Hyundai’s Genesis might not be a veteran in the auto-market, but the automaker is firm on its mission to develop a compact luxury sedan lighter and more agile than the BMW 3 Series.
For an automaker with handful of experience in developing sports-studded vehicles and fabricating luxury experiences, this seems like a gigantic order. But with its 2019 G70 sedan paving its way in U.S. in early 2018, Genesis is all prepared to take one the German dominance in the compact luxury sedan segment.
Well, it would be fair to recall the outrageous entrance of the three Japanese automakers in the luxury sedan segment three decades ago. But regardless of their winning performance in a plethora of segments for Lexus, Acura, and Infiniti, no Japanese sedan could manage to break the sheer dominance of the BMW 3 Series’ strong grip on the compact sedan segment— neither in terms of sales volume nor in their notions of keenly crafted driver’s car. If the entrance of the Genesis will make a large impact on the customers still remains to be seen.
Designed with Athletic Elegance:
Hyundai’s luxury division crafted this sedan with a vision to create a sense of “Powerful splendor.” There is no second opinion that Genesis touch-stoned the BMW 3 Series for performance and derives inspiration from the Mercedes C-Class and Audi A4 for G70’s luxurious interior.
As quoted by the design director for Hyundai and Genesis, Luc Donckerwolke, “The four-door coupe comes with a lot of derivatives”. He added, “We wanted a dynamic three-box design, and keeping that in mind we focused on a long dash-to-axle ratio.”
Making design statement with Classy Exteriors:
Focusing on G70’s front fascia, one comes across a lot of busy angles that create triangles and trapezoids. The car’s headlamps utilize four thin-lined lamps as a signature design. The inward rake of the pillars that flows towards the roofline, or the tumblehome is rather astringent to take over the headroom to pave way for more muscular body-side sheetmetal.
The sedan’s trunklid shape derives inspiration from the BMW and Audi design cues, and extends from the appealing rear haunches flowing rearward. Furthermore, the “archer’s bow” vent that rests behind the front wheel is fully functional.
Peeping in to unveil the luxurious Interiors:
Inside, Genesis doesn’t fail to impress with its console and dash detail materials—(aka the lack thereof). The company has taken the unconventional way to bless the G70 with the brushed metal or liquid metal details.
Other interior touches incorporate padded diamond-stitched leather that flows fluently on the door inners; the ultra-modern infotainment screen does its best to impress, and, the back seat features comfortable headroom. Added, the Visibility from the rear seats is strikingly good.
What differentiates the G70 from the BMW 3 series is an inch more wheelbase and 1.6 inches more overall length. Infact, G70’s wheelbase and length line up almost similar to the Mercedes-Benz C-Class.
Engine and Power-train:
Under the hood, Genesis plans to cater to you a 248-hp 2.0-liter turbo-four that produces 260 lb-ft of torque as the base engine. A 364-hp 3.3-liter V-6 with 375 lb-ft of torque could also be availed as an optional. As claimed by the luxury auto-maker, this V6 could propel G70 from 0 to 62 mph in merely 4.7 seconds while clocking a top speed of 167 mph.
The engines will be mated to eight-speed torque-converter automatics that are indigenously developed. It is interesting to note that the U.S. market will also offer a turbo-four fused with manual transmission enriched with the goodness of a limited-slip differential. For fun more than traction, the G70 will work wonders to offer rear-wheel-biased all-wheel drive coupled with variable torque split.
The G70’s split between Normal and Sports modes will take care of the settings for steering, response, throttle, shift points transmission mapping, all-wheel-drive torque split, active sound and adjustable shocks on the 3.3-liter and adaptive dampers on the 2.0-liter.
On a short test drive of the Korean-spec prototypes, the 2.0-liter turbo-4 emerged much balanced with a lighter up front than the V-6. The 2.0-liter tucked in precisely when lift-throttle oversteers was thrown into action, particularly when driven through an off-camber kink. But, what impressed us the most is that the two engines tended to roar rather than snarl.
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