The Genesis G70 has been the Hyundai sub-brand’s answer to European and Japanese luxury powerhouses for a few years now. The first-generation model, which just debuted a short while ago in 2017, was likened to the BMW 3 Series, Lexus IS, Mercedes C-Class, and Audi A4/S4. This new 2022 model continues that strategy, packing a lot of performance, tech, and luxury within its dimensions for its pricing, showing that it’s potentially a bargain up against these OGs.
It does all that and certainly looks the part of “executive express” as well. With some revised exterior accents, striking lines, and in our opinion very cool-looking headlights and front grille, the G70 really sets itself apart from basically everybody.
We’ve assembled quotes from various journalists who’ve given this new Genesis a go, and across the board in regards to luxury, tech, and performance, things certainly sound promising. Let’s take a look at what some of the best voices in automotive media are saying. Welcome to another Review Rundown!
On Interesting Tech and What’s New for 2022
First and foremost, what’s paramount to point out is it offers a lot of standard driver aid tech, as well as convenient interior features to keep it hangin’ with the times.
Steven Ewing for CNET Roadshow – “Like Genesis’ other models, the G70 comes with a huge list of standard driver-assistance tech — more than you’ll get on any German rival. You name it, it’s standard: blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, lane-keeping and lane-following assist, forward-collision avoidance, etc. Even Genesis’ Highway Driving Assist is equipped on every G70, combining adaptive cruise control with lane-keeping tech. The only optional features are park distance warning (weird this one isn’t standard), a 360-degree camera and the cool blind-spot cameras that project a live feed of what’s next to you right in the gauge cluster.”
Bradley Iger for The Drive – “The dated 8-inch touchscreen infotainment display has been ditched in favor of a much sharper looking 10.25-inch widescreen unit with navigation as standard. Wireless Apple CarPlay and Android Auto features still aren’t on the menu, unfortunately, but designers did rearrange things underneath the HVAC controls to make room for a wireless charging pad. The gauge cluster has been reworked as well, scoring an eight-inch center display with an integrated tachometer, the latter of which now lives on the right hand side of the cluster instead of the left. The display also allows for features like the new blind-spot view monitor, which uses cameras mounted on the bottom of the driver and passenger rear-view mirrors to provide a view of what’s just behind you in the lane you’re about to change into.”
Kyle Patrick for Auto Guide – “The larger, 10.25-inch central infotainment screen is a welcome improvement. While it isn’t the same impressive setup as the 80-series models, it’s still quick to respond and easy to navigate. Apple CarPlay and Android Auto are both standard, though you’ll need to bring a USB-A wire.
I’d be remiss if I didn’t mention the trademark Genesis “seat hug,” too. When entering Sport mode, the driver’s seat side bolsters gently squeeze you into place. The sense of occasion is great.”
On Both Street and Track Performance
Regardless of whichever engine prospective buyers consider, performance certainly isn’t lacking. With a standard 252 horsepower, turbocharged 2.0-liter four cylinder, and available 365 horsepower, twin-turbocharged 3.3-liter V6, the G70 will hit 60 MPH in 6.2 seconds with the former, and an impressive 4.5 seconds with the latter. Sport Prestige and Launch Edition trims get adaptive dampers as well for more refined, performance-oriented, twisty-road fun.
Elana Scherr for Car and Driver – “Fortunately, the G70’s driving dynamics—which were in part what won us over when the G70 first came out in 2019—remain engaging and entertaining. We spent our hot day in the top-spec all-wheel-drive model with the optional 365-hp twin-turbo 3.3-liter V-6 and found it plenty cool; a 252-hp 2.0-liter turbo-four remains standard. With 365 horsepower and 375 pound-feet of torque, the G70 3.3T can push you back into its seats hard enough to imprint their diamond stitching across your shoulders. When it’s time to slow down, the optional Brembo brakes are responsive but not grabby.”
Alex Leanse for Motor Trend – “The G70’s terrific chassis is its centerpiece, and it remains balanced and intuitive when driven hard. Progressive and controlled body motions communicate where weight is shifting and the grip levels of its Michelin tires. At Southern California’s Thermal Club, the G70’s limits were easy to approach and ride through hairpins, chicanes, and long sweepers, and moving from Sport to Sport+ tangibly changed how wild things can get before stability control reels you back—such as when the tail swung way wide exiting a tight left-hander. Less tangible were differences in the steering, which felt smooth and appropriately hefty in either setting. The RWD models we drove had Brembo brakes, which, although somewhat soft underfoot for track work, showed little fade after slowing the G70 from triple-digit speeds.”
Steven Ewing for CNET Roadshow – “On open highways and country roads, the G70 3.3T is lovely. The electronically controlled dampers keep the sedan smooth and supple on boring stretches of highway, but call up Sport mode and you’ll get just enough added stiffness to make S-curves entertaining. The steering is plenty quick on turn-in, and while the Sport settings add a little more heft to the wheel’s action, it’s still pretty light across the board. In this loaded 3.3T spec with all the available performance aids, the G70 is as nice to drive as the segment’s best — more fun than an Audi S4 and not nearly as harsh as a Mercedes-AMG C43. If you still think the BMW 3 Series is the on-road benchmark for this class, it’s time to give the G70 a try.”
Bradley Iger for The Drive – “Wafting along in mid-morning traffic in Comfort mode, the cabin is road noise-free and the adaptive suspension soaks up all but the worst road imperfections with minimal head toss. The V6 and its eight-speed automatic are well behaved enough to stay largely behind the scenes here, with the turbocharged mill delivering enough torque in lower rev ranges to pull the car with purpose without the need to step down several gears when minor increases in pace are demanded.”
On Interior Space, Refinement and Comfort
The performance figures and tech offerings are good, but what’ll make the Genesis G70 a more clear choice when up against its competition is simply: how nice of a place is it to sit in?
Bradley Iger for The Drive – “Although the interior isn’t brimming with character, it does look and feel legitimately luxurious. Much of the credit for that comes down to the details—the weight of the volume scroll wheel on the steering wheel, or the way the seat’s side bolsters automatically hug you closer when you select Sport or Sport+ drive modes. It also doesn’t hurt that the new infotainment display is sharp and quick to respond to inputs, and the 15-speaker Lexicon audio system sounds fantastic.
I’m usually pretty fussy about my driving position, but because the steering column telescopes out surprisingly far and the 12-way adjustable driver’s seat is so amenable, it didn’t take long to find a setting that my gangly limbs found agreeable.”
Elana Scherr for Car and Driver – “One of the only major failings we can find in the G70 isn’t new: Rear-seat space is not just limited, it’s downright uncomfortable. At first glance, it doesn’t look that cramped. There’s decent headroom and kneeroom, even for taller passengers, but the bottom of the front seat juts back and hangs low, making foot space almost nonexistent. This affects even shorter passengers, as the long seat cushions push your legs forward into the front seatbacks. It might be more comfortable to fold the rear seats down and sit facing rearward, with your legs in the trunk. We’re kidding—don’t do that—but the seats do fold nearly flat, and trunk room is capacious for non-living cargo.”
Steven Ewing for CNET Roadshow – “The rest of the G70’s cabin is the same as it ever was: a little cramped, especially in the back, but pretty upscale overall. There’s some nice detailing on the metal accents and I dig the diamond-stitched seat pattern on higher trims, but you won’t find some of the finer elements from Genesis’ larger cars, like knurled wiper and turn-signal stalks or open-pore wood. At least you can get the leather in colors other than black and gray. The red, tan and purple(!) options are all pretty great.”
On the Design
This Korean sedan’s striking design features are both well-received and not-as-stoked-for by the automotive press.
Alex Leanse for Motor Trend – “If the attention garnered by our 2019 G70 long-term review car was any indication, the original sheetmetal penned under Genesis design director Luc Donckerwolke could be considered a success. Even so, its look was never particularly distinctive. But “distinctive” is the baseline for the brand’s current “Athletic Elegance” design language, with “graceful,” “beautiful,” and even “imposing” entering the lexicon around models such as the G80 and GV80.
Thus, to draw more in line with its showroom siblings, the 2022 G70 gets four slim LED headlights that streak away from a large pentagonal grille. That motif continues at the rear, where the split taillights are arranged to evoke Genesis’ winged badge, while a new trunklid integrates a prominent spoiler. In profile, a mesh vent low on the front quarter panel relieves turbulence inside the wheel arch. The edits make the G70 more, ahem, distinctive—and more Genesis—than ever.”
Brett T. Evans for Motor1 – “Applying modern design cues to an existing vehicle can result in a hodgepodge of new and old, and unfortunately, that’s the case with the 2022 G70. The quad lamps that look so cohesive and sleek on the 2021 G80 and GV80 look like an afterthought here, particularly the taillights, which need to fit in the same body openings as the outgoing G70. That means there’s an unusual body-colored plastic insert separating the equals-sign lamps. What’s more, on the G80 and GV80, the head- and taillights rest on the same exact plane when viewing the vehicle in profile, while the G70’s front lighting is much closer to the ground than the rear.
It’s not all bad, though. Working in the compact sedan’s favor are new front fenders, which ditch the outgoing vehicle’s chrome-trimmed fender garnish in favor of subtler, lower openings that recall the Bentley Continental GT and Flying Spur. What’s more, the vents actually have a purpose, reducing underbody turbulence and improving aerodynamics. Those fenders and a lower, more aggressive front bumper also help highlight the Genesis-signature three-dimensional shoulder line that runs the entire length of the G70. And luckily, the sedan still features the same long-hood, short-deck proportions as always.”
There are actually not very many official new G70 photos on the Genesis media site as of this writing; you’ll have to peek at some of the first-drive articles linked above to see some variety. But here are a few particularly elegant shots to give you a sense of what the car looks like.
It seems like overall the new Genesis G70 is a good continuation of this segment by the Hyundai-headed brand. It offers decent on-track performance (though as Steven Ewing mentioned, who’s actually going to track one?), fun street performance, and good refinement in its ride, tech, and interior materials quality.
I think we also speak for most folks when we say “please, Genesis, continue including those cool headlights in your design decisions for years to come.”