This Car Review Is About: The revamped and relaunched as a two car range, Genesis. No it’s not the Phil Collins version. It’s the rejig of the 3.8L V6 first seen a half decade ago, now called G80. And now there’s a BMW hunting smaller version, the G70. This comes in three trim levels and two engine choices, being 2.0T, 2.0T Sport, and 2.0T Ultimate or with the 3.3L V6 as found in the Stinger.How Much Will It Cost?: There’s a sticker price of $58K plus on roads for the entry level, $62K for the Sport, and a hefty $71K for the Ultimate in four cylinder guise. The Genesis website says $65,533 driveaway, or with sunroof $68,158. In Sport and Ultimate trim it’s $69,733/$72,760 and $76,978
Under The Bonnet Is: The same potent turbo 2.0L as found elsewhere in the Hyundai and Kia families. It’s a 180kW/353Nm turbocharged 2.0L four cylinder. This is mounted “north-south” and drives the rear rubber via a slick eight speed auto. Otherwise there’s a 3.3L V6 effectively lifted from Kia’s underappreciated Stinger. Economy is rated as 9.0L per 100km for the combined cycle in the Sport, 8.7L in the standard 2.0L Our average around town barely moved from 8.7L/100km, and that was enjoying some of the fruits of the spirited engine.On The Inside It’s: Pretty nice in this entry level trim spec. Leather seats, heated, not vented (sigh) are comfortable, supportive underneath and around the abdomen and electrically powered for both sides. There isn’t memory seating though. The top level has a diamond quilted leather trim option for the seats. There’s a sunroof, of course ($2500 as an option), and mood lighting in the housing around the switches for the interior lights. If there’s an option to change the colour it wasn’t readily found. All models have a remote key for entry and exit, and it’s cleverly designed to fit in between the spring loaded supports inside the cup/bottle holders in the console.In the traditional styled centre console is a rocker gear selector, a drive mode dial, and a nook with wireless charging for smartphones, plus USB and 12V sockets. The charge pad is a tad fiddly and requires precise placement of the handset in order to initiate charging. The touchscreen is a 8.0 inch with a familiar look. As a result it’s super easy to use and to read. Satnav is standard and SUNA updates are included. Apple CarPlay and Android Auto are embedded. Sound is via DAB and Bluetooth streaming. The 9 speaker output is beautifully balanced, crisp, and with plenty of balance in the bottom end. The driver binnacle has a pair of analogue dials, and the infor screen in the middle has a G-Meter, a gauge sheet with power and torque displays, and even a lap timer.Paddle shifts are standard and work well with the smart transmission, which has rev matching technology when it comes to the cog swaps. There are five drive modes which are activated via a dial near the gear selector. Custom, Comfort, Eco, Sport, Smart, are the choices and each change the colour of backlight in the driver’s dash LCD screen. They also bring up a graphic on the main 8.0 inch centre screen which show a layout of the car and highlights areas with different colours. Embedded in the sub-menus here is the option to change the steering and transmission between Comfort and Sports.The rear seats are not excessively spacious in regards to leg room. Even with an average height driver the rear of the front seat is just a few inches from the squab of the rear seat, and they just don’t look as if there is real comfort for anyone of certain sizes. That’s due to a shortened wheelbase that, although it endows the G70 with great handling, then compromises for a proper 2+2 or 2+3. It also compromises boot space, with the BMW/M-B-esque end holding 330L. The spare is a space saver, not a full-sizer.What About Safety? There’s nothing left out in real terms. A console mounted tab for 360 degree camera was fitted in the review car, and the actual feature is standard in the Ultimate. Forward Collision Avoidance with pedestrian alert is standard, as is Lane Keep Assist with steering assist. The actual assist is aggressive and overly so in how it works to keep a car in between the lines. Rear Cross Traffic and Blind Spot Alert are also standard, as are a full suite of airbags including driver’s knee.On The Outside It’s: Low, slinky, full of sensual curves, and obvious who it’s looking to hunt down. It’s a long, long, bonnet on the 4,685mm G70, with lines and shapes that evoke BMW, Mercedes-Benz, and thanks to the badge, had a number of school yard car-spotters saying Aston Martin. It’s fair to say that the deep electric blue metallic paint is eye-catching, and on the school run had plenty of eyes on stalks swivelling to follow its progress. Even on the highway and residential roads the unfamiliar shape and badge had people stop or watching from inside their own car, eager to try and get a glimpse of the svelte lines. It’s a four coupe, almost, in profile, and the bootlid is a stubby, truncated affair with a built-in spoiler design. The grille on the Sport is a classy, black coated, diamond mesh design. On the front flanks is a chromed, boomerang shaped insert, and there is pressure relieving vents ahead and behind.The tail lights are LED and there’s even a hint of Mustang in the three vertical stripes when lit. There are puddle lamps in the wing mirrors that shine the Genesis logo, and the headlights and indicators are high intensity bi-LED and full LED respectively.Out On the Road It’s: Engaging. Wonderfully so. Dialing up any of the drive modes from another brings small but perceptible changes in the G70’s behaviour. In Sports mode for the steering it’s razor sharp, though process sharp in its reaction to steering wheel input, and adds a discernible heft to how it feels as it’s turned. Eco dulls the engine and transmission down to a smooth, slurry,easy going feel. Sport goes the other way, tightening up the responses for a crisper, sharper, experience.
But even Sport doesn’t completely dial out the unexpected. There is turbo lag, that gap between hitting the pedal and the engine lighting the candle. Once fired up via the push Start/Drop button, the motor settles into a ready for action mode. It’s sometimes too eager, like an energetic puppy, pulling at the transmission in its willingness to move. Get to a stop sign, the engine spins down. Go pedal pressed and there’s a hesitation as the electronics engage and the turbo finds boost once 2000rpm is seen on the tacho as the G70 gets underway. It builds steam nicely and is a constant, linear, acceleration.
On song, the 2.0L turbo pulls nicely in all driving areas. Having the eight speeds to choose from, along with the rev matching tech, means it’s hardly ever found wanting for response in throttle applications. Feather it into a twisting mountain road and the tacho blips and flickers as the engine and gearbox work side by side in keeping the revs where they need to be. Cruise on the highway and it’s inaudible. Plant the hoof and there’s a sharp intake of breath before a cog or two is swapped and it launches forward. In Sports mode there is a rumble fed through the audio system to add to the experience. Cornering, too, is sharp, thanks to the car’s low centre of gravity and a well sorted limited slip diff. It’s precise, and sits flat in the corners that allow the chassis to showcase the Australian tuned setup.Ride quality is never anything less than very good. The taut rear end will skip around, the steering in Sports mode is razor sharp in its response time. The suspension is a delight. Its compliant to a fault, dealing with the usual lumps and bumps without issue, even dialling out the dreaded shopping centre speed reducers without qualm. Road noise on harsher tarmac from the 265/45/18 tyres was surprisingly intrusive. Smoother roads were much quieter. There are 18s on the entry level, black painted alloys on the Sports, and bespoke Ultimates in 19 inch diameters for the top level. the Sport has Michelin Pilot Sport 225/40/19s and stopping power comes from renowned brake company, Brembo. These are super effective, hauling up the G70 time after time with pin point precision thanks to one of the best calibrated brake pedals going.
And The Warranty Is: For five years. There is free servicing for those five years too, along with the Genesis ownership experience, and 24/7 roadside assist. There is also a free service for drop-off/pickup when booking the car in for service if the owner is inside a 70km circle of a Genesis Studio. In Sydney, currently there is only one and it’s in the city itself.
At The End Of the Drive.
There are a couple of things holding the Genesis up from making its mark in the Aussie automotive landscape. Chief amongst the list is the brand recognition. When Genesis launched with the 3.8L V6 version, it was seen with a small measure of respect, a larger measure of disdain, and quickly fell into the hands of hire-car companies. Only Hyundai can explain why. Right now, with a presence that’s still virtually invisible, the marketing team needs to get behind it and let people know it exists.The next hump is the bias that Australians have when it comes to cars from Korea. Inexplicably, there is still a stigma attached to both brands, even with the superb quality and outright clout the cars have. Hyundai’s N class, for example, showcases real-world ability against class leaders like the Golf GTi. The Stinger has shown that a V6 powered rear wheel drive sedan has punch. The i30, the Highlander, the Santa Fe are plentiful on road, but still have that upturned nose and sniff of derision to cope with. And that’s unfair as Korea makes the best selling Samsung and LG TVs, phones, home appliances…
For a Genesis rebirth, there’s work to be done. Find out more, here.