Performance Review: 2022 Genesis G70 3.3T Sport

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Back in 2019, I drove the then-new G70 Sport: a new luxury sedan from a new luxury brand, Genesis. My tester ran a 2-litre four-cylinder turbo engine, rear-wheel drive, and a came with a six-speed stick, big red Brembo brakes, and a limited-slip differential (LSD). If this wasn’t a sign that this Korean-built contender was targeting an enthusiast driver, I’m not sure what is. This car reminded me of the Cadillac ATS Coupe in a similar configuration, another all-time favourite driving machine for the dollar.

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Several years and a global pandemic later, the G70 no longer comes with a manual transmission — though model-year 2022 sees the model emerge from a comprehensive makeover complete with new looks and features that push things up-market and add more value for the shopper.

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Primarily, I figure the makeover does that in two ways.

First? More of the G70, inside and out, now looks more substantial and high-end.

Second? There’s a stronger brand identity emerging from the updated styling.

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The new outer skin turns more heads as it moves down the road, with a sizeable presence and plenty of distinctive elements. My favourite? The thin-slit headlamps flanking the bronze-trimmed grille, and the tight panel gaps and fit and finish apparent at all seams and joints between the panels of the hood, fenders, lights, and bumper.

Tucked in behind all of that is a 3.3 litre twin-turbo V6 with 368 horsepower. That’s more than plenty to fire the G70 down the road in a real hurry. An 8-speed automatic with paddle-shift sits just behind the engine, and further rearward it’s a limited-slip rear axle at the hind end of the highly-flexible AWD system. It drives a set of gloss-black nineteen-inchers, again with red Brembo calipers peeking out behind, and all wrapped up in Michelin Pilot Sport tires.

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Just above? An electronically-controlled suspension. Out back?  A valve-equipped sports exhaust system that wakes up the G70’s soundtrack in sportier drive modes, where the engine communicates its output via a meatier howl that grabs the driver’s attention while remaining tastefully restrained in volume.

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So, here’s a gutsy twin-turbocharged sport sedan that’s built to hustle and handle and generate big grins for enthusiast drivers, while giving them a generous list of the high-tech tools and features they like to have in their kit. The best part? That’s all yours for $59,000 Canadian dollars, delivered to your door. In fact, since Genesis uses an increasingly popular all-in pricing and maintenance model with vehicle transportation and a courtesy loaner included, new owners have no need to leave their house to facilitate any part of the purchase, maintenance or servicing of their new G70 for at least 3 years. 

Do you like quilted leather? Genesis thinks so, because they’ve put the stuff everywhere. Elsewhere on board, there are more dramatic trimmings more widely-deployed, more detailing, and a richer and more substantial look that’s carried more consistently from one end of the cabin to the other. Virtually every sound, from the tick-tock of the turn signal to the latch mechanism on the centre console lid, sounds and feels the business, too.

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Around the driver, smooth, creamy leather and finishes flow and pour from one surface to the next. I appreciated the waterfall effect of the coloured  dashboard flowing down into the centre console, dressing that typically-bland area of the car’s cabin up with a splash of colour and an interesting design touch. T here’s little in here that’s not pleasing to look at or touch.

The central command screen is wide and crisp, responsive, and looks nicely integrated within its surroundings. Hooked up to Android Auto, I had no complaints with connectivity, graphics or response time. Notably, the high-resolution central display screen also makes for some fantastic graphics fr om the 360-degree camera feed. Not all luxury cars are created equal in that regard, and a high-resolution screen can take additional stress out of maneuvering in tight quarters, because you’re able to gather more information from the image, more quickly. 

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At 5’10, I found the accommodations to be comfy-snug, with a glove-like fit that’s engaging but not cramped. Nearby storage and charging is adequate to generous as well. There’s even a wireless charging pad for surface-contact charging of compatible smartphones. That wireless charging pad features a very grippy rubberized coating, to help keep your handset firmly secured in place.

That’s a good thing, because the best thing about the G70, I figure, is the attitude and character they’ve dialled into the way it feels when being driven spiritedly. You know — the sort of driving that can send your phone for a bit of a ride.

A good friend owns a 2000 BMW M5, known as the E39. This is a V8-powered German sports sedan that’s widely held in enthusiast communities to be one of the ultimate sports sedans ever created. I’ve had plenty of seat time and some racetrack laps in the E39 over the years, and can confirm that it’s a lively, graceful, and engaging four-door with moves that wouldn’t feel out of place in something smaller and lighter.

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Though comparing these two is sort of silly, there is a common tie: both give enthusiast drivers that beautiful sports sedan driving feel that happens when things are dialled in just right. There’s something about having a very responsive throttle, very responsive brakes with deep reserves of clamping power, an eager steering system, some sticky tires, and a suspension system that helps orchestrate all of that into a comfortable ride — but with a very strong sense that the body of the car is sprung very tightly against its wheels.

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And whether brand-new Genesis or 22-year-old sports sedan royalty, you’re in this perfect place when driving with intent. It lands between soft and hard, touring and race-track, and the car is always squirming and shifting and turning beneath you — which makes it feel active, lively, and feisty. This is an encouraging sensation, and will convince enthusiast drivers to make use of their machine’s capabilities more often, for higher return on investment. At their core, these two machines are both effectively engineered to be comfortable four-doors  built to both connect with and entertain their operator, and more effectively the harder they’re worked.

The point is, I think even long-time driving enthusiasts will be pleased with how the G70 feels and responds.

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Mostly.

Some drivers may wish for a more precise feel from the braking system in traffic or during gentle driving, which can make it easier to brake more smoothly. Still, these high-performing brakes shine when they’re hot, and being worked hard.

In a touring setting, the G70’s ride is sufficiently hushed, and the suspension provides enough softness around the edges to turn in a creamy highway drive that feels dense, solid and athletic. Test-driving shoppers who do a lot of highway driving may also wish to consider the Lexus IS and Ford Mustang Mach-E, two of my other favourite highway cruisers from recent test-drives.

G ripes? Rear- seat space is sufficient for adults, but larger ones will quickly run out of headroom and legroom, and in that order. Elsewhere, the high-performing tires and rear differential can cause some unwanted noises and feedback while parking, another par-for-the-course compromise of owning a high-performing car.  I also left the G70 wishing for a more generous highway cruising range from a tank of fuel, and a snappier response from the transmission during paddle-shifting. 

Ultimately,  aside from a few minor quibbles, here’s a beautiful car with a beautiful drive that’s got everything you probably want — and at a highly reasonable price.