2017 Genesis G90
WHAT WE LIKE: The G90 continues to receive compliments for its smooth ride, particularly from drivers new to the car. One driver returned home from a 1000-mile extended weekend impressed with the front seats’ near ideal blend of support and comfort. The same driver also liked the concise layout of the various controls, which, unlike some other luxury cars, are not “buried in the infotainment system.” Fitting a set of 19-inch Bridgestone Blizzak LM-32 winter tires provided improved traction on ice and snow at the cost of slightly increased levels of low-frequency tire noise.
WHAT WE DON’T LIKE: Many drivers commented that the hyper-aggressive traction control steps in too early, particularly calling out the way it virtually shuts down forward movement at the slightest whiff of wheel slip during a turn. One driver noted that its overprotective nature is reminiscent of the behavior exhibited by early versions of the Lexus LS with traction control. Although switching to Sport mode loosens its grip slightly, we feel there should be a mode with a higher threshold, as turning it off entirely makes the technology pointless. A few new-to-the-G90 drivers echoed earlier comments regarding the mushy chassis behavior and the less-than-stiff feeling of the structure.
WHAT WENT WRONG: In terms of exasperating breakdowns or failures, nothing. Only one temporary and unexplained hiccup came close to requiring a service call or tow truck. Immediately after startup leaving the office one evening, the car died. Thankfully, our highly skilled technical editor, Eric Tingwall, was on hand to assess the situation. He opened the hood, found nothing amiss, and slammed it shut. Within seconds, the dash lights returned and the starter responded; the anomaly hasn’t reoccurred in the hundreds of starts and thousands of miles since, so we’re chalking this one up to a delayed system reboot—or perhaps an evil spell cast by sorceress Madam Kettering.
Readers who’ve been following this long-term test may remember that although the G90 comes with complimentary scheduled maintenance for the first three years or 36,000 miles, the first suburban Detroit dealership where we took it failed to recognize this fact, charging us $48 for its first service consisting of an oil change, inspection, and fuel additive. We switched to a different dealership for the 12,000-mile service. After performing the prescribed oil change and inspection, they sent us on our way with no charge, other than a fee to mount and balance a set of winter tires.
We returned to the same dealership for the 18K-mile scheduled service, as well as to perform a recall for the infotainment system, and to have technicians look at the sunroof seal, the cause of a previously reported wind-noise issue. After performing the recall and adjusting the glass and tightening some fasteners in the sunroof mechanism to cure the noise issue under warranty, this second dealer handed us a bill for $37 for the 18K oil change and inspection. Flummoxed, we referred to the 3-year/36,000-mile complimentary scheduled-maintenance agreement and pointed out that the last service—barely a month prior and at that same store—had been provided gratis under the plan. Despite our resolve, the staff at the dealership at the time could not verify the complimentary scheduled maintenance, and we paid up in order avoid spending the night on the service-department floor. It seems Genesis HQ needs to better inform its dealers about its own products.
WHERE WE WENT: Although the car did slip below the border into Ohio on a few occasions, the majority of the G90’s time since the last update was spent in our home state of Michigan. Its expansive cabin is perfect for office lunch runs, the wide rear doors making for easy access to the spacious rear seat, even after overindulging on taco Tuesday. Likewise, the deceptively capacious trunk securely stowed the fruits of more than a few staffers’ Christmas-shopping excursions, as well as transporting our freshly minted 10Best Trucks and SUVs trophies to the Detroit auto show, where we passed them out to the winning brands. Longer excursions were limited to a couple of runs to the west side of the state and a single visit to Charlevoix in northern Michigan.
Months in Fleet: 9 months Current Mileage: 22,074 miles
Average Fuel Economy: 22 mpg Fuel Tank Size: 21.9 gal Fuel Range: 480 miles
Service: $85 Normal Wear: $0 Repair: $0
Damage and Destruction: $50
Specifications >
VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $69,050 (base price: $69,050)
ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement: 204 cu in, 3342 cc
Power: 365 hp @ 6000 rpm
Torque: 376 lb-ft @ 1300 rpm
TRANSMISSION: 8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 124.4 in
Length: 204.9 in
Width: 75.4 in Height: 58.9 in
Passenger volume: 113 cu ft
Trunk volume: 16 cu ft
Curb weight: 4717 lb
PERFORMANCE: NEW
Zero to 60 mph: 5.2 sec
Zero to 100 mph: 13.0 sec
Zero to 130 mph: 23.1 sec
Rolling start, 5–60 mph: 5.7 sec
Top gear, 30–50 mph: 2.8 sec
Top gear, 50–70 mph: 3.7 sec
Standing ¼-mile: 13.8 sec @ 103 mph
Top speed (governor limited): 147 mph
Braking, 70–0 mph: 182 ft
Roadholding, 300-ft-dia skidpad*: 0.84 g
*stability-control-inhibited
FUEL ECONOMY:
EPA combined/city/highway: 20/17/24 mpg
C/D observed: 22 mpg
Unscheduled oil additions: 0 qt
WARRANTY:
5 years/60,000 miles bumper to bumper;
10 years/100,000 miles powertrain;
7 years/unlimited miles corrosion protection;
3 years/unlimited miles roadside assistance;
3 years/36,000 miles scheduled maintenance
In retrospect, it’s only logical that we eventually would find ourselves behind the wheel of a nearly $70,000 Hyundai. Loosely following the blueprint used by the trio of Japanese manufacturers that launched upscale divisions in the late 20th century, Hyundai’s newly minted Genesis is meant to put a little space between its upmarket offerings and the value-oriented fare it built its name on. Morphing the model name of its Hyundai Genesis coupe and sedan into a stand-alone brand also creates a place in which to move loyal customers as their income and tastes permit more upscale pursuits. With the G90 standing as the new brand’s top offering, we secured one for a 40,000-mile long-term test.
Hyundai has a reputation for tilting the feature-content-to-price ratio in favor of the consumer, and its upscale Genesis division follows that formula. If you get a kick out of optioning a vehicle to the $100,000 mark, turn your attention elsewhere. For a segment-reasonable $69,050 base price, our G90 includes all the modern conveniences and then some: nappa-leather-upholstered, heated and cooled, multi-adjustable front seats (22-way driver, 16-way passenger); a leather-covered dash, steering wheel, and door panels with real wood accents; acoustic laminated glass; rear-side-window and backlight sunshades; a head-up display; adaptive cruise control with stop-and-go capability; a 12.3-inch infotainment screen; and a 17-speaker Lexicon audio system, just to name the highlights. The only way to inflate the G90 Premium’s sticker is to add $2500 for Hyundai’s HTRAC all-wheel drive. Or one can step up to the Ultimate trim, which costs an additional $1600 and replaces the Premium’s 365-hp twin-turbo 3.3-liter V-6 with a 420-hp naturally aspirated 5.0-liter V-8 (and again offers all-wheel drive for $2500).
While $1600 for 55 ponies may seem like a bargain, the grunt portion of the deal isn’t as convincing. Whereas all 376 lb-ft of the turbo V-6’s torque is on the job as soon as 1300 rpm, the V-8’s 383 lb-ft don’t punch in fully until 5000 rpm.
Matched with an eight-speed automatic transmission, our V-6 G90 seems to have hit the sweet spot. Early logbook entries agree that the combo pulls hard, shifts precisely, and sounds good doing so. Our initial assessments of the G90’s powertrain were confirmed at the test track, where it laid down a respectable 5.2-second zero-to-60-mph time and scooted through the quarter-mile in 13.8 seconds. Braking from 70 mph consumed 182 feet.
As for rolling stock, our Patagonia Blue G90 arrived sporting a quartet of hefty-looking 19-inch chrome aluminum wheels wrapped in Continental ContiProContact tires. The multilink front and rear suspensions utilize adaptive dampers, with mixed results. While the ride is supple, the handling and body movements can get a bit sloppy. We can think of several competitors that better manage the ride/handling/comfort equation, although the G90 never pretends to be anything but a competent luxury barge.
Daily Driver
Considering the G90’s cavernous and well-appointed interior, it’s only natural that the car would get the nod from those with a lot of highway miles to cover. Less than a week after arriving, the G90 was pressed into service to transport staffers to Virginia International Raceway for our annual Lighting Lap competition. Barely two weeks after its return, associate online editor Joseph Capparella climbed behind the wheel for a run to North Carolina, reporting an indicated 27 mpg for portions of the trip. In between highway jaunts, the G90’s enormous back seat, which is wide enough for three people even if they aren’t particularly friendly, makes it a top choice for lunch runs. Our overall fuel economy to date is 23 mpg, which falls on the sweet side of its 20-mpg combined EPA rating.
Although we have accumulated fewer than 5000 miles at this point, we are encouraged by the G90’s rock-solid reliability, coddling interior, and hushed ride. We’ll see how this story develops over the next 35,000 miles.
Months in Fleet: 1 month Current Mileage: 4738 miles
Average Fuel Economy: 23 mpg Fuel Tank Size: 21.9 gal Fuel Range: 500 miles
Service: $0 Normal Wear: $0 Repair: $0
Specifications >
VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $69,050 (base price: $69,050)
ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement: 204 cu in, 3342 cc
Power: 365 hp @ 6000 rpm
Torque: 376 lb-ft @ 1300 rpm
TRANSMISSION: 8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 124.4 in
Length: 204.9 in
Width: 75.4 in Height: 58.9 in
Passenger volume: 113 cu ft
Trunk volume: 16 cu ft
Curb weight: 4717 lb
PERFORMANCE: NEW
Zero to 60 mph: 5.2 sec
Zero to 100 mph: 13.0 sec
Zero to 130 mph: 23.1 sec
Rolling start, 5–60 mph: 5.7 sec
Top gear, 30–50 mph: 2.8 sec
Top gear, 50–70 mph: 3.7 sec
Standing ¼-mile: 13.8 sec @ 103 mph
Top speed (governor limited): 147 mph
Braking, 70–0 mph: 182 ft
Roadholding, 300-ft-dia skidpad*: 0.84 g
*stability-control-inhibited
FUEL ECONOMY:
EPA combined/city/highway: 20/17/24 mpg
C/D observed: 23 mpg
Unscheduled oil additions: 0 qt
WARRANTY:
5 years/60,000 miles bumper to bumper;
10 years/100,000 miles powertrain;
7 years/unlimited miles corrosion protection;
3 years/unlimited miles roadside assistance;
3 years/36,000 miles scheduled maintenance
WHAT WE LIKE: First and foremost, the torquey pull of the twin-turbo 3.3-liter V-6 and the smooth-shifting eight-speed automatic. Virtually every comment in the logbook references the powertrain’s versatility, one editor describing its demeanor as “docile when not provoked but a rocket ship when pushed.” The quiet interior features near-perfect fit and finish, and aside from one driver who couldn’t find a comfortable setting for the lumbar support, the 22-way adjustable seat provides enough adaptability for drivers of any size to get comfortable. Taller staffers who generally loathe sunroofs for their headroom-consuming properties have been pleasantly surprised by the noggin space in the G90. It’s worth mentioning that our observed fuel economy has remained 23 mpg—not too shabby for a big beast piloted by a staff of lead-footed drivers.
WHAT WE DON’T LIKE: Lots of commenters have noted tire slap over expansion joints and unfiltered impacts from broken highway pavement. Additionally, body motions, particularly rebound, are not as controlled as in most of the G90’s competitors. While neither is severe enough to be a deal breaker, some have wondered how these aspects of suspension tuning seemed to escape the final development process in a vehicle otherwise so polished. Another small complaint is the inconsistency of some of the exterior panel gaps. While the alignment is generally straight, the width of the gap can vary from location to location. For instance, the gap in the junction where the passenger-side A-pillar meets the door is significantly smaller than the adjacent spaces between the door, hood, and front fender.
WHAT WENT WRONG: Not much. Within a month of the car’s arrival, a small divot appeared in the windshield just left of the driver’s sightline, so we had a local glass company come out and fill it for $50. At about 8000 miles, we took the Genesis in for its first service, which consisted of an oil change and a multipoint inspection. The tires weren’t rotated, but no abnormal wear was noted. That service set us back $48, which sounds not bad, until you realize that the G90 comes with complimentary scheduled maintenance for 3 years or 36,000 miles. Our employee wasn’t aware of the plan when he was handed the invoice, and the people at the suburban Detroit Hyundai dealership—who said this was only the second Genesis they’d serviced—apparently hadn’t gotten the memo from corporate.
Around the 5000-mile mark, a couple of drivers complained that the right-front edge of the sunroof was not fully sealing, causing excessive wind noise. But such notes—and the noise—ceased within 100 miles, leading us to believe that some debris may have been lodged in the seal.
WHERE WE WENT: After the G90 survived a trial by fire of sorts by completing a pair of epic southbound journeys within days of its arrival—on which we reported in the car’s introduction—editor-in-chief Eddie Alterman turned its nose north and headed for Mackinaw City, Michigan, in July. Since then, the G90 has been spending some quality time at our home base, largely traversing the Ann Arbor/Detroit/Toledo axis of power. With the holiday season on the horizon, however, we expect the spacious, easy-driving G90 to start knocking down miles at a fevered pitch.
Months in Fleet: 4 months Current Mileage: 11,220 miles
Average Fuel Economy: 23 mpg Fuel Tank Size: 21.9 gal
Fuel Range: 500 miles
Service: $48 Normal Wear: $0 Repair: $0
Damage and Destruction: $50
Specifications >
VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $69,050 (base price: $69,050)
ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement: 204 cu in, 3342 cc
Power: 365 hp @ 6000 rpm
Torque: 376 lb-ft @ 1300 rpm
TRANSMISSION: 8-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 124.4 in
Length: 204.9 in
Width: 75.4 in Height: 58.9 in
Passenger volume: 113 cu ft
Trunk volume: 16 cu ft
Curb weight: 4717 lb
PERFORMANCE: NEW
Zero to 60 mph: 5.2 sec
Zero to 100 mph: 13.0 sec
Zero to 130 mph: 23.1 sec
Rolling start, 5–60 mph: 5.7 sec
Top gear, 30–50 mph: 2.8 sec
Top gear, 50–70 mph: 3.7 sec
Standing ¼-mile: 13.8 sec @ 103 mph
Top speed (governor limited): 147 mph
Braking, 70–0 mph: 182 ft
Roadholding, 300-ft-dia skidpad*: 0.84 g
*stability-control-inhibited
FUEL ECONOMY:
EPA combined/city/highway: 20/17/24 mpg
C/D observed: 23 mpg
Unscheduled oil additions: 0 qt
WARRANTY:
5 years/60,000 miles bumper to bumper;
10 years/100,000 miles powertrain;
7 years/unlimited miles corrosion protection;
3 years/unlimited miles roadside assistance;
3 years/36,000 miles scheduled maintenance
