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At the same time Audi announced this summer it was ditching the manual transmission for its A4 sports sedan, Genesis said its G70 competitor would not only have a manual variant \u2014 but that it would be offered as an upscale\u00a0Sport version unto itself.<\/p>\n
That tells you a lot about Hyundai\u2019s aggressive new luxury brand. This Seoul-produced entry-level sedan has soul.<\/p>\n
The G70 is rightly baselined to the compact segment icon, the BMW 3-series. Stealing away BMW M-class engineering guru Albert Biermann and Lamborghini design director Luc Donckerwolke, Genesis put the G70 on its own\u00a0rear-wheel drive platform and trained it in the German makers\u2019 N\u00fcrburgring racetrack backyard.<\/p>\n
But BMW, Audi and Mercedes are no longer the segment performance leaders. That honor now goes to the terrific Cadillac ATS, Alfa Romeo Giulia\u00a0and Tesla Model 3 sedans.<\/p>\n
Indeed, the irony of the market\u2019s shift away to lookalike SUVs today is that entry-level sedans are incredibly, head-turningly good.<\/p>\n
Not only are the establishment players at the top of their game, but there are three\u00a021st-century upstarts: Genesis, Alfa\u00a0and Tesla. EV-maker Tesla and Italian diva Alfa are niche brands. Genesis aspires to be the traditional volume player of the group, following the Toyota model of accessorizing a popular mainstream brand (Hyundai) with a premium marque.<\/p>\n
Genesis’ challenge is establishing an identity in a cramped athletic-shoe aisle that includes such high-tops as the aforementioned German, American\u00a0and Italian makes \u2014 and near-luxury sneakers like the Mazda 6 and Kia Stinger.<\/p>\n
Most G70 buyers will approach the $32,000 base Genesis as a value-play over costlier alternatives, but my sophisticated 2.0-liter Sport manual demands to be measured against the best performers in luxury.. That said, how can they ignore Korean cousin Kia \u2014 which produces the bigger, five-door Stinger hatchback based on the same architecture and offering the same turbo-4 and twin-turbo V-6 powerplants?<\/p>\n
Automakers have traditionally offered manuals as entry-level fuel sippers or high-end enthusiast toys. Both are getting squeezed \u2014 by the inferiority of manual fuel economy relative to automatics at the low end, and by the performance of quick-shifting, multi-ratio boxes at the upper range.<\/p>\n
The $38,895 Sport is targeted at enthusiasts somewhere in between who want an attractive pocket-rocket they can afford. At its core, the 2.0-liter\u00a0Sport is a runner. With the four-banger driving the rear wheels only, it\u2019s the lightest Q70 configuration.<\/p>\n
It reminded me immediately of the ATS, Giulia\u00a0and Model 3. And since the Tesla EV is a unique animal, I\u2019ll concentrate on the gas-engine Caddy and Alfa: turbo-4 athletes, both more fun than the Midnight Screamer at Six Flags.<\/p>\n
Attacking area interstate cloverleafs, the 252-horse Genesis is right there with the Caddy\u2019s nimble handling \u2014 telepathic steering, tossable chassis \u2014 but shy of Alfa\u2019s sexy looks and best-in-class 280 horsepower.<\/p>\n
G70 is carving its own design path \u2014 away from the slavish, Audi-like styling of big brothers G90 and G80 \u2014 but it doesn\u2019t have the personality of the Italian dish or sculpted Caddy. It\u2019s muscular, no doubt \u2014 its wide rear stance ready to pounce \u2014 but hard to distinguish from a 3-series or Infiniti Q50.<\/p>\n
Hard acceleration exposes the 2.0-liter\u2019s biggest flaw \u2014 an initial dead spot on throttle that feels like turbo lag. Or something. \u201cWhat is that?!\u201d asked my motorhead friend Rick as he rowed through the gears.<\/p>\n
Once on throttle, the 2.0-liter is plenty feisty, the engine pulling hard over 3,000 rpms. Upshifts are crisp, the car beautifully balanced on corner entry.<\/p>\n
The Genesis makes its mark in true Hyundai fashion \u2014 value.<\/p>\n
The G70 starts with standard comfort amenities like a 12-way driver\u2019s seat, then adds a best-in-class standard suite of automatic emergency braking, adaptive cruise-control, automatic\u00a0high-beams, blind-spot assist, lane-keep-assist\u00a0and automatic emergency braking. This is important stuff at a time when mainstream cars from the $25,000\u00a0VW Jetta and $32,000\u00a0Mazda 6 have similar goodies.<\/p>\n
The days when luxe cars (and luxe trucks) can upcharge for such features is coming to an end, and it\u2019s good to see G70 at the head of the game. That said, Mazda\u2019s sensory system is better with its Tesla-like, 360-degree instrument graphics.<\/p>\n
Upgrade to the G70\u2019s honkin\u2019 twin-turbo V-6 pushing out an impressive 365 ponies, and the value equation multiplies versus competitor brands. Save one: fellow Korean, Kia Stinger.<\/p>\n
Stinger is another superb vehicle brought to life by Mr. Biermann. And that\u2019s not the only thing it shares with G70. They are built on the same platform, have the same engines, boast quad-exhaust, are N\u00fcrburgring-tested, get smartphone connectivity and 5 year\/100,000 drivetrain warranties and …<\/p>\n
And then the Stinger goes further.<\/p>\n
At the same entry price as the\u00a03.3-liter G70, the Kia offers five doors instead of three. Its fastback hatchback was one of the revelations of 2017 \u2014 offering the\u00a0utility of an SUV with the handling of a sedan. It\u2019s an Audi A7 \u2014 for $25,000\u00a0less. An Audi A7 for the same price as a G70. Is that what Hyundai-Kia intended?<\/p>\n
The styling and interior of the Stinger are world class, and when you get in back, it exposes the other glaring flaw of the G70 \u2014 its tiny rear seat.<\/p>\n
Though stretched across the same architecture, the Kias get a longer wheelbase than its Seoul cousin. At a leggy\u00a06-foot-5, I can sit behind myself in the Kia. The G70? Not so much. Which is another reason I lump the 2.0-liter with the equally backseat-challenged Caddy ATS and Alfa.<\/p>\n
Genesis North America chief Irwin Raphael says that Genesis and Kia are separate entities (sharing Mr. Biermann) within the Hyundai-Kia empire. And maybe they are appealing to different customers.<\/p>\n
I\u2019m struck by the difference in Genesis and Kia Stinger branding, for example. Genesis introduced itself with the lovely voice of blues singer Audra Day. The Stinger, by contrast, was debuted at the 2017 Super Bowl by Aerosmith\u2019s Steven\u00a0Tyler burning rubber backward\u00a0to make himself 30 years younger.<\/p>\n
Which soundtrack fits you, performance sedan enthusiast?<\/p>\n
Stinger has the formidable task of selling folks a $40,000\u00a0Kia. But Genesis\u2019 task is no less formidable. Both will appeal to customers looking for a bargain car that looks different than the Audi A4s and BMW 3s in the cul-de-sac.<\/p>\n