Test Drive Review: 2023 Genesis G90 shows BMW its beauty
Six years. That's the short period of time Genesis has been thoroughly revamping its flagship luxury sedan, the G90, three times. As the saying goes, the third time is the charm.
The 2023 Genesis G90 exudes elegance and style, and with a reduced number of cylinders, an optional mild hybrid system, a new interior and exterior design, and new mechanical tricks to target a corner of the luxury market that Lexus seems to have left behind, the young slips into the next stage of life.
Electrified, but not electric
Gone is the once smooth 5.0-liter V-8 engine, RIP.
The base 3.5-liter twin-turbo V-6 engine makes 375 hp and 391 lb-ft of torque and is mated to an eight-speed automatic It is mated to an 8-speed automatic transmission. The powertrain is a gem, a decent imitation of the Bavarian turbo six, and the new engine in the E-Supercharged trim combines that turbocharged V-6 with a 48-volt mild hybrid system. Before the turbo kicks in, an electric compressor is added that is said to help provide boost at low rpm (like an electric supercharger). Genesis puts the overall output of this system at 409 hp and 405 lb-ft of torque.
Compared to the V-8 engine, maximum power is 11 hp lower and maximum torque is 22 lb-ft higher.
TL;DR: Spared the smooth power delivery and build of the outgoing V-8, this complex powertrain felt like proof that the G90 could simply be all-electric (which this platform is capable of doing.)
The G90 has enough power for quick passing maneuvers on the highway, but does not feel like it has 400 hp and 400 lb-ft of torque on tap. That's why the G90 weighs between 4,861 and 5,192 pounds. With two adults in the front seats, that's close to the weight of a base Chevy Tahoe. The electric assist is smooth and the power transitions are seamless, but when the throttle is pressed hard, the transmission must kick down a gear or three in succession.
Lacks Coordination
Ironically, the biggest drawback of this luxury flagship is its lack of ride comfort and control. The E-supercharged model we tested had a multi-chamber air suspension system combined with adaptive dampers. The ride was floaty, uncoordinated, and at times felt like a boat. My wife, who suffers from motion sickness, noted that driving on the highway in Comfort mode immediately made her feel sick because of the Genesis. A stiffer suspension tune in Sport mode helped, but it was a half-step too far for the old-fashioned Lexus LS-like ride and everyday driving experience.
The rear-wheel steering system, a highlight of the smaller G80 Sport, is one of the G90's shortcomings. The system, which allows the rear wheels to rotate up to 4.0 degrees in opposite directions to the front wheels at speeds below 37 mph and up to 2.0 degrees in opposite directions to the front wheels at speeds above 37 mph, reduces the G90's footprint in corners while at times exaggerating the uncoordinated feel of the G90.
Stunning styling
It is hard not to understate the elegance and presence of the latest G90. The overall design is simple in an age of flagship BMW 7 Series and Lexus LS flagships. The front end is low, yet clearly meets pedestrian crash test standards, so eat your heart out, BMW.
Its low front end gives way to a simple clamshell hood that wouldn't look out of place on a million-dollar Aston Martin, and the horizontal LED lighting front and rear is distinctive and jewel-like. The tall greenhouse is refreshing in an era of small glass windows and high beltlines.
Germans should take note: Inside the G90 are buttons, knobs, and hard controls for the digital age that someone said the biggest iPad slapped on the dashboard would win. The knobs have subtle textured detailing, every surface is soft and delicately stitched in many areas. Genesis does not rely on cheap gimmicks or flashy crystal balls. It is simple yet luxurious and lounge-worthy. Those who want cheap carbon fiber or ridiculous amounts of wood will need to go to another showroom.
Some of the G90's interior functionality is compromised, however. The touch-sensitive pad on the two-spoke steering wheel can accidentally change tunes with the mere graze of a finger; the layout of the 12.3-inch digital meter cluster is puzzling in the format and information it displays: driver assistance system status, trip computer, maps, etc., are limited. Everything feels like a waste of digital space. The uprights surrounding the digital meter cluster are stylish, but the controls that dim the meter cluster seem like a waste of space that could be used for other vehicle controls. 12.3-inch touchscreen infotainment system lacks wireless Apple CarPlay and Android Auto. At least the doors close automatically at the push of a button.
The 2023 Genesis G90 is not the value play it once was, as the base model costs $89,495. But even at $100,370 at the time of testing, the latest version of the young luxury automaker's flagship seems to pack more punch than its class.
It's not so much that the G90 offers features that its competitors lack, but that it does so with an elegance that even BMW and Lexus have forgotten, while leaning on both style and substance. Now give it the electric powertrain it deserves and polish up the suspension, Genesis.
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