Genesis Archives - CarCostCanada®

New 2022 Genesis GV70 compact luxury crossover is now available for $49,000

To say Hyundai’s new Genesis luxury brand is on a roll would be quite the understatement, being that it began with just one full-size G90 flagship luxury sedan at the close of 2015, added its mid-size G80 sport-luxury sedan in early 2016, and followed up with the compact G70 sport sedan in 2017. Additionally, the more important mid-size GV80 luxury SUV arrived just last year, while what might become its top seller, the compact GV70 sport-luxury SUV, is just starting to arrive at dealers now.

It helped that Genesis’ earliest two models were already in production as the Hyundai-branded Equus and Genesis Sedan, one of two cars, including the Genesis Coupe, that carried the new brand’s name for eight years before its steering wheel hub and trunk lid removed Hyundai’s stylized “H” for Genesis wings (which were already displayed proudly above the front grille), and “GENESIS” lettering was replaced by G80 badging at back.

Since then, all three early cars have been updated with fresh new styling, including a new pentagonal “Crest Grille” plus double-slatted LED “Quad Lamps” fore and aft, and heavily reworked interiors, resulting in a wholly cohesive design language to at least rival its key Japanese rivals, while the new G80 will soon be available with a two-motor pure electric drive system.

Granted, Genesis has a long way to go before it starts matching Lexus sales in Canada, with 1,737 units sold at the close of Q2 2021 compared to 12,405, but it’s closing in on Infiniti’s 3,189 total after the first six months of this year, and has already bypassed Jaguar’s 1,204 deliveries and Alfa Romeo’s 434. Lincoln is also in target with only 3,629 units sold as June ended, and this comes before any GV70 deliveries get added to the Genesis mix.

Interestingly, the sporty 2022 GV70 is not the least expensive compact luxury SUV on the market, a tactic often chosen by upstart luxury brands trying to attract new buyers by providing all the bells and whistles for a better price. Instead, the new model gets 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, in fact, is ninth most expensive in a compact premium crossover segment that’s now 16 competitors strong. That places it near the mid-point, although it’s important to point out that most competitors don’t include destination/delivery fees or the $100 A/C tax in their advertised prices. Therefore, 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 new GV70’s retail price is more competitive thanks to a ranking of seventh most affordable.

By the numbers, alternatives priced lower than the new GV70 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 find 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 lastly the $46,550 Audi Q5 (plus $2,395 for $48,945).

Genesis’ willingness to let eight brands advertise lower pricing in such a highly competitive market is a bold move, but it just might be calculated one, in that its mid-pack pricing could cause loftier perceptions of its brand identity, and therefore leave cheaper alternatives looking like they’re not good enough. After all, parent company Hyundai has long been seen as a value brand amongst its more established mainstream rivals, and while that’s changing because of impressive entries such as the Genesis and Equus models that came before, plus today’s Santa Fe, Palisade and the list goes on, it’s still important for Genesis to not allow such a more-for-less mindset and instead develop its own brand desirability.

On this note, the new 2022 GV70 is more affordable than 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), plus the $49,900 Mercedes-Benz GLC (not shown on retail site so adding $2,500 for $52,400). Likewise, 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).

An approximate $20,000 price gap, from least expensive to priciest, is a sizeable chasm for compact luxury SUV shoppers to cross, but it should be mentioned that any one of the compact luxury utilities named above comes close to the revered Velar’s starting price when amped up with options, while even the cheapest on this list can go much higher. What’s more, some boast more equipment in their various base trims than others, not to mention stronger performance, greater interior room, etcetera. In other words, it’s not a direct apples-for-apples comparison.

For around $50k, the 2022 GV70 2.5T Select AWD arrives standard with Quad LED headlights, LED tail lamps, 18-inch alloys, proximity-sensing keyless access with pushbutton start/stop and remote engine start, fingerprint authentication, an 8.0-inch LCD digital gauge cluster, a big 14.5-inch HD multimedia display incorporating Android Auto and Apple CarPlay smartphone integration, navigation, wireless device charging, a 12-way powered driver’s seat with power lumbar, an eight-way power front passenger seat, heated front seats, rear occupant alert, a hands-free tailgate, plus more.

Additionally, the GV70’s standard Highway Driving Assist II driver assistance and safety technology suite adds High Beam Assist, Lane Follow Assist, Rear Cross-Traffic Collision-Avoidance Assist, and Forward Collision-Avoidance Assist to all the usual active and passive safety features.

As is often the case in this category, AWD is standard, while the GV70 also includes Terrain Mode Select. The base powertrain is a 2.5-litre turbo-four good for 300 horsepower and 311 lb-ft of torque, while a 3.5-litre twin-turbo V6 capable of 375 horsepower and 391 lb-ft of torque is available. An eight-speed automatic transmission also comes standard, as do steering wheel-mounted paddle shifters.

As for exterior colours, Uyuni White, Vik Black, Himalayan Gray, Savile Silver, Adriatic Blue, Cardiff Green, Barossa Burgundy, and Mauna Red are no-cost options, while base models can only be had with “artificial leather” upholstery in Obsidian Black (Genesis might want to reconsider the name it’s using for leatherette).

For $55,500 (including freight and fees), the 2022 GV70 2.5T Advanced AWD ups the ante with 19-inch alloy wheels, power-folding exterior mirrors with puddle lamps, a power tilt and telescopic steering wheel, genuine leather seat coverings (in Obsidian Black, Vanilla Beige, Havana Brown/Ocean Wave, Pine Grove/Ocean Wave, and Slate Gray/Velvet Burgundy, depending on the exterior colour), a power panoramic glass sunroof, ventilated front seats, heated rear outboard seats, plus a fully automatic rear climate control system.

For $59,000, Advanced Plus trim continues adding features such as a driver’s head-up display (HUD), a Surround View parking monitor, a Blind-Spot View Monitor (BVM), an 18-speaker Lexicon sound system upgrade, manual rear side sunshades, and a household-style 110-volt AC power outlet for the rear cargo compartment.

Further up the range, the $63,000 GV70 2.5T Prestige AWD includes a Sport Appearance package featuring metal foot pedals, upscale Nappa leather upholstery with suede-like micro-fibre inserts (in Obsidian Black, Sevilla Red or Ultramarine Blue, depending on exterior colours), a psuede headliner, a driver’s seat power extension for the lower cushion as well as power side bolsters that cinch up in sport mode, Smart Posture Care, Parking Collision Avoidance-Assist Rear (PCA-R), and Remote Smart Parking Assist (RSPA).

For $68,500, the GV70 3.5T Sport AWD trim line combines 2.5T Advanced AWD features with the larger, more powerful engine, as well as some of the just-noted Prestige items like the Sport Appearance package, HUD, power seat cushion extension, bolsters and Smart Posture Care, Lexicon audio system, and 115-volt power outlet, not to mention 21-inch alloys, special aluminum sports trim, enhanced monobloc brakes, an improved Electronic Control Suspension with Road Preview, plus Sport leather seating.

Finally, $75,500 GV70 3.5T Sport Plus AWD trim adds an electronic limited slip differential, a bigger 12.3inch 3D TFT LCD digital instrument cluster, carbon fibre interior trim, plusher Nappa leather upholstery with stitched quilting (in all the same colours as Prestige and Sport trims), a micro-fibre headliner, and laminated acoustic rear door glass, plus the previously-noted surround parking monitor, BVM, PCA-R, RSPA, and rear sunshades. Of note, this segment’s most affordable Cadillac XT5 reaches the same price point when fully optioned, as do most of the others.

Together with the premium finishings, arguably attractive design, no shortage of features and impressive performance numbers, Genesis provides owners with at-home/work valet pick-up and drop-off concierge service, complete with a complimentary courtesy vehicle, when complimentary scheduled maintenance or other repairs are required during the first five years of ownership, or the SUV’s first 100,000 kilometres of use.

On top of this, GV70 owners benefit from Genesis Connected Services featuring 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 premium competitors’ comprehensive coverage, plus it’s an additional two years or 40,000 km better than the majority of competitive powertrain warranties.

Still, the compact luxury SUV market is deep with capable offerings, giving Genesis’ newcomer big challenges to overcome. How it’s received is anyone’s guess, but we’ll be certain to report on its success after it’s been around long enough to do so, and of course we’ll review it as soon as a test model becomes available.

For now, take note that Genesis is offering the 2022 GV70 with factory leasing and financing rates from zero-percent, as seen on our 2022 Genesis GV70 Canada Prices page. You can find out about deals like this by being a member of CarCostCanada, as well as gain access to dealer invoice pricing on any model currently sold new in Canada. Find out how the CarCostCanada system works now, and be sure to download our free app from the Google Play Store or Apple Store, in order to pay the least amount possible for your next new car.

Story credits: Trevor Hofmann

Photo credits: Genesis

CarCostCanada

New Genesis luxury brand will be expanding into Europe this summer

Genesis G80 mid-size luxury sedan will be available in all-electric form for 2022.

Genesis, Hyundai Motor’s luxury brand, will go head-to-head with Mercedes-Benz, BMW, Audi and a whole host of competitive premium brands in Europe this summer, beginning with two models, including the G80 mid-size four-door sedan and the GV80 two-row mid-size crossover SUV.

Genesis Motor sold its first car in 2015, but it has now expanded beyond South Korea, the United States and Canada, into China, Russia, the Middle East, and Australia. Once it launches in Europe, the process delayed due to the global health crisis, Genesis plans to grow its brand into additional Asian markets.

Genesis’ GV80 will be one of the first models to arrive in Europe this summer.

An upcoming plug-in electric version of the G80 made the mid-range sedan an important choice for the European market.

“The Electrified G80 will be the first all-electric Genesis to arrive in Europe,” states a Genesis Motor Europe 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.”

Genesis is targeting a June launch, after which the smaller G70 sport-luxury sedan and GV70 crossover SUV will debut, the latter being an all-new global model.

Genesis’ G70 will arrive in Europe soon after the G80 and GV80.

Genesis has received mostly positive reviews as well as good luxury market acceptance here in Canada, and has arguably achieved greater prestige perception than some Japanese rivals that have struggled to increase their stakes in the luxury sector since the late ‘80s.

As an example, when Genesis arrived in 2015 its two-car lineup included a full-size luxury sedan dubbed G90, complete with formidable V6 and V8 engines. By comparison, Honda-owned Acura, as well as Nissan-controlled Infiniti, discontinued their full-size luxury sedans after lacklustre sales. The latter marque’s full-size Q45 was actually dropped back in 2006, after which it said goodbye to its mid-size Q70 and extended-wheelbase Q70L in 2019. Acura’s flagship sedan lasted longer, the RLX being discontinued just last year.

The compact GV70 SUV will make its global debut as a 2022 model this summer.

The latter brands do fairly well in the compact luxury sedan segment with their TLX (Acura) and Q50 (Infiniti), as does Genesis with its newer G70, the third model added to the lineup. The three cars go up against Lexus’ IS in this class, as well as longstanding favourites, the BMW 3 Series, Mercedes-Benz C-Class, and Audi A4. The latter brands offer sport coupes and convertibles in this category too, and to that end Genesis promises a two-door version of the G70 soon.

In fact, earlier this year the South Korean luxury brand wowed online audiences with the gorgeous X Concept two-door prototype. According to reports, the names GT60, GT70, GT80, and GT90 were trademarked in 2017, so one of these will likely be found on the rear deck lid of the brand’s upcoming coupe, a car we expect will provide good competition to the BMW 4 Series, Mercedes C-Class coupe, Audi A5, Infiniti Q60, Lexus RC, etcetera. Four-door coupes and convertibles will likely be part of Genesis’ GT line too, in all shapes and sizes.

Genesis joins Mercedes, BMW, Audi and Lexus as one of just a handful of premium players with a full-size flagship luxury sedan, its G90 an impressive yet more affordable additional to the category.

More important to Genesis’ bottom line, the previously noted GV70 compact crossover SUV will soon go up against the BMW X3, Mercedes-Benz GLC, Audi Q5, Lexus NX, Acura’s RDX, Infiniti QX50, and the list goes on.

No one can guess how each European market will take to Hyundai’s luxury brand, but if Genesis can come close to replicating its growth in North American markets, it will be cause for celebration. Sales more than doubled during the first quarter this year when compared to January through March of 2020, whereas year-over-year Q1 deliveries in its home market of South Korea had increased by 165 percent. Genesis was only recently introduced to the Chinese market, so only time will only tell how well it does.

A Genesis sports coupe is apparently in the works, shown here as the X Concept in prototype form.

Genesis sales in Canada increased from 229 units in the first quarter of 2020 to 628 deliveries during the same three months of 2021, which represented growth of 174 percent year-over-year. This improved on the previous quarter’s YoY uptick of 171 percent, although Q4 sales combined for a stellar 935 units, which made for the fledgling brand’s most impressive quarter yet.

Manufacturer incentives usually increase sales, so therefore Genesis Canada is offering zero-percent factory financing and leasing rates on every model in the lineup. On average, CarCostCanada members have been saving $2,666 on the 2021 Genesis G70 and $10,000 off of 2021 G90 models (at the time of writing, member savings were not shown for the G80 and GV80).

Genesis interiors should impress European luxury buyers as much as they have elsewhere.

The savings come from otherwise difficult to get dealer invoice pricing, which translates into a big advantage when negotiating on a new vehicle. Make sure to learn how the CarCostCanada system works, and remember to download the free CarCostCanada app from the Apple Store or Google Play Store, so you can have all of this critical information close at hand when you need it most.

Story credits: Trevor Hofmann

Photo credits: Genesis

CarCostCanada

Ford and Hyundai shine at 2021 North American Car, Utility and Truck of the Year awards

The 2021 Ford F-150 took home the coveted North American Truck of the Year award.

In case you missed it, Ford almost swept the 2021 North American Car, Utility and Truck of the Year (NACTOY) awards, with the industry’s best-selling F-150 claiming 2021 Truck of the Year, and the Mustang Mach-E earning 2021’s Utility of the Year.

The 2021 Car of the Year went to Hyundai’s redesigned Elantra, which might cause pause amongst blue-oval product planners questioning whether or not they might’ve enjoyed a three-way win if the much-lauded European-spec Focus was still offered on our shores.

2021 Hyundai Elantra — Hyundai’s redesigned Elantra earned the 2021 North American Car of the Year award.

Hyundai won the car sector’s second-place prize too, or at least its Genesis luxury brand did. That honour went to the redesigned G80 mid-size luxury sedan, whereas Nissan’s wholly redone Sentra took a respectable third in the yearly awards program.

Hyundai’s Genesis brand once again placed well in the Utility category, pulling in right behind the Mustang Mach-E with its new GV80 mid-size luxury crossover SUV, while the rugged looking Land Rover Defender claimed third.

Finally, the “Desert Rated” Jeep Gladiator Mojave took second in the Truck of the Year segment (the entire Gladiator line won this category in 2020), while the off-road “race replica” Ram 1500 TRX earned a solid third place.

2021 Ford Mach-E — Ford’s Mustang-inspired (and named) Mach-E, deservedly won Utility of the Year, despite the controversy surrounding its name.

Interestingly, the Truck of the Year finalists just mentioned were only significantly upgraded trims of models previously available in 2020, making the category-winning F-150 as the only winner to be completely redesigned.

To learn more about these NACTOY-winning vehicles, be sure to click on the associated link. It will send you to the correct CarCostCanada pricing page, where you can find out about any manufacturer incentives, average member savings (when available), special factory leasing and financing rates (when available), manufacturer rebates (when available), and (always available) dealer invoice pricing that could save you thousands on your next new vehicle purchase. Find out more about how the CarCostCanada system works, and remember to download our free mobile app at the Google Play Store or Apple Store so you can have access to all of this critical info whenever you need it.

Story credits: Trevor Hofmann

Photo credits: Dodge, Ford, Genesis, Hyundai, Jeep, Nissan

CarCostCanada

Genesis expanding luxury lineup to include new 2022 GV70 compact crossover

Only last year we were wondering when Hyundai Motor’s new Genesis luxury division would enter the profitable crossover SUV sector, and now we not only have the GV80 mid-size model, but an all-new GV70 compact is on the way as well.

The GV70, which will be introduced for the 2022 model year, should arrive towards the end of this year, and if any of the brand’s other new models are a sign of things to come, it’ll be worth the wait.

If you were expecting anything other than a shrunken GV80 you’ll be disappointed, because the new GV70 merely takes Genesis’ latest design language to more affordable proportions. Squarely fitting within the compact luxury crossover SUV category, to duke it out with such stalwarts as Mercedes’ GLC, Audi’s Q5, Acura’s RDX, BMW’s X3 and the like, the GV70 proudly wears Genesis’ now trademark twinned horizontal LED headlamp clusters and similarly straked LED taillights at the rear, albeit forgoes the GV80’s front fender garnishes that follow the same pattern (there was likely no room to fit them into the smaller SUV’s design). We think the design looks cleaner without them, but no doubt many will disagree.

While the engine vent-style fender trim is a minor differentiator, the GV70 takes some significant departures from the GV80 inside, where the entire lower portion of the instrument panel appears inspired by surfboarding. The oval interface sits just under the gauge cluster before stretching across to the centre stack area, houses a bevy of controls that would normally be found on separate panels to the left of the driver’s knees and further down the centre console, but instead are placed on this horizontal housing. The design works aesthetically, and appears to follow a traditional layout as far as control placement goes, with the overall appearance being the only departure from the norm.

Up above, a fully digital instrument cluster can be found in the usual spot ahead of the driver, plus a large centre display is placed upright atop the dash, with infotainment and driving controls beautifully integrated within the lower console. The interior succeeds in making everything next to Mercedes’ GLC look outdated, which is a good way to cause newcomers to take notice of the Genesis brand.

Following compact luxury SUV tradition, the new GV70 shares underpinnings with the sporty G70 compact sedan, so it will no doubt be a lot of fun for its driver and require good seat bolstering for any passengers that come along for the ride (the GV70 seats up to five), as Genesis’ entry-level car is one of the better handlers in its highly competitive class.

As far as engines and transmissions go, we expect the base powertrain to be Genesis’ 2.5-litre turbocharged four-cylinder that makes 290 horsepower and 310 and lb-ft of torque in G70 trim, while an updated V6 will probably power higher priced GV70 models, the current six-cylinder putting out 375 horsepower and 391 lb-ft of torque in the GV80.

Speaking of new, Genesis has promised two new models per year until they fill up their lineup, so we can expect an even smaller subcompact luxury SUV as well as a smaller entry-level car, mostly likely along the lines of Audi’s popular A3 (it is the top seller in its class after all), but no one knows how many market segments (and niches) the brand will attempt to fill.

For the time being, Genesis offers the compact G70, mid-size G80 and full-size G90 sport-luxury sedans, as well as the new GV80 mid-size luxury crossover SUV, which can all be priced out with trims and options by going to their individual pages within CarCostCanada, where you’ll also be able to find out about any manufacturer rebates, manufacturer backed leasing and financing deals, and dealer invoice pricing that could save you thousands. Learn how a CarCostCanada membership works too, and be sure to download the free CarCostCanada app from the Apple Store or Google Play Store in order to have all of this key information at hand when you need it most.

Story credits: Trevor Hofmann

Photo credits: Genesis

CarCostCanada

2019 Genesis G80 3.3T Sport Road Test

A perfect storm? Two issues are causing mayhem in the automotive sector this year, the first being a Canadian economy that started slowing last year, and the second more obvious problem being the current health crisis that has put so many out of work, resulting in plenty of 2019 model year vehicles still available more than halfway into 2020. Such is the case for the 2019 G80, which fortunately for you didn’t change much when moving into the newer model year.

In fact, the G80 didn’t change a heck of a lot from its previous Hyundai Genesis Sedan days, back in model years 2015 and 2016, to the four-door mid-size luxury sedan that came for the 2017 model year and the one we have now, other than some very minor styling tweaks and the addition of the mid-range turbocharged V6 being tested here. The new powerplant gives the G80 a three-engine lineup, which is exactly one for each of its three trims. Base Technology trim gets a naturally aspirated 3.8-litre V6 good for 311 horsepower and 293 lb-ft of torque, this Sport model receives a 3.3-litre twin-turbo V6 capable of 365 horsepower and 376 lb-ft of torque, and the top-line G80 Ultimate goes quickest thanks to a naturally aspirated 5.0-litre V8 that puts out 420 horsepower and 383 lb-ft of torque. All utilize an eight-speed automatic and each comes standard with all-wheel drive, so finding traction off the line is no problem at all.

Specs aside, the G80 is an excellent example of modern engineering done well, as are all Genesis models. It can easily keep up with its German, domestic and Japanese rivals, while it’s also attractive, impressively refined with nicely finished materials inside, filled with tech, convenience and luxury features, and wholly deserving of being slotted alongside the Mercedes E-Class/CLS-Class, BMW 5/6 Series, Audi A6/A7, Lexus GS, and other luxury-branded mid-size E-segment sedans. The only negatives worth interjecting include a lack of heritage, which was also true of entries from Lexus, Acura and Infiniti in their early days, and the model’s age. As it is, the G80 is well into six model years, which is a slightly lengthier stint than average in this class or any, but being that there aren’t too many on the road it still appears fairly fresh, plus it doesn’t hurt that its design was great looking from onset.

Model year 2021 will see an all-new G80, which looks fabulous thanks to an even more eye-catching version of the G90’s brilliant-cut diamond-shaped grille and plenty of styling cues from the intriguing new GV80 mid-size luxury crossover, so therefore mid-size luxury sedan buyers wanting to take advantage of any deals available on 2019 or 2020 models should act quickly.

The only changes from 2019 to 2020 was to the centre stack, the CD player being removed for some reason. It’s an odd update for a car that will only be around for one year, but it is what it is, and thus the newer model will be more appealing to those who consider CDs antiquated, and less so for those who still appreciate this format’s better sound quality (than mp3s).

This means the rest of the 2020 G80 is exactly the same as the outgoing 2019 model, which as noted is hardly a bad situation. Making either model better are factory leasing and financing rates from zero percent. You can find out all about it on our 2019 Genesis G80 Canada Prices page or our 2020 Genesis G80 Canada Prices page, and while you’re there check out our configuration tool that allows you to build either car out in detail. A CarCostCanada membership will provide you with leasing and financing deal information for other models as well, plus manufacturer incentives including rebates, and best of all, dealer invoice pricing that can save you thousands. Learn how it works now, and also enjoy the convenience of our free CarCostCanada app, downloadable from the Google Play Store or Apple Store.

Google and Apple in mind, Android Auto and CarPlay smartphone integration comes with every 2019 and 2020 G80, that aforementioned Technology model starting at $58,000 and including LED DRLs and taillights, 18-inch alloys, proximity keyless access with a hands-free power-opening/closing trunk, genuine open-pore hardwood interior trim, a heatable steering wheel, power-adjustable tilt/telescopic steering, a 7.0-inch colour multi-info display/digital gauge package, a head-up display, a large 9.2-inch centre touchscreen, navigation, 17-speaker audio, an auto-dimming centre mirror, LED interior lighting, a big panoramic moonroof, a 16-way power-adjustable driver’s seat, a 12-way power-adjustable front passenger’s seat, Nappa leather upholstery, heated front and rear outboard seats, cooled front seats, and a bevy of advanced driver assistance systems including autonomous emergency braking with pedestrian detection, blind spot detection, lane departure warning, lane change assist, lane keep assist, rear cross-traffic alert, adaptive cruise control, and driver attention alert.

Both $62,000 Sport and $65,000 Ultimate trims replace the base model’s bi-xenon headlamps with full LEDs, while also adding 19-inch alloys, a microsuede headliner, and a credit card-style remote key fob, while exclusive to the Sport is a unique set of 16-way powered front Sport seats that were especially comfortable and wonderfully supportive to the lower back as well as under the knees, the former benefiting from four-way powered lumbar support adjustment, and the latter getting a power-extendable bottom cushion.

My tester featured a duo-tone light grey and charcoal black interior colour combo that was really nice looking, the two shades divided by stunning carbon-fibre glossy trim across the instrument panel and on the upper door sections, while a tasteful supply of brushed aluminum highlights added bling to key surfaces throughout the interior. Genesis even drilled out the aluminum Lexicon speaker grilles with a cool geometric design, while all of the various buttons, knobs and switches give the G80 a sense of occasion. There’s no shortage of soft-touch composites and leathers either, the Nappa leather seat upholstery particularly plush, resulting in a very refined, upscale environment.

While it might be hard to find hard plastics in the new G80, it’s not exactly the most advanced when it comes to digital displays. It was certainly up to speed six or so years ago, but massive advancements in high-definition, fully digital gauge clusters and widescreen centre displays have made this otherwise beautiful cabin seem a bit dated compared to most rivals. The new 2021 G80 will take care of this problem, so tech fans may want to wait, but those who don’t care about the latest gadgets will likely be fine with the current model’s mostly analogue gauge package, which is highly visible in all lighting conditions, plenty colourful at centre, and fully functional, while the previously noted head-up display was wonderfully useful and plenty advanced.

The centre-mounted infotainment touchscreen is up to task too, providing an attractive graphical display for the superb Lexicon stereo noted before, not to mention the advanced parking camera with active guidelines, 360 degrees of overhead views, and various closeup angles. While the climate control system needs to be actuated via a separate interface below, when choosing a given setting, a simulated cabin graphic shows individual temperatures on the main screen, which is pretty cool.

Amid the various knobs and buttons on the just-noted HVAC interface, an attractive square analogue clock provides a level of elegance that Genesis won’t be carrying over to the 2021 G80, unfortunately, while the CD changer in the similarly styled audio panel just below has already been deleted as mentioned earlier. Genesis provides USB and aux connectors in a lidded compartment below these as part of the lower console, right next to a wireless device charger that ideally tilts towards both front occupants.

An overhead console hovers above with handy felt-lined sunglasses storage, plus LED reading and dome lamps, powered panoramic sunroof controls, the glass of which can be shaded by pushing forward on a secondary switch. That shade is wrapped in a super soft microsuede, just like the roof liner, both sun visors, and each of the G80’s roof pillars.

The mid-size Genesis’ driving position is inherently good, and made even better thanks to those previously noted sport seats, while those in back get an equally spacious compartment. After setting the driver’s seat up for my long-legged, short-torso, five-foot-eight body, I had approximately eight inches ahead of my knees, plenty of legroom, about four inches from the door panel to my shoulders and hips, plus three or so inches of headroom left over, which means the majority of folks should fit in back with room to spare.

As yet unmentioned rear seat goodies include LED reading lights overhead, separate HVAC vents with separate controls housed on the back of the front console, and a pair of particularly well-made magazine pockets on backsides of the front seats, which incidentally are very nicely finished with leather (or at least it looked like leather) from top to bottom. The rear door panels are just as nicely made as those in front, by the way, while the flip-down centre armrest gets dual cupholders, as is almost always the case, plus an unusual set of three-way seat heater controls. A metal clothes hook can be found on the backside of each B-pillar too, which I find very helpful when wanting to arrive at an event without creases in my jacket.

At 433 litres the G80’s trunk is quite sizeable too, but the back seats don’t fold down to accommodate longer cargo like most rivals. Still, you can stuff skis and the like into a centre pass-through, which almost makes up for the rear seats’ static status.

While the rear of the G80 is pretty well unchanged since inception, some trim details aside, the model received new headlights for 2018, plus a reworked lower front grille, slightly refreshed front and rear facias, new standard 18-inch alloys, new primary instruments, the gorgeous analogue clock and front speaker grilles mentioned before, and a new leather-wrapped, metal-clad shifter knob topping an even more impressive electronic eight-speed automatic transmission that replaced the older-tech mechanical eight-speed autobox.

A mere tap rearward puts it into Drive and equally light push forward engages Reverse, with the centre position reserved for neutral as one might expect. The unexpected was an electronic gearbox that’s as easy to slot into gear (or out of gear) as the old-school tranny was, which is not always the case for some (I’m talking to you, Chrysler 300). Like all electronic automatics you don’t need to select Park when shutting off the ignition, as pressing the dash-mounted Engine Start Stop button will do the same thing.

A drive mode selector can be found just aft of the shift lever, with Normal, Eco and Sport selections. Eco mode really retards throttle response, which went a long way to helping the hefty sedan achieve its as-tested Transport Canada fuel economy ratings of 13.8 L/100km city, 9.7 highway and 11.9 combined. The entry-level V6 achieves a 13.4, 9.6 and 11.7 rating respectively, whereas the V8 is thirstiest at a claimed 15.6 city, 10.4 highway and 13.2 combined.

Sport mode makes a dramatic difference over the default Normal setting too, with even more satisfying results. The 3.3-litre twin-turbo’s 365 horsepower feels strong when pushed hard from takeoff, much due to each of the G80 Sport’s four 245/40R19 Continental all-season tires biting into pavement simultaneously via Genesis’ HTRAC all-wheel drive system, the car’s brilliantly quick sprints only improved upon by relentless highway passing performance.

The V6-powered G80 Sport benefits from a little less weight over the front wheels than the Ultimate with its Tau V8, which certainly benefits quickness through fast, tightly spaced curves. The G80 Sport manages these with ease, even with 2,120 kilograms pulling in the opposite directions, making the big sedan feel lighter and more agile than it should. Then again, the G80 provides one of the nicer rides in its class too, Genesis managing to be a best-of-both-worlds alternative to its European peers when it comes to quickly riding in comfort.

While most of the G80’s rivals offer more advanced features, especially in the tech department, Genesis’s mid-size offering will probably be more reliable over the long haul. Even better, it’s backed up by a five-year or 100,000-km warranty if something goes awry, covering almost every component that comes with the car. Scheduled maintenance is complimentary too, while your car will be picked up by their valet service at your home or office, saving you time and therefore money. If the G80 didn’t already have you sold at hello, some of these latter factors combine to make any new Genesis a very practical luxury choice, and worthy of your consideration.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

CarCostCanada

2019 Genesis G70 3.3T Sport AWD Road Test

Few categories in the luxury auto sector are more competitive than the battle between compact sport sedans, so bringing an all-new entry into this class takes an entirely new level of courage.

If you haven’t already heard, Genesis is the new luxury brand of Hyundai Motor Group. Basically it’s what Lexus is to Toyota, Infiniti is to Nissan and Acura is to Honda, or for that matter what Audi is to Volkswagen. Each of the just-noted Japanese luxury brands were relative late arrivals compared to their European and domestic American counterparts, some having been around for more than a century.

With the G70, Genesis hasn’t exactly broken the mould like Tesla has with its lineup of electric vehicles, the Model 3 now leading this class in sales. Instead, the new G70 offers an attractive, well made, potent performing, and strong value propositioned alternative to market leaders such as BMW’s 3 Series, Mercedes-Benz’ C-Class and Audi’s A4, not to mention the many others including Lexus’ IS, Infiniti’s Q50, Acura’s TLX, Cadillac’s ATS, Volvo’s S60, Jaguar’s XE, and Alfa Romeo’s Giulia.

That’s a full sleight of competitors, and didn’t even include all the coupes, convertibles and wagons, some of the coupes even boasting four doors like the Audi A5 Sportback and BMW 4 Series Gran Coupe. How has the G70 fared? Specifically regarding sales, Genesis Canada sold 1,119 G70s through calendar year 2019, which is quite good, even representing a 15.7-percent gain year-over-year (although the year prior was only 10 months as the G70 went on sale in March, 2018).

That puts its sales higher than some key rivals, namely the Cadillac ATS that required a sedan and coupe to total 1,032 units yet still dropped 36.1 percent from the year before, although that’s not as bad as the Alfa Romeo Giulia that lost 52.5 percent year-over-year with only 242 sales in 2019, not to mention Jaguar’s XE that plunged 72.5 percent after selling a mere 157 units last year, resulting in the last and final place in this segment.

That Genesis achieved 1,119 deliveries in a year that saw many of its competitors lose ground made for impressive beginnings. Let’s remember it’s a three-year old brand, and this is its first totally new model. Yes, the G90 full-size luxury sedan was new when it was introduced together with the entire brand in November 2016, but like the G80 mid-size luxury sedan it started off as an older Hyundai model. The G90 began as the Hyundai Equus, and therefore can be considered to be in its third generation, while the G80 merely had its rear badge changed from Hyundai’s stylized “H” to Genesis’ wings. In fact, it had been wearing the new Genesis brand’s logo on its hood and steering wheel for two generations and eight years already, thanks to previewing the Genesis nameplate.

To say the G70 is an important model for Genesis is an understatement, being that it made up 73.4 percent of Genesis sales in 2019. The G80 found just 324 new owners last year, and the G90 just 82 (that’s nowhere near last place, by the way, but rather 18th from last, with Canada’s worst sales going to the Kia K900 that had zero deliveries and ironically shares its platform architecture with the G90).

The first Genesis win is styling, with the G70 providing the kind of good looks it needs in order to stand out. It has a strong, aggressive stance, yet it’s not too over-the-top either, other than maybe its nonfunctional front fender vents. It’s also sized perfectly to fit within the compact luxury D-segment, measuring 4,685 millimetres from nose to tail with a 2,835-mm wheelbase, 1,850 mm wide, and 1,400 mm tall, which makes it near identically proportioned to the current C-Class sedan, and only a bit shorter than the 3 Series. This appears to be an ideal size for compact luxury sedans, compared to the Infiniti Q50 that’s quite a bit longer.

This results in a car that’s completely comfortable front to back, yet light and quick enough for good manoeuvrability. Its driving position is very good, with lots of reach and rake from adjustable steering column, while the driver’s seat is excellent, with good upper leg, lumbar, and side support. The steering wheel is smartly shaped for comfort and control, with shift paddles where they need to be for fast gear changes, while the pistol grip-style shift knob on the lower console-mounted lever is simply there for selecting D, R or N, P found on a button just in front. A lovely rotating knurled metal dial allows for drive mode selection, the choices being Comfort, Eco, Smart, Sport and Custom, and while I tried each one out for testing purposes, I’m sure you can hazard to guess which one I used most often.

Base G70s use an eight-speed automatic transmission, which gets Idle Stop and Go to automatically shut off the engine in order to save fuel and limit emissions when it would otherwise be idling, and then quickly restart it again when lifting off the brake pedal. The entry-level 2.0-litre turbo-four is good for 252 horsepower and 260 lb-ft of torque, and is also the sole engine available with a six-speed manual in performance-oriented 2.0T Sport RWD trim. The “RWD” portion of the trim designation gives away its rear-drive nature as well, this being the only G70 without AWD, but this model actually puts out an extra 3 horsepower over its auto-equipped 2.0T brethren. The base G70 is the 2.0T Advanced AWD model, which gets followed by 2.0T Elite AWD and 2.0T Prestige AWD trims.

The only two trims using the upgraded twin-turbocharged 3.3-litre V6 power unit, which makes 365 horsepower and 376 lb-ft of torque, is the 3.3T Dynamic AWD model and the top-tier 3.3T Sport AWD being tested here. The powertrain has a nice eager exhaust note at idle, while choosing Sport mode automatically adds air to sport driver seat’s bladder-infused bolsters, this exclusive 16-way power-adjustable seat providing excellent lateral support, not to mention four-way lumbar support and an always appreciated lower cushion extension that made it wonderfully comfortable.

The 3.3-litre V6 makes for a brilliantly quick getaway car, blasting from zero to 100 km/h in just less than five seconds, while its exhaust note becomes addictive as the engine soars toward its 7,000-rpm redline. The eight-speed automatic delivers quick, sharp shifts in Sport mode, the paddle shifters only adding to the intensity, this particularly true through corners where the G70 feels light, lively and oh-so eager to impress, making it a great deal more enjoyable to drive than the equivalent Lexus IS 350 F Sport, not to mention many others in this class.

The brakes are very strong and don’t fade away after repetitive foot stomps. The Sport gets four-piston front and two-piston rear high-performance Brembos with fixed red-painted calipers, which are easily up to task. The G70 has impressive balance thanks to a well-sorted front strut and five-link independent rear suspension setup that never gets out of shape, yet provided a nice, compliant ride even with my test model’s big 19-inch staggered-width alloy wheels encircled by 225/40 front and 255/35 rear Michelin Pilot Sport 4 summer performance tires.

My G70 Sport’s outstanding stability probably has a lot to do with my its upgraded adaptive control suspension. This is a high-performance suspension control system that distributes front and rear damping forces when a driving situation becomes potentially dangerous and/or unstable, aiding in accidence avoidance. Safety in mind, upper G70 trims also get forward collision assist with pedestrian detection, lane departure warning and lane keeping assist, and driver attention warning, whereas all G70s include blind spot collision warning with lane change assist, plus rear cross-traffic collision warning.

A motor-driven rack-and-pinion steering system gets Variable Gear Ratio assistance for quick, positive response to inputs, yet it never felt nervous. Actually, the G70 tracks really well at high speed, its mechanical limited-slip differential helping out rear traction. Truly, the G70 is a sport-luxury sedan I could live with every day, my only wish being a racetrack that would allow me to test it to its maximum (or my maximum), but even in congested city traffic it was easy to drive.

It was during such slower speeds that I had time to enjoy its nicely detailed cabin. Everything is extremely well put together, with the expected pliable composite surfaces above the waste, except for the glove box lid and surrounding surfaces next to the steering wheel. Most buttons, knobs and switches were high quality, but its aluminized silver buttons with blue backlit lettering came across a bit too much like Hyundai products, as did the 8.0-inch infotainment touchscreen atop the centre dash, and its graphic interface. It’s filled with plenty of features, such as Android Auto, Apple CarPlay, a navigation system, a multi-view camera, Genesis Connected Services, etcetera, the 15-speaker Lexicon audio system with Quantum Logic surround sound being very good, although most others in this category offer some sort of infotainment controller on the lower console, and not just a touchscreen.

Ahead of the driver is a large 7.0-inch, highly functional TFT multi-infotainment display as well, and while it was nice and bright plus plenty colourful, I wondered why it wasn’t a fully digital instrument cluster being that it’s a brand new model and Genesis would have been able to include one in upper trims, this being all the rage right now.

A nicer surprise was the diamond-patterned quilted black and grey highlighted Nappa leather upholstery on the seats and door panels. This is the kind of over-the-top opulence I expect to find with an Aston Martin or Bentley, not an entry-level Genesis sedan. The seats even included stylish grey piping on their side bolsters and at the top of each backrest. This comes as part of my Sport model’s standard Sport Appearance Package that also adds the power-adjustable bolsters and seat cushion extension on the driver’s seat noted before, plus metal foot pedals and a black microsuede headliner and roof pillars.

The G70 is also as nicely finished in its rear quarters as it is up front, the back outboard seats including three-way seat warmers. Those up front included these as well, plus the driver could warm his/her hands on a heatable steering wheel rim, and two front seats were also ventilated for cooling during summer. Dual-zone auto climate control managed cabin comfort, of course, while the usual smartphone connectivity and various charging ports were also included, my go-to choice being a wireless charging pad.

The poorly finished cargo compartment was disappointing, the G70’s trunk no better than what you might find in a Hyundai product. It’s slightly shallower than some peers, plus its hinges take up more room than struts would. Worse, the load floor feels flimsy, and the split-folding rear seatbacks are only divided in a 60/40 configuration, with no centre pass-through, making the G70 less flexible for passengers and cargo than some of its European rivals.

To be fair, the G70 is quite a bargain when compared to most of its German competition, with a base price of only $42,000 (plus freight and fees). Even the most affordable Mercedes-Benz C-Class sedan starts at $46,100, while the least expensive BMW 3 Series sedan takes an investment of $49,000. Even pricier, the slow selling Jaguar XE needs $49,900 before it can be taken home, while Alfa Romeo Giulia can’t be had under $50,445. Of course, some rivals undercut the G70, such as the Audi A4 that only needs $39,800 to procure, while a base Lexus IS (RWD) can be had for $41,250, but these don’t offer the same level of standard features as the G70.

2019 Genesis G70 3.3T Sport AWD2019 Genesis G70 3.3T Sport AWD — The rear seat could use a bit more legroom, but it’s comfortable.

By the way, you can learn about full-range pricing for each of these models just mentioned right here at CarCostCanada (just click on the links for the car names above). CarCostCanada has trim, package and individual options info, plus you can find out about available offers, such as the zero-percent factory leasing and financing rates now provided by Genesis for 2019 and 2020 G70 models. Before you buy or even contact your Genesis dealer, or any of the others, make sure to also get your CarCostCanada membership so you can go to your local dealer with invoice pricing in order to make sure you get the best deal possible.

The 2020 G70 hasn’t changed from this 2019 model, incidentally, other than the discontinuation of the 3.3T Dynamic AWD model and availability of new higher-end 3.3T Prestige AWD trim. The base price remains the same too, although some of the other trims move up in price, including this Sport trim that gets a new standard power trunk lid so therefore adds $500 for a new total of $58,000.

In the end, the 2019 Genesis G70 is a superb sport-luxury sedan with very few negatives. It’s particularly good for those that drive enthusiastically, as it rewards skillful drivers with brilliant straight-line acceleration and wonderfully predictable, thoroughly capable road holding. This said its good balance and the AWD model’s tendency to understeer make it safe for newer drivers too, while its cabin quality and refinement will impress everyone, with plenty of comfort and some of the most luxurious details in the class.

Of course, it’s not faultless, its claimed 13.3 L/100km city, 9.5 highway and 11.6 combined fuel economy notably thirsty (the four-cylinder, AWD model gets an estimated 11.5, 8.7 and 10.3 respectively), but I think its pros, that include a five-year, 100,000-km comprehensive warranty, outweigh its cons, so I have no problem recommending the G70 to anyone thinking of purchasing a new compact luxury sedan.

Story and photo credits: Trevor Hofmann

CarCostCanada

Genesis shows off photos of upcoming GV80 luxury SUV

2021 Genesis GV80 — The new GV80 is Genesis’ first foray into the world of SUVs, and it’s making a pretty good first impression.

If you were wondering how the fledgling Genesis brand would manage to grow while only offering passenger cars, its new GV80 crossover SUV should certainly appeal more to a luxury market mostly focused on sport utilities.

Genesis, Hyundai Motor Group’s luxury brand, just revealed a few photos of the all-new premium crossover this week, and it certainly grabs attention. It sports a larger, stronger updated version of the Korean brand’s new pentagonal grille, shown first in production trim on the brand’s recently redesigned 2020 G90 luxury sedan, plus it incorporates a number of additional styling elements from that full-size four-door, such as horizontal LED Quad Lamp headlights and wraparound tail lamps, not to mention side vents on the front fenders. The initial design was formed from the GV80 Concept launched at the 2017 New York auto show, but we must say it looks nicer in production trim than the 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 gives its design language the name “Athletic Elegance”, and while this descriptor might sound somewhat generic, the luxury crossover’s overall presence certainly isn’t. Its grille pays some tribute to Cadillac, mind you, only missing the American brand’s big crested-wreath shield at centre. Genesis even names the SUV’s most prominent feature the “Crest Grille” and claims it as a “signature Genesis design element,” but to be fair a lot of brands have tried to adapt a five-sided shape for a grille design, including Acura and Honda. No doubt Genesis would rather we focus on its trademark headlamps, and to that end few will likely argue against any of the GV80’s other styling details or its appearance overall.

“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. Like other lighting elements throughout the SUV, the headlights feature a “G-Matrix pattern” that was “inspired by beautiful orchids seen when diamonds are illuminated by light,” stated Genesis in a press release, also mentioning that the GV80’s wheel design was similarly inspired.

Anyone who’s sat in one of Genesis’ new models should have been impressed by its materials quality and refinement, so rest assured the GV80 won’t be the exception. The brand states the new SUV “focuses on the beauty of open space, characteristic of the elegant South Korean architectural aesthetic,” and while this claim might be difficult for some to conceptualize, the new SUV does appear to offer up an elegantly minimalist cabin.

Once again it shares some inspiration from the new 2020 G90’s interior, but its instrument panel is more traditional thanks to an arcing primary gauge cluster hood and a more conventional tablet-style infotainment display fixed to the top of the dash. The horizontal theme continues, however, with slim air vents that span the entire instrument panel, this hovering atop a downward flowing centre stack featuring an attractive climate control touchscreen. The lower console is almost entirely flush with no shift lever at all, Genesis integrating a “jewel-like” rotating gear selector instead, which provides a more upscale, sophisticated appearance, while open-pore hardwoods, rich leathers and what looks to be genuine aluminum trim embellish the surroundings.

The upcoming GV80 rides on fresh new rear-wheel drive underpinnings and will be available in both rear- and all-wheel drivetrains in the U.S. market, but take note the RWD model probably won’t make it to Canada. If the GV80 comes close to performing like other Genesis models, we should be in for a treat as the Korean brand does an excellent job of balancing performance and comfort.

The GV80 is a mid-size utility, sized to go up against the Lexus RX, BMW X5, Mercedes-Benz GLE, Audi Q7, and many others including the new Cadillac XT6. It will come standard with five seats from two rows, but unlike some of its competitors it will be available with three rows for a total of seven passengers, while staying true to the “V” in its GV80 designation, which stands for “versatility”, it should be competitive with respect to passenger space and cargo room.

When it goes on sale later this year, it will expand Genesis’ lineup to four, also including the G70 compact sedan, G80 mid-size sedan, and aforementioned G90 full-size sedan. No doubt the new SUV will strengthen the upstart luxury brand’s sales, therefore giving it a more solid financial stance within its global markets.

Story credits: Trevor Hofmann

Photo credits: Genesis

CarCostCanada

2019 Genesis G90 3.3T Road Test

2019 Genesis G90 3.3T AWD — The 2019 Genesis G90 is now being replaced by an all-new model, but this base 3.3T AWD model is still an impressive luxury sedan that can be had for a great price. (Photo: Karen Tuggay)

If you can remember back as far as 2010, or even 2016 when it was cancelled, you might recall a full-size Hyundai luxury sedan that went by the name of Equus. Despite selling poorly here it has long been a favourite amongst high-ranking executives and dignitaries in South Korea, much like the Toyota Celsior was one of the most respected executive sedans in Japan until the fourth-generation Lexus’ LS replaced it (although Toyota still sells the upmarket Crown and Rolls-Royce-like Century in its home market). Like the LS, the Equus is no more thanks to the new Genesis brand, which is to Hyundai like Lexus is to Toyota.

I tested and reviewed a 2014 Hyundai Equus and was mostly impressed, other than its nondescript styling. It came with V6- and V8-powered rear drivetrains, and was sized similarly to the Mercedes S-Class and BMW 7 Series, yet even though it delivered a premium-like interior, plenty of high-end features, strong performance, and excellent value, it didn’t sell well, as noted. The fact is, those spending into the high five figures want a premium badge to go along with their luxury ride, something aforementioned Toyota learned a long time ago with its Lexus line, as did Nissan with Infiniti and Honda with Acura before both.

Along with a new name, pulled from the mid-size Hyundai Genesis that was especially attractive in its second-generation form, the third-generation Equus debuted in 2016 as the first-generation Genesis G90, soon followed by a rebadged Genesis G80 that saw little more than a name change. Along with its home market in South Korea, the Genesis brand was immediately made available in the United States, China, the Middle East, Russia, Australia, and of course here in Canada. This said, Hyundai has plans to launch the upmarket brand in other Asian markets too, plus Europe within the next couple of years, but they might want to wait for a couple of SUVs to arrive before they do.

In hindsight it’s easy to see that Hyundai jumped the gun by introducing this sedan-only luxury brand without having at least one SUV in the lineup, but sales of the G80’s predecessor were quite strong when it made the decision in 2015 and the rest is now history. This said if the Genesis brand’s future line of sport utilities impress as well as its trio of sport-luxury sedans (the smaller C-Class/3 Series-rivaling G70 was introduced last year), and better than the superb new Hyundai Palisade that just went on sale for 2020, things are about to seriously heat up in the luxury SUV segment.

While writing this review I was already seeing the completely redesigned 2020 Genesis G90 advertised on its retail website. It boasts a totally new version of its stylish “diamond” grille featuring a more distinctive downward pointing lower section and “G-MATRIX” crosshatch patterned insert replacing the current car’s seven horizontal ribs. It also sports a set of LED “Quad Lamp” headlamps, plus Bentley-like front fender vents, large attractive mesh-patterned wheels, and three unique horizontal LED taillights, the lower element crossing the width of the entire car, while inside it’s wholly modernized from a design and digitization standpoint, plus even more luxurious than this outgoing model.

As stylish as I find the new model, I still like this 2019 G90. No doubt unplanned, but the G90’s slow sales and resultant nullibiety have had the side benefit of keeping it somewhat fresh looking, the opposite case of ubiquity causing some designs that were once wonderfully unique to become mundanely commonplace and therefore hardly exclusive anymore. The G90’s design language is more conservative than the new model and much more discreet than, say, the spindle grilled Lexus LS, making this G90 a good choice for folks who’d rather fly under the radar than always attracting attention. The Audi A8 once had such understated appeal as well, but its horseshoe-shaped grille has now grown to encompass most of its front fascia, and while still a smart looking car it’s now considerably bolder and more intimidating than before.

Like any new brand Genesis is still searching for an easily identifiable trademark look, evidenced by the just-mentioned lower point on the new 2020 model’s diamond-shaped grille, and this quest is made even more important when factoring in that the new brand’s general design language started off wearing Hyundai’s italicized “H” on its backside (interestingly there was no Hyundai badging other than that). Lexus took decades before opting for and sticking with its spindle grille and sharply carved origami-angled design language, as did Infiniti and Acura with their more recently updated grille treatments, the latter being the oldest Japanese luxury marque yet its dramatic new grille was just adopted a few of years ago. Still, it’s important to find a memorable design and then stick to it.

Genesis grille has been sometimes criticized for its Audi-like appearance, but with Hyundai-Kia’s head of design being ex-Audi stylist Peter Schreyer, some similarity makes sense. There’s a bit of 7 Series in the front fender’s sweeping lines and along the sculpted rocker panel, plus its thick chrome strip down each side and around the back, but the taillights are pure Genesis, and its rather unoriginal feathered badge gets too close to Bentley’s winged-B for comfort. Its build quality is excellent, however, with tight exterior panel gaps and superb paintwork.

Inside, the G90’s design is good looking and attention to detail excellent. From its microfibre roofliner and pillars to the padded and French-stitched leather that runs across the dash top and door uppers front to back, plus the planks of glossy hardwood all-round, it totally measures up to its German competitors. I won’t stop there, of course, as the G90’s plentiful aluminum interior accents is nicely executed, particularly the Lexicon-branded speaker grilles and aluminized switchgear on the centre stack, while all of the other buttons, knobs, toggles and rockers are impressively crafted with ideal fitment and good damping. It’s totally in the league of Mercedes-Benz, BMW and Audi, prestige aside.

I’d say the classic dress watch style analogue clock in the centre of the instrument panel is one of autodom’s best, featuring a gorgeous white guilloche dial, Arabic numerals at 12, 3, 6 and 9, plus chromed indices marking the hours between. The perforated seat leather is incredibly soft and supple, plus the seats themselves are excellent, with plenty of adjustments to fit most any body. Additionally, you’ll have a difficult time finding any hard shell plastic in this car, the only corners cut being the steering column surround and the very bottom of each lower center console side, but even these panels are made from a dense composite material before soft painted for a high-quality texture. I’m not going to come out and say this G90 is a step up from its rivals, because everything in this category will impress, but it’s very well done.

On that note the backs of each front seat are so impressively finished they must be getting close to best-of-the-best, particularly the curving wood inlays that wrap around their upper edges. Mind you, the backside of the front centre console is hardly notable, with typical HVAC vents finished nicely, but it looks spartan due to a folding centre armrest that’s filled with features, as well as beautiful leathers, woods and metals. Included are controls for the automatic climate control system’s rear zone, plus three-way heatable outboard seats, controls for the powered side and rear sunshades, and you can also extend the car’s right-side legroom by powering the front passenger seat forward and tipping its seatback as well. Full infotainment controls are included too, letting rear occupants take control of that wonderful sounding Lexicon audio system noted earlier.

Back behind the steering wheel, the gauge cluster isn’t a fully configurable digital design, but its centre is filled with a large colour multi-information display integrating the usual assortment functions. The infotainment touchscreen to the right is much more advanced, with attractive albeit simple graphics enhanced by deep colours and contrast, and a very clear reverse camera with dynamic guidelines, but no overhead bird’s eye view. The navigation was easy to sort out, provided good mapping detail and found where we were going, which is always a bonus. Buyers wanting a more advanced level of infotainment technology, including a completely digital gauge package and higher definition infotainment display, should pay more for the 2020 G90, but I could appreciate that others might choose to avail themselves of year-end and model-ending 2019 G90 discounting that could be quite aggressive.

Before negotiating, my V6 turbo-powered 2019 G90 3.3T AWD tester can be had for just $84,000 plus destination, whereas the V8-powered G90 5.0 AWD starts at $87,000; its only upgrade being the $2,500 rear entertainment package. The much-improved 2020 model will come completely equipped for just $89,750, a mere $250 more than the outgoing V8 model, and that more formidable eight-cylinder is now standard. You will still be able to acquire the turbocharged V6, but take note it’s a special order model that will save you $3k. On this note, all 2019 G90 pricing, including trims and packages, can be found right here at CarCostCanada, plus we can also provide you with rebate information as well as dealer invoice pricing that could save you thousands.

The G90 I tested was in its base 3.3T AWD trim, which means that standard features included a 3.3-litre twin-turbo direct-injection V6 good for 365 horsepower and 376 lb-ft of torque, plus an eight-speed shift-by-wire automatic transmission with manual mode and steering wheel paddles, HTRAC torque-vectoring all-wheel drive, 19-inch alloys on 245/45 front and 275/40 rear all-seasons rubber, an adaptive suspension, full LED headlights with adaptive cornering and automatic high beams, adaptive cruise control with stop-and-go capability, autonomous emergency braking with pedestrian detection, active blindspot monitoring with rear cross-traffic alert, lane change assist and lane keeping assist, the multi-view parking camera with dynamic guidelines mentioned earlier, a 12.3-inch centre display with 720p resolution (which isn’t all that clear compared to most competitors’ high-definition systems) and the navigation system noted a moment ago, the wonderful Nappa leather upholstery and microfibre suede headliner also mentioned before, the 17-speaker Lexicon AM/FM/XM/MP3 audio system with Quantum Logic surround sound and Clari-Fi, etcetera, etcetera.

If you’re willing to spend just $3,000 more for 5.0 AWD trim, you’ll not only receive an impressive 420 horsepower direct-injection V8 with 383 lb-ft of torque, but you’ll also be able to pamper each rear passenger (or yourself if you hire a driver) with a 14-way powered right rear seat and 12-way powered left rear seat, including powered head restraints with manual tilt, plus memory and cooling ventilation for outboard occupants, and illuminated vanity mirrors overhead.

I’ve driven a number Genesis, Hyundai and Kia models with the 5.0-litre Tau V8 and have nothing but good things to say about it. It’s a blast at full throttle yet is wonderfully smooth and quiet, ideal for long high-speed freeway journeys and even impressive when pushed hard through curves. The engine ideally matches up with the smooth yet quick-shifting eight-speed automatic, and Hyundai’s HTRAC AWD is grippy on wet road surfaces and even improving performance in dry conditions. I can only imagine the V8 would perform as well with the G90 as it did in the most recent 2017 Genesis G80 5.0 AWD Ultimate I reviewed a couple of years ago, but I have to say there’s much to like about Genesis’ smaller, more fuel-friendly 3.3-litre twin-turbo V6 too.

Claimed fuel economy ratings are reason enough to choose the V6, it good for an estimated 13.7 L/100km city, 9.7 highway and 11.9 combined, compared to the V8 that only gets a claimed 15.2, 10.2 and 13.0 respectively. That difference would certainly be noticeable in the wallet, while the smaller engine’s performance is certainly capable of whisking the big sedan and all passengers away quickly, albeit not providing as audibly stimulating an exhaust note.

The V6 weighs less too, and being that this weight sits over the front wheels it feels a little more agile through the corners, and was especially fun when Sport mode was 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 the big German luxury sedans. The G90 is truly a great driving car, with handling that comes close to the almighty 7 Series. Without doubt the adaptive suspension plays its part, while also keeping its ride quality compliant and cabin quiet.

With performance this impressive, you’d think I’d always keep it in Sport mode, but Eco mode reduced fuel consumption, while Smart mode is capable of choosing the best of both worlds as per a given driver’s inputs. Fortunately the G90 has all bases covered, the result being a very well rounded, highly refined luxury sedan that truly deserves much more attention than it gets.

Dip your feet into the deep pile carpet floor mats, however, and you’ll quickly be reminded of the G90’s true purpose. It’s a luxury sedan first and foremost, which is why Genesis needed to make it practical as well. Along with the spacious rear passenger compartment, its trunk is generously sized for multiple golf bags and easy access. Its powered lid is gesture controlled and lift-over height nice and low for loading in gear, while a convenient centre pass-through allows for longer cargo like skis.

If you’re looking for a resplendent luxury sedan with sporting pretensions, yet don’t want the taxman to question how you came into wealth, consider this G90.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay