2024 Genesis G70 3.3T AWD Review: No-Fuss Sport Sedan

I’m on the road trip equivalent of a mullet: business in front, party in back.

The 2024 Genesis G70 3.3T AWD is my partner for this weekend trip. Fresh on the local press fleet, it still needs some miling up, and thus the drive to Montreal from Toronto— to watch the Gran Turismo esports event—is going to focus on the car’s highway manners. On the way back, well, it’ll be done its breaking-in period…

Receiving a light facelift for ’24, the G70’s strength is this duality. It’s not the freshest sedan in the segment these days, but there’s an old-school appeal that should keep it high on the lists of sport sedan fans.

A new engine, but not in this model. The 2.0-liter turbo is gone, replaced by the 2.5 found in practically every other Genesis model out there. That gives entry-level models one of the most powerful “starting” engines in the segment. V6 models such as this continue to use the older 3.3-liter twin-turbo V6, putting out 368 horsepower and 376 pound-feet of torque. An eight-speed automatic remains the only transmission pairing for both engines. American buyers have the choice of rear- or all-wheel drive; it’s just the latter now in Canada.

The interior sees a few key upgrades, including a redesigned, dedicated climate control panel. This Canadian-spec car also features a fully digital instrument cluster.

If you liked the G70’s twin-line facelift a few years back, have I got good news for you: Genesis hasn’t messed with it. The only changes are new wheel designs, and a handful of new exterior paint options. The model you see here uses one of them: Vatna Gray.

The look is distinctive and suitably sporty. As facelifts go, this one was substantial, yet the ends still gel well with the middle. The flicked-up tail, big exhaust tips, and low nose give the right level of aggression.

I’ve been fortunate enough to drive every permutation of this facelifted G70 this year: both engines, both RWD and AWD. The added muscle of the 2.5T makes it a seriously impressive option on its own, plenty quick in day-to-day activities and blessed with a lighter, more eager nose, especially in rear-drive form. It’s all the G70 most would reasonably need.

The 3.3T isn’t about need. It’s about wanting the effortless shove of 376 lb-ft, a flex of the big toe enough to make most passes. Power is plentiful throughout the rev range, and the smaller V6 feels ever so slightly ore eager to rev than the newer 3.5-liter in every other ICE Genesis. There’s a pleasant growl from the twin exhausts, too: not as smooth and cultured as zee Germans, but bassy and purposeful without overdoing it.

The comparative weak spot is the transmission. No, the eight-speed automatic isn’t a problem during everyday driving, ably and smoothly swapping gears. It’s when the G70 is dialed into Sport or Sport+ where the ‘box starts to stumble, taking its time to up- or downshift. A pull on either wheel-mounted paddle shifter helps, but there’s no way to lock the G70 in full manual mode anymore. After a bit of time, it’ll revert to auto.

Fuel economy has never been a Genesis strength. The G70 3.3T AWD’s 23 mpg highway (10.2 L/100 km) only matches the BMW M340i xDrive’s city figure. Combined we’re talking 19 mpg according to the EPA, or a slightly better 11.9 L/100 km according to Canada’s NRCAN. It’s a thirsty thing.

There’s a pleasant balance to the G70 that’s easy to enjoy, a classic sport sedan vibe within only a few corners. The AWD model does dull the front-end responses, but it remains able and agile, with a clear power bias towards the rear axle. The electric power steering is well-judged, with good weighting and a reasonable amount of detail coming through. Thank you, Genesis, for not making the steering wheel overly thick.

Switching between driving modes unlocks noticeable behavior changes. Sport+ is a blessing here, as it avoids the common trap of becoming too stiff for road work. While the G70 can be a ton of fun on a track, Sport+ still bakes in some compliance for the realities of backroad entertainment. Body control is excellent, the damping keeping the rear planted through every corner. Yes, there’s now a drift mode; no, I didn’t unleash it on public roads.

The other side to the drive mode coin is a relaxed gait in Comfort mode, a laidback setup perfect for melting the miles on the dull drive between Toronto and Montreal. Here the G70 settles into a groove, locked into its line and keeping wind noise to a minimum. The modestly-sized 19-inch tires provide enough squidge to dissipate most small road irregularities, leaving the cabin calm. The variable exhaust valve keeps the V6 quiet, too.

Front seat comfort is exceptional, with multi-way power adjustment building on a well-done, classic driving position. Bolstering is strong but not aggressive; though like other Genesis models, switching into Sport (or cresting a certain speed) has the bolsters closing in, gently hugging the driver in place. Yep, still like that.

Rear seat space continues to be a G70 weak spot. If you’re planning on sticking adults back there, treat the G70 as essentially a coupe. The seats themselves are good stuff, but the tapering roofline and lack of legroom makes it sub-optimal.

Even Genesis’ oldest, most affordable model features plenty of high-quality materials and faultless build quality. This tester’s bright red leather might not be for everyone, but there’s no arguing the quality of the Nappa material. The only nit I’ll pick is the awkwardly sized storage cubby ahead of the shifter: it’s a tight fit for a modern phone, and the surrounding materials are a low point in an otherwise satisfying cabin.

The redone climate control panel is a tactile step backwards (ugh, more touchscreens), but at least it’s straightforward in operation.

The updated tech suite is an improvement on what came before, but the Genesis lacks the whiz-bang wonder of newer competitors. The 10.3-inch screen still looks like a reskinned version of Hyundai’s outgoing system. At least it’s mostly easy to use, the exception being the exceedingly cumbersome native navigation. Canadian models have a fully digital instrument cluster; Americans must stick to the hybrid analog/digital approach, which lacks wow factor but has great clarity. I hope you’ve kept some USB-A cords lying around, because that’s the only way to access Apple CarPlay or Android Auto.

New this year is an expanded Genesis Connected Services approach as well as Digital Key functionality. The G70’s suite of standard safety kit is lengthy, with the brand’s well-done Highway Drive Assist standard on V6 models. While it isn’t a hands-off setup, it does an admirable job keeping the car firmly in the center of the lane.

The 2024 Genesis G70 doesn’t directly target the German mainstays anymore: it’s smaller yet thirstier, and a little behind on the tech curve. Its strengths remain that approachable sport sedan balance and the sheer affordability, even in this top-of-the-line trim. Just as a certain hair style is seeing a recent resurgence in popularity, the G70's updates thrust it back into the spotlight. It's a likeable nod to the past with just enough modernization.

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