2023 Genesis G90 First Drive: Benchmarks, Consider Yourself Marked
A relative newcomer, Genesis has been staking its claim in the luxury arena with bold designs and fresh takes on traditional segments. The South Korean automaker—it's the luxury arm of Hyundai—launched its first nameplate with the full-size G90 in 2017 and impressed us right out of the gate, winning a comparison test on the strength of its well-appointed cabin and high-tech features.
Since then, Genesis has fleshed out its lineup with a stable of sedans and crossovers. The G70 sport sedan won our 2019 Car of the Year, and the GV70 compact SUV took home our Golden Calipers as the 2022 SUV of the Year. Sales have reflected the brand's overall excellence, as well; Genesis managed to move nearly 50,000 units in 2021—more than double its previous best and more than a third as many as Cadillac despite that brand's century-plus head start. The G90, however, had merely been face-lifted since it arrived. It remained a strong value in terms of features and comfort but lacked the stateliness of newer versions of long-running nameplates.
Now, the 2023 Genesis G90 is all-new and ready to challenge the full-size luxury sedan establishment once more, boasting a fresh exterior design, gorgeous interior, and new mild hybrid drivetrain.
A Striking Sedan
We were intrigued by the 2023 G90 as soon as the first images of the new luxury sedan emerged online. Genesis calls its design language "athletic elegance," which is apparent in its mixture of organic and straight lines. Additionally, Genesis uses a two-line graphic for the LED headlights and twin taillight bars to give the G90 instantly recognizable front and rear visages; we particularly like how the lighting elements flow into the wheel wells and reappear just ahead of each front door.
The signature "crest grille" mimics the shape of the shield at the center of the Genesis logo, a motif also reflected in the shape of the exhaust finishers. Both the grille and available 21-inch wheels make use of a layered design, with tiers of texture for additional nuance and depth. The result is a vastly more elegant car than the outgoing model, with the style and presence necessary to sit at the top of the Genesis lineup.
First-Class Cabin
The improvements extend to the G90's interior, which both looks and feels the part of a contemporary luxury flagship. High-quality leathers, metals, and other trim materials are on display, while exposed plastics are few and far between. Twin 12.3-inch displays include a fully digital instrument cluster that's configurable to a variety of styles, as well as a main infotainment display with gorgeous graphics and quick responses to inputs. However, scrolling through the horizontally aligned thumbnails can get frustrating if a menu item happens to be at the end of the list. Otherwise, the interior layout is very user friendly for the driver.
Unfortunately, buyers who only drive their G90 won't experience one of its finest points, the incredible back seat. Like other executive sedans from the long-benchmarked German and Japanese brands, Genesis generously equips its second row. Features include heated, massaging, and ventilated seats; the best spot in the entire car is the passenger-side rear seat, which can be fully reclined and offers a motorized leg rest. The front passenger seat folds away, as well, to open enough space for most adults to stretch out and wiggle the tips of their toes. Button-activated power soft-closing front and rear doors add to the overall feeling of opulence.
G90 variants equipped with this feature also receive a Chauffeur mode, which alters suspension damping for maximum comfort for rear passengers. When we arrived in Miami, Genesis sent a driver in a G90 to pick us up from the airport. With all the rear shades up to block out the hot Florida sun, the ventilated seats activated, and a massage cranking away, this felt like a serious upgrade from flying coach. All these features can be controlled via a display on the rear middle armrest. This small screen is easy to navigate and is positioned next to a large volume knob. Genesis told us its home market in South Korea will take advantage of this setup at a much higher rate than U.S. consumers will, as even wealthy Americans tend to drive their own cars.
First Drive Impressions
Since most American owners will find themselves in the driver's seat, the G90's road manners really matter. Fortunately, Genesis offers two powerful drivetrain options that provide ample grunt to haul around this large sedan and its occupants. The base engine is Genesis' familiar 3.5-liter twin-turbo V-6 producing 375 hp and 391 lb-ft of torque. The top-spec car that we drove makes use of an upgraded version of that powerplant. Genesis equips the most powerful drivetrain option with an electric supercharger powered by a 48-volt mild hybrid system. Total output increases to 409 hp and 405 lb-ft of torque, with the torque curve improving dramatically because the electrically driven supercharger doesn't need to be spun by the engine itself. In fact, its battery is recharged via brake-based regeneration.
On the road, this engine is responsive yet relaxed. The unstressed nature of the drivetrain lends itself to an overwhelmingly calm driving experience. Shifts are smooth and fade into the background as the eight-speed automatic transmission, standard for both engines, shuffles through gears. All-wheel drive is standard on all G90s, as well. If you end up in a hurry, the big sedan feels brisk from a standstill. There's no sporty character whatsoever, but that speaks to the focus Genesis had in making this sedan feel as luxurious as possible. That's evident in the unobtrusive engine stop/start feature, as well. However, even when the V-6 is actively idling, it's nearly imperceptible; the engine turns at just 500 rpm when the G90 is stationary.
On our top-trim test car, adaptive air suspension with adjustable ride height gives the G90 a cushy feel over most road surfaces. When the pavement gets gnarly, the electronically controlled multilink system does a great job of blunting the impact of bumps or ruts. The steering is numb, as one might expect from a car like this, but it's accurate and rear-wheel steering provides uncanny nimbleness in parking lots.
Highway stability was excellent, too, and the G90 simply crushed miles of Florida's arrow-straight highways. Sport mode firms everything up, most notably adding heft to the steering, but had little effect on the way the G90 comported itself. Ultimately we preferred Comfort mode for the majority of our test drive, because of course.
We did find a couple roads and as many freeway ramps as possible with enough curves to get a sense of the G90's handling. Its body, which is said to be 12 percent more rigid than the outgoing G90's, felt well-controlled as we slithered through the bends. Even with the car softened in Chauffeur mode, our rear passenger reported feeling totally at ease during brisk runs onto the highway outside of Miami Beach. It's truly impressive the progress made to this flagship in just one generation.
High-Tech Appointments
The G90 comes equipped with the latest versions of almost all of Genesis' technology. Genesis partnered with Apple and Samsung to allow drivers to use their phones as a remote key. Seven ultra-wideband sensors allow the car to detect a mobile device as one approaches the G90, triggering the greeting procedure that includes a light show and extending door handles. A total of four digital keys can be active at one time, and the vehicle's owner can share keys with friends and family on demand with the Genesis Connected Services app. This same software allows the G90 to perform functions like flashing its lights, honking its horn, and starting or stopping the engine, as well. For this test drive, Genesis sent us a digital key via text message. We added it to our Apple Wallet and had no issues using it to lock, unlock, and start the car throughout the day. Two traditional key fobs are included with every G90, but it was surprisingly easy to get used to simply using your phone instead.
Genesis equips all versions of the G90 with a Bang & Olufsen sound system. Base models receive a 15-speaker setup, while top-trim versions have a premium 23-speaker arrangement. One of the car's party tricks is a configurable soundscape that uses seven microphones in the cabin to help emulate large and small spaces, such s Boston Symphony Hall or a living room.
A plethora of safety features are also included with every G90. Genesis equips the latest versions of its highway driving assist semi-autonomous technology, hands-on detection warning, advanced rear occupant alert, forward collision avoidance assist, reverse collision avoidance assist, and remote smart parking assist on the entire range.
Buyers may miss a few features they expect on a pricey luxury sedan, though. Genesis's Face Connect facial recognition, which is available on the GV60 electric crossover, is not being offered on the 2023 G90. Wireless CarPlay and Android Auto are absent, as well. When pressed, a representative from Genesis said this was done because the wired versions of these phone connectivity systems are so much more responsive and stable than their cord-free alternatives, but we think it should be up to the buyer to choose how they connect their device to the car. Wireless charging, on the other hand, is available in both the front and second rows. Otherwise, the G90 is as tech laden as flagship vehicles come, especially as over-the-air updates are standard for all G90 models and included for the entire lifetime of the car, even as it passes to new owners.
Should I Buy a Genesis G90?
Historically, the G90 was something of a value play within the full-size luxury sedan segment. It offered impressive materials and comfort at a far lower price than the competition. That's changed some with this new generation. The 2022 G90 started at $74,950; the base 2023 G90 3.5T AWD starts at $89,495. The version we drove, which Genesis calls the G90 3.5T E-SC AWD, starts at $99,795. As equipped, our car stickered at $100,370, factoring in the $575 metallic Saville Silver paint. Matte paint colors add $1,500.
That pricing puts the G90 above the 2022 BMW 740i, which starts at $87,795, as well as the 2022 Lexus LS500, which starts at $77,175. The Mercedes-Benz S-Class starts at $112,150, however, which still makes a fully loaded G90 a deal in comparison.
Although the Genesis G90 doesn't exhibit better, more engaging driving dynamics than most of its rivals, the South Korean luxury automaker's hyperfocus on luxury and interior appointments make this sedan stand out in its segment, and it's leaps and bounds ahead of the first-generation model in terms of refinement, opulence, and—most crucially—presence. With incredible attention paid to the smallest details, Genesis just may have another winner on its hands.
Looks good! More details?2023 Genesis G90 AWD Specifications BASE PRICE $89,495-$99,795 LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINES 3.5L/375-hp/391-lb-ft twin-turbo DOHC 24-valve V-6; 3.5L/409-hp /405-lb-ft twin-turbo and electrically supercharged DOHC 24-valve V-6 TRANSMISSION 8-speed auto CURB WEIGHT 4,850-5,200 lb (mfr) WHEELBASE 125.2 in L x W x H 207.7 x 76.0 x 58.7 in 0-60 MPH 5.0-5.3 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 17-18/24-26/20-21 mpg EPA RANGE, COMB 386-405 miles ON SALE August 2022 Show AllYou may also like
We like our comparison tests to come to definitive conclusions, but that didn't happen with this one. Instead, in pitting the all-new 2022 Toyota Tundra against the bestselling Ford F-150, it came down to weighing the details. For example: One of these pickup trucks has a better engine, the other a better transmission. One has a better-looking interior; the other offers better functionality. Even the back seat factors into the equation: One has a better seat, the other smarter floor storage. We did manage to pick a winner, but only by the slimmest of margins. If you were to purchase the truck we deemed the lesser of the two, we certainly wouldn't say you bought the wrong one.But enough preamble, let's meet our players. For this particular test, we decided to sample workaday, lower-trim versions of these full-size trucks. Both featured crew cabs, short boxes, and four-wheel drive. Toyota sent along a 2022 Tundra Limited equipped with the TRD Off-Road package and a handful of other useful stand-alone options that added up to a $60,188 sticker. Ford supplied an F-150 XLT, the truck's one-up-from-the-bottom trim, which was priced at $58,575 and fitted with two key options—Ford's Max Trailer Tow package and the 3.5-liter EcoBoost twin-turbo V-6. (The truck Ford sent was a 2021, but the 2022 F-150 is functionally identical.)Tundra vs. F-150: A Closer Look, Outside and InAt first glance, the Ford F-150 is the slightly better-looking truck in our eyes. It appears relaxed and sure of itself, whereas the Tundra is styled like it has something to prove. Although we appreciate the creases in its sheetmetal, we can't avert our gaze from the Tundra's giant, gaping grille, which reminds us of a jet plane missing its nose cone. Out back, the Tundra's vertical taillights don't seem to be as integrated into the truck's overall design. That said, when it comes to the details, the Toyota appears more modern, with sequential LED turn signals where the lower-spec Ford makes do with incandescent bulbs. It's controversial to be sure, but the Tundra is definitely a product of the new decade, while the new-for-2021 F-150 could be 10 years old.It's a similar story inside. The Tundra's interior is more modern in execution, with its massive 14.0-inch infotainment screen (optional), handsomely sculpted vents, and wide piano-key switches (a good idea lifted from General Motors). The F-150's stereo, A/C, and steering wheel controls, with their dials and plastic buttons, look old-fashioned by comparison, but they're arguably easier to use. The F-150's interior has its share of cheap plastics, though the bulk of its dashboard appears to be built of higher-quality materials than the Tundra employs. Even the upholstery is a draw: Some of our testers thought the F-150's two-tone cloth was way more attractive and comfortable than the Tundra's faux leather. Others said Toyota's Sof-Tex is more upscale and wondered what possessed Ford to put cloth seats in a $58,575 truck.Both trucks feature giant center touchscreen infotainment interfaces, but the Toyota's is gianter—and although that's great for Apple CarPlay, we were surprised the Tundra only lets you display one system (audio, phone, navigation, settings) at a time, whereas the Ford will show, say, your tunes and a map simultaneously.We found the back seats to be roomy in both the F-150 and the Tundra, with lots of legroom and easy access through big doors, and both offer two types of USB ports (A and C) and a 120-volt outlet. The Tundra has the (marginally) more comfortable seat, with a longer bottom cushion that provides better thigh support and a more relaxed backrest angle. But with the seat bottoms folded up, the F-150's flat floor and fold-away storage bins (a $215 option) made it far more useful and flexible than the Tundra, which has a sizable transmission hump and hard, fixed plastic binnacles.Tundra vs. F-150: The DriveBoth of our test trucks were powered by twin-turbo V-6 engines—a 3.5-liter unit for the F-150 and a 3.4 for the Tundra (though Toyota's sales literature says otherwise). Note, however, that the EcoBoost engine is a $2,595 option in the Ford; standard power is a 3.3-liter non-turbo V-6 with half as much torque. The Toyota, meanwhile, gets twin-turbo power as standard. (Both the Tundra and F-150 are available with an optional hybrid powertrain, but only Ford offers a V-8.)The F-150 provides a lot of go for the extra dough. Although its 400 hp and 500 lb-ft of torque bests the Toyota by only 11 hp and 21 lb-ft, the aluminum-bodied F-150 weighs a quarter-ton less than the Tundra. In addition, both come standard with a 3.31:1 rear axle, but our Ford test truck came with no-cost optional 3.55:1 gearing, which the Tundra doesn't offer. All of the above gave the F-150 a serious speed advantage: We clocked the Ford from 0 to 60 mph in 5.3 seconds, which is almost a full second quicker than the Tundra. And Ford's EPA fuel economy numbers measure 1 mpg better in city, highway, and combined measurements. Out on the open road, the Ford felt like the more powerful truck, and it delivered slightly better fuel economy during our testing.But that doesn't necessarily mean the Ford's powertrain is a far superior choice. The 2022 Tundra's 10-speed automatic transmission proved to be the better actor, shifting up and down promptly and smoothly. On one narrow, hilly section of our test route, the Tundra knew intuitively which gear to pick; prodding the F-150's accelerator on the same stretch resulted in a delay and a lurch while it tried to find the right ratio.Tundra vs. F-150: Ride and HandlingThe suspension is one area where Ford pulled definitively ahead. Neither of these pickup trucks will ever be mistaken for an old-school Lincoln Town Car, but the F-150 provided a smoother ride, while the Tundra felt jittery even over moderate bumps. When the pavement got slightly worse, the Tundra's ride got a lot worse, deteriorating much more quickly than the F-150's ride quality. This was somewhat surprising, given the Toyota's rear coil springs and lower payload rating relative to the leaf-sprung Ford.The Ford's steering felt light and a bit numb, making the truck easy, if not exactly enjoyable, to maneuver. But it steered better than the Tundra, which felt less precise and wandered more on the highway. Both trucks have adaptive cruise control with lane centering, and although the Ford guided itself accurately, the Tundra had a harder time staying centered, an experience shared by its human drivers. Keep in mind that our test Tundra came with the $3,085 TRD Off-Road package featuring stiffer shocks and softer all-terrain tires. Without this package, the Toyota might well have had better ride and steering qualities.Tundra vs. F-150: Getting Into BedUnlike the F-150, the Tundra doesn't have a spray-in bedliner, but it doesn't need one: The Tundra's bed is a plastic composite, which is virtually indestructible. There's nothing wrong with a metal bed like the Ford's, but it's eventually going to show the dents and scars of hard use. That won't be the case with the Tundra. Both trucks have tie-downs in the bed walls; the Ford's are fixed, while the Tundra offers both fixed and movable points.Our Tundra test truck had a $385 power package that included 400-watt outlets in the bed and a Qi wireless phone charger in the cab, which our F-150 lacked. Ford offers 400-watt plugs for $290, but our truck came instead with the $995 ProPower Onboard package capable of 2,000 watts. The Toyota also had a retractable tailgate step, but evetesn with it deployed, our shorter testers faced a steep climb into the bed. Speaking of steep, that little step costs a whopping $399. Unlike the Toyota, our F-150 didn't come with any tailgate assistance features as equipped. Ford does offer a quality tailgate step of its own for the F-150, but it's only included as part of the $695 power tailgate package, which was missing from our truck. (Perhaps it was a good thing given what we discovered in our last full-size pickup comparison.)Tundra vs. F-150: Towing and HaulingIn terms of truck capabilities, Ford is the clear winner. Our Tundra, as equipped, had a maximum payload of 1,740 pounds and a towing capacity of 11,120 pounds. The Ford, meanwhile, offered a 2,100-pound payload capacity and, with its Max Trailering package, a towing capacity of 13,900 pounds. But even with a lesser trailering package, the F-150 would still out-tow the Tundra by 180 pounds. Capacity and skill are separate things, though. We've always found the F-150 to be a stable towing platform, and the Tundra proved just as competent at hauling our high-profile two-horse trailer.We're big fans of Ford's optional Pro Trailer Backup Assist system, and we were eager to try Toyota's version, called Straight Path Assist. The key difference between the two is that the F-150 allows the driver to steer the trailer in reverse with a dial on the dashboard, but the Tundra only keeps the trailer going straight. With Straight Path Assist, once you get the trailer pointed where you want it, you can let go of the wheel and the Tundra will steer itself in an attempt to keep the trailer going in the same direction. The Tundra did a pretty good job of keeping the trailer going straight, but really, that's only half the battle—getting the trailer pointed in the right direction is the real struggle for novice trailer-backers. Ford's system (as well as Ram's Trailer Reverse Steering) alleviates 95 percent of the anxiety of backing up a trailer; the Toyota, maybe 50 percent. We're baffled as to why Toyota didn't build a complete trailer-backing solution.Let's Pick a Winner Already!We suspected from our first test loop that this was going to be a close competition, and we weren't disappointed. Toyota clearly benchmarked the bestselling F-150 when developing its new Tundra, and it followed very closely in the Ford's tire tracks.But in the end, the Ford managed to stay out front, if only by a bumper length or two. The F-150 is the better and more comfortable truck to drive (though a Tundra with the non-TRD suspension might be able to close that gap). The Ford's interior is marginally nicer and easier to use, and the F-150's back seat, though not quite as comfortable as the Toyota's, offers more flexibility for carrying other-than-human cargo. We like the Tundra's tough composite bed, but the Ford carries a lot more cargo. Both trucks are competent tow vehicles, but the Ford has more capacity and a better trailer-backing system. And although the Tundra has more modern styling details, the F-150 has a look we think will age better—indeed, it already seems to be doing so.Toyota fans might be disappointed to learn that the new Tundra generation is short of class-leading; in our estimation, that title still belongs to the Ram 1500. But in the full-size pickup field, where breaking into the Chevy-Ford-Ram triumvirate is a near-impossible task, playing follow the leader is perhaps the smartest move—and the 2022 Toyota Tundra is definitely following the Ford F-150 very, very closely.Second Place: 2022 Toyota Tundra LimitedPros:Powerful twin-turbo engine comes standardDurable composite bedComfortable back seatCons:Bumpy ride with TRD packageHalf-baked trailer-backing systemGiant center screen not used to its best advantageFirst Place: 2021 Ford F-150 XLTPros:Comfortable, if not exactly thrilling, to driveBroad choice of powertrains and axle ratiosHigh payload and towing capacity when properly equippedCons:Uncomfortable back seatRough-shifting transmissionCloth seats and incandescent bulbs? In a $60K truck?POWERTRAIN/CHASSIS 2021 Ford F-150 XLT 4x4 Specifications 2022 Toyota Tundra Limited TRD Offroad 4x4 Specifications DRIVETRAIN LAYOUT Front-engine, 4WD Front-engine, 4WD ENGINE TYPE Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, alum block/heads Twin-turbo port- and direct-injected DOHC 24-valve 60-degree V-6, alum block/heads DISPLACEMENT 3,497 cc/213.4 cu in 3,445 cc/210.2 cu in COMPRESSION RATIO 10.5:1 10.4:1 POWER (SAE NET) 400 hp @ 6,000 rpm 389 hp @ 5,200 rpm TORQUE (SAE NET) 500 lb-ft @ 3,100 rpm 479 lb-ft @ 2,400 rpm REDLINE 6,250 rpm 5,800 rpm WEIGHT TO POWER 13.4 lb/hp 15.0 lb/hp TRANSMISSION 10-speed automatic 10-speed automatic AXLE/FINAL-DRIVE/LOW RATIO 3.55:1/2.26:1/2.64:1 3.31:1/2.02:1/2.64:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; live axle, leaf springs Control arms, coil springs, anti-roll bar; live axle, coil springs, anti-roll bar STEERING RATIO 17.4:1 16.9:1 TURNS LOCK-TO-LOCK 3.2 3.3 BRAKES, F; R 13.8-in vented disc; 13.8-in vented disc 13.9-in vented disc; 13.6-in vented disc WHEELS 8.5 x 20-in cast aluminum 8.5 x 20-in cast aluminum TIRES 275/60R20 115T Pirelli Scorpion ATR (M+S) 265/60R20 112H Falken Wildpeak A/T AT3WA (M+S) DIMENSIONS WHEELBASE 145.1 in 145.7 in TRACK, F/R 67.9/68.3 in 68.4/68.4 in LENGTH x WIDTH x HEIGHT 231.7 x 79.9 x 77.2 in 233.6 x 80.2 x 78.0 in GROUND CLEARANCE 9.4 in 9.4 in APPRCH/DEPART ANGLE 24.6/25.4 deg 21.0/24.0 deg TURNING CIRCLE 47.8 ft 48.6 ft CURB WEIGHT (DIST F/R) 5,345 lb (58/42%) 5,820 lb (57/43%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.8/40.4 in 41.0/38.5 in LEGROOM, F/R 43.9/43.6 in 41.2/41.6 in SHOULDER ROOM, F/R 66.7/66.0 in 65.0/62.4 in PICKUP BOX L x W x H 78.9 x 65.2 x 21.4 in 65.6 x 58.7 x 20.9 in CARGO BOX VOLUME 62.3 cu ft 48.8 cu ft WIDTH BET WHEELHOUSES 50.6 in 48.7 in CARGO LIFT-OVER HEIGHT 35.0 in 34.6 in PAYLOAD CAPACITY 2,100 lb 1,740 lb TOWING CAPACITY 13,900 lb 11,120 lb TEST DATA ACCELERATION TO MPH 0-30 1.8 sec 2.0 sec 0-40 2.9 3.3 0-50 4.0 4.6 0-60 5.3 6.2 0-70 6.9 8.1 0-80 8.9 10.3 0-90 11.2 13.1 0-100 13.9 16.2 PASSING, 45-65 MPH 2.6 3.2 QUARTER MILE 13.9 sec @ 99.9 mph 14.7 sec @ 95.3 mph BRAKING, 60-0 MPH 126 ft 135 ft LATERAL ACCELERATION 0.76 g (avg) 0.72 g (avg) MT FIGURE EIGHT 28.0 sec @ 0.62 g (avg) 28.5 sec @ 0.59 g (avg) TOP-GEAR REVS @ 60 MPH 1,450 rpm* 1,700 rpm CONSUMER INFO BASE PRICE $45,850 $56,680 PRICE AS TESTED $59,520 $60,188 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 2 yrs/25,000 miles FUEL CAPACITY 36.0 gal 32.2 gal EPA CITY/HWY/COMB ECON 18/23/20 mpg 17/22/19 mpg EPA RANGE, COMB 720 mi 612 mi RECOMMENDED FUEL Unleaded regular Unleaded regular ON SALE Now Now *Truck will not select 10th gear at 60; 1,800 in eighth is the natural powertrain condition at this speed. 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We go into every comparison test with an open mind, but in this electric SUV matchup between Hyundai's Ioniq 5 and Toyota's newer bZ4X, the Hyundai was the heavy favorite. After all, it already won a comparison test against its corporate cousin, the slick Kia EV6, and is currently our top pick among electric SUVs in our Ultimate Car Rankings. Turns out we were both right and wrong: Right about which EV would win but wrong about the reasons why. What we found were two exceptionally useful electric cars with their own distinct strengths.Meet the Players: Hyundai Ioniq 5 and Toyota BZ4XThe Ioniq 5 is a talented and stylish EV, and it's the first vehicle from Hyundai's all-electric Ioniq subbrand. Although the bZ4X is Toyota's first modern-day battery electric vehicle, Toyota introduced an electric RAV4 back in 1997 and has been selling the Mirai FCEV (an electric car powered by a hydrogen fuel cell instead of a battery) since 2016. Given that experience, we thought it was fair to match the bZ4X against the best in the field.For this comparison, we went with top-of-the-line all-wheel-drive models. Our Hyundai Ioniq 5 Limited AWD came with a set of accessory floormats that raised its price to $55,920. The bZ4X's top trim level is also called Limited, and our test AWD EV came with a cold-weather package, premium stereo, spoiler, and extra-cost paint that raised the sticker price to $52,050.Are These Electric SUVs or Electric Hatchbacks?Although both vehicles are pitched as compact sport-utilities, they blur the line between SUV and hatchback car. Both are just an inch or two shorter in length than Toyota's ubiquitous RAV4 and about the same width as it. But the BZ4X's roofline is some 2 inches closer to the ground than the RAV4's, and the Hyundai checks in 2 inches lower still. Consider that both carry their batteries under their bellies, which raises their floor height, and you can understand why they feel more like cars than SUVs from behind the wheel.The Hyundai Ioniq 5 is the head-turner of this duo. Its nifty '80s-hatchback styling was inspired by Hyundai's first mass-produced vehicle, a dreadfully unreliable rustbucket called the Pony; despite those questionable roots, it drew universal acclaim: Throughout our test drive we could see the points and smiles directed at the Ioniq 5, and thanks to the Toyota's inferior sound insulation, we could sometimes hear the compliments, as well. The bZ4X is pretty enough in its own way, with its bold, grilleless styling and rakish roofline reminiscent of Toyota's own Venza. The black fender surrounds are questionable but do set the bZ4X apart—or at least they would if the Toyota didn't look so much like its fraternal twin, the Subaru Solterra.Inside the Ioniq 5 and the bZ4XInside, the Hyundai has the edge: We love the EV rethink of the cabin. With no need for a center tunnel to house driveshafts or exhaust pipes, Hyundai has given the Ioniq 5 a completely flat floor, so there's no center pedestal where front passengers can smack their knees. It's a smart layout that reminds us of minivans and bench-seat sedans of yore. The control layout is fairly straightforward, and the cabin has plenty of storage space, but the instrument panel takes time to interpret, and there's a definite learning curve to the infotainment system. The Ioniq 5 is not a car for those who never RTFM.The Toyota, in contrast, is refreshingly simple. Despite an all-digital dash, the controls and displays look like they could have been pulled from any Toyota model, and that simplicity is the bZ4X's hallmark, or at least it is once you get used to the driving position. The bZ4X's instrument panel is placed close to the windshield and meant to be viewed over the steering wheel rim rather than through it, blurring the line between a traditional gauge panel and a head-up display. It takes some getting used to, but once we adapted, we rather liked it.Both cars have adequate room in the back seat, but the Toyota has a short cushion that sits too close to the floor. The Hyundai's back seat is positioned higher and is more comfortable by an order of magnitude, with no shortage of headroom despite its lower roofline, and the full-length sunroof lets in more daylight than the twin-pane job on the BZ4X.The two cars run neck and neck on cargo space, with about 27 cubic feet behind the rear seats; only the Ioniq 5 has a sliding rear seat to adjust between passenger and luggage space, however. Neither car has a proper frunk, as both cars concentrate their electrical control gear under the hood. Hyundai does have a vestigial storage locker up front, but it's too small to be of much use.Driving: Surprises and DisappointmentsOut on the open road, the Toyota took us by surprise: Although it's not as quick as the Hyundai (we timed the bZ4X to 60 in 5.8 seconds versus 4.4 for the Ioniq 5), it feels very zippy and responsive, with a strong midrange punch that always made us smile. The Hyundai's accelerator is set up so that, outside of Sport mode, one must dip more deeply into its travel to access its best acceleration. Nothing wrong with that, but we preferred the Toyota's always-eager feel.The Toyota had the better ride, too; it's comfortable and steady, whereas the Hyundai is busier and more jittery, even while being appreciably quieter. On the curviest section of our test route, the Hyundai exhibited better grip, but the suspension felt underdamped. The Ioniq 5 leans more in the turns than the bZ4X, and midcorner bumps set it bounding, often to the detriment of traction. Speaking of which, if you turn off traction control and punch the throttle coming out of the turns, the Ioniq 5 is happy to get a little sideways. (Stability control will keep it from going too far out of line.) It's good fun if a bit ragged. The Toyota wasn't as up for this sort of silly fun, but it showed more serious skills: Its better damping kept all four wheels in good contact with the pavement, allowing it to rocket out of turns that left the Hyundai scrabbling for grip.Both of our cars had cruise control and lane centering, and both systems worked well. We like that the Hyundai's lane centering can be switched on independent of cruise control. The Hyundai has automated lane changing, but we couldn't figure out how to get it to work—that's our fault and not the car's, as we never did, um, RTFM. But it underscores a point we made earlier: The Ioniq 5 has a steeper learning curve, while the Toyota is simplicity defined.At this point in our test, the cars were running relatively neck and neck: The Hyundai Ioniq 5 led on style and interior comfort, but we appreciated the Toyota bZ4X's ease of use and—much to our surprise—judged its road manners superior. But once we factored in range and charging speed, the Hyundai pulled ahead by several EV lengths.Range and Charging: Hyundai Pulls Ahead of ToyotaThe AWD version of the Ioniq 5 has an EPA-rated range of 256 miles, while the BZ4X Limited AWD is rated at 222 miles (which you can increase to 228 by opting for the cheaper XLE model). A 34-mile delta isn't much, but the difference in charge times is significant, particularly at DC fast chargers of the type you'd most likely use on a road trip. The Hyundai has an 800-volt charging system that can take advantage of high-speed 350-kW chargers. Hyundai says the Ioniq 5 can charge from 10 to 80 percent capacity in 18 minutes, and our experience bears that out. The all-wheel-drive bZ4X can't charge at more than 100 kW, which means that same charge can take the better part of an hour. During our test, we stopped for lunch at a supermarket with the batteries similarly depleted, plugged both cars into 150 kW chargers, and went upstairs to wait in line at the busy deli counter. The Hyundai hit 80 percent as we were paying for our sandwiches; the Toyota didn't get there until well after we had finished eating.Does charging speed really matter? Maybe not, if you install a 240-volt home charger—and you'll want to, as the convenience of having one beats the stuffing out of relying on the public charging network—and mainly use the EV for commuting while also owning another car for long-distance trips. Remember, home charging means leaving every morning with a full "tank," and few Americans routinely drive more than 200 miles in a day. (That said, even on the slower Level 2 household plugs, the Hyundai's 10.9-kW charging gear takes power faster than the Toyota's 6.6-kW unit.) But if you're an inveterate road-tripper and/or a single-car household, the Hyundai's high-speed charging abilities will make a significant difference.Let's Consider the CoinWe were ready to name Hyundai as the winner, but we hadn't yet considered the price difference: The Hyundai we were driving cost $4,390 more than the Toyota. The higher charge speeds might justify that extra cost, but what if we were homebodies to whom charging speed wasn't important? Is the Toyota the better value?We debated this point and decided it wasn't. The Ioniq 5 has better accommodations and looks, and opting for the midrange SEL version will run $50,995. That means living without the big sunroof, the nifty head-up display, and a few other goodies, but we think that's a worthwhile sacrifice for the better overall car and experience.Hyundai Ioniq 5 Wins—But Don't Count Out the Toyota bZ4XAlthough the Toyota emerged as our second-place finisher, we can make a good use case for it. The bZ4X's simplicity and approachability should not be undervalued: For someone who isn't a tech geek, who doesn't want to have to read the manual or watch a bunch of YouTube videos, who just wants to get in the damn car and drive it, the Toyota bZ4X is the way to go. With every automaker seeming to want to emulate Tesla and turn their EVs into high-tech showcases, the Toyota is refreshingly easy to use. It's the flip phone of electric cars, and we mean that as a compliment. We also can't ignore that the Toyota is the better-riding and better-driving of these two EVs.Still, after extensive back-to-back evaluation, the 2022 Hyundai Ioniq 5 emerged as the winner. It's a marvelous electric SUV that is both practical and futuristic, and its employment of better electrical hardware makes it a long-legged, fast-charging adventurer. Nonetheless, the margin of victory over the Toyota was narrower than we expected. The 2022 bZ4X is a competent electric car with many of the attributes that have made Toyota one of the world's most popular car brands. It exits this competition with its head held high—or at least it will once it finishes charging.2nd Place: 2022 Toyota bZ4XPros: Zippy acceleration, sure-footed handling, easy to operate.Cons: Low back seat, moderate range, slow charging performance.Verdict: An easy-to-approach EV for the layperson but not a great traveling companion.1st Place: 2022 Hyundai Ioniq 5Pros: Handsome and stylish looks, roomy interior, superfast charging.Cons: Underdamped suspension, steeper learning curve, a little pricier.Verdict: One of the best overall electric SUVs on the market right now.POWERTRAIN/CHASSIS 2022 Hyundai Ioniq 5 HTRAC Specifications 2023 Toyota bZ4x Limited AWD Specifications DRIVETRAIN LAYOUT Front- and rear-motor, AWD Front- and rear-motor, AWD MOTOR TYPE Permanent-magnet electric Permanent-magnet electric POWER (SAE NET) 99 hp (fr), 221 hp (rr), 320 hp (comb) 107 hp (fr), 107 hp (rr), 214 hp (comb) TORQUE (SAE NET) 105 lb-ft (fr), 321 lb-ft (rr), 446 lb-ft (comb) 124 lb-ft (fr), 124 lb-ft (rr), 248 lb-ft (comb) WEIGHT TO POWER 14.6 lb/hp 20.6 lb/hp TRANSMISSIONS 1-speed automatic 1-speed automatic AXLE RATIO 4.71:1/10.65:1 13.80:1/13.80:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 14.3:1 14.1:1 TURNS LOCK-TO-LOCK 2.7 2.8 BRAKES, F; R 12.8-in vented disc; 12.8-in disc 12.9-in vented disc; 12.5-in vented disc WHEELS 8.0 x 20-in cast aluminum 8.0 x 20-in cast aluminum TIRES 255/45R20 105V Michelin Primacy Tour A/S (M+S) 235/50R20 100V Bridgestone Turanza EL450 (M+S) DIMENSIONS WHEELBASE 118.1 in 112.2 in TRACK, F/R 64.2/64.6 in 63.0/63.4 in LENGTH x WIDTH x HEIGHT 182.5 x 74.4 x 63.0 in 184.6 x 73.2 x 65.0 in TURNING CIRCLE 39.3 ft 40.0 ft CURB WEIGHT (DIST F/R) 4,684 lb (51/49%) 4,402 lb (54/46%) SEATING CAPACITY 5 5 HEADROOM, F/R 39.1/37.5 in 38.6/37.1 in LEGROOM, F/R 41.7/39.4 in 42.1/35.3 in SHOULDER ROOM, F/R 57.7/57.7 in 57.8/56.0 in CARGO VOLUME, BEH F/R 59.3/27.2 cu ft 50.7/25.8 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 2.1 sec 0-40 2.3 3.1 0-50 3.3 4.3 0-60 4.4 5.8 0-70 5.8 7.7 0-80 7.6 10.0 0-90 9.7 12.7 0-100 12.3 16.0 PASSING, 45-65 MPH 2.3 3.1 QUARTER MILE 13.2 sec @ 102.7 mph 14.5 sec @ 95.9 mph BRAKING, 60-0 MPH 123 ft 125 ft LATERAL ACCELERATION 0.88 g (avg) 0.77 g (avg) MT FIGURE EIGHT 25.7 sec @ 0.71 g (avg) 27.4 sec @ 0.62 g (avg) CONSUMER INFO BASE PRICE $48,745 $49,995 PRICE AS TESTED $56,440 $52,050 AIRBAGS 6: Dual front, front side, f/r curtain 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 5 years/60,000 miles 3 years/36,000 miles POWERTRAIN WARRANTY 10 years/100,000 miles (including battery) 5 years/60,000 miles (8 years/100,000 miles battery) ROADSIDE ASSISTANCE 5 years/Unlimited miles 2 years/25,000 miles BATTERY CAPACITY 77.4 kWh Li-Ion 72.8 kWh Li-Ion EPA CITY/HWY/COMB ECON 110/87/98 mpg-e 112/92/102 mpg-e (mfr est) EPA RANGE, COMB 256 miles 222 miles (mfr est) RECOMMENDED FUEL 240-volt electricity, 480-volt electricity 240-volt electricity, 480-volt electricity ON SALE Now Now Show All
WHAT IT IS: Lincoln's first electric vehicle, an Aviator-sized SUV.WHY IT MATTERS: Lincoln promises three new EVs by 2025, a fourth in 2026, and full electrification of its portfolio by 2030. Many automakers are letting their luxury brands lead the EV charge, but Lincoln is behind the volume Ford brand.PLATFORM AND POWERTRAIN: The Lincoln Star concept offers hints of what's to come when Lincoln creates high-tech, connected luxury vehicles on Ford's new rear-wheel-/all-wheel-drive EV architecture. Given today's Lincoln lineup in the U.S. consists of four crossovers (China has an additional electric Lincoln Zephyr Reflection sedan), we expect four electric SUVs to replace them, followed by derivatives.First up should be the Lincoln Aviator EV, last up an electric Navigator from the next-gen full-size large truck/SUV EV platform. There's nothing concrete yet on the powertrain, but dual motors are a must for AWD. And although the Lincolns will ride on a different platform than the Mustang Mach-E, there could be sharing of its 75.7- and 98.8-kWh battery packs. Expect one-pedal driving, the latest Sync infotainment, a streamlined body with LED lighting, an illuminated matrix grille below the frunk lid, and lattice lightwork across the back.Anticipating advanced driver assist technologies, the concept has an interior ready for an autonomous future, with front seats that swivel to interact with rear passengers. The production model won't go that far. We expect Lincoln will add B-pillars for production models, and the A- and D-pillars will be made of metal, not glass like the concept's. The split rear gate can open to create an extra bench for tailgating, a feature that might survive into production.ESTIMATED PRICE: $70,000EXPECTED ON-SALE DATE: Q4 2024 or Q1 2025
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