The Genesis G70 has been one of our most popular sports sedans since its introduction in the 2019 model year. Seedling#039; even doing well with customers, but also the best-selling sedan of the brand, accounting for 19% of total sales. Oddly enough, the G70 is the oldest in the model range, only 2022 was recalled. Given its apparent sales success, it’s all the more surprising that Genesis saw the need to update the car once again. Most of the changes for 2024 target the four-cylinder entry-level G70 model. The good news is that the car underneath is still a great all-round machine and can even be fun on closed roads. But as good as the foundation is, more renovations are needed to keep it close to grade.
While much of the car is carried over, there are indeed changes for 2024, the biggest of which is a new turbocharged 2.5-liter four-cylinder for the base G70. Seedling#039; is basically the same unit that the dear departed Kia Stinger received in recent days. It produces 300 horsepower and 311 pound-feet of torque, up from 48 and 51 respectively (and counting). It is still mated to an eight-speed automatic transmission and either rear- or all-wheel drive. And for added power, the four-cylinder now gets the same Brembo brakes as the V6. This includes rotors that are 1.2 inches larger in the front (13.8) and 1 inch larger in the rear (13.4) and four-piston front calipers.
There are also minor aesthetic changes throughout the range. Both the four- and six-cylinder cars now have twin exhausts and some new paint colors. Inside, the buttons and handles of the infotainment system and the start button have been slightly changed; climate controls have given way to a touchscreen for most functions; and there are some new cutting patterns. Finally, the Genesis Digital Key, which lets you use your phone as a key, now works with iOS, and Genesis Connected Services is standard on all G70 models. It enables connected user profiles, remote control, collision assistance and stolen vehicle recovery.
While we didn’t get much time with the four-cylinder G70 (our drive was limited to a short, boring Phoenix street and the interstate and some autocross), it’s a significant improvement. Just like in the Stinger, the 2.5L is much more usable with acceleration and is really quick on acceleration. As Genesis points out, it’s also the most powerful entry-level engine in the segment, beating the 280 hp as well. Alfa Romeo Giulia
Those brakes are great too. As our track time shows, they have serious, confidence-inspiring stopping power, and that was with the heavier V6. It would just be a shame that the pedal is on the soft side when driving hard. However, you’ll want the Michelin Pilot Sport 4 summer tires to get the most out of the G70 chassis, as the Primacy Tour A/S rubber wears out much quicker. Really, it is when you focus on sports and sports. like a sports sedan. Prima tires are more than acceptable for street driving.
The engine and brakes also emphasize some of the advantages of the four-cylinder engine. The biggest one is simply that it is significantly lighter, especially at the front. Weight for the 2024 model has not yet been released, but last year there was a nearly 300-pound difference between the four- and six-cylinder cars. Removing everything from the nose makes the four-cylinder rev much more eagerly, and the steering is surprisingly lighter than the big V6. It’s damn fast and accurate with both engines. With more feedback it would be one of the best handling cars out there. The gearbox is the same eight-speed as before and feels almost the same on both cars, offering quick and smooth changes, although not as good as the Germans offer. It’s not as efficient as it used to be, with the rear-wheel drive car dropping 25 mpg to 24 combined; The four-wheel-drive car remains at 23. But that’s still better than 21 mpg with the V6 (20 with all-wheel drive). Considering that the difference in engine horsepower narrowed, while the efficiency and price difference remained the same, the four-cylinder is no longer just for the more budget-conscious.
Still, there are plenty of reasons for enthusiasts to buy a portable twin-turbo V6. Although the four-cylinder has been uprated, the V6 still has more: 365 horsepower (368 with the open exhaust) and 376 pound-feet of torque. It delivers with a bang and it’s exciting and makes it to the redline. So that it seems understated. In powerful applications it can be a bit difficult to work smoothly because the intensity of the push hits, but it’s always fun. That variable exhaust adds a bit more bulk to the growling engine, which is also much revlier than the relatively pedestrian four-cylinder.
Then the four-cylinder chassis upgrades are the V6 G70. Both the rear- and all-wheel-drive versions have an electronically controlled limited-slip differential, which makes a big difference in reducing power when cornering. It also comes with adaptive suspension that offers a softer setting in comfort mode and stiffer in sport modes. Both are actually quite compliant, but the sporty ride is appreciated, even if it is a little. It should be noted that traction control and stability control remain active even in the more free-wheeling Sport+ mode. There is a full unofficial andquot;derivative mode,andquot; but Genesis did not tell us how to do it. You can find a set of buttons in many places online, and if you’re considering tracking the G70, you’ll want to know how to do it, as the Sport+ settings can still be confusing.
On a side note, we’d really like to see Genesis offer an even more powerful version of the G70. It’s really good for sporty driving, from the engine to the brakes to the differentials. But it looks like the Genesis could have a serious track weapon, with stiffer suspension, lighter traction and stability control, and maybe even more power. This car deserves a variant that directly takes on the M, AMG, RS and Blackwing cars of the world.
But sports sedans in this segment must also offer luxury, and while the Genesis models are still doing well, they are in danger of being overtaken and left behind by the competition. Ride quality is excellent, feels very smooth and controlled. The cabin is quiet and the engines don’t make much noise unless it’s in serious use. The leather upholstery and interior color schemes make a good first impression, but on closer inspection it lets it down a bit. Even after the updates, the dashboard feels a bit Hyundai, even down to the aluminum-looking plastic. Hyundai has very good clutches for mainstream vehicles, but it is a step below the German competition. The same applies to some panel plastics. Plus, everything still looks like a 2019 car – the rest of the Genesis lineup beat this car to the punch in terms of style and quality. It would be really nice to see the brand do more internally. Side note, mobile phone mirroring is still not possible and the wired data port is USB-A. We would have traded a touchscreen climate control panel for these features.
The G70 is also still good value. The base four-cylinder is priced at $42,695, which is several thousand dollars less than the BMW 330i, Alfa Romeo Giulia, Acura TLX and Mercedes-Benz C 300, but all offer more performance. The Cadillac CT4, another great driver and sedan, starts under $40,000, but that’s for the 237-horsepower 2.0-liter model. To get comparable power to the G70, you’ll have to step up to the 2.7-liter, 310-horsepower engine, which starts higher than the G70. The V6 G70 starts at $51,145, several thousand less than the BMW M340i or Acura TLX Type-S.
Itand#039; it’s quite impressive that the G70, even with minor changes, is still as good as it was when it was launched more than half a decade ago. Seedling#039; is still great to ride, whether racing or relaxing, and is a killer deal. And while there are things we’d like to improve, we’d still happily recommend the G70 to anyone. We just don’t want Genesis to rest on its laurels, no matter how good they are.