Genesis G90 review has always been eligible in the past. It goes well (for the money). Inside is a huge step in the right direction (for Genesis). Sure, the technology is great (but not as good as the German stuff). And so on. Tell someone to put their money on one luxury sedan, and while the G90 is really good, most buyers in this class are still paying big bucks for a Mercedes-Benz S-Class or BMW 7 Series.
The 2023 Genesis G90 faces that uphill battle against German prestige once again, but as a completely revamped model that's much better equipped to take on the best in the world. To see if she's strong enough to land any punches against the best, a road trip and ample sitting time are in order. There's nothing better than a big, long sedan swooping down the highway, but is the new G90 the car you want for the job?
If turning heads and being noticed on the road is the desired outcome, the G90 wins this test. There's no subtlety in the G90, from the ultra-thin "Micro Lens Array" headlights up front to the LED taillights that stretch out to the rear. Its dimensions and overall design should not stand out - the car is simply amazing. But the details are worth highlighting. Elements like the elongated headlights that extend into the front fenders, the bronze-coated brake calipers and the trapezoidal exhaust tips are all examples of Genesis making its designers content to make something truly unique.
The powertrain under the G90's clamshell hood—combining the hood and fenders to provide a gap-free appearance—is consistent with the Jones system if you notice the upgraded model dubbed the "E-Supercharger." In this tested spec, the 3.5-liter twin-turbo V6 is complemented by a 48-volt mild-hybrid system that delivers a fold-over electric supercharger for smooth acceleration responses and a power boost. Total system output is 409 horsepower and 405 lb-ft of torque, which is 34 horsepower and 14 lb-ft of torque more than the base G90 without the mild hybrid system. Even if you skip the E-Supercharger, the base G90 engine is an upgrade of the smaller, twin-turbo 3.3-liter V6 that's been made before—there's no more V8 for 2023.
This engine, while not quite as powerful as the boosted V8 options you'll find in the Mercedes-Benz S 580 or BMW 760i, is an ideal unit for a sedan like this. The start/stop system allows for smooth stopping and natural initial acceleration. Plus, the get-go's supercharged boost eliminates any lag from the engine before the turbines spin, ultimately providing that effortless glide from light to light. The back-shift eight-speed transmission does a good job of not hindering the smooth running of this engine, either. When you call all 409 ponies, the G90 leaps into action with a solid shove into the seat—0 to 60 mph feels like coming in just over 5 seconds. The faint rush of the V6 engine in the G90's Sport driving mode is amplified, but never intrusive or unrefined, maintaining a quiet sense of luxury at all times.
Fuel economy may not be a buyer's concern at the price of full-size executive sedans (and if it is, it's likely an all-electric vehicle), but during a long highway commute, we handily bested the G90's 24-mph highway rating. the gallon. Not only does the electric supercharger improve the EPA's fuel economy ratings—it drops 1 mpg city and 2 mpg highway versus the gas-only model—but the G90 proves impressively effective. in realistic driving.
In addition to the "E" boost, the G90 mild hybrid is treated to other details that improve the way it drives over the standard G90. The biggest of these is the multi-chamber air suspension with Electronic Control Suspension (PECS) that we've seen previously on various Genesis models. PECS works the way we're used to seeing it work in other Genesis models, by using cameras and sensors to detect what's going to happen in the road ahead, then optimizing the electronically controlled dampers to deliver the smoothest ride possible on the road. Obstruction. However, the addition of a new air suspension component in the G90 enhances the ride even further.
The S Series and 7 Series feature air suspension that can be raised or lowered as necessary at the touch of a button, but don't go so far as to do it automatically on steep inclines/lines like the G90. Of course, the S-Class can also be had with Mercedes' innovative E-Active Body Control suspension that has its own exclusive tricks, so the two can play in that game.
Another big driving-related bonus for the G90 mild hybrid is the addition of rear-wheel steering, which allows four degrees of counter-locking at low speeds and two degrees of swivel in the same direction as the front wheels. It's not quite as impressive as the S-class's maximum score of 10, but the feature still greatly enhances this large sedan's maneuverability in every situation.
Stability and ride comfort get the highest possible marks. You can't do anything better than this lest you buy something as expensive as a Mercedes-Maybach or a Bentley. The large, intricate 21-inch wheels didn't seem to hurt the G90's composure. No matter how good the road gets during a 500-plus-mile road trip, the serenity of comfort and silence cannot be broken.
Assuming you're the driver, the G90's suite of driver-assist systems is first-rate and only plays second fiddle to GM's Super Cruise. The G90 uses a new Genesis steering wheel with tactile detection to make sure the driver pays attention, and it works perfectly. Instead of needing to apply a little bit of traction or torque every few seconds, you can just put your hands or hands on the steering wheel, and the car will know you're in command. We got hundreds of miles without a noise or warning from the system, an improvement on the exceptional Highway II driving assistance system found throughout the Genesis/Hyundai/Kia empire.
The one area where the G90 still lags behind its more expensive competitors is when it starts to hustle around a twisty road. Both the S Series and 7 Series are a pleasure to drive, but the G90 is less willing and capable. As for what kind of driving these luxury battleships would be subjected to, these abilities were of little importance. But, if you're the type who wants to enjoy a mountain trail on a road trip in an executive sedan, the G90 Switches isn't one to grab.
Everywhere else, the new G90 is amazing. Noise isolation, laminated glass, and a slippery appearance help keep out intrusive outside noise. Add some moderate volume to the sound system, and you won't even hear the firetruck siren as it speeds up - ask us how we know. The seats remain comfortable for long hours, and even if you're not using the first-class massage function, the automatic "Ergo-Seat" function helps relieve stress and muscle tension after long periods in the saddle.
For the price, the G90 is really priced to sell, and if it isn't, it's a shame. Go for the $99,795 E-Supercharger, and it comes with everything. The only boxes you can check are the premium paint options—if you're a fan of matte paint, the $1,500 matte options are worth it. The G90's base price without the mild hybrid system is just $89,495, but we highly recommend paying the extra $10,000 for all the extras.
Its price compared to the S-Class or 7-Class is astronomically lower. Choose a car with similar equipment, and a fully loaded G90 will be at least $10,000 cheaper versus the German flagships. There's a more favorable price comparison between the G90 and the Lexus LS (also powered by a turbo V6), but even with similar pricing and equipment, we'd prefer stopping the G90 in the driveway. It's been a long time coming, but G90 can finally run confidently with the best and let go of those pesky qualifiers.
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