(first posted 10/13/2017) If you told me 10 years ago that Hyundai would be building a car like this, I probably would’ve stared at you as if you had fourteen heads. But have the times changed.
In the past several years, Hyundai has started building competitive large luxury sedans, resulting in an entirely new luxury marque to sell them under. The original 2008 Hyundai Genesis and 2009 Hyundai Equus were bold statements for the Korean automaker to get its feet wet, but the second generation Hyundai Genesis (now known as the Genesis G80) and flagship Genesis G90 have firmly planted the Genesis brand in the luxury realm, with the ever-crucial compact G70 arriving very soon.
I drove the G80 (née “Hyundai Genesis”) back in 2015 at a test event, and while pleasantly surprised at how refined it was, walked away feeling it lacked any exceptional quality in its class. It was comfortable, quick, luxurious, and well-crafted, but it just was kind of “meh”, not standing out in any particular area. Still though, I did like it and was impressed overall at just how competitive this Hyundai was in the luxury car world.
Its larger sibling, the G90, quietly went on sale in the U.S. last September, and since November 2016 has averaged between 300-500 units per month. We recently had this 5,000-mile example traded in for a BMW, and while I don’t know if that’s a negative reflection on its ownership experience, I was certainly interested to check it out.
Right off the bat, I’ll say I don’t find the G90 a particularly attractive car, especially compared to the G80 and upcoming G70. Its front end looks far too pinched-in and narrow in all the wrong parts, looking like a face that’s received one too many plastic surgery procedures. The inspiration from cars such as the Infiniti Q50 and various Lexus models is also rather uninspired.
From the side, it’s a rather awkwardly proportioned car too, with its very cab-rearward design. Slabbed sides, high beltline, and enormous rear doors only emphasize this. Versus the front view, it appears the intention from the side was to make the G90 look larger than it is.
The rear view is the only angle designers got right and well-proportioned, though its styling tends to look rather dull and dated in this class. From all angles, the G80 is a far more attractive car.
Opening up the large doors to the G90’s cabin reveals a pleasant environment with lots of leather, wood, and aluminum finishes, a plethora of buttons and controls about, and high-quality plastics throughout. There’s nothing spectacular about the design of the interior, being rather simple, but for the typical buyer in this class, simple can be good.
Sliding into the perforated Nappa-leather covered, 22-way power adjustable driver’s seat, specially designed under the guidance of Aktion Gesunder Rücke orthopedics provides generous comfort and support, as one would expect.
Controls are logically placed, making the learning curve of getting settled in quite easy and painless. The large 12.3-inch display screen houses the expected navigation, multimedia, four parking cameras, and can be configured to show up to three separate screens at once.
Rear seat passengers are treated to all the same amenities as up front, including heated and cooled reclining seats with power lumbar support, individual climate zones, and even radio controls just to mess with ‘ole Jeeves the chauffeur up front.
As far as the G90’s driving experience, it provides exactly what one would expect from this class and what buyers seem to prefer. In that, I’m referring to a soft, but not floaty ride, ample power on demand from its 5.0L V8, nearly undetectable shifts from its shift-by-wire 8-speed automatic, and over-assisted electric power steering providing little feedback. Body movements when maneuvering are well controlled, with limited roll, though overall the car doesn’t feel quite as planted as some of its German competitors.
Truth be told, with this particular car I was far less concerned with how the steering felt than how it steered all by itself, literally. Lane keep assist (not to be confused with lane departure warning) is by no means a feature exclusive to the Genesis as it’s available from a number of brands, but I’ve never actually tested it out on any car before. Semi-autonomous vehicles aren’t really appealing to me, but I felt I finally owed it a chance, just for the experience. Indeed it is a neat feature to show off to your friends. I drove an entire exit up the highway as the G90 steered itself, only requiring me to tap the steering wheel on a few occasions to let it know I was still there.
I didn’t have a chance to really open it up on the highway, but that being said, I couldn’t help but feel that the V8 was almost unnecessary in the G90, which is so very much luxury-oriented and very little sports-oriented. Although it makes 420 horsepower and 383 lb-ft torque, that torque is what’s key in a car this size, and the lack of much low-end torque is what’s left most desired about this engine. Opting for the the 3.3L turbo V6 results in the loss of 55 horsepower, but only 7 lb-ft of torque. Then again, the price premium for the V8 is only about $2,000, which is negligible on a $70,000+ car.
In summarizing my impressions of the Genesis G90, I’m reminded of a quote from one of my favorite films, Ocean’s Eleven, in which Brad Pitt’s character says to Matt Damon;
- Look always at your mark but don’t stare, be specific but not memorable, be funny but don’t make him laugh. He’s got to like you then forget you the moment you’ve left his side.
That very last line is my overall impression of the G90; I liked it, but forgot it the moment I walked away. It’s an all-around fine large luxury sedan that’s class competitive, passing all the tests to be part of the high rollers club. Yet as conservative as its class is, the G90 doesn’t offer any memorable or noteworthy qualities beyond the fact that it is built by an automaker that until very recently, was known only for making rather cringeworthy economy cars.
The G90 can rest on its own laurels, yet there are still other vehicles in its class from brands such as BMW, Cadillac, and Mercedes-Benz that leave you with a greater taste of enthusiasm and enjoyment in your mouth after driving. In any event, it’s a superb effort, especially considering what Hyundai Motors’ flagship vehicle was only a decade ago. With the Genesis G90, Hyundai just might have built a better large Lexus than Lexus itself.
I don’t get what is so hard to understand about Korean luxury cars like this; it’s nearly $30,000 less expensive than a similar sized S-class. I can’t afford one by any means, but the inherent value that is apparent to me is lost on so many I guess. No, it’s not state of the Art, but it also isn’t really claiming to be either. Truth be told, if you can swing $80,000 on a car, you likely aren’t concerned with such things the way I am. Funny thing brand perceptions are, because I’d happily drive this successor to the Equus, and wouldn’t be caught dead in a Cadillac. YMMV.
Brendan I always love your driving impression pieces–it is a pleasure to read a real review without any tiptoeing around manufacturer PR departments. Your Ocean’s Eleven quote nailed it! To me, it seems that Hyundai/Genesis “checked all the boxes” for the ultra-luxury category, but in a rather robotic way. Like GM’s spec-obsession with Cadillac, the car looks fine on paper, but not so much in person. Like Lincoln with the new Blandinental, the Genesis just seems to fade into the background. It’s a generic luxury car, in a category that responds to snob appeal based on brand attitude.
Ironically, I find that the G90 looks a bit like a redesigned Chrysler 300–maybe it’s the winged badges that mimic the Chrysler emblems. While the 300 is now well past its prime, when it was new, it was a brash statement that had the industry talking. That, I think, is what Genesis really needs–inject something unique into the mix and see what happens. The result might not be for everybody, but real luxury requires leaving a lasting impression.
The president of Hyundai stated over a decade ago that he intended to launch a luxury car division as the Japanese brands did in the 90s…so there really is no reason to be surprised by the Genesis cars in their various forms.
I agree with others here in that this road test/analysis covered the necessary points of interest. It’s refreshing to read a test where you don’t get the sense the writer/tester had major preconceived ideas about the car… and then managed to verify them.
What is interesting is that the points made about the driving/handling of this car mirror those I read in a road test of the Elantra. Hyundai has made great strides in styling and assembly quality but seems to be struggling with the ride/handling/steering of almost all it’s cars.
I was about to write off the Elantra as being competitive on features, but cheap and tinny-feeling.
And then I drove an Elantra Sport.
Like night and day. The Sport drove excellently.
It’s the difference in chassis tuning that makes the difference. And I believe the sporty spec Elantra models ditch the beam axle at the rear.
PSA has the ride handling comfort balance of its cars down pat everyone else struggles to match them and has done for decades.
Brendan Saur, your last two lines are most acute, and possibly the business case for this car’s existence. A unoriginal collection of the ideas of other makers being tested, maybe unprofitably, to establish a landholding in a market level capable of providing brand uplift and long term profit of a higher order all the way down.
It’ll likely work; I’d buy, say, a current Tuscon, a fine looking thing, not despite it being a Hyundai, but maybe even because of. The name is already well out of the mud. Will it ever be BMW? Seems unlikely, but even if this excellent yawn of a car gets them 1/4 of that way, it’s done well. As, doubtless, will Hyundai.
Very nice article – though I think I would title it “The Korean Town Car”. This is the follow-on TC that Lincoln was too afraid or too cheap to build. Rear drive, V8, long wheelbase, all the TC hallmarks are here.
While marketing certainly has an influence, it will be interesting to see which car consumers prefer – this “old school” design, or the new Continental.
I agree. The side and rear do remind me of a Town Car! While the front does remind me of a Chrysler 300, a Lincoln grill would transform it immediately.
The back a bit like a jaguar L
I disagree, because the town car stopped being particularly well-built circa 1998, when they switched to the final bodystyle. From that point on, it was cushy air suspension, leather and wood on a crude platform. It was very much in the vein of classic American full-sized cars. Unsophisticated and tacky, but comfortable. Certainly it never had as much attention to detail as this G90.
I think the G90 is the new Lexus LS. Now that the 2018 LS has moved to a sleek, almost-Panamera-esque niche within the large luxury car segment…the G90 slots in its place as a dignified, if anonymous, full-sized RWD luxury sedan that prizes buttery handling above all else.
Agreed on all counts, Kyree.
I’m a big fan of American cars but I’m no fan of Town Cars. I could see their appeal in the 1980s and early 1990s, and I personally like the look of the 1998-2002 models. But otherwise, it was slowly becoming less and less relevant. I feel like people speak fondly of it because it was the last of “its kind”, more than any other reason. Would it still be held up on a pedestal if Ford had replaced it with a modern, full-size, RWD, V8 luxury sedan in, say, 2004? Or if Chrysler had released an LX-based Imperial?
I have been waiting to hear what these are like outside of an increasingly bland automotive press, And your excellent review answers all my questions. I think the point I take from Hyundai nowadays is that their strategy is to succeed by not screwing up rather than excelling. And from what I hear from owners, they’re successful.
I think it’s that and also an overall feeling of quality and solidity. Hyundai’s offerings are rarely the best-handling in their segment or the most economical or powerful, but to many they feel well-built and… just, nice.
Brendan, As others have mentioned above, this is the type of review I can use to add or eliminate a car from a short list. If one does not like visiting dealers and doing test drives (like me), reviews like this can save a lot of time, a commodity I truly value.
I’m as interested in a car’s statistics as any other person, but how I feel when walking towards it, or if I look back when walking away, adds a hard to define sense of pleasure to a vehicle.
I also remember your Oceans 11 moment (one of many gems), and that after the sage advice you quote above, Pitt says “… and for God’s sake, whatever you do, don’t under any circumstances ….” and gets distracted leaving Damon wide eyed and waiting to hear the key point of the advice (which never comes).
Unfulfilled in some small way, like the subject G90?
I kinda thought referencing that shoddy remake an insult to The Voice.
“How I feel when walking towards it, or if I look back when walking away, adds a hard to define sense of pleasure to a vehicle”
Much agreed! Getting that warm feeling when simply looking at your car is a very important part of vehicle selection for me. Having a car that fits your personality and makes you smile is an often overlooked component, and one that has played a significant role in what I personally drive.
I drove the first gen genesis sedan as a premium rental. Boy was I impressed. This new one looks uber impressive.. Inside and out. I still own a 2007 KIA sedona and at 275k still drives well with no issues other than pwr sliding doors…. We just use them manually. I think since 2006 KIA/Hyundai improved reliability wise.
without being snobby, I live squarely in the target demo for this car, and here are my observations about Hyundai nee Genesis; Millennial auto enthusiasts view the new brand more positively, because they didn’t experience the dark days of Hyundai brand position (bottom) in the same way that pre baby boomers scoffed at Lexus, remembering the tinny early Toyota corona and corollas. Equally, the generation that lived through WWII had a harder time embracing a Japanese brand as aspirational.
The problem for Hyundai vs the Lexus experiment is that the target middle age audience for a large luxury car (shrinking demand overall) does not yet view the Hyundai brand as strong enough. Even worse the Kia K900/Cadenza situation etc.
So back to my social group; I observe two kinds of luxury buyers – those who are brand loyal with a long line of subsequent volvos, MB / Audi / BMW. This group makes up more than half of my work parking lot. Then there are the ‘something different’ folks who look for what is new and hot every 2 -3 years. Jag, Alpha, new Volvo S90 etc. Maybe this second group will take a look at Genesis, but based on this great review I don’t think it will be memorable enough.
So, these will sell at discount to the value comfortable car buyer lured by an incredible deal on a cushy ride.
Good point, since these came out I’ve thought Hyundai would’ve been better off launching their luxury sub-brand with a CUV.
This makes sense to me as a used car only, due to that plummeting resale value. However, unlike certain other German brands, said resale plummet is unlikely to be accompanied by bankruptcy-inducing repairs.
It’ll be interesting to see what resale values are after three years.
Another logical and well-balanced article by B. S. Kudos called for here!
This car could be an excellent 3 to 5 year purchase; given the depreciation values of Hyundai cars.
I’d never spend that kind of money for this car, brand new.
I’d be curious as to why this was traded for a BMW with only 5k on it.
Carfax and maintenance records from Hhundai should answer that.
It happens more often than you’d think, and not just with luxury cars and wealthy owners who “get tired” with a car after a few thousand miles and can easily take the hit of negative equity.
At least once a month or so, I’ll get a person who’s only a few months into their finance or lease on say a Toyota RAV 4, Kia Sportage, or Chevrolet Malibu, but according to them “hates the car and their high payment” and wants to get out of it. Unfortunately, rolling in their negative equity usually doesn’t make sense financially for their budget, but it happens a lot more than you’d think.
It’s okay. Cheaper than a “firmly planted German” car. Is it required that all auto journalists make this same comparison? It’s a reasonably good looking big car – I’d rather have it than ANY new Toyota, Nissan, Honda. And the resale. In a few years, you’ll be able to get all this luxury for a mere fraction of the original sticker. It’s a car. Nothing more, nothing less. If it works for you and your budget, buy it and enjoy the hell out of it. If it doesn’t, buy something different.
We have a new Tucson at our house (wife’s – she likes NEW cars) and a 2007 Ford Edge (mine bought at 10 y/o with 95K on it). I was in a 2001 Aurora with 210K miles and loved it a lot. It was a “love it or hate it” kind of car as well. But it had a size, features, and MPG (27 avg) that suited me just fine.
I’m just a grouchy old man. Curmudgeonly.
Yes. Why would it not be required to make this comparison? The Germans absolutely dominate this segment and almost all of the other luxury segments. At least in consumers’ minds, they are the benchmark.
I love those second-generation Auroras by the way… The styling has aged very well!
The Germans absolutely dominate this segment and almost all of the other luxury segments.
Are you forgetting someone? The Tesla Model S outsells all of the Germans by a healthy margin. These below are first half of 2017 sales. It’s well past time to keep thinking that the Germans have this segment largely to themselves.
Paul,
Could the drop in sales (exc Tesla) be due to the drop in sales for the whole industry and Tesla increased sales are due to government subsidies and rebates?
Could the drop in sales (exc Tesla) be due to the drop in sales for the whole industry
Undoubtedly. When almost every car in a segment is down, it means the market is down.
and Tesla increased sales are due to government subsidies and rebates?
No, since Tesla buyers have had the same $7500 federal EV tax credit available to them since the beginning of the Model S back in 2012. Tesla sales have been growing strongly each year so far. There are no “subsides” or “rebates”, just the federal tax credit to the buyer, and state tax credits in some areas.
More than likely, there are considerable incentives available on all or most of those other luxury sedans. Tesla doesn’t discount its new cars.
You make a good point about Tesla, Paul. Look at all these companies trying to more directly target the Germans, like Genesis and Cadillac. Perhaps that thinking is a little behind the times now, and companies should be trying to benchmark Tesla. I’d forgotten how much of a success the S has been. I’m very excited to see how the Model 3 does.
I do not really know what Hyundai is going to have to do to break into the big leagues of the luxury market, or even the minor leagues of the luxury market, but one suggestion is to improve the styling.
The car, based on the review, drives at least adequately although isn’t a stellar performer in any area, is substantially less expensive than a comparable BMW/Mercedes/Lexus, is almost certainly more reliable than a comparable BMW/Mercedes, and based on the review has oodles of toys and gadgets.
However, unlike luxury cars of yore, there’s nothing in its appearance and styling to make you lust after the car. Even if a Cadillac Brougham or Town Car wasn’t much more than a Caprice or LTD in an evening gown, it had more presence than this odd pastiche of 300 and Camry. A Luxury car should have aspirational styling, and this car lacks that. The 09-14 Sonata was a huge leap forward away from the Insurance Company Genericar styling both inside and out and made people look at Hyundai for the first time as a car rather than a value proposition.
If I had 70K to spend on a luxury car, I’d forgo some of the bells and whistles and buy two Chrysler 300s.
When Motorweek tested the Equus that came before this, they said that it was “a very nice copy of very nice cars,” meaning they’re certainly nice cars but lacking their own identity. I’ve seen them in person, both the Equus and G90. They have lovely leather, roomy cabins, powered sunshades, self-latching doors and so on. They’re certainly very nice places to spend time, and isn’t that what this XXL group of luxury cars is really all about? You don’t want to be photographed getting out of it on the red carpet, but I would consider them for a livery fleet. I’d gladly bet $1,000 of my own money that the cost of ownership for 250,000 miles would be a fraction of an S-Class or 7, and anyone complaining about the interior is just looking to gripe.
If you really want to see something to laugh at, look up the V8 FWD Equus of the 90s. It’s oddly proportioned and equipped with weird luxuries that maybe other world markets don’t understand.
That model was based on a top-line JDM Mitsubishi, as were all top-line Hyundais were before the Genesis.
I was thinking the same thing about these cars being perfect for livery fleet service. Relatively inexpensive compared to the competition, mechanically reliable, capable of continued use and high miles…just like the Town Car.
I thought it was a new Chrysler 200 when I saw the hood emblem.Will it be a sucess, or will it be just an expensive Hyundai? Well, at least it has white upholstery as opposed to those 50 shades of gray, tan or black interiors that are the norm today.
On the styling, I agree with you that the G90 is just kinda meh. It doesn’t have the presence of the S-class, or even the A8. But I don’t think that it needs to. Most buyers in this class are conservative.
The G80 is a much more dynamic looking car. I love the way the G80 looks. I smile when I see one in traffic.
I have a question about the transmission selector specifically. Looking at your pictures, I would assume that the car is in Park but the selector looks like it is in Neutral, or better it has “returned to center”. I googled some other photos of the interior of the G90, and they were all the same. Is that the case, when you shift into any gear it “returns to center”?
If that is the case, that is the same sort of shifter design that FCA has in the Jeep Grand Cherokee and Dodge Durango, the one that they have had to recall on and the one that was a factor in the death of actor Anton Yelchin.
Oh god yes, the G80 looks fantastic! Especially those weird 3D effect taillights. I only wish Hyundai hadn’t used similar looking taillights on its most recent Elantra as it kind of dilutes the appeal of them on the G80.
The G80 has terrific RWD proportions. The G90 still has a good stance but the designers don’t quite seem to have figured out how to deal with the length. I’m basing that on pictures of course… I’d love to see one in person! Sadly, they’re not bringing the G90 down under.
I will disagree with you on one point though: the Audi A8. The first-generation was pretty but every subsequent generation has completely underwhelmed me. Audi really pushed the “same sausage, different length” styling theme and they all blur together for me, even worse than the most recent BMWs. And while from a distance the Benz C, E and S look interchangeable, I like Mercedes’ design language more than Audis endless retreads of the same look. And bizarrely, VW seems to applying very similar design language across the VW, Skoda, Seat and Audi brands. I don’t know to what end. I don’t mind the latest A4 and Q2 though, they seem a little bolder for Audis.
Nice review. I didn’t fully appreciate that this is very much a long wheelbase car until I saw the side view. That explains the ungainliness, at least to some extent.
Is everyone aware that Hyundai recently announced that Genesis will have its own stores, and not be twinning with Hyundai stores anymore? That’s a big step.
I wasn’t but that IS a big step!
With the imminent changes to the market brought on by autonomous vehicles and electric cars, it’s probably impossible to predict the future. The young people now driving Elantras or Tucsons may be driving Dysons when they reach the financial ability and interest to own (lease??) a car of this class. But Acura, Infiniti and Lexus have been around a long time now, and except for certain segments (RX, IS, MDX, maybe G37) they don’t seem to be taking much from the Germans. I think Hyundai has a steep hill to climb. But it sure is an amazing step up from the RWD Pony my niece had in Canada a few decades back.
I have just (last week) realized a thirty-year old wish on my wish list, which was to acquire a 1965 Lincoln convertible sedan (silver-blue, with maroon leather interior and white top) close to such as I had in my bachelor days. It may not have handled all that greatly, but it was competent – and in 1965, NO ONE was building Mercedes- and BMW-type cars which handled and had some cachet to them. Nay, this car was the bomb in its day, only outperformed in the handling department by Imperial with its torsion-bar suspension and overly-well-built rigid body. Moreover, it had CHARACTER. One would encounter a better car, eventually – but nobody forgot their first ride in a Continental.
Brendan, you probably reacted to this Genesis just as I would have. Something just isn’t THERE. It lacks character. Your summary of the experience – really nice while in it, completely forgettable upon leaving it – is the impression I got from looking at one recently at the new Genesis dealer’s site down in Naples. While I am no fan of Brad Pitt, that line is aces. It describes the car perfectly, unfortunately. Moreover, no car aspiring to the upper end has tickled my fancy at all save for a 1980s Bentley a friend owned, years ago (funny thing, THAT car was a Continental too), and – oddly enough – the 2000-’04 Cadillac sedans. That design just hit me right, and despite the Chevy-quality plastic throughout…the car was fairly well engineered, fast, and good-looking. They, too, had some character of their own.
I may take a second drive down to Naples and visit the Genesis dealer, once I have my Continental roadworthy to my standards. (I’m upgrading the brakes to four-wheel disc brakes, replacing all the brake lines with new bits, the best modern headlamps to replace the ancient sealed-beam units, and overhauling the transmission at the local specialist’s shop. Rod’s maintained my ’90 Taurus for the past 20 years, and has wrung far more life out of that unit than ever was expected of it.) I’d love to watch a sales rep try to convince me to trade the Connie for a Genesis. 🙂
Great article on a not-quite-so-great car!
Cheers, from a Massachusetts refugee ~
I live in Naples, also, where we have a hobby of counting Bentleys everyday. One day this week, we spotted two (yes, two) Bentley Bentaygas. If there are ten cars stopped at a light, five of them will be Mercedes and at least two will be Porsches. I, myself, bought a 2017 Volvo S90 just so I wouldn’t fade into the crowd.
That being said, despite the car snobbery and uber-brand devotion of Naples, there are Genesis cars all over the place here. And they fit right in. If Genesis can build a beachhead here, they can do it anywhere.
As the former owner of a 2010 Genesis sedan, I can tell you they did a lot of things right with that original car. Where they differed, glaringly, from the way Lexus began was in the customer service experience…which was dreadful.
I understand they were an upstart, working out of Hyundai dealerships (as most are still now, I think). But the customer experience was exactly the same as buying a then-$12,000 Accent. The same middling showrooms with balloons and popcorn machines; the same service waiting areas with flimsy furniture, and the same stereotypically shady sales methods. These folks had clearly never experienced the dealership of a premium brand. While the car was a quantum leap for Hyundai, the sales and service experience for the customers was pretty lacking. They built an impressive car, but weren’t ready to compete in this segment.
I do not understand why these automakers pile on the technology on vehicles that are only affordable to that age bracket that cannot use a cell phone unless it has large buttons…and 5 Star.
Great read Brendan. This one has snuck into my awareness with its Tesla-plus-grille looks – I saw a guy emerging from one (not LWB, though) and stopped to ask his view. He is a real estate agent serving the prestige suburbs here in Melbourne. He loves it. Period. He says his customers (clients?) also love it, but that just could be ‘owner bias’. In that game, at that level, car counts for a lot amongst the clientele so he’s taken a daring step which apparently has paid off.
This is the standard Genesis length, which matches up with LWB variants of other models. There is no “SWB”, so to speak.
What’s funny is that a lot of the SWB full-sized barges have disappeared from our roads, most likely because they didn’t have much more room than their mid-sized counterparts. Mercedes-Benz hasn’t sold a SWB S-Class here in a very long time. The A8 can only be had as a LWB, although if you buy the S8, it’s SWB-only. And BMW quietly decided to stop selling the SWB 7-Series with the introduction of the G11 in 2016; the sole LWB model has dropped the “L” modifier from its badge. The Cadillac CT6? One wheelbase…and it’s a long one. And then the 2018 Lexus LS as only been shown in one bodystyle, which appears to be close to competitors’ LWB variants.
Volkswagen even had a SWB Phaeton, but it was never sold here.
Jaguar is the only one who still offers traditional SWB and LWB variants, in the XJ.
You’re right Kyree. I was confusing this with the G80.
Seems to be a car to be driven in, rather than to drive in – given its creature comforts.
Probably an outgrowth of executive sedans used by Korean business execs and government officials – like Hyundai Grandeurs of the past.
Bingo. That side profile shot makes the rear seat seem quite accommodating – Hyundai likely had the Chinese executive car market in mind. This was probably a sound strategy until the PRC organized a nationwide campaign against Korean goods as punishment for the ROK’s impertinence vis-a-vis THAAD.
Great article, Brendan! Cars like this are right up my alley, at least used: lower prices, lots of features, a little out of the mainstream, rear-wheel-drive. Actually, wow, this ticks a lot of boxes for me.
I do prefer my large RWD sedans to have a bit more dynamic polish though, but Hyundai is really making headway. Look at the old Kia K900, based on the previous generation Equus platform: it looks great inside and out but it handles like a barge. Conversely, the gorgeous G80 and the slightly less attractive G90 are getting pretty solid marks for dynamics.
The G70 looks promising. I absolutely love that the compact exec segment is booming, with the XE, Giulia, G70, ATS, and so many first-generation offerings to battle the Germans.
What Paul said about the separate Genesis showrooms will make a big difference for this brand. Instead of just value shoppers, there’ll be more mainstream luxury shoppers (if not yet the brand snobs) who will be happy to have the mainstream luxury dealership and service experience.
Hyundai is also making big leaps in engine technology. I mean, kudos to them for having sophisticated V8s all this time when Cadillac and Lincoln only had V8s in trucks and performance cars, but the G80’s chief criticism from Aussie car journos is that its V6 gets pretty mediocre gas mileage. Now that turbocharged engines are proliferating through the Hyundai, Kia and Genesis lineups, the company is addressing that criticism.
I’m very excited for Hyundai. They deserve to succeed and I wish them the best with their efforts. They seem to be pursuing a “refined luxury” strategy with Genesis and, at least with the sedans, they’re doing a better job than Lincoln.
With that huge rear door, I can see these becoming a hit in the livery market.
Nice one, Brendan.
Brendan, thank you for this well-written, firsthand profile of a car I’ve long been curious about. Nicely done. To echo your opening statement, Hyundai has come so far – both with their product and with the creation of this brand. I was in high school when the first-generation Sonata – then, their biggest car – went on sale, and it intrigued me that there was now (then) a “bigger Hyundai”. I surely didn’t see *this* one coming, over twenty-five years later! LOL
Thanks, Brendan. You wrote, of the original offering, “It was comfortable, quick, luxurious, and well-crafted, but it just was kind of “meh”, not standing out in any particular area.” Remember when we said much the same of every Japanese make — well-executed and reliable, but “not much personality” ? Maybe Hyundai’s big cars will develop some individuality, eventually ?
I like the side elevation of the new car; it’s got a generous wheelbase-to-OAL quotient. The long, long greenhouse is similarly generous, and the whole composition seems a fresh take on the type (LWB luxury sedan).
Brendan, I read this when it first came up but have not had a chance to comment before now. I really appreciate your impressions on this. It occurs to me that every country’s luxury cars have a kind of personality. Americans are brash but can be a little lazy. German cars have technical superiority and don’t much care what you think of their reliability failings. Hyundai’s idea of luxury would seem to be opulence but done in a completely self-effacing way, in other words all substance and no flash.
I continue to be amazed that the (former) purveyor of cheap transport appliances has pulled off something that the Ford Motor Company cannot manage – build a dedicated V8 all-out luxury sedan that can be a contender in this price class. We may wonder if Hyundai can compete well at this level but it is doing more here than every US company not named Tesla.
As someone who has been living with a Kia for a few years, I can say I believe that these will be seen in much greater numbers on the road than most of the competition when they are fifteen years old.
That car just screams black-car service or whatever the upscale Uber is called.
I think the interior is lovely, and aside from the grille, I don’t mind the exterior either. I do wonder about keeping all of that ivory leather clean, I think charcoal gray or peanut butter tan might show a lot less gunk.
My local Hyundai dealers are absolutely bottom of the barrel and the only way these will ever sell to social-climbers will be a separate, appropriately upscale dealership experience..
Customers in Europe seems so much more conservative. It took up to now to start consider Lexus a competition to european brands of luxury cars, although take up rate is still 1:10 So there is no space for Genesis, with only few individual exceptions to confirm the rule: drive traditional brands or go home!
Also the price difference is partial reason, for s500 you needs 130k usd minimum overhere while the Genesis cost the half in usa, showing easily who only plays to have the money. Further I’m sure MB is better car to be at during emergency braking from +120mph on highway. And do not believe going fast is German territory specific only, speeding is part of the game anywhere.
Speeding isn’t my game, but who can doubt that a car must be designed for its most aggressive owner segment, if it is to gain and keep a serious owner base ?
Most interesting comments, here, on the various upscale brands currently available around the globe. Perhaps the Asian stereotype, of modest, restrained, and prudent product design, particularly suits the luxury end of the automotive scale ?
I know that today’s designers tend to be, uh, herd like, but why does every luxury car surrender 20-30% of the trunk to the license plate? It’s lazy design, why not put it on the bumper and at least attempt to create a cohesive design back there?
+1
I absolutely love full-width taillight panels and stretched out badging.
It would look great badged as a \——–\ G E N E S I S /——–/ to really shake off the Hyundai lineage.
Glenn must be channeling the chopped-and-channeled era, to wit ?:
https://cdn.drivingline.com//media/articleimages/2014/07/Pinkees-1947-Mercury-early-50s-custom-style-11.jpg
The previous owners certainly used up their last gas purchase before trading it in!
On a related note, the instrument panel looks surprisingly austere compared to the very opulent interior.
Hyundai always seems to have struggled with their larger cars in Australia. For years the Excel was almost the default small car, and you see a lot of i20s and i30s around today, but their larger cars not so much. Road tests always had them as being mediocre and off the pace set by the class leaders. Given that, there was no reason to buy one unless you were a Hyundai fanboi (if there is such a thing?) or got a spectacular deal. Even the old Sonata was a rare sight in its day. They sold the earlier Hyundai Genesis here – it get a good write-up in Wheels and lots of splashy advertising, but I’ve never seen one. No brand cachet, I guess.
For an Aussie it’s a HUGE leap from what we think of as a Hyundai to one of these. All the best, guys…..
Ah but Pete, you forget about the very successful Santa Fe… people have been spending $AUD50k on Hyundais and Kias for a while now. The Sonata/i45 never did very well because our mid-size segment has been perennially beleaguered and large cars only sell if they’re made in Aus (and even that rule of thumb ceased to be relevant)
Now the Genesis G80, being a sedan, does have an uphill climb. But I have no doubt future Genesis crossovers will sell very well.
The grille shape favors Audi. The fruit salad air-intakes below could be eliminated or toned down, in my view.
The full-forward position of the front wheels assures the savvy buyer that this is no front-wheel-drive commoner. Do people register such things, even subliminally ?
We’re now a two-car Hyundai family: the wife has a 2010 Sante Fe that’s pretty good for what it is (I’m not a fan of SUVs) but which has a wicked torque-steer (she wanted the V-6 for pulling her Coleman camper), and I just got a 2017 Elantra GT to replace my Toyota. I bought it just to as an economical commuter but I’ve been surprised by the handling – it’s not a slot car like my old CRX was, but it has some zip and zig zag.
I agree with some of the other commenters – the dealership was a wretched hovel.
Beauty is in the eye of the beholder, apparently. Your opinion of the G90s styling is just that, your opinion. To me, the styling isn’t original, but it is well proportioned and handsome enough to garner a second look. You could barely get next to this car at the auto show last year – everyone seemed to like it, moreso than the other luxury brands. You seem to have a rather patronizing attitude towards this car, par for the course on this webpage.
So how do we feel about it six years on?
I feel it’s very conservative outside (deliberately self-effacing?), while being styled to emphasize the long wheelbase to the point of awkwardness – I’d have put the B-pillar about two inches further back. But they’ve absolutely nailed that interior. Just gorgeous. Technological overload without intimidation. Luxury in a plain black wrapper.
And I still haven’t seen one. The Genesis SUV yes, but not the sedan.
Recently, I drove a Genesis G70 sedan as a rental, the little brother of the G90 and G80. The outside is tasteful, not flashy, which is in keeping with the theme of this vehicle line. Interior is tasteful with high quality materials. But the inside space, especially the back seat,is a bit cramped, and the trunk or boot size is small as well (though the seats do fold down).
Has adequate acceleration and pick up in driving, with a pretty comfortable ride, and decent and compliant handling.
All in all, a very good performing vehicle, though with a low key visual – which seems to be its aim. I’d pick the bigger G80 for the interior space.
I love my 420 hp V8 Ultimate 2018 Genesis G90.