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2024 Genesis G70 3.3T Sport Luxury review (video)

It has all the makings of a very desirable little sports sedan; rear-wheel drive, agile proportions, and a twin-turbo V6 engine with plenty of power. But for some reason these aren’t as popular as it might seem. Why is that?

Well, for one, nobody wants a sedan anymore. I do, and you probably do, too. But what do we all go out and buy? An SUV or dual-cab ute. They are more practical, and, in my case, having an SUV means I don’t need to worry so much about the other half ‘accidentally’ driving off (or up) kerbs. Boot space is another factor.

Combine that shift in demand with the fact that Genesis doesn’t really have a strong presence in Australia. It has been giving it a solid crack, though. Unlike the short-lived Infiniti and Opel brands here, Genesis, as a separate brand from parent company Hyundai, has been around since 2017.

Sales have been on a steady rise over the years, no doubt helped by some new models hitting the showroom like the GV70, GV80 and electric GV60. Total yearly sales figures since 2017, according to VFACTS, have gone from 26, 18, 103, 229, 734, 1039, and 1916 units in 2023.

The G70 has basically been swaying in the breeze in its demanding class, reporting just 81 sales in all of 2023 in Australia. It held just 0.2 market share. But now Genesis has given the nameplate a refresh and streamlined the lineup, potentially making it more appealing than ever before.

2024 Genesis G70 3.3T Sport Luxury-rear

2024 Genesis G70 3.3T Sport Luxury: Specifications

Engine: 3.3-litre twin-turbo V6
Output: 274kW@6000rpm / 510Nm@1300-4500rpm
Gearbox: Eight-speed auto
Drive type: Rear-wheel drive
Wheels: F: 19×8.0, 225/40 R: 19×8.5, 255/35
ANCAP: Five stars
Tare weight: 1728kg
Power-to-weight: 6.30:1 (kg:kW)
Official consumption: 10.2L/100km
Our consumption: 9.7L/100km
Fuel tank/Fuel type: 60L/95 RON
Power efficiency: 26.86kW:L/100km
0-60km/h: 2.70 seconds*
0-100km/h: 5.21 seconds*
0-200km/h: 18.21 seconds*
60-110km/h: 3.29 seconds*
1/4 mile: 13.42 seconds at 174.8km/h*
Max acceleration: 0.831g*
100-0km/h braking: 37.94m in 2.94 seconds*
Max deceleration: -1.270g*
Decibel at idle (/sport mode): 46/53*
Peak decibel at 60-100km/h: 87*
Starting price: $88,000

*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different

2024 Genesis G70 3.3T Sport Luxury: How much does it cost?

The 2024 G70 is available in just two forms; the Shooting Brake Sport Line Luxury wagon featuring a 179kW/353Nm 2.0-litre turbo (Australia misses out on the 2.5T that other markets get), and the V6 Sport Luxury sedan equipped with a 274kW/510Nm 3.3-litre twin-turbo V6. Both are rear-wheel drive in Australia and feature an in-house eight-speed automatic.

Prices kick off from a reasonable $81,000 for the wagon and from $88,000 for the V6 sedan. These prices make it one of the most affordable luxury models in its class. And it’s not like it’s one of the halfway premium models; this is a proper luxury car with genuine classy touches, and excellent after-sales care.

Scheduled servicing is complimentary for the first five years or 50,000km, as is 24-hour roadside assistance for five years (or 10 if serviced by Genesis), and you get five years of ‘Genesis to You’ concierge and courtesy vehicle access. It is easily the most attractive after-sale package in this class. Add a five-year (unlimited kilometre) warranty on top as well.

2024 Genesis G70 3.3T Sport Luxury-interior

2024 Genesis G70 3.3T Sport Luxury: Interior & packaging

It’s an amazing interior, really. Lots of quality materials and excellent fit and finish mixed with a good design. The layout is also unique to help Genesis stand out as something fresh, with diamond-stitched leather and lots of soft-metallic highlights that are neither chintzy or underwhelming.

Up on the dash is a huge wide-screen display with touch and console-controller operation. It provides lots of different settings to play around with but it’s not really overwhelming like with some comprehensive systems with similar depth.

Some of the settings you might want to engage with include the Active Sound Design control, which is basically artificial engine sound enhancement, and settings for the 3D-look instrument cluster. Both of which I prefer to turn off, but it’s good to have versatility with stuff like this.

2024 Genesis G70 3.3T Sport Luxury-instrument cluster

One thing that seems to be missing, not just from the G70 but many new model cars, is a one-stop driver profile. If Genesis came up with a log-in like a computer, whereby you simply selected your ‘profile’ on startup, that would be ideal. Then you could pre-set all of your favourite settings and have the profile automatically configure this with one touch on start-up. Although, the 3D cluster and artificial sound settings do remain in the same position after you turn off the car.

New for the 2024 model is a 6.0-inch climate control touch-screen, which adds elegance to the lower fascia, extra USB charging, Connect Car Services with automatic emergency calls in the event of an accident, and Intelligent Speed Limit Assist which can be deactivated. There’s also some new-look Genesis badges.

Passenger space is good in the front and you have a highly adjustable driving position, likely suiting a wide range of shapes and sizes. It’s a decent little three-spoke sports steering wheel as well, and most controls on it are ergonomically positioned, more or less carrying from Hyundai-Kia’s uniform layouts.

2024 Genesis G70 3.3T Sport Luxury-rear seat

Rear seating isn’t as accommodating in terms of legroom, especially in the middle. But climate vents and charging ports provide convenience, and the attention to detail and material quality is at the top of the class. The seat is quite low, as with most rivals, which helps provide head clearance, but it means you need some yoga skills getting in and out.

Right up at the back the boot measures in at 330 litres, which doesn’t look good on paper against the rivals. Most of the German competitors present about 380L, while the fully electric models such as the Tesla Model 3 and Polestar 2 offer well over 400L. You can fold down the rear seats here though, and you have a relatively wide access cavity through to the cabin.

2024 Genesis G70 3.3T Sport Luxury-boot

2024 Genesis G70 3.3T Sport Luxury: Powertrain & handling

Sticking with the 3.3-litre twin-turbo V6, this engine isn’t that new anymore and isn’t that unique to the class. Although the capacity is the largest in the segment. The Alfa Romeo Giulia QV (2.9L) and Audi S4 (3.0L) both use a similar setup, with the BMW M340i (3.0L) adopting an inline-six formula and the latest Mercedes-AMG C 43 switching to a 2.0-litre turbo four-cylinder hybrid.

However, one (big) difference worth keeping in mind is the price. The Audi S4 starts from $111,000 and the BMW M340i starts from $106,200. Meanwhile the Alfa and AMG C 43 are in different leagues, starting from $153,700 and $138,900. To be fair, the latter two are more hardcore models, especially the Alfa.

But this means you’re getting a similar level of performance here but for a lot less money. At 274kW and 510Nm, it’s a powerful package. In the past we’ve timed 0-100km/h in as low as 4.68 seconds in the pre-facelifted model, and 4.98 seconds in the facelift in 2021.

2024 Genesis G70 3.3T Sport Luxury-corner

This blue example managed to cross the 100km/h mark in 5.21 seconds. We suspect warmer weather and the fact this test car had very low kilometres on the clock were partly to blame for the slower time. Genesis claims 4.7 seconds.

Make no mistake, though, this thing properly hammers along. Overtaking is not a concern at all. Nail the throttle and it just gets up and goes, hauling towards the horizon. Peak torque is available from just 1300rpm – not far from idle – giving you some idea of the immediacy in response once up and running.

Working with the eight-speed auto, this engine delivers smooth and effortless progress. However, the gearbox isn’t as engaging as some of the rival setups. Prompts from the paddle-shifters are a bit delayed, particularly downshifts, and unless you turn the stability control off the manual mode will automatically upshift before the redline, despite being in manual mode. We think with a better transmission this powertrain could really excel in its class.

A bi-modal exhaust system remains, providing a sporty and somewhat raspy note. It’s not too loud, so it can fly under the radar, but audible enough to let you and others know this is a serious package. It’s suave and svelte, with hint of forceful aggression.

2024 Genesis G70 3.3T Sport Luxury-Driving Enthusiast

As for the handling, it’s sharp and very direct, and body-roll is pretty much non-existent. This helps the outfit rail around corners. Yet, with the next-generation Electronic Control Suspension (adaptive), the ride comfort walks that fine line between tautness and impact-absorbing forgiveness. For a road vehicle that is likely never going to see a track, but plenty of spirited roads, this is exactly what you want. Because you can drive it to work every day without compromise but still have plenty of fun if you want to.

It does come standard with a limited-slip differential, which means no inside wheel wheelspin, but we do notice there is some torque-steer under full power from slower speeds. Coming away from a tight bend, for example, applying full power can feel like the tyres are squirming, which is fair enough. However, it feels a bit different to that and it can catch you off guard. Switching off the stability control does help but it means you might have to dial in some opposite-lock, because the rears aren’t afraid to light up under strict demands.

An official fuel consumption rating of 10.2L/100km seems about right, with our week-long test returning an average of 9.7L/100km. It is totally possible to see that figure drop down to 7.0L/100km, or perhaps less, during constant highway driving. That’s not bad at all for something with this level of power and acceleration.

2024 Genesis G70 3.3T Sport Luxury-fuel economy

2024 Genesis G70 3.3T Sport Luxury: Key attractions/reasons to buy

  • V6 performance: Peak torque of 510Nm is high for this class, and available from just 1300rpm, yet top-end speed is just as impressive.
  • Fine quality interior and attention to detail: In light trim colours in particular, it looks and feels very high-end and almost boutique, like a Bentley.
  • After-sales care: Free scheduled servicing, free loan cars, 5-year warranty, and lots of other perks represent outstanding value for money. Unrivalled.
  •  Stunning touch-screen: Not only huge but also easy to work with and lots of depth.

2024 Genesis G70 3.3T Sport Luxury: Key considerations before you buy

  • Eight-speed automatic not as crisp as some: BMW and Audi’s ZF auto, and Mercedes’s nine-speed are more responsive and more engaging. But this really only matters when you’re serious about spirited driving.
  • Torque-steer feel: Under full power it can feel unsettled in the rear, but not in the usual RWD-fun kind of way. It feels like it needs thicker axles or perhaps a tighter LSD or locking diff.
  • Resale value: It’s not likely to be good considering not many are sold new in the first place. In saying that, this might be one to watch in the used car market in the future – a cool performance car bargain?

2024 Genesis G70 3.3T Sport Luxury: Video

 

How does it rate against its rivals?
  • Price
  • Quality look & feel
  • Interior tech
  • Powertrain performance
  • Ride & handling
  • X-factor (does it stand out in its class?)
4.3

Final word

Overall, the 2024 G70 3.3T is beautifully-presented, offers awesome power and performance, and decent economy, and it’s filled with good and usable technology. The build quality and sheer value, including after-sale, makes it a very appealing package. Brand image and potential resale anxiety could be the only things holding it back.

Brett Davis

Brett started out as a motor mechanic but eventually became frustrated working on cars that weren't his. He then earned a degree in journalism and scored a job at Top Gear Australia back in 2008, and then worked at Zoom/Extreme Performance magazines, CarAdvice, and started PerformanceDrive/PDriveTV in 2011 with Josh Bennis. He's now the owner and managing editor here at Driving Enthusiast.

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