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Old 07-13-2018, 09:51 PM   #26
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...but this isn't a Hyundai or Kia, it is supposed to be the up-market brand.

"Comfort, price, mpg, reliability, warranty and perceived value is what will factor into most buyers decision." That is what Hyundai and Kia are for...
Ok, so why cant this be an upmarket brand to compete with Lexus? Go sit in a new Lexus GS or IS car. It feels like a slightly tarted up Camry / Corolla. It just feels so insanely cheap and damn near that of Toyota that this could be an excellent opportunity for Genesis to take decent market share.
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Old 07-14-2018, 09:59 AM   #27
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Originally Posted by Unsourced Article Posted by Avanti
Genesis is gearing up to launch the all-new G70 this summer
you guys are missing the larger irony of this statement -- summer will be over soon, and Genesis has yet to release pricing, has yet to release full specs (e.g. vehicle weight). i've still yet to see the first instrumented test in any US car mag (for reference, stinger instrumented tests appeared last September, and that car wasn't sold in the US until shortly before Christmas). i don't know what the holdup is, but i think we still have a ways to go before these are available for sale. if they don't get their act together and get these to USA dealer lots significantly sooner than bmw gets the new 3 series here, i think they royally messed up and are DOA
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Old 07-16-2018, 05:11 AM   #28
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I actually really like this car. I'm a little disappointed at the shift knob though... sure, it's a minor detail, but I'm just surprised they went with that design. But that aside, I had been thinking of getting a DD and just keeping the Evo as a weekend car, and I would seriously consider this car. Plus it helps that I have a chip I can call in with Hyundai
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Old 07-16-2018, 04:35 PM   #29
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Originally Posted by godfather2112 View Post
Ok, so why cant this be an upmarket brand to compete with Lexus? Go sit in a new Lexus GS or IS car. It feels like a slightly tarted up Camry / Corolla. It just feels so insanely cheap and damn near that of Toyota that this could be an excellent opportunity for Genesis to take decent market share.
That's the conundrum that Toyota/Lexus is in right now, IMO. The IS isn't amazing but I don't think the interior is "cheap" - it's more like Toyota (and Honda, etc.) have really stepped up their interiors over the years that they are closer to their luxury-branded counterparts than they have ever been. The average person will save the $10K and get a Toyota whereas only the people who are self-conscious about their image will pay the premium for the "L" badge.

Compared a Camry vs. an entry level Lexus in 2008 and there is no doubt the Lexus blows the Camry out of the water. Compare the same in 2018 and it's hard to tell.
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Old 07-16-2018, 04:39 PM   #30
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A ton of reviews just came out this morning for this. Motor Trend, Automobile, etc.
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Old 07-16-2018, 09:45 PM   #31
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Glad I bought the 5.0 while they still offered it.

I wonder if they are doing away with it. I hope not, it's a fantastic engine.
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Old 07-17-2018, 05:05 AM   #32
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Old 07-17-2018, 05:08 AM   #33
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2019 Genesis G70 First Drive: Image is Everything

Authenticity, Korean-style

July 15, 2018

Rumor has it that the traditional four-door sedan is in the throes of a prolonged death spiral, squeezed into irrelevance by crossovers on one end and EVs on the other. But apparently Genesis hasn’t gotten the memo. Although its own SUVs are right around the corner, the 2019 G70 comes ready to stake a claim in the still-breathing entry sport luxury sedan market on its own terms.

It’s a risky yet necessary gamble on the part of Genesis, which launched about three years ago as a standalone luxury brand above parent company Hyundai. With the G70, Genesis is aiming straight for the middle of a crowded pool filled with German and Japanese competition.



The G70 looks to stand out by straddling a line between athleticism, refinement, and elegance. As if that weren’t enough, the Genesis tries to deliver an authentic character, as well. So in reality, it’s less of a straight line and more the challenge of a classic Venn diagram. Is it possible to achieve all four qualities without compromise?

Watch Auto Mundial 09/10/17
Visually, the G70 certainly looks the part, especially out back. The sedan neatly sidesteps the ongoing trend of a horizontal taillight treatment that, at a glance, seems interchangeable from one car to the next. Instead, the G70 sports shapely clusters reminiscent of the Rock of Gibraltar, enhanced by horseshoe-shaped LED bars at the edges. From the rear and sides, the G70 exudes a confident, muscular stance. More like this, please.

The front end is less successful, bowing to the very themes it studiously avoids elsewhere. Despite the angry angles and sporty stance, I can’t help but think I’ve seen all of these design cues before. All that seems to vary is the shape and size of the grille from one make to the next.



At least the interior follows through on the promise of purposeful simplicity. Three large, round knobs provide dedicated control over the dual-zone climate control, with seat heating and ventilation buttons nestled between each one in logical fashion. Just above that are eight buttons tied to the infotainment system, bracketed by volume and tuning dials on either side. Clean, simple, easy. But although the 8.0-inch screen is responsive to touch (even while wearing gloves), it could benefit from some kind of redundant input. My hand tends to fall to the circular Drive Mode controller where I instinctively twist it to select a menu, only to adjust throttle and steering programs instead.

But despite the presence of the drive modes, Genesis is opting for an overall less-is-more approach with the G70. Albert Biermann, head of vehicle performance at Genesis, avoided the temptation to pile on a litany of tech to achieve basic handling and performance goals. Instead, his team’s focus was to nail the fundamentals. Biermann insists that all the “fancy options” competitors offer tend to go largely unused and unnoticed by most customers, even if having those features implies an enhanced level of performance. “Maybe it is a bit more of a challenging route,” Biermann concedes, “[but] we have a different strategy.”



That strategy pays off. The G70 has impeccable road manners and no tactile sign of a tradeoff, even on the base model. On some of Maine’s more neglected roads outside of Portland, I find myself pointing the G70 toward visible imperfections just to see if I can unsettle the suspension. The G70 absorbs and dispatches bumps with little drama. There’s just the right amount of feedback through the wheel, neither too jittery nor too isolating. Refinement and elegance: achieved.

Athleticism arrives in the form of a 365-hp 3.3-liter twin-turbo V-6, with 376 lb-ft of torque coming online as early as 1,300 rpm and sticking around until 4,500 rpm, generating robust midrange punch. Even a slight prod of the throttle summons a suitable swell of power on demand, generating more than enough speed. Genesis estimates a 0–60 time of 4.5 seconds. Standard 13.8-inch Brembo discs up front and 13.4-inch vented rears feel firm and confident, even after repeated stabs to the pedal at high speeds.

Stepping down to the 2.0-liter turbo-four is a bit of a compromise, but not in terms of refinement or character. Its numbers are noticeably lower, with 252 hp achieved at a lofty 6,200 rpm and 260 lb-ft found from 1,400 to 4,000 rpm; but keep the revs up, and it’s a willing partner. Have some patience from a start, however, as the G70 doesn’t have the same off-the-line punch as, say, the 2.0-liter fours found in Audi’s A4 or the Mercedes-Benz C-Class. There’s a pronounced, agonizing lag before the turbo finds its spin and breathes life into the cylinders.

Both engines are mated to an eight-speed automatic, which delivers shifts without drama, and there’s even a mechanical limited-slip differential (standard on 3.3T and 2.0T manual, optional on 2.0T RWD). All-wheel drive can be had on either engine. Feeling a bit rebellious? Engage Drift mode on either drive system and light up the rear wheels in a cloud of rubber vapor.

Of course, the true ace in the hole can be found in the 2.0-liter G70 Sport model, which comes standard with the aforementioned Brembos (but at all four corners) with upgraded pads, and an enhanced exhaust system. Oh, and—get this—a stubby lever in the middle of the console, connected to an honest-to-goodness six-speed manual transmission. Throws are light and direct, and the transmission helps to make the most of the 255 horsepower under the hood—3 hp more than you get with the automatic.

As welcome as this powertrain combo is, it also begs the question: Why devote a significant chunk of development dollars to an option with so few takers? If the four-door sedan is truly on its way out, it’s the manual-equipped one that is certainly leading the charge toward an inevitable demise.



In a word: authenticity. The decision to develop a stick wasn’t based solely on sales numbers, but also on attracting bona fide enthusiasts to the brand. Genesis identifies true enthusiasts as the ones most likely to own and modify their cars, which makes things like the standard suspension and turbo-four ripe for factory and aftermarket upgrades. One can only hope that Genesis carries this spirit of authenticity down to the dealer level, where its support will be needed most.

Despite Biermann’s shade, there are fancy options to play around with. Get the adaptive suspension option if you must on automatic-equipped models, but it’s really not necessary to hustle the G70 with potent alacrity around corners. On models without the adaptive suspension, Drive mode adjusts parameters such as throttle and steering response as well as adjusting the sound enhancement profile. And here’s the great thing: Sound enhancement can be turned totally off. I’m going to file that glorious choice under authenticity, as well.

As good as the G70 is right out of the gate, it doesn’t live in a vacuum. The Audi A4 continues to be one of the best cars in its class, and BMW is readying a new 3 Series for next year. There’s also the Alfa Romeo Giulia, our 2018 Car of the Year. But Genesis is also coming loaded for bear with service perks that includes complimentary maintenance and annual map updates for the first three years of ownership.

Is there room for improvement? Sure. The manual version has a weird dip in power at the end of clutch engagement during first-gear starts. Genesis claims it’s a feature, not a bug, promoting smooth starts. This goes against the enthusiast philosophy, and hopefully it will be defeatable in future versions. The nice quilted seats could benefit from extendable upper thigh supports, and I’d welcome a true manual mode on automatic-equipped versions without having to turn off the traction control completely.

A few variables still hang in the balance, such as when the G70 is going on sale here and how much it will cost. Expect to pay around $35,000 for a base 2.0T, and more than $50,000 for a fully loaded 3.3T AWD model.

Given the importance of the segment (and the fierce competition), Genesis has one chance to make its impact felt. And we’re happy to say that for the most part, it’s succeeded. If Hyundai’s luxury arm can nail this whole image thing—and given the talent involved, there’s a good chance it will—the G70 will be instrumental in establishing Genesis as a luxury brand with a distinct identity.
https://www.motortrend.com/cars/gene...2196E8CF5B1DF4
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Old 07-17-2018, 09:04 AM   #34
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Crap; I like how it looks, and it's a damn sedan. The 2.0T, 6mt checks a lot of boxes for a reasonable amount of money; it's heavy but so is everything else these days.

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Old 07-17-2018, 02:41 PM   #35
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Get the AWD variant and it'll be a nice step up from the Legacy. If only Subaru had brought the B11S to production...
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Old 10-13-2018, 06:56 PM   #36
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Old 01-07-2019, 07:09 AM   #37
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Default The 2019 Genesis G70 2.0T Manual Falls Just Shy of Sports-Sedan Legitimacy

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The 2019 Genesis G70 2.0T Manual Falls Just Shy of Sports-Sedan Legitimacy

The restriction of the six-speed manual to the rear-wheel-drive, four-cylinder G70 sets things off on the wrong foot. Generally well behaved, the 252-hp turbocharged 2.0-liter inline-four simply is far less thrilling than the available 365-hp twin-turbocharged V-6. And no one will equate the four-pot's blenderlike tenor with that of a true performance engine—or even that of a turbo four from a more established engine crafter such as Honda, BMW, or Alfa Romeo.

Performance is adequate, although in acceleration the G70 lags behind even the outgoing four-cylinder 3-series with an automatic transmission. It achieves 60 mph in 6.6 seconds, and the quarter-mile goes by in 15.1 seconds (at 93 mph). The available 2.0-liter turbo four in Honda's Accord Sport makes an identical 252 horsepower and, backed by a six-speed manual, can send that mainstream four-door to 60 mph in 6.1 seconds and through the quarter-mile in 14.7. The Accord's weight—it's roughly 300 pounds lighter—doesn't explain the difference, and the fact that the Honda is powering the front wheels seriously hinders its ability for a speedy launch. Comparisons between the four-cylinder G70 and the six-cylinder model are even less flattering. The 365-hp G70 is nearly two full seconds quicker to 60 mph (at 4.7 seconds) and reaches the quarter-mile 1.8 seconds sooner (while traveling 13 mph faster).

In the powertrain's default Normal drive mode, the turbo four suffers low-rpm lag and tends to hang on to revs even after the driver's foot lifts off the accelerator. The Sport drive mode perks up those low-rpm responses and begs the question, Why doesn't Genesis simply make that throttle tuning the G70's baseline? After all, if this manual-transmission G70 is aimed at enthusiasts, logic would suggest that they're purchasing a vehicle of this type for its sharper responses.

At least Genesis had the good sense to marry the stick-shift option with the G70's Sport trim, which includes a limited-slip differential, summer tires, and Brembo brakes, but not the Michelin Pilot Sport 4S tires fitted to the limited run of 800 launch cars. Despite wearing just Pilot Sport 4 tires, this sedan stopped and steered as satisfyingly as other G70s. We recorded 0.91 g of lateral grip and a 161-foot stop from 70 mph, figures very close to those of the six-cylinder G70 3.3T we tested last year. (That car, riding on the slightly more aggressive 19-inch Michelin Pilot Sport 4S tires, notched 0.95 g on our skidpad and a 164-foot stop from 70 mph.)

The G70 has a near-perfect balance of ride quality and handling acuity. Even though the damping isn't as spot on as the Alfa Romeo Giulia's, which is otherworldly in its initial bump compliance and management of body motions, it is up there with the segment's best. Genesis nailed the controls' consistency, too, a big factor in our love for the Alfa, with inputs at the steering wheel, pedals, and shifter delivering similarly eager responses.


The Stick Shift Is a Sticking Point

Where the manual-transmission G70 needs work is, well, in its transmission. Despite the clutch and shifter being among the best that Genesis parent company Hyundai has ever offered—right up there with the new Veloster Turbo and N models’ units—it still falls short of row-your-own greatness. The lever pops into gear without the satisfying sense of positivity and mechanical beauty you might find in, say, a Honda shifter. And the shifter's physical relationship with the gates is too plasticky for anything aspiring to usurp BMW's 3-series (or even the Accord Sport). While we have complimented the similar-feeling shifter in the $16,000 Hyundai Accent, the expectations are higher here, commensurate with the G70's cost.

We have few complaints about the clutch pedal, which swings through an arc with BMW-like springiness. It could better telegraph the clutch's bite point, but even so, launching the G70 is an idiot-proof event.

Looks Like a Sports Sedan
Nor is there anything wrong with the G70's handsome styling, which amounts to a successful amalgamation of contemporary sports-sedan cues. The interior stands out by evoking a time before complicated, overthought interfaces. There is a single, responsive, thoughtfully-set-up touchscreen with two horizontal rows of hard buttons for climate and entertainment controls. Our only real complaint is that, while impeccably assembled, the G70's interior isn't as overtly luxurious as that of the Mercedes-Benz C-class or the Audi A4.

[hit link for photo gallery]

https://www.caranddriver.com/photos/...mbers-gallery/

The Genesis, though, is a relative bargain. The stick-shift G70 2.0T Sport sits near the bottom of the G70 lineup. At $38,895, it boasts plenty of standard equipment and no options beyond color. The list of standard features includes heated and ventilated front seats, dual-zone automatic climate control, a 14-way power driver's seat (and an eight-way power passenger seat), and a 15-speaker Lexicon audio system in addition to the Sport trim's performance-enhancing goodies. And today's active-safety must-haves such as forward-collision warning, automated emergency braking, blind-spot warning, and lane-keeping assist also are all included.

But make no mistake, the value discussion doesn't let Genesis off the hook for its first ever manual-transmission vehicle—even if it is a novelty now that the new 3-series will no longer offer a manual, Audi dropped the A4's stick shift last year, and neither the Lexus IS nor the Mercedes-Benz C-class offers one. There's little reason why the G70 can't be affordable and great to drive and have a nice manual shifter, which would help the 2.0T Sport bolster the G70 lineup instead of floating as an asterisk behind it.
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Old 01-07-2019, 12:58 PM   #38
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Saw one of these in Chicago in October with manufacturer plates on it. They look great in person, interested to take a ride in one of the 3.3T versions soon.
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Old 01-09-2019, 08:42 PM   #39
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It looks good but still not giving up our 5.0
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