offers tight ride
Chassis is what sets this car apart
That’s simply because, while the by a 2.0-litre turbocharged four is competitive — its 252 horses are equal to the class-leading Audi S4 — the twice turbocharged V-6 is a real stonker. More robust than anything remotely competitive — the 400-hp Infiniti Q50 Red Sport being the sole exception — the 3.3 L’s 365 ponies are backed up by a stout 376 pound-feet of torque, which is available as low as 1,370 rpm. Yes, throttle response is instantaneous. Mated to the quick-shifting eight-speed automatic transmission, it makes for an impressive powertrain.
Said automatic is also, however, the source of one of the G70’s most glaring faults, one so obvious that one has to wonder how it slipped by quality control. Slip into Sport mode, then floor the throttle and the transmission will, as it is supposed to, skip down a gear or two. And, once you let off, it holds that lower gear, again, as it is supposed to. Things then get a little untidy because it is supposed to, after three or four seconds of constant throttle, figure out that you’re no longer calling for Full Banzai mode and, without prompting, shift up again. What it actually does is keep holding the lower gear ad infinitum as if you’ve switched to manual mode.
This is obviously a software glitch, and I suspect that after a 15-minute chip reflash it will be right as rain.
As for more proletarian concerns — such as interior decor and exterior design — know that the G70 is very much a triumph of substance over style. The actual layout of the G70’s cabin breaks no new ground. Indeed, it might even be — with touch-screen controls and redundant buttonry — a little busy. But the materials and execution are exquisite. BMW wishes its 3 Series had leather so soft. Mercedes will be envious of the G70’s extensive quilted stitching, on seats, dash and doors. If the design of the cabin is conservative, Genesis Canada’s choice of colours for its Nappa leather is not. In addition to the standard tan and black, there’s a host of purples and greens that truly stand out. There’s a level of superior quality to the Genesis cabin that used to be the sole purview of Audi.
As for equipment, the G70, even in base form, has all the gear: wireless charging for cellphone, an impressive array of automatic driver aids (lane-departure warning, driver-attention warning, etc.), and in every model save the base Advanced model, at least 15 speakers with which to boom your bass. The one exception to this rule is that navigation is an option and not standard until you move up to the $47,000 Elite model.
The only issue and truly my only complaint with the G70 (the transmission thing, as I said, is almost assuredly to be cured before the first car is delivered), is that the styling is a bit derivative. Yes, it’s easy on the eyes. But the front grille reminds of Lexus’s aggressive spindle, the front wheel arches look vaguely Infiniti-ish and the entire side profile is kinda, sorta 3 Series. This car — indeed, this brand — deserves its own completely unique design statement, one that matches what the engineers have wrought with the chassis.
The price is competitive: the base model starts at $42,000 and the 3.3T Sport rings in at $57,000, including PDI and five years of maintenance, mind you. The powertrains are willing, but the fact it has a chassis that outperforms the very best the Germans have to offer is the real reason you’ll want a Genesis. Be a brand slave all you want, but never believe your German touring sedan handles or rides better.