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Motor Trend has added a G70 to their fleet for one of their long term reviews. They will have the G70 RWD 3.3T Elite for a year so it'll be very interesting to see how it does.

Here's the link to the first article -

I need to get one thing out of the way first: I didn't vote for the Genesis G70 to be MotorTrend Car of the Year. I was part of the underground movement trying to award it to the Honda Insight hybrid. But our effort was Sparta defending Thermopylae: valiant but doomed. And in the end, I can honestly say I'm fine with the Genesis having won. It deserved the honor of being the first South Korean vehicle to win an OTY award, and it won fair and square.

But this also means, dear reader, that my year-long loan period will not be a wet kiss to Hyundai's luxury brand. Sure, a fanboi would wax lyrical about the latest entry into the hotly contested "Is the G70 better than a BMW 3 Series?" battle (Answer: Yes, as seen in a recent comparison test)

From my perspective, however, this means I may be a bit more judicious in describing my year-long experience (I can hear our VP of advertising sales screaming from his palatial office in Detroit as I type this). But that circumspect tone will only serve to help you better, in terms of defining the nascent Genesis brand's place in the automotive world, and answering the questions that many of you have about this upstart entry:
Is the G70 just a Hyundai (or Kia) with better leather seats and stereo?
Is the G70 worth the price?
Is the G70 as good as the Germans or the Japanese?
Is the G70 service experience more like Lexus, or Hyundai?
And so on.

Trust me, over the course of the year, these questions will be answered. Just because a car wins Car of the Year doesn't mean it cannot have faults. We will find them and call them out. You only hurt the ones you love, after all.

But we will also celebrate the G70's victories, smart plays, and savvy decisions. And there are many, otherwise it never would have reached the top of our podium.

In ordering our COTY representative for a year-long loan, it was tempting to see if we could get a value-packed base model G70 with a 2.0-liter turbo-four to see if we could underprice a loaded Honda Accord (you can, BTW, as a base G70 starts at $35,895, and you can spec an Accord EX-L 2.0T all the way up to $36,034).

But the enthusiasts in the office (and my right foot) voted for the tire-melting 3.3-liter 365-hp, 376-lb-ft V-6 version. Turns out Genesis allows you to create a value-packed V-6 version, as well, for thousands (and thousands and thousands) less than the German triad. So, well done, there. The folks at Genesis must get up very early in the morning.

The G70 RWD 3.3T Elite sport sedan we ordered comes in at $43,750, plus $1,750 for the Elite package and $995 destination, totaling $46,495.

Sharp-eyed readers will see the price above and flip back to the October issue of MotorTrend, where Jonny Lieberman raved about the G70's platform-sharing, slightly larger cousin—the Kia Stinger GT—which crossed the pricing scanner at $50,100. This pricing paradox for two nearly identically equipped vehicles, the more expensive one coming from the mass-market brand, is something that should be reconciled in Seoul. If Toyota priced a Lexus ES cheaper than a Camry XLE, heads would roll in Nagoya.

So, what do you get with a G70 for 46 large? A lot.

The throaty V-6 is mated to an eight-speed shift-by-wire automatic transmission with paddle shifters and rev match, along with a limited-slip differential. The 19-inch wheels are shod with Michelin Pilot Sport 4 summer tires and clamped by Brembo ventilated front and rear disc brakes.

Lighting features include full LED headlights and taillights, automatic high beams, LED running lights, and LED turn indicator lights on the power-folding side mirrors.

Full leather seats provide the driver with 16-way adjustment and four-way lumbar support (the passenger seat gets a 12-and-4 adjustment pattern). Both driver and passenger get heated and ventilated seats.

A scan of the interior shows aluminum interior trim, power tilt-and-telescoping steering wheel wrapped in perforated leather, and dual-zone climate control. Information comes from a 7.0-inch instrument panel screen and an 8.0-inch infotainment touchscreen with navigation, Apple CarPlay/Android Auto, and satellite radio blasting through a 15-speaker Lexicon stereo. There are three USB ports and Bluetooth connectivity.

The G70's smart cruise control brings the Genesis all the way to a dead stop. Safety features include seven airbags (including driver's kneebag), forward collision avoidance with pedestrian detection, blind-spot warning, cross-traffic collision warning, lane keeping assist, driver attentiveness warning, and a rearview camera with parking guidelines.

Adding the Elite package nets rain-sensing wipers, parking distance warning, a "wide" sunroof, and a wireless charging pad.

In total, that's a lot of stuff in a well-priced package. This is no stripped-down version designed to lure in someone who just wants the cheapest V-6 engine in the segment. This is value, pure and simple. As for how this package performs, stay tuned.


95 Posts
Discussion Starter #3
We have the first update from Motor Trend and unfortunately they have noticed some issues with their G70. They had to deal with replacing the transmission and a leaking turbocharger hose.

Here's hoping things go smoother from here because this isn't a good start.

The first long-term update for a vehicle added to the MotorTrend garage is when we list all the vital testing information about our new vehicle. Our shiny new Genesis G70 3.3T should have had about 2,000 miles on the clock by now, with a dash out to Auto Club Speedway in Fontana to run the gamut of 0-60, 60-0, quarter-mile, skidpad, and figure-eight tests.

Except in the case of our 2019 MotorTrend Car of the Year winner, you're going to have to wait another month. Because it broke. Twice.
It's almost ironic. When we named the Alfa Romeo Giulia our 2018 Car of the Year winner, the peanut gallery snarked about how our delicate Italian confection would be spending all its time in the shop. Except it didn't. It ran great for a year and 22,000-plus hassle-free miles.

And now, we have a car from Genesis—winner of the J.D. Power Initial Quality Study over every other brand—that has spent nearly a month in the shop with serious problems.

It all started in my driveway, in which I back uphill to a street, and, once I back out, I am then facing uphill. An interesting task for any transmission. Except that, when cold, the Genesis 3.3T would shift from reverse into drive with an ominous clunk. Whereupon, when driving for the first five minutes, the eight-speed automatic transmission would be plagued with random shift patterns out of context with its duty cycle.

More seriously, when asked for forceful acceleration (necessary when turning left from my quiet residential street onto a major artery), the transmission would seemingly slip and fail to deliver propulsion, while engine revs would scream to redline. This would happen for a terrifying three-Mississippi count as I drifted into cross traffic, until the tranny would sort itself out with another clunk and finally deliver power.

Once warmed up, or on a longer drive, there were no issues. The powertrain delivered prompt, rapid acceleration. Thus, I thought this was a teething problem and would sort itself out. But the issue started happening more frequently, about half the mornings I asked it to do this, and at the 1,200-mile mark I took it to the local Genesis (read: Hyundai) dealer. I also informed Genesis PR of the issue.
The instant Lexus-like response: Replace the transmission, and the transmission control unit. The instant un-Lexus-like service: Oil-stained seats.
Still, problem solved, yes?

pon return of the car, the G70 still didn't feel right. It felt significantly slower than before. Although the transmission was no longer lurching and performing erratically, it felt like the power delivery was restricted.
So we ran it through some preliminary performance tests. It ran much slower than all G70 3.3Ts that we had tested to date. In fact, road test editor Chris Walton forgot he was in a V-6 3.3 twin turbo and thought he was running a G70 2.0T single-turbo four-banger, the results were that much slower.
Back to the dealership it went. Diagnosis: a leaking turbocharger hose. Fixed, with free loaner car delivered and retrieved at the MT office. That's more like it.

Are these one-off problems? Hard to tell. Most consumer forums love the G70 (as we did at COTY). I checked the NHTSA database and—perhaps it's a function of our current laissez-faire regulatory environment—Genesis isn't even listed among the world's automakers in the drop-down menu for "file a complaint by keyword," although you can search for recalls by VIN, and it recognizes that Genesis exists.

Meanwhile, the G70 has since been thundering around Los Angeles' South Bay, roared out to this year's COTY testing as a shuttle vehicle, and in all senses seems to be in fine fettle.

How fine? Check in next month for our test results.

419 Posts
FYI, it looks like MotorTrend is doing these as end of the month reports, so "2019 Genesis G70 Long-Term Update 2: ___" should release next month!

I will be on the look out for it.

137 Posts
Motor Trend published Part 2 of the year-long review and after that issue with the transmission it seems like it's been nothing but smooth sailing.

Having returned from the dealership to solve some baffling transmissions issues, our long-term Genesis G70 now appears ready to romp around Los Angeles, its snarling 3.3-liter twin-turbo V-6 full of energy and excitement.

As such, we were ready to take our still-minty Genesis out to Auto Club Speedway in Fontana for instrumented testing. Sure, we had already tested the G70 for our 2019 Car of the Year competition, but those results were taken at the Hyundai-Kia California Proving Grounds, where the high summer temperatures made the results worthy of asterisks.

Our tester's patience was rewarded. At Fontana, we nailed down some pretty impressive numbers for a $46,495 car costing substantially less than similar-performing European rivals.

The G70 3.3T's 0-60 acceleration clocked in at 4.5 seconds. The quarter-mile run came through in 13-flat at 108.5 mph. That puts it in a bit of in-between. While markedly quicker than the comparably priced Lexus IS 350 F Sport RWD and Infiniti Q50 3.0t, the G70 is a shade slower than the BMW M340i and Mercedes-AMG C43 that cost $10,000 to $15,000 more.

Is that quick enough for you? Road test editor Chris Walton noted, "One of those stealthy-quick cars people won't suspect, and you can shock them with the acceleration. We got a strong one. Launch control works rather well. Revving to 2,250 rpm, and immediately releasing the brake almost produces some wheelspin and shoves you back in the seat. Upshifts are quick and smooth."

As for slowing down, the G70's best 60-0 braking distance of 109 feet is Subaru WRX STI turf. Walton described the G70 as having an "aggressive pedal jump-in, crisp bite, minor dive, some ABS noise, but little vibration, and always straight. Some odor after several quarter-mile passes, but no degradation."

Roaring around the figure-eight resulted in a posted 24.9 seconds @ 0.77 g (avg). That's on par with the aforementioned AMG C43 4Matic, as well as the Jaguar XE 35t R-Sport, which we lauded for its exceptional handling.

And for all you brand snobs out there, all the above G70 times and distances are just a hair better than those of the G70's longer, platform-sharing cousin, the Kia Stinger GT.

Testing director Kim Reynolds described it as such: "Lots of fun hanging the tail out, but it would probably scare most people half to death. I was upshifting early from 3rd to 4th on late corner exit to calm down the stern and bring it back into line. Good brakes, predictable, 'OK-plus' steering behavior, a bit iffy lateral seat support. But the whole shebang is dominated by tail-happiness (tail-euphoria). I don't recommend the average consumer turn off ESC."

Wailing around the skidpad is one thing. But do these tendencies replicate on city streets? Yep.

My daily commute up Pacific Coast Highway through the South Bay beach cities involves lots of threshold-braking panic stops as impatient drivers dart and weave to get that extra car-length advantage between stoplights. In this instance, brake control is just as important as stopping distance, and the G70 is calm and precise, never panicky.

And when I suffer my own dart-and-weave impatience, a quick twist of the drive-mode knob into Sport results in snappy acceleration and downshifts without delay.

However, that relative lack of cornering grip, when combined with the V-6's strong 365 hp and 376 lb-ft, means sharply entering PCH traffic flow from a side street often results in the powertrain overpowering the Michelin Pilot Sport 4 255/35/ZR19 tires, producing wheelspin and traction control intervention.

The lesson here is rather counterintuitive: If there's no traffic, you can enjoy a wee slide if your hands are quick. But when you're merging into a small hole in the midst of heavier congestion, being deliberate and rolling into the throttle, rather than mashing it to the firewall, may result in a more precise outcome.

What we are rapidly finding is that, in a performance-per-dollar equation, the Genesis G70 3.3T is one of the best values on the market.
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