2022 Genesis G70 vs 2021

What's the difference?

Way back when station wagons were still a thing, the Genesis G70 Shooting Brake would have been an absolute winner, but in a world of SUV-love it's going to struggle to get too much attention, and that's a shame, because it's an attractive car that looks and feels classy, at a competitive price.

The Genesis is also a good thing to drive, although a bit more power wouldn't go astray. With a bigger engine, I'd be happy to have one as my family car, and I'd relish its lower centre of gravity and superior driving dynamics every day.

It’s hard to prise owners away from established premium brands, and Genesis is still in its infancy. But there’s no doubt this refreshed G70’s performance, safety, and value will impress those willing to consider something other than the usual mid-size, luxury car suspects. Our pick is the 2.0T. Ample performance, all the standard safety tech, and a quality feel, for a lot less.

Well, there’s the fact that it’s not an SUV, for a start, and the impressive fact that this is a wagon, or Shooting Brake, that manages to be more impressive to look at than the sedan it’s based on. That does not happen often.

I love its sleek, fast lines from every angle, I think the nose looks impressive, the speed of the overall shape, all of it looks like something Bentley or Jaguar, or even Alfa Romeo, and perhaps its only weak point is the rear light cluster and the way it's incorporated into the boot. 

Other than that, it’s just a beauty. 

Genesis refers to its current design direction as ‘Athletic Elegance.’ And although it’s always a subjective call, I think this car’s sleek exterior aligns with that ambition.

Distinctive, without trying too hard, the G70’s makeover is dominated by a narrow, 'two-stripe' split-headlight treatment, a larger ‘crest’ grille (filled with a sporty ‘G-Matrix’ mesh design), and 19-inch alloy wheels, now standard on both models, fill the guards nicely.

The new nose is balanced by similar ‘quad lamp’ tail-lights at the rear, as well as an integrated boot lip spoiler. There are beefy twin exhaust outlet graphics and a body-coloured diffuser on the V6, while car spotters should look out for a pair of exhaust outlets, on the driver’s side only, on the 2.0T.

This cabin feels properly premium, and although you can spot the basics of the outgoing car’s dash, it’s a big step ahead.

Not as overtly techy as a Merc, or elaborately styled like a Lexus, it feels mature without being stuffy. Quality, in terms of materials and attention-to-detail is high.

The standard partial leather upholstery is quilted for a high-end feel, and the new, bigger 10.25-inch multimedia touchscreen display looks slick and is easy to navigate. 

A highlight of the optional ‘Luxury Package’ is a 12.3-inch 3D digital instrument cluster.

And here comes the rub. The reason everyone buys SUVs today, and eschews the station wagons that were once our family haulers, is because we now all need an enormous amount of space, and the 465-litre boot, while substantially more capacious than the G70 sedan’s 330 litres, is not going to be enough for some people.

Unfortunately the loading area is also slightly mouth shaped, so it does’t seem friendly to bulky items or wide loads. Personally, I’d be happy with it but I can see problems for others.

Those others include my 10-year-old daughter who declared the rear seat base to be too long, leaving her kicking her heels in the air, and yet not happy at all.

I found I could sit behind my own seating poison with usable knee room, but still some pinching around the feet, but head room was certainly not a problem (I’m 175cm tall).

The heated seats are lovely, but if it’s warm, the car automatically fires up the cooling, and blows cold air up your shorts, which is a bit shocking.

There are map pockets in the rear seats and bottle holders in each door and there’s one USB outlet between the seats. There’s another one between the seats in a storage cubby, and yet another in the centre console, just above the wireless-charging pad. 

Small bottler holders are also in each of the front doors, the seats are very comfortable in the front and overall the interior feels premium, particularly the way the leather wraps around you and through the dash design into the centre console. There’s something a bit previous-generation BMW about it, but in a good way.

The only letdown is that some of the plastics, particularly on the indicator stalk and the gear lever, feel a lot more Korean than European, and not in a good way.

At close to 4.7m long, just over 1.8m wide, and 1.4m high, the G70 sedan is in the same dimensional ballpark as its A4, 3 Series, XE, IS, and C-Class competition.

Within that footprint, the wheelbase is a healthy 2835mm, and room up front is generous with plenty of head and shoulder room.

Storage runs to a lidded box/armrest between the seats, a big glove box, two cupholders in the console, a sunglasses compartment in the overhead console, and bins with room for small- to medium-sized bottles in the doors.

Power and connectivity options include two USB-A ports (power-only in the storage box and a multimedia connection at the front of the console), a 12-volt outlet and a larger, more powerful Qi (chi) wireless charging pad, able to cope with bigger devices.

The rear is where things get more challenging. The door aperture is relatively small and awkwardly shaped, and I, at 183cm/6’0” tall, found entry and egress a mild struggle.

Once inside, the outgoing model’s foibles remain, with marginal headroom, barely adequate legroom (with the driver’s seat set to my position), and tight toe room.

In terms of width, you’re better off with two adults in the back. But if you do add a third, make sure they’re slight (or someone you don’t like). 

On the upside, there are twin adjustable air vents to keep everyone well ventilated, as well as a USB-A charge port, netted map pockets on the back of each front seat, two cupholders in the fold-down armrest, and small door bins.

Boot volume is 330L (VDA), which is below average for the class. For example, the C-Class offers up 455 litres, the A4 460 litres, and the 3 Series 480 litres.

It’s enough for the super-size CarsGuide pram, or the largest two suitcases from our three-piece set, but not a lot else. That said, the 40/20/40 split-folding rear seat opens up extra space.

If you want to hook up the boat, van or horse flat, your limit is 1200kg for a braked trailer (750kg unbraked). And the spare wheel is an alloy space-saver, which is a plus.

Positioned as a “sports luxury sedan”, the rear-wheel drive G70 remains the entry-point to the Genesis brand’s four model line-up.

With the Audi A4, BMW 3 Series, Jaguar XE, Lexus IS, and Mercedes C-Class in its sights, the two-model G70 range starts at $63,000 (before on-road costs) with the four-cylinder 2.0T, stepping up to the V6 3.3T Sport at $76,000.

Standard equipment on both models includes, auto-dimming chromic mirrors, a panorama glass sunroof, ‘touch type’ front door handles, LED headlights and tail-lights, a larger, more powerful wireless charging pad (able to accommodate bigger devices), leather-appointed interior trim (including quilting and geometric patterned inserts), 12-way power-adjustable heated and ventilated front seats (with four-way lumbar support for the driver), dual-zone climate control, keyless entry and start, rain-sensing wipers, a 10.25-inch multimedia touchscreen, ambient (interior) lighting, satellite navigation (with live traffic updates), nine-speaker audio with digital radio. Apple CarPlay/Android Auto connectivity, and 19-inch alloy wheels.

As well as a more powerful V6 engine, the 3.3T Sport adds ‘Electronic Control Suspension’, a dual muffler, active variable exhaust, a Brembo brake package, a limited slip differential, and a new “track-focused” ‘Sport+’ drive mode. 

A ‘Sport Line Package’, is a $4000 option on the 2.0T (included on the 3.3T Sport) adding dark chrome window trims, black ‘G Matrix’ air guides, a dark chrome and black grille, sports leather seats, suede headliner, alloy pedal trims, aluminium interior trim elements, the limited slip differential and Brembo brake package, as well as 19-inch sport alloy wheels.

The ‘Luxury Package’, available on both models for an extra $10,000, brings safety and convenience features including, ‘Forward Attention Warning’, the ‘Intelligent Front Lighting System’, an acoustic laminated windscreen and front door glass, Nappa leather appointed interior, suede headlining, electronic steering wheel adjustment, a 12.3-inch 3D digital instrument cluster, a head-up display, 16-way electric driver’s seat (with memory), heated steering wheel, heated rear seats, a power rear tailgate, and 15-speaker Lexicon premium audio. ‘Matte Paint’ is also a $2000 option available on both models. 

Now, to be fair, the engine in this Genesis does a commendable job with what it’s got, but that doesn’t mean it’s a damn shame you can’t have the 3.3-litre twin-turbo petrol V6 that is an option in the G70 sedan. 

Instead, you must make do with a very hard working and keen 2.0-litre turbocharged four-cylinder, making 179kW and 353Nm. Unfortunately, you can also hear it working hard, if you attempt to drive it in a spirited fashion, although in Comfort mode, and indeed in most situations, the cabin is fairly quiet, and the eight-speed torque-converter transmission does its best to keep everything smooth and calming, too.

The shame here is that the Shooting Brake feels like it would be an even better and more enjoyable wagon with more power on board.

The G70 engine line-up is pretty straight forward; a choice of two petrol units, one four-cylinder, and a V6, both driving the rear wheels through an eight-speed automatic transmission. No hybrid of any type, no electric, no diesel.

The Hyundai Group’s 2.0-litre ‘Theta II’ four-cylinder engine is an all-alloy unit featuring direct-injection, ‘Dual Continuous Variable Valve Timing’ (D-CVVT), and a single twin-scroll turbo to produce 179kW at 6200rpm, and 353Nm from 1400-3500rpm.

The 3.3-litre ‘Lambda II’ is a 60-degree V6, also an all-alloy construction, with direct-injection and D-CVVT, this time working in concert with twin single-scroll turbos to deliver 274kW at 6000rpm, and 510Nm from 1300-4500rpm.

A modest 2.0kW power increase for the V6 comes courtesy of changes to the dual-mode variable exhaust system. And if this engine pairing sounds familiar, look no further than the Kia Stinger, which uses the same powertrains.

The claimed fuel-consumption figure for the Genesis G70 Shooting Brake is 9.1 litres per 100km, but in just over a week of mainly inner-city driving, and, admittedly, regular use of the Sport mode, I averaged a trip-computer verified 12.9 litres per 100km. On long trips, I’m sure the lower figure would be easy to get, but my lead foot did not help things here.

The official fuel economy figure for the Genesis G70 2.0T on the ADR 81/02 - urban, extra-urban cycle, is 9.0L/100km, the 2.0-litre turbo four emitting 205g/km of CO2 in the process. By comparison, the 3.3T Sport with 3.3-litre twin-turbo V6, is pegged at 10.2L/100km and 238g/km.

We covered city, suburban, and freeway running in both cars, and our real-world (dash indicated) figure for the 2.0T came in at 9.3L/100km, and 11.6L/100km for the 3.3T Sport.

Not bad, with what Genesis claims to be improved ‘Eco’ coasting functionality in the eight-speed auto, a likely contributor.

Recommended fuel is 95 RON premium unleaded, and you’ll need 60 litres of it to fill the tank (for both models). So, Genesis figures translate to a range of just under 670km for the 2.0T, and close to 590km for the 3.3T Sport. Our real-world results reduce those numbers to 645km and 517km, respectively. 

The reason that I would choose this Shooting Brake over any comparably priced SUV on the market is the same reason that station wagons are simply superior, if you enjoy driving more than lugging stuff - a lower centre of gravity.

That advantage, which sounds like something from a physics class, is clearly on display in the Genesis, which handles like a sedan rather than a top-heavy truck, and a well-sorted sedan at that.

The ride and handling balance is well sorted, the steering offers pretty good feel, aside from being a little on the light side, and the whole experience is both involving and encouraging for the driver.

Switch into Sport mode and the driver’s seat gives you a good squeezing with its bolsters, which kind of tells you that things going to get serious now.

The engine takes on a more angry tone and the gearbox allows you to stretch each gear, more so if you choose to shift manually, using the paddles. The problem is, while it really does its best, and revs with keenness and some volume, the 2.0-litre four cylinder just doesn’t have quite enough in the trouser department to make the G70 wagon truly exciting.

But it is, however, a pretty classy feeling and very pleasant drive, and for the kind of family hauling this Shooting Brake is designed to do, it’s more than capable, and just invigorating enough.

The chassis does feel designed to take more power, however, and it would be great to see a six-cylinder engine dropped in here. 

Overall, though, I loved driving the Shooting Brake because it was a nice break from sporty SUVs, and so much more pleasant to look at as well.

Whether the Genesis brand has enough cut through to break through with an offering as radical as a station wagon remains to be seen, but what they really need is to get them in front of people’s eyeballs, because it really has the street appeal to attract buyers. Everyone I showed it to thought it was a far more expensive European car.

Hyundai claims the 2.0T will accelerate from 0-100km/h in 6.1 seconds, which is pretty handy, the 3.3T Sport hitting the same speed in only 4.7 seconds, which is properly quick.

Both models feature a launch control function, allowing you to reliably and consistently hit those numbers, and with each producing their maximum torque at less than 1500rpm, mid-range punch is healthy.

In fact, you’d have to really want that extra V6 thrust under your right foot, because the 2.0T delivers sharp urban response, and comfortable highway cruising, with enough in reserve for confident overtaking. 

However, if you’re an ‘enthusiastic’ driver, the 3.3T Sport’s raucous induction noise and growly exhaust under load is a step above the four’s less dramatic sound.

Like all Genesis models, the G70’s suspension has been tuned (in Australia) for local conditions, and it shows.

The set-up is strut front/multi-link rear, and both cars ride beautifully, There are five drive modes - ‘Eco’, ‘Comfort’, ‘Sport’, ‘Sport+’, and ‘Custom’, with the change from ‘Comfort’ to ‘Sport’ in the V6 tweaking the standard adaptive dampers immediately.

The shift-by-wire, eight-speed auto transmission is smooth, and the wheel-mounted manual paddles, with auto rev-matching on downshifts, dial up the engagement. But, while those DIY shifts are rapid, don’t expect dual-clutch snappiness.

Both cars point nicely, although the electrically-assisted steering, while far from numb, isn’t the last word in terms of road feel.

The standard 19-inch alloys are shod with performance-focused Michelin Pilot Sport 4 rubber (225/40 fr / 255/35 rr) which deliver an impressive combination of refinement and grip.

Hustle into your favourite B-road corners and the G70, even in the Comfort setting, remains stable and predictable. The seat also starts to give you a bear hug and everything feels well buttoned down.

The 2.0T’s 100kg kerb weight advantage, with less mass over the front axle particularly, makes it feel more nimble in quick transitions, but the 3.3T Sport’s standard limited slip diff helps it put its power down even more effectively than the four cylinder car.

Braking on the 2.0T comes courtesy of 320mm ventilated discs at the front, and 314mm solid rotors at the rear, with all corners clamped by single-piston calipers. They provide ample, progressive stopping power.

But if you’re thinking of stepping up to the 3.3T Sport for towing or backroad fun, the standard Brembo brake package is more serious, with big vented discs all around (350mm fr / 340mm rr) four piston monobloc calipers up front and two-piston units at the rear.

When it comes to ergonomics, the Genesis G70’s layout is simple and intuitive. Not big screen clean, like a Tesla, Volvo or Range Rover, but easy to use. It all makes sense thanks to a sensible combination of screens, dials and buttons.

Parking is straightforward, with good visibility to the car’s extremities, a quality reversing camera, and a nifty illuminated rear light guide providing additional reference when you’re negotiating tight spaces and gutters.

The Genesis G70 was already big on safety, scoring a maximum five-star ANCAP rating in 2018. But it’s even more of a focus in this update, with new standard active tech including a ‘Junction Turning’ capability added to the ‘Forward Collision-Avoidance Assist’ system (Genesis-speak for AEB) which already features vehicle, pedestrian, and cyclist detection.

Also new is ‘Blind-Spot Collision-Avoidance Assist - Rear’ ‘Safe Exit Warning’, ‘Blind Spot View Monitor’, ‘Lane Following Assist’, ‘Surround View Monitor’, ‘Multi Collision Brake’, ‘Rear Occupant Alert’, and ‘Rear Cross-Traffic Collision Avoidance Assist.’  

This is on top of existing crash avoidance features like ‘Lane Keeping Assist’, Driver Attention Warning’, ‘High Beam Assist’, ‘Smart Cruise Control’ (including ‘Stop & Go’ function), emergency stop signal, parking distance warning (forward and reverse), a reversing camera (with guidance), and tyre-pressure monitoring.

If all that doesn’t prevent an impact, passive safety measures now include 10 airbags - driver and passenger front, side (thorax and pelvis), front centre side, driver’s knee, rear side, and side curtain covering both rows. Plus, the standard active bonnet is designed to minimise pedestrian impact injuries. There’s even a first aid kit, hazard warning triangle, and roadside assistance kit.

There are also three child seat top tether points across the rear seat with ISOFIX anchors on the two outer positions for safely securing baby capsules/child seats. 

While it’s not quite the industry-leading and slightly related Kia offer of seven years, the Genesis is covered by a five-year, unlimited-kilometre warranty with 50,000km of free scheduled servicing, and five years of roadside assistance.

If you live within 70km of a Genesis studio you'll also get five years of hte impressive Genesis Concierge Service, which means a concierge will come and get your vehicle when it’s time for servicing and leave you with another Genesis to drive while it's gone.

All up, it’s a hell of a deal.

All Genesis models sold in Australia are covered by a five-year/unlimited km warranty, at this stage, in the premium space, matched only by Jaguar and Mercedes-Benz. 

The other big news is five years complimentary scheduled servicing (due every 12 months/10,000km), plus 24/7 roadside assist for the same period.

You’ll also receive free navigation map updates for five years, extending to 10 if you continue to have the car serviced at a Genesis centre.

And the icing on the cake is the ‘Genesis To You’ program with ‘Valet Service’ pick-up and drop-off. Nice.