G70 de­liv­ers high -value per­for­mance fun


With the le­gal­iza­tion of mar­i­juana now a few months in, the Ge­n­e­sis G70 isn’t the head­lin­ing prod­uct that Cana­di­ans can now have de­liv­ered right to their doorstep, though this new en­trylevel sport sedan from Hyundai’s re­cently spun-off lux­ury brand needs to be on your radar if you’re shop­ping in this seg­ment.

Ge­n­e­sis hopes you’ll con­sider their G70 along with the mul­ti­tude of pre­mium com­peti­tors from around the globe. They hope you’ll ap­pre­ci­ate how they come to you with a car to test drive, de­liver your new car to you and pick it up for ser­vic­ing when re­quired, leav­ing a loaner be­hind. Lit­er­ally, you never have to go to a deal­er­ship.

My tester was the rel­a­tive­lyrare G70 2.0T Sport. Most Cana­dian-sold G70s run a twin-turbo V6, au­to­matic trans­mis­sion and all wheel drive, but my tester took a dif­fer­ent path with a twolitre turbo four (252 horse­power), six-speed man­ual trans­mis­sion and rear-wheel drive. That’s sup­ported by big Brembo brakes, sticky tires and a driv­ing ex­pe­ri­ence that re­quires the use of both feet — just the way the en­thu­si­ast likes it.

Key rea­sons to check this car out are how it feels and how it’s priced.

Like a BMW or Lexus, the G70 feels heavy and dense, like it weighs five tons while cruis­ing at a steady state. Give it fur­ther in­struc­tions from the con­trols and the weight dis­ap­pears and G70 feels re­mark­ably lean and light.

The steer­ing is ex­cel­lent, good enough to out the Cadil­lac ATS’S steer­ing sys­tem as my long-time favourite in this ball­park. The ac­tion at the wheel is glass-smooth and heavy, but de­ployed via a very quick ra­tio. Min­i­mal in­puts gen­er­ate big re­ac­tions from the car, and you steer with your wrists and fin­ger­tips, not your arms and shoul­ders. This makes for a laid­back cruis­ing ex­pe­ri­ence, as well as a go-kart like feel when pushed. Steer­ing best de­scribed as ‘mis­chievous’ and it feels like some- one worked over­time tweak­ing and op­ti­miz­ing the feel.

The sus­pen­sion and ride are in a sim­i­lar ball­park. On one hand, G70 cruises com­fort­ably, rarely crashes into bumps, and rarely finds it­self feel­ing any­thing less than softly-sporty and solid be­neath you. Lit­tle breaks its com­po­sure, and all but the rough­est sur­faces fail to gen­er­ate un­wanted sus­pen­sion noise in the cabin.

Tossed around, the body stays po­si­tioned tidily over the wheels; there’s min­i­mal un­wanted body mo­tion, min­i­mal resid­ual bound­ing and bounc­ing and nearly no sense that G70 is bat­tling its weight. This puts a smile on your face, largely be­cause of a blend of sporty com­fort and sporty han­dling ca­pa­bil­ity with min­i­mal com­pro­mise.

The big Brembo brakes are slightly numb when first ap­plied, pre­sum­ably to keep things from feel­ing overly touchy or jar­ring when you’re at­tempt­ing smooth use in traf­fic. The magic comes a bit deeper into the pedal, where the stop­ping power builds and piles on pre­dictably, pro­por­tion­ately, and quickly. Pre­ci­sion grows as you get harder onto the brakes and, like the steer­ing and sus­pen­sion and han­dling, these brakes feel di­aled in to per­form with im­pres­sive con­fi­dence.

The en­gine ex­hibits a dab of turbo lag be­fore steam­ing the G70 along with author­ity. This four­cylin­der is a smooth and most­lyquiet per­former that’s drip­ping with torque, cares lit­tle about the cur­rently-de­ployed gear, and gen­er­ates plenty of power at vir­tu­ally any RPM. Driven gen­tly, it’s a dis­tant, muted hum from un­der the hood. Pushed, the sound is smooth, but quiet and rel­a­tively un­re­mark­able.

The clutch is heav­ier and springier than you think — ideal for the en­thu­si­ast driver who prefers the pedal feel of a sporty clutch and not a heap of steamed Kleenex. I of­ten found the shifter a lit­tle too springy and lumpy and learn­ing the foot-and-arm rhythm re­quired for con­sis­tently smooth shift­ing took me a few days. In your writer’s hands, the six-speed man­ual is more pleas­ing be­cause it’s avail­able, than for how it feels.

The unique ar­range­ment of colours and tex­tures and ac­cent­ing and shapes cre­ates a fresh and en­er­getic cabin that nicely con­veys qual­ity and crafts­man­ship. A straight­for­ward in­fo­tain­ment in­ter­face, comfy seats, good al­laround vis­i­bil­ity and plenty of eas­ily- ac­ces­si­ble stor­age and charg­ing round out the pack­age. Don’t miss the avail­able metal ac­cent­ing with red-stitched black­quilted leather, which smacks of a swanky Boudoir. Fea­ture con­tent in­cluded a Lex­i­con stereo, panoramic roof, push-but­ton start, and ex­cel­lent adap­tive steer­able LED head­lamps.

Gripes? Rear seats are just large enough for av­er­age-sized adults, the tall or leggy among us need not ap­ply. Also, there’s a bit more re­cy­cling go­ing on than some cus­tomers may like, though much of the de­sign and trim­mings are unique to Ge­n­e­sis, nu­mer­ous Hyundai parts and pieces are also on board.

Own­ers up­grad­ing from a Sonata or Hyundai Ge­n­e­sis Coupe will al­ready be fa­mil­iar with the switchgear, in­fo­tain­ment sys­tem, stalks, but­tons, and more, tak­ing away from the ‘up­grade’ factor. Also, for the money, I could have done with a power-ad­justable pas­sen­ger seat.

Still, this one’s a highly-com­pelling pack­age given its price; namely, $ 45,500, in­clud­ing freight, and de­liv­ered right to your doorstep.


Our 2019 Ge­n­e­sis G70 2.0T Sport tester was pow­ered by a two-litre, four-cylin­der, tur­bocharged en­gine that makes up to 252 horse­power.


Like a BMW or Lexus, the G70 feels heavy and dense, like it weighs five tons while cruis­ing at a steady state. Give it fur­ther in­struc­tions from the con­trols and the weight dis­ap­pears and G70 feels re­mark­ably lean and light.

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