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Happy Holidays...MM Full-Review-2017 Genesis G90
A Special Holiday Review of the all-new 2017 Genesis G90
https://www.genesis.com/us/en/genesis-g90.html
IN A NUTSHELL: The very definition of Korean Bling.
CLOSEST AMERICAN-MARKET COMPETITORS: Kia K900, Lexus LS460, Cadillac CT6, Lincoln Continental, Mercedes S550, BMW 740/750, Audi A8, Volvo S90, Jaguar XJ, Infiniti Q70L (Long-wheelbase)
OVERVIEW:
Each year, of course, traditionally, I do a full-length review, in November or December, for the upcoming Holiday Season....usually of either a newly-introduced Lexus model (for the forum), or, if not, for a luxury/upscale vehicle of significant interest. This year, given not only the introduction of the Genesis G80 (formerly the Hyundai Genesis sedan) and the new G90, but also that of the brand-new Genesis Division itself, a premium-scale spinoff from the parent Hyundai Corporation (which also owns Kia Motors), I felt the choice for the review this holiday season was obvious...the G90. Some other reviewers have already seen and/or test-driven the G90, and have turned in some good (in some cases, even glowing) reports....so I thought I'd also see and evaluate the car for myself. I had already reviewed the Hyundai Genesis (G80) 5.0L RWD version a couple of years ago (and turned in a glowing report on that car myself), so that was even more reason to concentrate on the new G90......I pretty much knew already what the G80 was like.
This year, for several reasons, I decided to get the Annual Holiday Review done a little early. First, not many G90s are currently in stock, so I reviewed one while I had the chance. Second, though the knee the doctors operated on last June is doing very well in its recovery (it's been almost normal for a couple of months now), the other knee is weak and deformed with arthritis (but still usable), and may have to be replaced soon. I'm going to try and make it through the D.C Auto Show on it at the end of January, and then have it replaced, but we'll see).
Those of you who are my age (or maybe even half my age LOL), can remember when American-market Hyundai and Kia products were considered a joke....often the subject of late-night butts with the comedians. Poorly-designed, shoddily-built, and generally unpleasant to drive, they often spent more time in the repair shop (and in the bad memories of those who owned them) than on the road actually doing what they should have been doing. The two brands, after starting off quite successfully in the American market with huge sales, quickly lost credibility and market-share as their poor reputations grew. Eventually, After Hyundai bought out Kia in 1998 (partially due to Kia's bankruptcy), and new management came in with a firm desire and intention to bold better products, things began to improve.....actually, the first sign of this, as I can recall, was the year before.....on the 1997 Tiburon sport-coupe, which was probably the first Hyundai product I can recall driving brand-new that did not feel like it was doing to come apart right under your lap.
Things, of course, steadily improved at both Hyundai and Kia after that, and the company soon felt confident enough with its products to include a standard 10/100 Powertrain warranty (not transferable on re-sale outside the owner's immediate family) and 5/60 bumper-to-bumper warranty (which IS transferable). By the mid-2000s, IMO, overall Hyundai build-quality had reached (and in some cases, exceeded) that of the Japanese. But rapid depreciation and relatively poor resale values lingered (and, to an extent, still do today) from a perception of the corporation by the American public that is well behind the times. In other words (in plain English, not Korean).....these vehicles are now fully competitive with virtually anything else in their classes, although the Hyundai and Kia upmarket/luxury sedans are still very low-sellers. And that, of course, not only makes them relative bargains as new cars, from low demand and good deals in the showroom, but as used vehicles, too.
The first Genesis-named vehicle was introduced as the Hyundai Genesis, a nicely-designed and well-built upmarket sedan that was relatively plush inside, but with a somewhat less-than-perfect chassis and lacking a little in the ride-comfort and refinement departments. The second-generation Genesis sedan (especially the 5.0L version) was an enormous improvement over the first in almost every way...it stunned me when I reviewed it a couple of years ago. A smaller and much more stark-interior Genesis coupe was also introduced, which was not much to look at inside but, especially in the 3.8L Track version, which I reviewed, was superbly-designed from a drivers' point of view. It had, IMO, much of the same driving feel that (at the time) the class-leading BMW 3-series provided in drivetrain, steering, and brakes.....and, of course a lower price.
Eventually, Hyundai's management felt that it was time to introduce a separate luxury/upscale division, along the likes of Toyota's Lexus, Honda's Acura, and Nissan's Infiniti, though, like with Ford's Lincoln Division, currently without the cash, organization, or backing to actually split off into a separate line of buildings. That new division, of course, became Genesis. Hyundai's superb former second-generation Genesis became the G80, the new entry-level model for the division (an SUV is also supposedly on the horizon). A new, even larger and more plush G90 (somewhat like the Lexus LS460) was added as the new flagship. The G90, BTW, is NOT a continuation of the older Hyundai Equus, but basically a completely different car. Like with Ford's Lincoln models, the new Genesis models, at least for the time being, will be sold out of select Hyundai dealerships....until more funds and backing become available for a line of separate buildings. The Hyundai shop I was at, however, for the G90 review was a huge, modern, and impressive facility.....one of the largest on the East Coast, and well-fit to sell the new G90. To find the nearest Genesis dealership in your area, though, keep in mind that only certain select Hyundai dealerships are certified to also handle the Genesis nameplate. And, of those, not all Genesis franchises will carry both vehicles....some will, for now at least, carry only the G80 while others will carry both the G80 and G90 (the one I was at, of course, carried both). That, of course, can easily be found on the Genesis we site just by punching a few buttons. There were some (early) auto-press reports of a new forthcoming 3rd-Generation, 400 HP Genesis Coupe...but it looks like Hyundai is now dropping the Genesis Coupe after the 2016 model year, at least in the American market.
The G90 is offered in two basic trim-lines, Premium and Ultimate. Premium models come with a twin-turbo 3.3L V6 of 365 HP and 376 ft-lbs. of torque, an 8-speed auto manual transmission with paddle shifters, and a choice of RWD or AWD. Ultimate models come with a normally-aspirated 5.0L V8 of 420 HP and 383 ft-lbs. of torque, the same 8-speed transmission, and a similar choice of RWD or AWD. (Note that the maximum torque figure between the two engines is almost identical......and the turbo V6 has its maximum torque output at a lower RPM for more low-speed response). Base prices run from $68,100 for a RWD Premium to $72,200 for an Ultimate RWD...so, as you can see, that price-spread doesn''t cover a very wide gap, especially for this class of car.
I did the usual static-interior review on a couple of different G90 models (only two were in stock today), and the test-drive on a nice bluish-gray 3.3L Premium RWD model with beige leather inside. For several reasons, the dealership wanted to keep the test-mileage down, but still allowed me a long enough drive to get a good basic feel of the car's road manners on several different surfaces. It was generally a pleasant test-drive.....as a car of this class, price, and status should be. Details coming up.
MODEL REVIEWED: 2017 Genesis G90 3.3L Premium RWD
BASE PRICE: $68,100
OPTIONS: None
(all of the trim lines come very well-equipped in their base form)
DESTINATION/FREIGHT: $950 (a little high, but not too bad for a car this size)
LIST PRICE AS REVIEWED: $69,050
DRIVETRAIN: AWD, Longitutinally-mounted Twin-Turbo 3.3L V6, 365 HP @ 6000 RPM, Torque 376 Ft-lbs. @ 1300-4500 RPM (with Premium Gas, TBD with Regular), 8-speed auto-manual transmission with paddle-shifters.
EPA MILEAGE RATING: 17 City, 24 Highway, 20 Combined
EXTERIOR COLOR: Patagonia Blue (a nice Bluish-Gray metallic)
INTERIOR: Beige Leather with Ash wood trim.
(This color combination, just out of memories, was almost identical to that of my former Subaru Outback)
PLUSSES:
Torquey, responsive turbo V6.
Slick-shifting 8-speed automatic.
Good overall ride comfort.
Good wind noise control.
Effective brakes.
Decent underhood layout, especially by luxury-vehicle standards....except for the rear-mounted battery.
Queen-Mary interior trim.
Cush-coddling front seats despite the fairly firm padding.
Good interior hardware.
Relatively good control/switch/button layout.
Superb, easy-to-read gauges.
Killer stereo (but not quite the Mark Levinson-grade in the Lexus LS460)
Decent headroom and legroom even with sunroof housing.
Excellent fit/finish inside and out.
Well-trimmed cargo area.
Superb Hyundai/Kia/Genesis warranty.
MINUSES:
(Slightly) more road noise than expected on porous road-surfaces.
Too-limited an exterior color choice for a car in this class (though a couple of the choices are nice).
Crisp but Irritating E-shifter on the console.
Could use slightly higher-profile tires...front 45s and rear 40s are IMO too low.
Limited dealer network...especially for the G90.
Nice, but questionable (?) if it is worth an extra 20K over the also-superb G80.
EXTERIOR:
Walking up to G90, especially from the front, the general look of the car immediately ties it to its smaller G80 cousin. The two rear ends differ more markedly, where the G90 reminds one of the Cadillac CT6, and the G80 has more of a mainstream appearance. Both hexagonal/trapezoid grilles somewhat remind one of an Audi, Jaguar, or Ford Fusion influence. Where the G90's exterior really stands out, though,especially by Korean standards, is the amount of bling it projects....which, in some ways, could almost pass as a Cadillac Escalade sedan. Chrome and/or brushed-chrome is liberally applied in many areas, from the grille, around the headlights, around all the windows, across the trunk lid, in the rear end, and along the very bottom of the doors (instead of in the middle of the doors, where it would at least give some parking-lot protection LOL).
The sheet metal used for the body and doors seems to be quite solid (by today's standards), and the doors, though not necessarily like bank vaults, have a good heft and open/shut pretty solidly, without a tinny feel. The door handles, like most today, are plastic, but still have a good solid feel. As with earlier large/luxury sedans from Hyundai, I was very disappointed with the color choice of both the G80 and G90. Only five or six colors are offered, mostly pearl white, brown, gray, black, silver, and a nice bluish-gray. Come on, folks......a 70K car deserves better than that. However, like the general fit/finish outside, the paint job is first-rate, and good-quality hardware is used, along with the usual chrome-covered plastic trim.
UNDERHOOD:
Open the large, solid hood, and, of course, it is held up by nice gas struts.....I probably would have walked away if I had found a manual prop-rod on a car like this LOL. On the underside of the hood, as usual, is a nice insulation pad (almost all vehicles except some cheap, entry-level ones have one today, unless the manufacturer is excessively cost-cutting). The longitudinally mounted twin-turbo V6 fits in quite well, even given the size of its block and multiple-turbo-ducting, due to the relatively large size of the underhood compartment itself. There is s fair amount of space in front to reach needed components up front (which is often easier with a longitudinal mount than a transverse one) and do spark plug changes on the sides (though plugs today often last 100K miles or more). A pair of cross-struts, which run at an angle, add to underhood rigidity. The bright yellow oil dipstick is way in back, almost up against the firewall...which might be a stretch for shorter people. All of the reservoirs and filler-caps are easy to reach and use. My only real complaint underhood is that the battery was relocated to the trunk, when there actually seemed to be space for it underhood, where it would be easier to reach. Sometimes, in small light sports cars, the battery is in back, not only for space reasons, but to help equalize front/rear weight for optimum handling.....that is generally irrelevant in a large, heavy sedan like the G90.
INTERIOR:
The exterior bling continues as you open the solid doors and step inside. Though not quite to the levels of a 300K Rolls-Royce/Bentley or Maybach, the amount of plushness and trim inside is sufficient enough that Queen Elizabeth, from Buckingham Palace wouldn't feel too far out of place (and remember to bring some Grey Poupon LOL). Rich polished Walnut or Grey Ash trim covers much of the dash, console, and door panels. The leather is of quite a nice grade, and very well-stitched. Polished chrome, bright metal, silver, and black trim/buttons/knobs sprout everywhere, providing almost every known kind of creature-comfort in this class of car. The basic control layout, though extensive and complex, generally is well-marked and not terribly difficult to use...except, of course for the always-complex video screen. The two primary gauges are extremely simple-looking and well marked, very easy to read at a glance. The secondary gauges for oil/fuel, are much smaller, but still relatively easy to read at a lance. The front seats, with the aforementioned nice grade of leather and stitching, are extremely comfortable, despite their firmish padding....they fit and cradled my big frame almost like a leather glove. And, with a 22-way adjustment system for the driver's seat, almost anyone from a midget to Shaq O'Neal should be able to get at least reasonably comfortable in it. The sun visors and headliner were covered in a nice, pleasant-feeling fabric. There was adequate headroom for tall persons in front (especially with those 22-way seats) under the sunroof housing....less so in back, though still adequate for most persons. In the back, a large fold-down platform pulls out of the center of the rear seat with a large number of individually-adjustable controls.....rear-seat passengers even have their own private climate-settings (are you comfortable back there, Your Majesty?). The stereo sound quality is way up there...a borderline killer, though not quite to the insanely good standard of the Mark Levinson unit in the Lexus LS460. I only really disliked one thing inside (the E-stick-shifter for the transmission)......but I'll get to that below, in the road test.
CARGO COMPARTMENT/TRUNK:
Open the rather large, solid trunk lid (which has power-assist, of course), and you are treated to a rather large, roomy (by sedan standards), and quite well-finished cargo area. A very nice grade of black carpet covers the trunk floor and walls. There is a nice, thickly-carpeted floor mat of matching color included. Along the two side walls are cubby-compartments with elastic webbing to hold smaller bags and items. A nicely-wrapped First Aid Kit is included.....some competitors now charge extra for that, where it used to be standard. Under the floorboards, in a circular black styrofoam multi-compartment, are the jacking tools....and, under that, of course, the temporary spare tire and the battery. I did not see any way that the back seats fold down for added cargo space (perhaps I just missed it, but it is not listed in the specs-list). But, to compensate, there is a covered, central, pass-through hole for long narrow items like fishing poles, skis, golf clubs, etc.....(exactly the kind of stuff that some of the retirees buying this car will regularly tote along LOL). Some sedans are intentionally designed like that, not necessarily for cost-savings, but because not having the fold-down rear seats allows a rear cross-brace in that area for greater body/frame rigidity.
ON THE ROAD:
With the electronic key/fob nearby, start up the twin-turbo V6 with the start/stop button. The engine comes to life with some unrefined noise if you are outside or have the windows down, but nice, smooth, quiet, and refined if you are inside and sealed up. On the road, by today's luxury-car standards, though it won't compete with today's Chrysler 300 SRT Hemi in the drag-race department, this is a significant powerhouse of an engine. The full-torque comes on early, almost like an electric motor, and, like the G80, shoves you back in your seat about like a late-60s muscle-car (remember....I grew up with those cars). I mentioned above how the two engines have almost identical torque figures, but the V6 reaches its peak at lower RPMs (typical of turbo powerplants)...and it shows. However, unlike the late 60s muscle cars, your ears aren't quite as assaulted by engine and exhaust noise...the underhood insulation pad and other insulation seems to do its job, as long as the windows are up. The new Lincoln Continental's 3.7L V6 seemed to have a little more engine noise accelerating from a stop. Good job in the engine department, Hyundai. Though I didn't sample the 5.0L V8 in the G90, I had already sampled that engine in the G80 (the former Hyundai Genesis), and, IMO, it wasn't much if any faster than the turbo V6, at least in normal driving and occasional moderate-to-heavy acceleration.
The 8-speed auto-manual transmission was also a nice piece of work, and shifted seamlessly most of the time, though some of its shift-RPMs and characteristics could be varied by the ECO/NORMAL/SPORT settings on the dash. Like with the new 2017 Buick LaCrosse and Cadillac XT5, however, I wasn't impressed with the slick-moving but awkward-to-use E-shift lever on the console, which can be awkward to get accustomed to. These E-shifter motions just don't come intuitively like a conventional fore-aft shifter, and I don't know why some automakers are insisting on using them. The Lincoln Continental's push-buttons on the dash and the Cadillac CT6's conventional-action shifter are both vastly superior (IMO) to these E-sticks. I suspect Lincoln and Cadillac (CT6) used other shifters because they knew that their typical buyers would have trouble with the E-sticks...and they were probably right.
(I know that some people are going to disagree with me on the E-shifters....that's a given. But, having sampled several of them lately, and previously in BMW and Mercedes products, that is my firm opinion, and it stand. Others may find them simple to use or get accustomed to...I simply don't. Perhaps (?) future designs of these shifters will be more user-friendly...we'll see. For now, though, I'll take either the Lincoln push-buttons or a conventional fore/aft shifter).
The chassis is quite well-done, and gives a generally good ride/handling compromise....though I thought that the less-expensive G80, even with 45-series tires, was actually a little more comfortable-riding over bumps. The G90 is quite smooth and absorbent over larger bumps/dips and undulations, but less so over small sharp bumps (somewhat similar to the Continental's ride). Steering response is not bad by full-size luxury-car standards. But, nevertheless, you know you are not in a Miata, so I wouldn't advise trying to canyon-carve at any significant speeds. In fact, these two engines have enough power that if you REALLY get careless, you might actually outdrive the suspension.....much like in the 60s muscle-cars I mention earlier. But, for ordinary everyday driving, it is a nice setup for a reasonable amount of both ride comfort and steering-response, though, for that type of driving this car is designed for, I personally think it would be even better if the tires were a little higher-profile.....maybe 50s or 55s instead of the 45s up front and 40s in back. Wind noise is well-controlled at all the speeds I tried. Road noise is quite low on smooth, non-porous paved surfaces, but increases significantly on less-smooth or porous anti-skid surfaces...that would also probably quiet down a little more with taller, less-aggressive tires. So, in most of its road manners, the G90 is good competition for the last Lexus LS460 I sampled, but doesn't equal the LS in road noise. Brakes are effective, and, to the senses in my big size-15 feet at least, seem to react quickly, with little free-play or sponginess in the pedal, much like on German sport sedans. And, the brake pedal is located in a reasonably good position for that big size-15 clown-shoe of mine not to get hung up on the edge of the brake pedal while going from gas to brake.
THE VERDICT:
Though I'd prefer to see some minor tweaks/adjustments made in the tires/suspension and ride-softness over small bumps, and some small improvement in other areas as well (start with the paint choices, for one), it's clear that this vehicle, for the most part, was not designed by bean-counters. IMO, it competes very well against the best of its competition from the U.S., Germany, Sweden, Britain, and Japan. Not only that, but it is being introduced at a time when new competitors in this class are also being introduced from Cadillac and Lincoln, though the Continental's FWD-biased platform is somewhat different from the other two. But a comparison between the Cadillac CT6 and G90 is very interesting. Given the two, I'd take the G, for a number of reasons....fit/finish, overall build quality (the CT6's body and doors feel tinny in comparison), warranty coverage, and not having to deal with a turbo-4 on the base model.
Though the car itself is light-years ahead of even what we saw from Hyundai just a few years ago (in the last Equus), perhaps its biggest Achilles heel is a relative lack of dealerships...a problem also shared by Lincoln, Volvo, and Jaguar. That, and the fact that, like with Lincolns being sold out of (select) Ford shops, Genesis products being sold out of (select) Hyundai shops might initially hurt the brand's image. And, unlike the Continental, the G90 is not even available at all Genesis shops...only select ones of THOSE (as previously mentioned, check the Genesis web-site for details). That may not be a big deal in an area like the D.C. suburbs where I live (a huge new-car Mecca almost like Southern California, where almost any dealership can be found in seasonable distance). But in many parts of the country, just finding a reasonably nearly Genesis shop could be somewhat of a hassle. Eventually, as more funds and backing become available at Ford and Hyundai, more independent shops for the two makes could be built.
As of now, though, regardless of the dealerships, it's an excellent luxury sedan, though I'm not sure it is worth all 20K of its extra price over the smaller but also-excellent G80. That is something each of you (who are interested in the car) will have to determine for yourselves, after your own review and test-drive.
And, as always, Happy car-shopping....and Happy Holidays.
MM
A Special Holiday Review of the all-new 2017 Genesis G90
https://www.genesis.com/us/en/genesis-g90.html
IN A NUTSHELL: The very definition of Korean Bling.
CLOSEST AMERICAN-MARKET COMPETITORS: Kia K900, Lexus LS460, Cadillac CT6, Lincoln Continental, Mercedes S550, BMW 740/750, Audi A8, Volvo S90, Jaguar XJ, Infiniti Q70L (Long-wheelbase)
OVERVIEW:
Each year, of course, traditionally, I do a full-length review, in November or December, for the upcoming Holiday Season....usually of either a newly-introduced Lexus model (for the forum), or, if not, for a luxury/upscale vehicle of significant interest. This year, given not only the introduction of the Genesis G80 (formerly the Hyundai Genesis sedan) and the new G90, but also that of the brand-new Genesis Division itself, a premium-scale spinoff from the parent Hyundai Corporation (which also owns Kia Motors), I felt the choice for the review this holiday season was obvious...the G90. Some other reviewers have already seen and/or test-driven the G90, and have turned in some good (in some cases, even glowing) reports....so I thought I'd also see and evaluate the car for myself. I had already reviewed the Hyundai Genesis (G80) 5.0L RWD version a couple of years ago (and turned in a glowing report on that car myself), so that was even more reason to concentrate on the new G90......I pretty much knew already what the G80 was like.
This year, for several reasons, I decided to get the Annual Holiday Review done a little early. First, not many G90s are currently in stock, so I reviewed one while I had the chance. Second, though the knee the doctors operated on last June is doing very well in its recovery (it's been almost normal for a couple of months now), the other knee is weak and deformed with arthritis (but still usable), and may have to be replaced soon. I'm going to try and make it through the D.C Auto Show on it at the end of January, and then have it replaced, but we'll see).
Those of you who are my age (or maybe even half my age LOL), can remember when American-market Hyundai and Kia products were considered a joke....often the subject of late-night butts with the comedians. Poorly-designed, shoddily-built, and generally unpleasant to drive, they often spent more time in the repair shop (and in the bad memories of those who owned them) than on the road actually doing what they should have been doing. The two brands, after starting off quite successfully in the American market with huge sales, quickly lost credibility and market-share as their poor reputations grew. Eventually, After Hyundai bought out Kia in 1998 (partially due to Kia's bankruptcy), and new management came in with a firm desire and intention to bold better products, things began to improve.....actually, the first sign of this, as I can recall, was the year before.....on the 1997 Tiburon sport-coupe, which was probably the first Hyundai product I can recall driving brand-new that did not feel like it was doing to come apart right under your lap.
Things, of course, steadily improved at both Hyundai and Kia after that, and the company soon felt confident enough with its products to include a standard 10/100 Powertrain warranty (not transferable on re-sale outside the owner's immediate family) and 5/60 bumper-to-bumper warranty (which IS transferable). By the mid-2000s, IMO, overall Hyundai build-quality had reached (and in some cases, exceeded) that of the Japanese. But rapid depreciation and relatively poor resale values lingered (and, to an extent, still do today) from a perception of the corporation by the American public that is well behind the times. In other words (in plain English, not Korean).....these vehicles are now fully competitive with virtually anything else in their classes, although the Hyundai and Kia upmarket/luxury sedans are still very low-sellers. And that, of course, not only makes them relative bargains as new cars, from low demand and good deals in the showroom, but as used vehicles, too.
The first Genesis-named vehicle was introduced as the Hyundai Genesis, a nicely-designed and well-built upmarket sedan that was relatively plush inside, but with a somewhat less-than-perfect chassis and lacking a little in the ride-comfort and refinement departments. The second-generation Genesis sedan (especially the 5.0L version) was an enormous improvement over the first in almost every way...it stunned me when I reviewed it a couple of years ago. A smaller and much more stark-interior Genesis coupe was also introduced, which was not much to look at inside but, especially in the 3.8L Track version, which I reviewed, was superbly-designed from a drivers' point of view. It had, IMO, much of the same driving feel that (at the time) the class-leading BMW 3-series provided in drivetrain, steering, and brakes.....and, of course a lower price.
Eventually, Hyundai's management felt that it was time to introduce a separate luxury/upscale division, along the likes of Toyota's Lexus, Honda's Acura, and Nissan's Infiniti, though, like with Ford's Lincoln Division, currently without the cash, organization, or backing to actually split off into a separate line of buildings. That new division, of course, became Genesis. Hyundai's superb former second-generation Genesis became the G80, the new entry-level model for the division (an SUV is also supposedly on the horizon). A new, even larger and more plush G90 (somewhat like the Lexus LS460) was added as the new flagship. The G90, BTW, is NOT a continuation of the older Hyundai Equus, but basically a completely different car. Like with Ford's Lincoln models, the new Genesis models, at least for the time being, will be sold out of select Hyundai dealerships....until more funds and backing become available for a line of separate buildings. The Hyundai shop I was at, however, for the G90 review was a huge, modern, and impressive facility.....one of the largest on the East Coast, and well-fit to sell the new G90. To find the nearest Genesis dealership in your area, though, keep in mind that only certain select Hyundai dealerships are certified to also handle the Genesis nameplate. And, of those, not all Genesis franchises will carry both vehicles....some will, for now at least, carry only the G80 while others will carry both the G80 and G90 (the one I was at, of course, carried both). That, of course, can easily be found on the Genesis we site just by punching a few buttons. There were some (early) auto-press reports of a new forthcoming 3rd-Generation, 400 HP Genesis Coupe...but it looks like Hyundai is now dropping the Genesis Coupe after the 2016 model year, at least in the American market.
The G90 is offered in two basic trim-lines, Premium and Ultimate. Premium models come with a twin-turbo 3.3L V6 of 365 HP and 376 ft-lbs. of torque, an 8-speed auto manual transmission with paddle shifters, and a choice of RWD or AWD. Ultimate models come with a normally-aspirated 5.0L V8 of 420 HP and 383 ft-lbs. of torque, the same 8-speed transmission, and a similar choice of RWD or AWD. (Note that the maximum torque figure between the two engines is almost identical......and the turbo V6 has its maximum torque output at a lower RPM for more low-speed response). Base prices run from $68,100 for a RWD Premium to $72,200 for an Ultimate RWD...so, as you can see, that price-spread doesn''t cover a very wide gap, especially for this class of car.
I did the usual static-interior review on a couple of different G90 models (only two were in stock today), and the test-drive on a nice bluish-gray 3.3L Premium RWD model with beige leather inside. For several reasons, the dealership wanted to keep the test-mileage down, but still allowed me a long enough drive to get a good basic feel of the car's road manners on several different surfaces. It was generally a pleasant test-drive.....as a car of this class, price, and status should be. Details coming up.
MODEL REVIEWED: 2017 Genesis G90 3.3L Premium RWD
BASE PRICE: $68,100
OPTIONS: None
(all of the trim lines come very well-equipped in their base form)
DESTINATION/FREIGHT: $950 (a little high, but not too bad for a car this size)
LIST PRICE AS REVIEWED: $69,050
DRIVETRAIN: AWD, Longitutinally-mounted Twin-Turbo 3.3L V6, 365 HP @ 6000 RPM, Torque 376 Ft-lbs. @ 1300-4500 RPM (with Premium Gas, TBD with Regular), 8-speed auto-manual transmission with paddle-shifters.
EPA MILEAGE RATING: 17 City, 24 Highway, 20 Combined
EXTERIOR COLOR: Patagonia Blue (a nice Bluish-Gray metallic)
INTERIOR: Beige Leather with Ash wood trim.
(This color combination, just out of memories, was almost identical to that of my former Subaru Outback)
PLUSSES:
Torquey, responsive turbo V6.
Slick-shifting 8-speed automatic.
Good overall ride comfort.
Good wind noise control.
Effective brakes.
Decent underhood layout, especially by luxury-vehicle standards....except for the rear-mounted battery.
Queen-Mary interior trim.
Cush-coddling front seats despite the fairly firm padding.
Good interior hardware.
Relatively good control/switch/button layout.
Superb, easy-to-read gauges.
Killer stereo (but not quite the Mark Levinson-grade in the Lexus LS460)
Decent headroom and legroom even with sunroof housing.
Excellent fit/finish inside and out.
Well-trimmed cargo area.
Superb Hyundai/Kia/Genesis warranty.
MINUSES:
(Slightly) more road noise than expected on porous road-surfaces.
Too-limited an exterior color choice for a car in this class (though a couple of the choices are nice).
Crisp but Irritating E-shifter on the console.
Could use slightly higher-profile tires...front 45s and rear 40s are IMO too low.
Limited dealer network...especially for the G90.
Nice, but questionable (?) if it is worth an extra 20K over the also-superb G80.
EXTERIOR:
Walking up to G90, especially from the front, the general look of the car immediately ties it to its smaller G80 cousin. The two rear ends differ more markedly, where the G90 reminds one of the Cadillac CT6, and the G80 has more of a mainstream appearance. Both hexagonal/trapezoid grilles somewhat remind one of an Audi, Jaguar, or Ford Fusion influence. Where the G90's exterior really stands out, though,especially by Korean standards, is the amount of bling it projects....which, in some ways, could almost pass as a Cadillac Escalade sedan. Chrome and/or brushed-chrome is liberally applied in many areas, from the grille, around the headlights, around all the windows, across the trunk lid, in the rear end, and along the very bottom of the doors (instead of in the middle of the doors, where it would at least give some parking-lot protection LOL).
The sheet metal used for the body and doors seems to be quite solid (by today's standards), and the doors, though not necessarily like bank vaults, have a good heft and open/shut pretty solidly, without a tinny feel. The door handles, like most today, are plastic, but still have a good solid feel. As with earlier large/luxury sedans from Hyundai, I was very disappointed with the color choice of both the G80 and G90. Only five or six colors are offered, mostly pearl white, brown, gray, black, silver, and a nice bluish-gray. Come on, folks......a 70K car deserves better than that. However, like the general fit/finish outside, the paint job is first-rate, and good-quality hardware is used, along with the usual chrome-covered plastic trim.
UNDERHOOD:
Open the large, solid hood, and, of course, it is held up by nice gas struts.....I probably would have walked away if I had found a manual prop-rod on a car like this LOL. On the underside of the hood, as usual, is a nice insulation pad (almost all vehicles except some cheap, entry-level ones have one today, unless the manufacturer is excessively cost-cutting). The longitudinally mounted twin-turbo V6 fits in quite well, even given the size of its block and multiple-turbo-ducting, due to the relatively large size of the underhood compartment itself. There is s fair amount of space in front to reach needed components up front (which is often easier with a longitudinal mount than a transverse one) and do spark plug changes on the sides (though plugs today often last 100K miles or more). A pair of cross-struts, which run at an angle, add to underhood rigidity. The bright yellow oil dipstick is way in back, almost up against the firewall...which might be a stretch for shorter people. All of the reservoirs and filler-caps are easy to reach and use. My only real complaint underhood is that the battery was relocated to the trunk, when there actually seemed to be space for it underhood, where it would be easier to reach. Sometimes, in small light sports cars, the battery is in back, not only for space reasons, but to help equalize front/rear weight for optimum handling.....that is generally irrelevant in a large, heavy sedan like the G90.
INTERIOR:
The exterior bling continues as you open the solid doors and step inside. Though not quite to the levels of a 300K Rolls-Royce/Bentley or Maybach, the amount of plushness and trim inside is sufficient enough that Queen Elizabeth, from Buckingham Palace wouldn't feel too far out of place (and remember to bring some Grey Poupon LOL). Rich polished Walnut or Grey Ash trim covers much of the dash, console, and door panels. The leather is of quite a nice grade, and very well-stitched. Polished chrome, bright metal, silver, and black trim/buttons/knobs sprout everywhere, providing almost every known kind of creature-comfort in this class of car. The basic control layout, though extensive and complex, generally is well-marked and not terribly difficult to use...except, of course for the always-complex video screen. The two primary gauges are extremely simple-looking and well marked, very easy to read at a glance. The secondary gauges for oil/fuel, are much smaller, but still relatively easy to read at a lance. The front seats, with the aforementioned nice grade of leather and stitching, are extremely comfortable, despite their firmish padding....they fit and cradled my big frame almost like a leather glove. And, with a 22-way adjustment system for the driver's seat, almost anyone from a midget to Shaq O'Neal should be able to get at least reasonably comfortable in it. The sun visors and headliner were covered in a nice, pleasant-feeling fabric. There was adequate headroom for tall persons in front (especially with those 22-way seats) under the sunroof housing....less so in back, though still adequate for most persons. In the back, a large fold-down platform pulls out of the center of the rear seat with a large number of individually-adjustable controls.....rear-seat passengers even have their own private climate-settings (are you comfortable back there, Your Majesty?). The stereo sound quality is way up there...a borderline killer, though not quite to the insanely good standard of the Mark Levinson unit in the Lexus LS460. I only really disliked one thing inside (the E-stick-shifter for the transmission)......but I'll get to that below, in the road test.
CARGO COMPARTMENT/TRUNK:
Open the rather large, solid trunk lid (which has power-assist, of course), and you are treated to a rather large, roomy (by sedan standards), and quite well-finished cargo area. A very nice grade of black carpet covers the trunk floor and walls. There is a nice, thickly-carpeted floor mat of matching color included. Along the two side walls are cubby-compartments with elastic webbing to hold smaller bags and items. A nicely-wrapped First Aid Kit is included.....some competitors now charge extra for that, where it used to be standard. Under the floorboards, in a circular black styrofoam multi-compartment, are the jacking tools....and, under that, of course, the temporary spare tire and the battery. I did not see any way that the back seats fold down for added cargo space (perhaps I just missed it, but it is not listed in the specs-list). But, to compensate, there is a covered, central, pass-through hole for long narrow items like fishing poles, skis, golf clubs, etc.....(exactly the kind of stuff that some of the retirees buying this car will regularly tote along LOL). Some sedans are intentionally designed like that, not necessarily for cost-savings, but because not having the fold-down rear seats allows a rear cross-brace in that area for greater body/frame rigidity.
ON THE ROAD:
With the electronic key/fob nearby, start up the twin-turbo V6 with the start/stop button. The engine comes to life with some unrefined noise if you are outside or have the windows down, but nice, smooth, quiet, and refined if you are inside and sealed up. On the road, by today's luxury-car standards, though it won't compete with today's Chrysler 300 SRT Hemi in the drag-race department, this is a significant powerhouse of an engine. The full-torque comes on early, almost like an electric motor, and, like the G80, shoves you back in your seat about like a late-60s muscle-car (remember....I grew up with those cars). I mentioned above how the two engines have almost identical torque figures, but the V6 reaches its peak at lower RPMs (typical of turbo powerplants)...and it shows. However, unlike the late 60s muscle cars, your ears aren't quite as assaulted by engine and exhaust noise...the underhood insulation pad and other insulation seems to do its job, as long as the windows are up. The new Lincoln Continental's 3.7L V6 seemed to have a little more engine noise accelerating from a stop. Good job in the engine department, Hyundai. Though I didn't sample the 5.0L V8 in the G90, I had already sampled that engine in the G80 (the former Hyundai Genesis), and, IMO, it wasn't much if any faster than the turbo V6, at least in normal driving and occasional moderate-to-heavy acceleration.
The 8-speed auto-manual transmission was also a nice piece of work, and shifted seamlessly most of the time, though some of its shift-RPMs and characteristics could be varied by the ECO/NORMAL/SPORT settings on the dash. Like with the new 2017 Buick LaCrosse and Cadillac XT5, however, I wasn't impressed with the slick-moving but awkward-to-use E-shift lever on the console, which can be awkward to get accustomed to. These E-shifter motions just don't come intuitively like a conventional fore-aft shifter, and I don't know why some automakers are insisting on using them. The Lincoln Continental's push-buttons on the dash and the Cadillac CT6's conventional-action shifter are both vastly superior (IMO) to these E-sticks. I suspect Lincoln and Cadillac (CT6) used other shifters because they knew that their typical buyers would have trouble with the E-sticks...and they were probably right.
(I know that some people are going to disagree with me on the E-shifters....that's a given. But, having sampled several of them lately, and previously in BMW and Mercedes products, that is my firm opinion, and it stand. Others may find them simple to use or get accustomed to...I simply don't. Perhaps (?) future designs of these shifters will be more user-friendly...we'll see. For now, though, I'll take either the Lincoln push-buttons or a conventional fore/aft shifter).
The chassis is quite well-done, and gives a generally good ride/handling compromise....though I thought that the less-expensive G80, even with 45-series tires, was actually a little more comfortable-riding over bumps. The G90 is quite smooth and absorbent over larger bumps/dips and undulations, but less so over small sharp bumps (somewhat similar to the Continental's ride). Steering response is not bad by full-size luxury-car standards. But, nevertheless, you know you are not in a Miata, so I wouldn't advise trying to canyon-carve at any significant speeds. In fact, these two engines have enough power that if you REALLY get careless, you might actually outdrive the suspension.....much like in the 60s muscle-cars I mention earlier. But, for ordinary everyday driving, it is a nice setup for a reasonable amount of both ride comfort and steering-response, though, for that type of driving this car is designed for, I personally think it would be even better if the tires were a little higher-profile.....maybe 50s or 55s instead of the 45s up front and 40s in back. Wind noise is well-controlled at all the speeds I tried. Road noise is quite low on smooth, non-porous paved surfaces, but increases significantly on less-smooth or porous anti-skid surfaces...that would also probably quiet down a little more with taller, less-aggressive tires. So, in most of its road manners, the G90 is good competition for the last Lexus LS460 I sampled, but doesn't equal the LS in road noise. Brakes are effective, and, to the senses in my big size-15 feet at least, seem to react quickly, with little free-play or sponginess in the pedal, much like on German sport sedans. And, the brake pedal is located in a reasonably good position for that big size-15 clown-shoe of mine not to get hung up on the edge of the brake pedal while going from gas to brake.
THE VERDICT:
Though I'd prefer to see some minor tweaks/adjustments made in the tires/suspension and ride-softness over small bumps, and some small improvement in other areas as well (start with the paint choices, for one), it's clear that this vehicle, for the most part, was not designed by bean-counters. IMO, it competes very well against the best of its competition from the U.S., Germany, Sweden, Britain, and Japan. Not only that, but it is being introduced at a time when new competitors in this class are also being introduced from Cadillac and Lincoln, though the Continental's FWD-biased platform is somewhat different from the other two. But a comparison between the Cadillac CT6 and G90 is very interesting. Given the two, I'd take the G, for a number of reasons....fit/finish, overall build quality (the CT6's body and doors feel tinny in comparison), warranty coverage, and not having to deal with a turbo-4 on the base model.
Though the car itself is light-years ahead of even what we saw from Hyundai just a few years ago (in the last Equus), perhaps its biggest Achilles heel is a relative lack of dealerships...a problem also shared by Lincoln, Volvo, and Jaguar. That, and the fact that, like with Lincolns being sold out of (select) Ford shops, Genesis products being sold out of (select) Hyundai shops might initially hurt the brand's image. And, unlike the Continental, the G90 is not even available at all Genesis shops...only select ones of THOSE (as previously mentioned, check the Genesis web-site for details). That may not be a big deal in an area like the D.C. suburbs where I live (a huge new-car Mecca almost like Southern California, where almost any dealership can be found in seasonable distance). But in many parts of the country, just finding a reasonably nearly Genesis shop could be somewhat of a hassle. Eventually, as more funds and backing become available at Ford and Hyundai, more independent shops for the two makes could be built.
As of now, though, regardless of the dealerships, it's an excellent luxury sedan, though I'm not sure it is worth all 20K of its extra price over the smaller but also-excellent G80. That is something each of you (who are interested in the car) will have to determine for yourselves, after your own review and test-drive.
And, as always, Happy car-shopping....and Happy Holidays.
MM
