s seat lower cushion and powered side bolsters, Smart Posture Care, Parking Collision Avoidance-Assist Rear (PCA-R), and
Remote Smart Parking Assist (RSPA).

The $68,500 GV70 3.5T Sport AWD trim line combines previously-mentioned 2.5T Advanced AWD equipment with the larger, more potent engine, plus some of the just-noted Prestige items such as the Sport Appearance package, alloy pedals, HUD, power seat cushion extension, bolsters and Smart Posture Care, Lexicon sound system, and 115-volt power outlet, as well as 21-inch alloy wheels, unique aluminum sports trim, upgraded monobloc brakes, an upgraded Electronic Control Suspension with Road Preview, and Sport leather seating.

Lastly, GV70 3.5T Sport Plus AWD trim adds an electronic limited slip differential, a larger 12.3inch 3D TFT LCD digital instrument cluster, carbon fibre interior trim, softer Nappa leather upholstery with stitched quilting (in all the same colours as the Prestige and Sport), a Microfibre headliner, and laminated acoustic rear door glass, as well as the aforementioned surround parking monitor, BVM, PCA-R, RSPA, and rear sunshades for $75,500, which incidentally is a price point this segment’s most affordable Cadillac XT5 reaches when fully optioned, as do most others.

Clearly defining the GV70 from any other SUV in the class is Genesis’ new “Crest Grille” and “two-lined” fore and aft “Quad Lamps”, which will be brand-wide when the second-generation G70 sport-luxury sedan arrives alongside the GV70 SUV this summer. The two distinctive design characteristics are said to have been inspired by the brand’s signature winged emblem, while the GV70’s “Beauty of Openness” interior design theme isn’t so specific about its origins, but looks inviting just the same. Genesis claims it was inspired from Korean architecture, and provides “maximum comfort and convenience” plus a “driver-oriented” layout. The look is certainly unique, particularly the ovoid steering wheel hub and even more distinctively surfboard-shaped cluster of controls to the left and right of the driver, while everything appears very upscale.

The first-ever Genesis GV70 presents customers with a bold and dynamic crossover offering,” said Mark Del Rosso, President & CEO of Genesis Motor North America. “With its distinct exterior design, powerful stance and refined performance, GV70 perfectly blends athleticism and refined driving performance with the versatility of an SUV that only Genesis can offer.”

Along with the premium finishings, alluring design, bevy of features and strong performance, plus (lest we forget) the inclusive delivery and destination fees, Genesis provides its owners with an especially pampering at-home/work valet pick-up and drop-off concierge service, complete with a complimentary courtesy vehicle, when complimentary scheduled maintenance or any other repair is required during the first five years of ownership, or the GV70’s first 100,000 kilometres of travel.

Additionally, GV70 buyers benefit from Genesis Connected Services with map updates and more for the extent of the SUV’s five-year comprehensive warranty (with an unlimited km extension for map updates and roadside service). The five-year or 100,000-km comprehensive warranty is an entire year longer, and an average of 20,000 km greater than most others’ comprehensive coverage in this class, plus two years or 40,000 km more than most rival powertrain warranties.

Despite the depth of competition in the compact luxury SUV segment, we expect Genesis to do well with its GV70, just like it has with the compact G70 sedan, the mid-size G80 sedan, and the recently launched GV80 mid-size SUV. Its flagship G90 luxury sedan is a slower seller, but an inability to sell large numbers of full-size four-doors is hardly an uncommon issue amongst premium players in Canada or most other markets, other than with Mercedes and its segment-dominant S-Class, and to a lesser extent BMW’s 7 Series. Flagship sedans are more about image, their existence in a given luxury brand’s lineup providing higher levels of overall credibility, but compact luxury SUVs are far more important to a brand’s bottom line, because they normally become instant bestsellers. The GV70 should be no different for Genesis.

Story credits: Trevor Hofmann

Photo credits: Genesis

The post Genesis reveals pricing and trim details for new 2022 GV70 compact SUV first appeared on The Car Magazine.

Hyundai Motor’s premium Genesis brand will be introduced to European markets this summer, starting with two mid-size luxury models, the G80 four-door sedan and GV80 two-row crossover SUV.

Genesis Motor, which initiated sales in 2015, is currently sold in South Korea, the United States, Canada, China, Russia, the Middle East, and Australia. After its launch into Europe, which was delayed due to the global health crisis, it will be introduced to other markets in Asia.

Genesis chose to launch its G80 first in Europe because a new plug-in electric version will be part of the lineup for 2022.

“The Electrified G80 will be the first all-electric Genesis to arrive in Europe,” stated Genesis Motor Europe in a press release. “A further two battery electric cars will follow, providing European customers with a choice of three Genesis zero-emission cars within the first year.”

Shortly after the initial two mid-size models arrive in European dealerships for June, Genesis will introduce its smaller G70 sedan and GV70 crossover SUV, the latter being an entirely new model within each of the brand’s markets this year.

Genesis has enjoyed generally positive reviews and luxury market acceptance in most markets, particularly those in North America, arguably achieving greater perceived prestige than some of its Japanese competitors that have been struggling to make their marks since the 1980s.

For instance, Genesis hit the market with a full-size luxury sedan, the G90, complete with potent V6 and V8 powertrains, while Honda’s Acura brand and Nissan’s Infiniti marque have discontinued their full-size luxury sedans after poor sales, the former brand’s RLX cancelled last year, and the latter having nixed its Q45 way back in 2006. Likewise, Infiniti discontinued its mid-size Q70 and long-wheelbase Q70L in 2019, its compact Q50 now being the only four-door sedan model available.

Genesis has a compact four-door of its own to compete with the Q50, Acura’s TLX, and a whole host of other challengers including BMW’s 3 Series, Mercedes’ C-Class, Audi’s A4, and the list goes on, while the brand promises a sports coupe will join the fray soon.

In fact, Genesis showed off a stunningly beautiful new sports coupe prototype this year, dubbed X Concept. What’s more, according to reports the brand trademarked the names GT60, GT70, GT80, and GT90 in 2017, some of which will more than likely provide competition to the BMW 4 and 8 Series models, Mercedes C- and E-Class coupes, the Audi A5 and A7, Infiniti Q60, and others, while four-door coupes and convertibles will probably be part of the automaker’s GT line as well.

Even more important to the brand’s sales growth, the aforementioned mid-size SUV will soon be joined by the GV70 compact crossover SUV, which appears ready to do battle against BMW’s X3, Mercedes’ GLC, Audi’s Q5 and others, including Acura’s RDX, Infiniti’s QX50, and Lexus’ NX.

The latter brand is probably Genesis’ most targeted rival, being that it’s easily had the greatest success of the three Japanese luxury vehicle brands introduced in the 1980s. Toyota’s premium contender continues to offer a full-size luxury sedan, the LS, a market segment that’s still important from a prestige standpoint, as well as competitive models in most of the key luxury categories.

It’s difficult to guess how the various European markets will accept Hyundai’s luxury brand, but if Genesis can come close to duplicating the growth it’s experienced in North American markets, the brand’s leadership should be satisfied. Sales more than doubled from January through March of 2021 when compared to the same quarter last year, while Q1 year-over-year deliveries in its South Korean home market were up 165 percent. Genesis has only been available in China since last month, so time will only tell how Chinese buyers respond.

Canadian Genesis sales grew from 229 units in Q1 of 2020 to 628 sales in the same three months of 2021, representing 174 percent year-over-year growth. This beat the previous quarter’s YoY increase of 171 percent, but Q4 sales totalled a whopping 935 units, which was the best three-month stretch yet for the fledgling brand.

Of course, manufacturer incentives always help to spur on sales, and right now Genesis is offering zero-percent factory leasing and financing rates across the entire line. What’s more, CarCostCanada members are saving an average of $2,666 on the 2021 Genesis G70, plus saving an average of $10,000 when purchasing the 2021 G90.

CarCostCanada provides its members with otherwise hard to get dealer invoice pricing, which means they have a massive advantage when negotiating a fair price. Find out how it all works now, and also make sure to download the free CarCostCanada app from the Google Play Store or Apple Store, so you too can have all of this important info at hand when it comes time for you to buy your next vehicle.

Story credits: Trevor Hofmann

Photo credits: Genesis

The post Genesis luxury brand will arrive in Europe this summer first appeared on The Car Magazine.

Sometimes being late to the game is a good thing, evidenced by Hyundai’s standalone luxury brand, Genesis. They’ve only been in business for five years, but with each new model they gain accolades aplenty and more premium buyers, with that ownership base ready to explode now that their three-car lineup is adding two new crossover SUVs.

Up until now, Genesis weakness had nothing to do with styling, performance, quality or reliability, the luxury marque achieving high marks for all of the above, but rather it only offered four-door sedans in a market that’s in love with sport utilities. Enter the new GV70 and GV80, the production version of the latter introduced in early 2020 to popular applause and now getting rave reviews from those fortunate enough to drive one. The GV70 expands the lineup downward into the compact luxury SUV segment, where the bulk of its competitors’ sales are already driven.

One glance will tell you the GV70 is the GV80’s little brother, the brand’s new familiar diamond-shaped pentagonal grille flanked by uniquely twinned LED headlamp strips that visually join up with similarly styled LED taillights in back. The SUV looks sleek and wind-cheating, with a sporty yet elegant design that should be just as appealing to premium buyers as the new GV80, but in a smaller, more affordable package.

Even more intriguing than the exterior shape is an interior that’s like nothing else available in this class, or at least the ovoid lower instrument panel design is wholly unique. A more traditional looking digital gauge cluster gets fitted to the usual spot ahead of the driver, while the large widescreen centre display atop the dash is nothing new either, nor is the rotating dial on the lower console for controlling it, but the surfboard-shaped interface stretching from the left side of the steering column to just past the centre stack (or where the centre stack would be if there was one) is a major interior design departure, both visually and functionally.

Planned solely as a five-seater, the GV70 will likely ride on the compact G70 sedan’s chassis architecture, which bodes well for performance. The G70 rivals BMW’s 3 Series for straight-line acceleration and handling, so it’s likely Genesis has its sights set on dethroning BMW’s X3, as well as Audi’s Q5, Mercedes’ GLC, Acura’s RDX, and other strong performers in this highly competitive class.

Genesis is not only being silent about the GV70’s chassis origins, but they haven’t said a thing about its powertrains either. This said, using the G70’s mechanicals would make sense, so we’re expecting the updated sport sedan’s new 2.5-litre turbo-four in entry-level trims and its soon-to-be revised 3.5-litre twin-turbocharged V6 in pricier models. In the new G70 the four-cylinder produces 290 horsepower and 310 and lb-ft of torque, while the upgraded V6 in the GV80 makes a considerable 375 horsepower and 391 lb-ft of torque. Performance like this means the new GV70 will have no problem keeping up with the Müllers and Schmidts, let alone the Satos and Takahashis.

With this GV70 debut, Genesis should be done for 2020, as the South Korean brand promised two new models per annum for three years, and remember that they’ve already introduced the GV80. What’s in store for 2021? A smaller entry-level car and SUV are probable next steps, although a quick glance at the Mercedes, BMW and Audi lineups show no shortage of potential alternatives. Genesis has many holes to fill, from sport coupes and convertibles to hybrids and EVs, not to mention ultra-performance models at the other end of the spectrum. We can hardly wait.

Hyundai hasn’t announced GV70 launch date yet, but they designated it a 2022 model so we can certainly expect it to go on sale next year. Until then, check out the Genesis G70, G80 and G90 sport-luxury sedans and the new mid-size GV80 SUV at CarCostCanada, where you can learn about factory leasing and financing rates from zero percent on all 2020 and 2021 models, plus when you become a member you’ll also access info about manufacturer rebates and dealer invoice pricing that could save you thousands. Find out how CarCostCanada works now, and make sure to download their free app from the Apple Store or Google Play Store in order to have all of this critical info with you wherever and whenever you need it.

Story credits: Trevor Hofmann

Photo credits: Genesis

The post Genesis to expand lineup with GV70 compact SUV for 2022 first appeared on The Car Magazine.

If you were smart enough to purchase a 2015-2016 Hyundai Genesis Sedan back when it was new you got an amazing deal. I remember testing a fully loaded 2015 example when it first came out, complete with its fabulous 420 horsepower 5.0-litre Tau V8 in top-tier Ultimate trim and couldn’t believe the level of performance and premium quality available for just $62,000. Neither could my friend that managed Canada’s number one BMW dealership, who was shocked by its styling, interior quality, features and engine specs, stating at the time that he had nothing that could compete with it dollar for dollar.

As it was, you could acquire most everything just noted minus some top-level features and the potent eight-cylinder engine for a mere $43,000 back then, which made the base Genesis Sedan the best luxury car value for its time bar none. When the Hyundai variant was laid to rest and the new Genesis G80 appeared unchanged for the 2017 model year the price went up, but not significantly with all features added. In fact, the top-line G80 5.0 AWD Ultimate example I tested at the time was only $3,000 more than the previous Hyundai-badged version, and came with the benefit of concierge purchasing and servicing for a more premium ownership experience.

This said, base 2017 G80 Luxury trim saw a price increase of $5,400 from the previous 2016 Genesis Sedan Luxury trim’s $48,600 MSRP, while the previous $43k entry-level model was eliminated from the lineup. Hence, the 2017 G80 saw a significant base price hike of $11,000, resulting in sales plunging from the Hyundai-branded Genesis Sedan’s high of 1,513 units in 2014, and subsequently more modest results of 1,377 deliveries in 2015 and 961 during the 2017 calendar year (these last ones being discontinued 2016 model-year cars), to 433 examples of the Genesis-branded G80 throughout its first full year of 2017, plus 393 units for 2018, and 324 for all of last year.

Of course, these final numbers coincide with a general decline in four-door sedan deliveries (and cars overall), although when comparing sales results of the Genesis Sedan/G80 to the segment best-selling Mercedes-Benz E-Class (that also includes the E-Class sedan, coupe and convertible, plus the CLS four-door coupe), which only saw its deliveries drop from 3,789 units in 2014 to 3,452 in 2019, it’s a night and day situation.

Hyundai’s choice to create the Genesis brand certainly appears rosier when comparing the G80’s sales results the BMW 5 Series’ much more dramatic decline over the same six-year timespan, its 2,337 unit sales in 2014 falling to just 1,621 deliveries last year (not including a smattering of 6 and 8 Series models that also compete with the E-Class in this segment, these staying about even at just above 400 units), while Audi’s A6 went from 1,113 examples to 687 respectively (not including 876 to 608 A7s).

Of note, 1,119 G70 sales made 2019 somewhat brighter for the Genesis brand, albeit these rays of hope weren’t enough to cast off the shadow of just 82 G90 deliveries (the latter better than the mere 65 Equus models sold in 2014, however, and only slightly down on the Hyundai flagship’s 2012 high of 116 units).

Anyone with some business acumen knows that sales don’t necessarily translate into profits, but only the South Korean brand’s parent company, or a very skilled analyst with time to delve into the intricacies of the publicly trading automaker’s balance sheet, will be able to deduce whether Genesis’ price increases have added to the automaker’s overall bottom line, or if their reductions in volume posed any negative impact.

Suffice to say the Genesis brand is a long-term project, with the aforementioned GV80 mid-size luxury SUV and additional future crossover models expected to find many more buyers, but it’s interesting to note that Hyundai Motor Corporation’s share value (see HYMTF on the KRX) has weathered a fairly steady decline from 167,000 KRW ($138 USD; $188 CAD) in October of 2015 to 110,000 KRW ($91 USD; $124 CAD) as of July 16, 2020, a 34 percent downturn.

This is the sort of boring business fodder you may want to peruse while relaxing in the comfortable rear seat of a chauffeured G90, instead of cluttering your mind when at the wheel of the sportier G80. Hard numbers aside, all Genesis models are superb examples of modern engineering excellence that can easily keep up with their Teutonic and Japanese competitors, while they’re also very easy on the eyes, highly refined with impressively finished materials, stocked full of the latest tech, convenience and luxury amenities, and fully deserving of being ranked alongside comparative Mercedes, BMW, Audi, Lexus and other premium-branded models, heritage aside. Truly, the only negative thing I can say about today’s G80 is its six-plus-year-old design, although being particularly attractive and somewhat exclusive it still looks surprisingly fresh.

That’s a good thing, because the only change from 2019 to 2020 is the removal of the CD changer, which by perusing our photo gallery can be seen on my test model’s centre stack. The rest of the car is identical in every way, which is no bad thing. This said the G80 will undergo a complete redesign for 2021 with styling that more closely resembles the new G90 up front (particularly the grille) with plenty of GV80 details thrown in all-round for good measure, while its sweptback rear window and deck lid remind me a bit of the Audi A7. In other words, it looks great.

As it is, there are plenty of good reasons to purchase a 2019 or 2020 G80 while you still can, with possibly the most notable being the ability to acquire factory leasing and financing rates from zero percent. A quick scan of the 2019 Genesis G80 Canada Prices page or 2020 Genesis G80 Canada Prices page at CarCostCanada will inform you of this deal, while you can also choose any trim and build your G80 right there, while opting for a CarCostCanada membership will give you info on leasing and financing deals for the majority of vehicles currently sold new in Canada, as well as other manufacturer incentives such as rebates, while CarCostCanada also provides dealer invoice pricing that could save you thousands when negotiating your deal. Find out how it works now and while you’re at it, download the free CarCostCanada app from the Apple Store or Google Play Store.

Speaking of Apple and Google, CarPlay and Android Auto come standard in every 2019 and 2020 G80, but before I delve into more of the model’s standard and available features I should mention that trims and prices stayed the same in 2018, although Genesis added a new 365 horsepower 3.3-litre twin-turbocharged V6 engine to the G80 line, along with a new $62,000 Sport trim level sold exclusively with this high-output engine, while base Luxury trim was dropped for 2019, making the 311 horsepower 3.8-litre V6-powered Technology the new base G80 model at $58,000. The same three-model lineup is available once again for 2020, with pricing for the V8-powered Ultimate trim still unchanged at $65,000.

If you’re considering a move up to the Genesis brand from a Hyundai model like the Elantra or Sonata, its feature set probably won’t impress you all that much. After all, Hyundai has long made a name for providing a lot more functionality than its peers for similar if not better pricing, but nevertheless the base G80’s menu does kick things up a notch.

Standard items include LED daytime running lights and taillights, 18-inch alloy wheels, proximity-sensing keyless entry with a hands-free power opening/closing trunk lid, open-pore genuine hardwood interior inlays, a heated steering wheel rim, a power-adjustable steering column, a 7.0-inch colour multi-information display/digital gauge cluster, a head-up display, a 9.2-inch centre touchscreen with navigation, a 17-speaker audio system, an auto-dimming rearview mirror, LED cabin lighting, a panoramic sunroof, a 16-way powered driver’s seat, a 12-way powered front passenger’s seat, Nappa leather upholstery, heatable front and rear outboard seats, ventilated front seats, and a host of advanced driver assistive systems such as automatic emergency braking with pedestrian detection, blind spot detection, lane change assist, lane keeping assist, lane departure warning, rear cross traffic alert, adaptive cruise control, and driver attention alert.

Both Sport and Ultimate trims replace the base model’s bi-xenon headlights with full LEDs, plus add 19-inch alloy wheels, a microsuede headliner, and a slim credit card-like proximity key fob, while the Sport also includes a special set of 16-way powered front Sport seats that were oh-so comfortable and plenty supportive at the lower back and below the knees thanks to four-way power-adjustable lumbar support and a power-extendable lower cushion.

The two-tone light grey and charcoal black interior colour-way is truly attractive, the two shades separated by gorgeous gloss carbon fibre trim on each upper door panel and across the dash, while plenty of brushed aluminum accents brightened key areas throughout the cabin, some of the Lexicon speaker grilles even drilled out in a stylish geometric pattern. All switchgear exudes a feeling of quality too, while soft, pliable composites join up with a generous supply of Nappa leather for a plush, refined inner sanctum.

Really. Just go ahead and try to find any hard plastic. There is some, but it’s very difficult to locate, only including a few small pieces below the dash, which otherwise is covered in premium materials all the way down to the nether regions above the knees, including the glove box lid, while the inner doors are skinned with the very best soft synthetics and leathers from top to bottom, as are the top edges of the lower centre console. That console’s lower sides are made from harder plastic, but this is common amongst the majority of competitors so it’s not an issue. In fact, if you were to compare the G80 side-by-side against a new E-Class, for instance, which actually uses hard plastic on the lower door panels, you’d come away thinking that Genesis does a pretty good job of pampering its new owners.

This said Mercedes leads in digital wizardry, its latest E having been first in its family of updated models to incorporate the brand’s now trademark dual-display instrument cluster/infotainment touchscreen, a fully customizable design that makes most rivals seem antiquated at best. This is where the upcoming 2021 G80 will make the biggest gains over this outgoing model, the current car’s mostly analogue gauge cluster being bright, clear and easy to read, but not providing the wow factor of some competitors.

Likewise, for the infotainment system that’s fully functional and then some. It provides a nice graphical interface for the impressive Lexicon audio system noted earlier, its parking camera not only offers a rear view with active guidelines, but also a 360-surround overhead vantage point and multiple closeups as needed, while the climate control interface even shows each occupant’s cabin temperature setting on a lifelike interior graphic.

An elegantly square analogue clock is flanked by twinned panels of HVAC buttons and knobs just below on the centre stack, while a similarly useful audio interface rests under that, complete with the optical drive noted earlier. Additionally, USB and aux ports are housed in a lidded compartment in the lower console, right beside a wireless device charger that conveniently tilts towards front seat occupants.

Lastly, a nicely finished overhead console features a felt-lined sunglasses holder, LED reading and overhead lights, plus controls for the powered panoramic sunroof, which can be covered by a plush suede-like fabric shade that opens via a separate powered switch. On that note, the roof liner and all the pillars are finished in the same luxurious psuede material, as are the two front sun visors.

The G80’s driving position is excellent, made even better by the aforementioned sport seats, while the rear seating area’s spaciousness is about average for the class. When the driver’s seat was set up for my somewhat long-legged, short-torso five-foot-eight frame I had about eight inches room ahead of my knees, lots of legroom to stretch out my lower extremities, plus about four inches to the door panel next to my hips and shoulders, and approximately three inches of airspace over my head. This should allow comfort for most body types.

I wouldn’t say the rear compartment is overly generous with features, but your outboard passengers will get LED reading lights just below the grab handles situated just above the side windows, plus separate vents with scrolling heater controls emanating from within the backside of the front centre console. There are also some very nice pop-out magazine holders on the front seatbacks, and those seatbacks are beautifully finished with what looks like leather all the way down to their bases. This in mind, the rear door skins are as nice as those up front, while a folding centre armrest features the usual dual cupholders as well as controls for the three-way outboard seat warmers noted earlier. Lastly, classy metal clothes hooks on the backside of the B pillars are nice additions.

The trunk is also large at 433 litres (15 cubic feet), but take note the rear seats don’t fold for longer cargo, with items like skis needing to alternatively fit within a relatively small and narrow pass-through down the centre or not at all.

Back up front, along with a fresh set of headlights, a revised lower front grille, reworked front and rear facias, new standard 18-inch wheels, a fresh set of primary instruments, the analogue clock noted earlier, and new premium speaker grilles, one of the big changes for last year’s G80 was a redesigned shifter knob, which is now a slicker looking leather-wrapped, metal-surrounded design that merely moves rearward into drive and forward into reverse, plus into the centre for neutral.

This is due to a new eight-speed automatic below the surface, and I must say that it’s much easier to find neutral with the G80 than with electronic shifters used in some other cars, such as with Chrysler’s 300. One of the benefits of an electronic shifter is a button for Park, or you can simply turn the ignition off and it will go into Park automatically, while Genesis includes a drive mode indicator includes Normal, Eco and Sport selections, with Eco noticeably subduing the G80s performance and therefore enhancing fuel economy, which is fairly good considering all the power available at 13.8 L/100km in the city, 9.7 on the highway and 11.9 combined as tested (the base engine is good for a claimed 13.4 city, 9.6 highway and 11.7 combined, while the V8 manages a projected 15.6, 10.4 and 13.2 respectively), and Sport mode sharpening its drivetrain and tightening its suspension for much more engaging performance.

With 365 horsepower on tap the G80 Sport uses the much-lauded powertrain as found in the new Kia Stinger, and while this is great because the latter has become a performance icon amongst import fans, keep in mind the Genesis weighs 100 to 200 kilos more depending on features, so its pull isn’t quite as dramatic off the line. It’s still impressive, however, with all four of my tester’s 245/40R19 Continental’s immediately biting into the tarmac below thanks to Genesis’ HTRAC all-wheel drive, allowing for wonderfully quick launches from standstill and seemingly never-ending highway passing power. I certainly wouldn’t have reason to upgrade to the Tau V8, the turbo-six making a satisfying growl at full throttle, if not the eight’s sonorous bellow and lovely burble at idle.

There’s a little less weight over the front wheels of the V6-powered example, which is always helpful amid tight, fast-paced corners, which the G80 Sport manages very well, incidentally. In fact, despite this car’s 2,120-kg (4,674-lb) curb weight it feels rather really light on its feet, so to speak, and surprisingly agile no matter how it’s thrown into a curve, within reason. It was also one of the nicest, easiest cars I drove around town in all year, so much so it would be ideal for a novice wanting to improve their skills. Its ride quality is smooth, its cabin is quiet and cocoon-like, and just plain comfortable all the time.

Yes, the G80 Sport truly is a superb car. Genesis has been fine-tuning it for years, which likely means it’ll be one of the more dependable mid-size luxury sedans currently available, but just in case something goes wrong it’s backed much longer than any luxury competitor at five years or 100,000 kilometres, which means you get almost comprehensive coverage for mechanical problems or any other issue, plus complimentary scheduled maintenance as well as the convenience of home or office (or these days home office) car pickup via their valet service. That’s one of the best reasons to choose a new Genesis.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

The post 2019 Genesis G80 3.3T Sport Road Test first appeared on The Car Magazine.

There is no more competitive category in the luxury sector than the compact sport sedan segment, and therefore it’s critical for a premium brand to offer up a worthy entry. Enter the G70, the most important new Genesis model to surface until the fledgling luxury brand hits the market with a crossover SUV.

Genesis is Hyundai Motor Group’s new luxury brand. It’s what Lexus is to Toyota, Infiniti is to Nissan and Acura is to Honda. Each of these Japanese brands were late to the premium brand party, at least in comparison to some of the sector’s originators that have been fighting it out for most of the past century. Genesis won’t be breaking the mould like Tesla did with its lineup of electrics, the Model 3 going head-to-head with all challengers in the G70’s class, but instead the new model offers a good looking, well made, strong performing, value-packed alternative to market leaders like the BMW 3 Series, Mercedes-Benz C-Class and Audi A4, not to mention all others including the Lexus IS, Infiniti Q50, Acura TLX, Cadillac ATS, Volvo S60, Jaguar XE, and Alfa Romeo Giulia.

Yes, that’s a lot of rivals, and I’m not even including all the wagons, convertibles and coupes, some of the latter even sporting four doors like Audi’s A5 Sportback and BMW’s 4 Series Gran Coupe. How did the G70 do? Strictly by the numbers, Genesis sold 1,119 examples through calendar year 2019 in Canada, which is pretty impressive, even representing 15.7 percent growth over the previous partial year (the G70 went on sale in March of 2018). That already puts it ahead of a couple of key competitors, namely the Cadillac ATS, which needed a sedan and coupe to accumulate 1,032 sales yet still lost 36.1 percent from the year prior, the Alfa Romeo Giulia that plunged 52.5 percent due to just 242 deliveries through 2019, and the Jaguar XE that nosedived 72.5 percent for just 157 new buyers during the same 12 months.

Achieving a comfortable four figures is an auspicious start for the three-year old brand’s first all-new model. Certainly the G90 was new when introduced along with the brand in November of 2016, but like the G80 it was derived from an older Hyundai model. The G90 started life as the Hyundai Equus, and thus could also be seen as that model’s third generation, whereas the G80 merely changed its rear badge from a stylized “H” to Genesis’ wings, it having already worn the new brand’s logo on its hood and steering wheel due to previewing the Genesis nameplate as its model designation for two generations and eight long years.

The G70 made up the vast majority of all Genesis sales last year, 73.4 percent to be exact, due to the G80 finding just 324 new owners and the G90 a mere 82 (that’s 18th from last, incidentally, the final position held by the Kia K900 that shares underpinnings with the G90 and sold exactly zero units). Just how important the newcomer is to Genesis’ plans can’t be stressed enough, so it was good they got it right.

It’s a handsome car, with a strong aggressive stance yet styling that’s not too dramatic other than the nonfunctional front fender vents, and it’s sized exactly right to fit squarely within the compact luxury D-segment. It measures 4,685 millimetres (184.4 inches) from front to back, with a 2,835-mm (111.6-in) wheelbase, 1,850 mm (72.8 in) from side-to-side, and 1,400 mm (55.1 in) from the base of its tires to top of its arcing roof, which makes it almost identical to the C-Class and not much shorter than the 3 Series. This is the compact luxury sweet spot, compared to the Infiniti Q50 that’s quite a big longer.

The result is a car that’s totally comfortable in both rows, yet nice, light, quick, and manoeuvrable. The driving position is excellent, with plenty of reach and rake from the tilt and telescopic steering column, while my tester’s upgraded driver’s seat was superb, with excellent leg, lower back, and lateral support. The steering wheel is nicely shaped for a comfortable grip, with paddle shifters where they need to be for quick actuation, while the pistol grip shift lever on the lower console is only there for selecting gears. A beautifully detailed knurled metal dial provides driving mode selection, the choices being Comfort, Sport, Eco, Smart and Custom, and while I tested all for posterity’s sake you can guess which one was my go-to setup.

The automatic is the base G70 transmission, providing eight forward speeds and Idle Stop and Go capability that automatically shuts the engine off to save fuel and reduce emissions when it would otherwise be idling, and then quickly restarts it when lifting off the brake. The turbocharged 2.0-litre four-cylinder engine makes 252 horsepower and 260 lb-ft of torque, and is the sole engine available with a six-speed manual gearbox in its 2.0T Sport RWD trim. It’s also the only G70 without all-wheel drive and actually makes an additional 3 horsepower over its automatic-equipped siblings, the Genesis’ 2.0T Advanced AWD trim being the base model, followed by the 2.0T Elite AWD and 2.0T Prestige AWD.

Only two trims use the optional 3.3-litre V6, a 365 horsepower twin-turbocharged engine good for 376 lb-ft of torque, including the 3.3T Dynamic AWD, and this top-line 3.3T Sport AWD. This model has a nice eager exhaust note at idle, and selecting Sport mode automatically adds air to the bladders in this Sport trim’s exclusive 16-way power-adjustable driver seat’s bolsters for better lateral support, the four-way lumbar and lower cushion extension having already been positioned for ultimate comfort and control.

The G70 3.3T tears away from stoplights at a blisteringly quick rate, managing 100 km/h from standstill in the high fours, and has a wonderfully aggressive exhaust note as the engine nears its 7,000-rpm redline. The eight-speed auto provides quick, precise shifts in Sport mode, the paddles only adding to the sense of urgency, this true especially through the curves where the G70 feels light and lively, and a lot more fun to drive than the equivalent Lexus IS 350 F Sport.

Braking is strong and doesn’t fade after repeated stomps, the Sport’s four-piston front and two-piston rear high-performance Brembos doing their job. Genesis’ engineers have set this car up with superb balance, its front strut and five-link independent rear suspension never getting out of shape yet providing an amply compliant ride despite my tester’s 19-inch staggered-width alloys wrapped in 225/40 front and 255/35 rear Michelin Pilot Sport 4 summer performance rubber. Its incredible stability likely has something to do with my Sport model’s adaptive control suspension, which is a high-performance suspension control system that distributes front and rear damping forces in potentially onerous, unstable situations, helping to prevent accidents.

Speaking of safety features, more equipped G70 trims get forward collision assist with pedestrian detection as well, plus lane departure warning and lane keeping assist, and driver attention warning, while all G70s include blind spot collision warning with lane change assist, plus rear cross-traffic collision warning.

The Variable Gear Ratio-enhanced motor-driven rack-and-pinion steering responds positively to input, yet never nervous, and the car tracks ideally at high speeds, its mechanical limited-slip differential aiding in rear wheel traction. This is a sport sedan I could drive every day, my only wish being a track so I could fully let out some steam, but even around town it wasn’t only a perfect point-and-shoot companion, but an easy car to operate in congested traffic.

That’s when I had opportunity to enjoy its beautifully detailed interior. Everything is very well made, with the expected soft-touch surfaces above the waste, excepting the glove box lid and fascia around steering wheel. Most switchgear is high in quality, but its aluminized silver look with blue backlit lettering comes across a tad too Hyundai and not enough Genesis, as did the 8.0-inch infotainment display and graphics. It’s filled with features including Apple CarPlay, Android Auto, navigation, a multi-view camera system, Genesis Connected Services, and the list goes on, one of my favourites being a 15-speaker Lexicon audio system with Quantum Logic surround that had sensational sound quality, but most in this class offer some type of controller on the lower console to go along with the touchscreen.

The TFT multi-infotainment display ahead of the driver was highly functional too, plus nice and big at 7.0 inches across, but while bright and colourful the analogue primary gauges surrounding it were a bit surprising in today’s fully digital instrument cluster world.

Surprisingly but wonderful was the diamond-pattern quilted black and grey highlighted Nappa leather upholstery on the seats and door panels. It’s the type of rich opulence you might find in a Bentley or Aston Martin, not a compact Genesis, the seats even boasting grey piping on the side bolsters and top of each backrest. That’s part of the Sport’s standard Sport Appearance Package that also includes the driver’s power-adjustable bolsters and seat cushion extension mentioned earlier, plus aluminum pedals and black microsuede roof pillars and headliner.

The G70 was as beautifully finishing in back as up front too, and included three-way seat heaters for the outboard positions. The front seats had these as well, plus the driver had a heated steering wheel rim and two front seats benefited from three-way cooling to help overcome summer’s warmth. Of course, dual-zone auto climate control took care of cabin comfort, while the usual phone connectivity and charging ports were part of the package, including a wireless charging pad.

A corner that’s often cut by bargain luxury brands is trunk finishing, and unfortunately the G70’s dedicated cargo hold is a bit shallow and uses space-robbing hinges instead of struts. The load floor feels cheap and flimsy too, and the folding rear seatbacks are only split 60/40 with no centre pass-through, limiting the G70’s use as a ski shuttle, at least while all four seat heaters are being used.

On the positive the G70 is a relative bargain compared to its German competitors, with a base price of just $42,000 plus freight and fees. Comparatively the least expensive Mercedes-Benz C-Class sedan starts at $46,100 and most affordable BMW 3 Series sedan hits the road at $49,000, while the near slowest selling Jaguar XE starts at $49,900 and least popular Alfa Romeo Giulia requires $50,445. Certainly some undercut the G70, like the Audi A4 at $39,800 and Lexus IS at $41,250, but they don’t offer anywhere near the same standard features.

You can find out about full-range pricing for each of these models at CarCostCanada (just follow the links on the car names above), including trim, packages and individual options, while you can also learn about available offers such as the zero-percent factory leasing and financing rates now provided by Genesis for 2019 and 2020 G70 models, and before you contact your Genesis dealer, or any one of the others, be sure to get your CarCostCanada membership so you’ll know the dealer invoice price before you start negotiating, as it could save you thousands.

By the way, the 2020 G70 is nearly identical to this 2019 model, other than the elimination of 3.3T Dynamic AWD trim and the introduction of a new higher-end 3.3T Prestige AWD model. The base price stays the same, but some of the other trims move up, including this Sport trim that adds $500, along with a new standard powered trunk lid, for a new retail price of $58,000.

All in all the 2019 Genesis G70 is an excellent luxury car with few drawbacks, especially for sport sedan fans that like to motor with enthusiasm. It rewards skilled drivers with wonderful straight-line performance and very predictable, capable at-the-limit handling, yet its excellent balance and the AWD models’ tendency to understeer won’t hang a novice driver out to dry either. Its interior will impress too, with comfort and eye-popping opulence, my top-line $57,500 3.3T Sport AWD really delivering across the board. All this, plus a best-in-class five-year or 100,000-km comprehensive warranty. Not too shabby.

It’s not without fault, its estimated 13.3 L/100km in the city, 9.5 on the highway and 11.6 combined fuel economy hardly thrifty (the four-cylinder with AWD gets a claimed 11.5 city, 8.7 highway and 10.3 combined), but its pros certainly outweigh its cons, so the G70 is an easy car to recommend.

The post 2019 Genesis G70 3.3T Sport AWD Road Test first appeared on The Car Magazine.

Genesis, Hyundai’s luxury division, just revealed new images of an all-new premium crossover SUV designed to go up against the Lexus RX, BMW X5, Mercedes-Benz GLE and other mid-size luxury utilities, and by first glance it certainly looks up to the task.

The GV80, as it will be called when it goes on sale globally later this year, wears a bigger, bolder modified version of Genesis’ new five-sided grille introduced to a production model on the brand’s redesigned 2020 G90 flagship sedan, plus it carries a number of other styling cues from that full-size four-door including horizontal LED-enhanced Quad Lamp headlights and wraparound tail lamps, as well as side vents on the front fenders. The basic design was formed from the GV80 Concept that launched at the 2017 New York International Auto Show, but we have to say it looks much better in production trim than prototype.

“GV80 allows us to expand our definition of Athletic Elegance design language to a new typology, while retaining sublime proportionality and sophistication of form,” said Luc Donckerwolke, Executive Vice President, Chief Design Officer of Hyundai Motor Group.

Genesis calls its design language Athletic Elegance, and while this descriptor comes off as a bit generic the SUV’s overall presence is anything but. Its grille is reminiscent of Cadillac, however, only lacking a big crested-wreath shield in the middle, which might put it at odds with the General and American patriots that feel an allegiance to their domestic luxury marque. Genesis even unabashedly names the GV80’s foremost feature the “Crest Grille” and claims it as a “signature Genesis design element,” but in fairness a lot of brands have tried to put their own spin on this type of pentagonal grille design in the past, including Acura and Honda. No one should argue against any other GV80 design element or its overall look, and to that end Genesis would probably rather have us focusing on its trademark headlamps.

“The Quad Lamp, our design signature, introduces an unmistakable visual impression completely unique to Genesis,” said Sang Yup Lee, Senior Vice President, Head of Genesis Design. They feature a “G-Matrix pattern” that was “inspired by beautiful orchids seen when diamonds are illuminated by light,” said the brand in a press release, mentioning the wheel design was similarly inspired.

Most everyone who’s entered a new Genesis product has been impressed by its quality of workmanship, and the GV80 should be no exception. The brand says its new SUV “focuses on the beauty of open space, characteristic of the elegant South Korean architectural aesthetic,” and we’re just glad the brand’s designers weren’t inspired by K-Pop fashion. In all seriousness the new GV80 does provide a beautiful interior design, once again reminiscent of the elegant, well-built 2020 G90 cabin, although its instrument panel more traditional with an arcing gauge cluster hood and more conventional fixed tablet-style infotainment display atop the centre dash, although the horizontal theme continues with strong, steady lines made from a slim set of air vents ahead of the front passenger, a well sorted touchscreen climate control interface atop a gently sloping centre console, and more. A “jewel-like” rotating dial appears to be the modus operandi for selecting gears, making for a cleaner, more sophisticated look, while rich hardwoods, leathers and aluminized metals appear at least on par with its competition.

The GV80 rides on an all-new rear-wheel drive chassis and will be available with either rear- or optional all-wheel drivetrains in the U.S., although it will likely only come with AWD in the Canadian market. If the new SUV drives similarly to other Genesis products, it should be a formidable performer as well as a commendable luxury ride, balancing sport and comfort similarly to Mercedes and Audi.

The GV80 is a mid-size model capable of seating seven occupants in three rows, although it will also be offered as a two-row five-seat SUV. True to the “V” in its name, which stands for “versatility”, we should expect competitive passenger space and a roomy cargo area. 

The Hyundai Motor Group made a bold move to enter a completely new brand into an already full luxury marketplace back in late 2016, and it hasn’t exactly been easy going. Its initial two car lineup, made up of the G80 mid-size sedan (previously the Hyundai Genesis Sedan) and G90 full-size sedan (Hyundai Equus), since augmented with the G70 compact luxury sedan in 2018, has made impressive headway on the sales charts yet still lags well behind luxury leaders. This was no doubt planned for, as were initially slower sales due to its passenger car lineup, which means the brand has a lot riding on its first SUV. The GV80 could potentially outsell all other Genesis models combined if the histories of rival brands are repeated, which could point the upstart Korean luxury marque on the road to success.

The post Genesis reveals first images of new luxury SUV dubbed GV80 first appeared on The Car Magazine.

Remember the Hyundai Equus? No? If I hadn’t borrowed one from a local dealer to use for a 2014 test I probably would’ve forgotten about it by now too. In fact, I don’t believe Hyundai even put one on their weekly rotation fleet in my area. It was a good luxury car, better in fact than any mainstream volume-branded rival, all of which merely offered stretched versions of their front-wheel drive mid-size family sedans, like Hyundai’s own Azera, instead of a V6- and V8-powered, rear-drive Mercedes S-Class, BMW 7 Series type full-size luxury sedan, but just the same its premium-level interior, long list of features, impressive performance, and superb value proposition didn’t result in many sales. 

The problem? No premium branding. Mighty Volkswagen learned this the hard way too, with its ill-fated Phaeton, but Toyota, Nissan and to some extent Honda figured out the importance of premium branding decades ago, resulting in Lexus, Infiniti and Acura, while GM’s Cadillac and Ford’s Lincoln brands have been trying to break back into the luxury sector since they lost ground to the Germans in the ‘80s. 

Canada was first introduced to South Korean luxury in 2010 when the second-generation 2011 Equus was introduced, and while an impressive luxury car it was a bit bland and nondescript from a styling standpoint, much like the first-gen Hyundai Genesis Sedan. It was almost as if the designers of these two cars didn’t want us to know they were Hyundai products. We all expected the third-generation Equus to take on styling details from the second-generation Hyundai Genesis sedan, which was and still is a very handsome mid-size sport-luxury sedan, and then the Korean automaker one-upped us and discontinued both, instead rebadging the Genesis sedan as the G80 and making its next Equus into this G90, while simultaneously launching the Genesis luxury brand in Canada, the U.S., China, the Middle East, Russia, Australia, and of course its home market of South Korea. Hyundai is planning to launch Genesis in other Asian markets as well as Europe within the next couple of years, but might just be waiting until they have a full lineup of models (read: SUVs) to do so. 

It could be said Hyundai jumped the gun by introducing this sedan-only brand without having at least one SUV in its lineup, but Genesis Sedan (the G80’s predecessor) sales were relatively strong when it made the decision in 2015 and the rest is history. All I can say is, if Genesis’ upcoming SUVs are as impressive as its three sedans (they introduced the smaller C-Class/3 Series fighting G70 last year), and better than the fabulous new Hyundai Palisade that just arrived for 2020, we’re in for a real treat. 

As I write this review the totally redesigned 2020 Genesis G90 is being advertised, sporting a completely new version of its “diamond” grille that comes complete with a unique downward pointing lower section and “G-MATRIX” crosshatch patterned insert in place of the current 2019 model’s seven horizontal ribs. It gets LED “Quad Lamp” headlights, Bentley-esque front fender grillettes, massive mesh-pattern wheels, and three ultra-distinctive horizontal LED taillights, the lower element spanning the entire width of the car, while the interior is more up-to-date from a design and digital standpoint, plus even more luxurious than this outgoing model. 

As good as the new model looks (and that will be up to your personal preferences of course), I still find this 2019 G90 very attractive. Its extremely low sales volumes have helped keep it fresh, familiarity even causing great designs to seem commonplace and therefore lose their exclusivity. The current G90’s approach to design is more discreet than the new model and much more conservative than, say, the Lexus LS’ spindle grille design, the G90 working well for those of us who’d rather fly under the radar than attract unneeded attention. Audi’s A8 once had this appeal too, but the horseshoe grille has grown to encompass most of its frontal fascia, and while still attractive it’s a more intimidating beast than it used to be. 

Like most new brands Genesis is still forming its identity, evidenced by the just-noted lower point on the new 2020 model’s diamond-shaped grille, with this search for a trademark look made even more critical after factoring in that the brand’s general design language started off wearing Hyundai badging. To be fair, Lexus took decades before choosing its spindle grille and sharp origami-angled body sculpting, as did Infiniti and Acura with their more recently distinctive grille treatments, the latter of which is the oldest upstart luxury marque of all, yet the its dramatic new grille was just adopted a couple of years ago. This said it’s important to find a memorable look and stick with it, Lincoln a prime example of the never-ending identity quest often gone wrong (hopefully they’ll stick with their latest design as it’s quite nice). 

As for this G90, the grille has been criticized for its obvious Audi influence (the Hyundai-Kia design head is ex-Audi designer Peter Schreyer after all), while there’s a little bit of 7 Series in the sweeping line over the front fender and along the sculpted rocker panel, plus the thick chrome strip down the side and around the back, but the taillights are pure Genesis, and hardly original winged badge uncomfortably Bentley-esque. The build quality is good though, with nice tight panel gaps and excellent paintwork. 

As for the interior, the design is attractive and detailing exquisite. From the microfibre roofliner and pillars to the French-stitched padded leather across the dash top and door uppers front to back, plus the planks of glossy hardwood all around, it fully measures up to its German peers. I shouldn’t stop there of course, as the aluminum trim is brilliant, especially the Lexicon-badged speaker grilles and aluminized buttons across the centre stack, while all of the switchgear is superbly crafted with ideal fitment and damping; it’s easily in the league of Mercedes-Benz, BMW and Audi. 

In fact, the analogue clock at dash central is one of the best I’ve seen, with a beautiful white guilloche dial, Arabic numerals at the 12, 3, 6 and 9 positions, and chromed indices marking the hours between. The perforated seat leather is incredibly supple and soft, and the seats themselves are superb, with myriad adjustments to fit most any body type. What’s more, you’ll be hard pressed to find any hard plastic in this sedan, the only corners cut being the shell surrounding the steering column and the very lowest sides of the center console, but even these surfaces are made from dense composite and then soft painted for a high-quality feel. 

I’m not going to try and say this G90 is better than its competitors, because everything in this class is mind-blowingly good. Really, you could put a fully loaded 7 Series up against a Bentley Flying Spur or even a Rolls-Royce Ghost and you probably wouldn’t notice much lacking if anything, and while I wouldn’t go so far with respect to this particular G90, its front and rear quarters are still very impressive. 

In fact, the backsides of the front seats are so beautifully finished I might be inclined to claim industry-best, especially the wood that wraps around their upper edges. The backside of the front centre console is nothing special, however, with typical HVAC vents finished well, but that’s because the folding centre armrest is a smorgasbord of tech, not to mention beautifully finished leathers, woods and metals. It includes controls for the auto HVAC system’s third zone, as well as three-way heatable outboard seats, plus controls for the powered side and rear sunshades, while you can also extend right-side legroom by powering the front passenger seat forward and tipping the seatback as well. Full infotainment controls are also included, allowing rear passengers to have total control of the aforementioned Lexicon audio experience, which incidentally is amazing. 

Back in the driver’s seat, the primary gauge package isn’t fully configurable, but it does have a nice big colour multi-information display at centre, filled with the usual assortment of features. The infotainment system just to the right is more advanced, with simple yet attractive graphics, an especially clear backup camera with good realistic colour and contrast, this featuring dynamic guidelines albeit no overhead view, while the navigation system’s route guidance worked very well and offered excellent mapping detail. Those wanting more advanced tech, including a fully digital gauge cluster and higher resolution infotainment display, will want to pay a bit more for the 2020 G90, but others may choose to take advantage of year-end and model-ending 2019 G90 savings that should be quite attractive. 

As it is, this V6 turbo-powered 2019 G90 3.3T AWD starts at $84,000 plus freight and fees, while the V8-powered G90 5.0 AWD is available for $87,000, with its only upgrade being a $2,500 rear entertainment package. The much-improved 2020 model will be fully equipped for $89,750, just $250 more than the outgoing V8 model, and that more potent engine is now standard. You can still get the turbo-V6 for a $3k discount, but take note that it’s a special order model. All pricing, including trims and packages, can be found at CarCostCanada, where you can also source rebate info and dealer invoice pricing that could save you thousands. 

The G90 tested here was in base 3.3T AWD trim, which means that its standard feature set included a 3.3-litre twin-turbocharged direct-injection V6 making 365 horsepower and 376 lb-ft of torque, an eight-speed shift-by-wire automatic transmission with manual mode and steering wheel-mounted paddle shifters, HTRAC torque-vectoring all-wheel drive, 19-inch alloy wheels on 245/45 front and 275/40 rear all-seasons tires, an adaptive suspension system, full LED headlamps with adaptive cornering and auto high beams, adaptive cruise control with stop-and-go capability, autonomous emergency braking with pedestrian detection, active blind spot monitoring with rear cross-traffic alert, lane change assist and lane keeping assist, plus the multi-view parking camera with dynamic guidelines noted earlier, a 12.3-inch centre display with passable 720p resolution and the accurate navigation mentioned a moment ago, the wonderful Nappa leather upholstery and microfibre suede headliner also noted before, the aforementioned 17-speaker Lexicon AM/FM/XM/MP3 audio system with Quantum Logic surround sound and Clari-Fi, plus much more. 

Those willing to spend a very reasonable $3,000 to upgrade to the 5.0 AWD will not only get a 420 horsepower direct-injection V8 with 383 lb-ft of torque, but also be able to pamper their rear passengers to a much higher degree (or themselves if they hire a driver) thanks to a 14-way power-adjustable right rear seat and 12-way powered left rear seat including powered head restraints with manual tilt, plus memory and cooling ventilation for those outboard rear seats, and rear illuminated vanity mirrors overhead. 

I’ve driven various Hyundai and Kia models with the 5.0-litre Tau V8 and found it as ideal for blasting away from stoplights as it was for highway passing and just plain cruising down the freeway, the engine nicely matching up to the smooth yet quick-shifting eight-speed automatic, and Hyundai’s HTRAC AWD superb through wet conditions and even adding performance in the dry. I can only imagine it would perform as well in this G90 as it did with the most recent 2017 Genesis G80 5.0 AWD Ultimate I tested a couple of years ago, but this said there’s a lot to like about Genesis’ smaller, more fuel-friendly 3.3-litre twin-turbo V6. 

Their claimed Transport Canada fuel economy ratings are notable, with the V6 achieving an estimated 13.7 L/100km in the city, 9.7 on the highway and 11.9 combined, and the V8 good for a potential 15.2 city, 10.2 highway and 13.0 combined, a difference that would certainly be noticeable to the pocketbook, while the V6’s performance is more than capable of whisking the big sedan and its occupants away in short order, not with quite as sensational an exhaust note, but nevertheless entertaining in its own way. 

The V6 also has less weight over the front wheels, allowing for greater agility through the corners, and was particularly enjoyable with Sport mode engaged. It just hunkers down and flings itself through fast-paced curves with hardly a squeak from the tires, portraying the kind of poise expected of a big German luxury sedan. Truly, this is one impressive driving car, with handling that borders on the mighty 7 Series. The adaptive suspension no doubt plays a part in its overall stability while keeping ride quality serene, the quiet cabin equaling the nicely sorted chassis in delivering the type of pampering experience luxury car aficionados appreciate. 

With performance as good as this, one might think I’d keep it in Sport mode all the time, but Eco mode helped reduce consumption and minimized emissions, while an even more intelligent Smart mode chooses optimal responsiveness depending on the mood of the driver. Either way Genesis has all its bases covered, resulting in a very well rounded, highly refined luxury sedan that honestly deserves to be moved up to sports sedan status. 

Still, sink your toes into the deep pile carpet floor mats and you’ll once again be reminded of the G90’s luxury sedan purpose, its trunk large amply sized for a couple of golf bags and easy to access thanks to powered actuation and an easy lift-over height, not to mention highly convenient due to a centre pass-through for longer items like skis, but the G90’s first priority is comfort, not utility. 

Those wanting a serious sport-luxury sedan that won’t cause the taxman to question how you achieved your good fortune should consider the G90, and now is a great time to get the best deal possible on remaining stock.

The post 2019 Genesis G90 3.3T Road Test first appeared on The Car Magazine.