2023 Genesis G90 3.5T E-Supercharger AWD
Class: Premium Large Car
Miles Driven: 334
Fuel Used: 17.7 gallons
| CG Report Card | |
|---|---|
| Room and Comfort | A |
| Power and Performance | A |
| Fit and Finish | A |
| Fuel Economy | A |
| Value | A- |
| Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup. | |
| Big & Tall Comfort | |
| Big Guy | A |
| Tall Guy | A |
| Big & Tall comfort ratings are for front seats only. "Big" rating based on male tester weighing approximately 350 pounds, "Tall" rating based on 6'6"-tall male tester. | |
| Drivetrain | |
| Engine Specs | 409 horsepower |
| Engine Type | 3.5L supercharged hybrid V6 |
| Transmission | Automatic |
| Drive Wheels | AWD |
Real-world fuel economy: 18.9 mpg
Driving mix: 60% city, 40% highway
EPA-estimated fuel economy: 17/24/20 (mpg city/highway/combined)
Fuel type: Premium Gasoline
Base price: $98,7000 (not including $1095 destination charge)
Options on test vehicle: Premium paint ($1500)
Price as tested: $101,295
Quick Hits
The great: Superb cabin refinement, class-leading style and curb appeal
The good: Plenty of smooth available power, comfortable long-drive ride, capable almost-sporty handling
The not so good: Still a strong value, but this Genesis flagship sedan is no longer a bargain
Tom Appel
Introduced for 2017, the G90 large sedan has been redesigned for 2023, featuring fresh exterior and interior styling, updated cabin technology, and a new top drivetrain option.
The 2023 G90 is offered in two trim levels, each determined primarily by powertrain. The standard 3.5T AWD is powered by a 375-horsepower 3.5-liter turbocharged V6. Replacing a 5.0-liter V8 as the top engine offering—and top trim level—is the 3.5T E-Supercharger AWD, which features an electric supercharger and mild-hybrid assist and is rated at 409 horsepower.
The 3.5T AWD starts at $88,400, while the E-Supercharger AWD starts at $98,700. Our test car, with destination charge and premium paint came to $101,295—making G90 the first Genesis product to crack the $100,000 barrier.
On the road the E-Supercharger drivetrain is surprisingly refined, and very quick. Power is available almost immediately, and there’s plenty of oomph left for passing and merging at higher speeds.
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The new G90 boasts a deft melding of ride comfort and casual sportiness, though no serious driver will ever accuse Genesis engineers of having built a canyon carver. That said, the G90 is just sporty enough to keep things interesting.
The cabin itself is lavishly appointed. As I have noted regarding the interiors of other Genesis products, there is nothing here that would not be appropriate in a Bentley. And for the indulgent, may we recommend the Genesis Mood Curator? The system, which features Vitality, Delight, Comfort, and Care modes, manipulates cabin sound, lighting, curtains, massage, and even scent, to provide a carefully crafted in-cabin experience. You only think this is overkill until you’ve experienced the Curator from the passenger seat on a long trip. Though, even then, it’s pretty over the top.
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The G90 isn’t the flagship sedan bargain it once was, though the G90 is no longer meaningfully subordinate in terms of technology or content to the big German sedans either. And in terms of styling, we think the G90 stands alone.
John Biel
G-90’s looks are striking (a little attention-getting in fact). However, the test car’s flat white paint had the effect of looking somewhat dirty even when the car was quite clean.
Interior room—headroom and legroom—is great in both rows. Nicely appointed seats are comfortable. Rear occupants enjoy power-adjustable seats with a control console that also gives them a say in climate and audio selections (though it restricts capacity to just two in back).
The trunk is wide and deep. Overall space is generous—it has to be since rear the seats don‘t retract as in smaller cars.
The G90 proves a luxury car doesn’t need a maddeningly complex infotainment system. Access to features is easy to figure out; the screen is a “toucher” that makes direct selections possible for those who prefer that kind of operation. Driving and convenience controls are within easy reach of the driver. (There’s something about the angled blades on either side of the instrument cluster with trunk-release and panel-lighting buttons that reminds me of overdone “space-age” instrument arrays on Chrysler makes, circa 1961.)
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Though a fairly big car by today’s standards, the G90 drives like it’s a little smaller than it is. Ride is pretty comfy without going flabby, even in “Comfort,” or overly stiff in “Sport.” I felt a few odd standing starts—momentarily delayed, then abruptly engaged—but this wasn’t consistent. The engine was fairly quiet under concerted acceleration, and it delivered easy cruising and passing power.
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Genesis G90 Gallery
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