The Ford Maverick Tremor Is a No-Brainer, and We Think This Is It

Do not go gentle into that good night, or anywhere at all. That's (probably) Dodge's internal motto. To wit: our sources tell us that a brand-new generation of V-8 powered, rear-wheel drive muscle machines are coming, and coming soon. Here you thought Dodge was going fully EV, and turning its back on the burning of gasoline. Not yet, bro! Yes, everyone knows that the current generation of Charger goes back to the year 2005 when it was introduced as a 2006 model, making the Dodge's bread and butter almost old enough to buy a gun. The Challenger went on sale in 2008. Both were updated in 2011. While the future is InEVitable, and there will be a time when electric cars will represent the bulk of new car sales in the U.S., that's still a decade (or more) off. In the meantime, Dodge is electing to make a little hay while the sun is shining. Meaning profits on the backs of many burnouts.Wait, Really?Yes, really. Dodge has said that fully 50 percent of its product portfolio will be BEV by 2030. That's only half of the lineup in 8 years. Until then, most of what Dodge sells will be internal combustion, and even by 2030, half will still burn gasoline. Dodge is reaching (or has long ago reached) the limits of what's possible with yee olde LD platform, which is actually a slightly refreshed-in-2011 LX platform, which as every single 14-year-old on the internet will tell you, dates to the 2002 era W211 E-Class and W220 S-Class, as if that's some sort of bad thing. DaimlerChrysler, remember? Let's not forget the 900-pound cash cow in the room: since 2006 Dodge has sold over 2,156,000 Chargers and Challengers, and that's not counting 2022. Don't forget, sales jumped in 2015 when the Hellcat models were introduced.What We Think We KnowA new, large Stellantis rear-drive platform is coming and can fit a V-8. This platform will be separate and unrelated to the EV skateboard chassis that will underpin other large Stellantis EVs. This vehicle architecture will underpin a new Charger, a new Challenger, as well as possibly a new Chrysler 300, and the next generation Maserati Quattroporte. Any chance a large Alfa Romeo 5 Series or 7 Series fighter could come along? Nope, as Alfa Romeo has announced its going all-EV by 2027. Opel? Vauxhaul? Could either of those brands get a gas-powered V-8 capable chassis. No clue, but hey, why not?The new Charger and Challenger will be lighter than the cars they replace, and they will handle better, if not much better. The designs are currently being finalized, so our sources haven't seen anything yet. We do hear that Dodge is aware that looks played a big part keeping both models alive for this long, so don't expect anything too radical. Expect ZF's ubiquitous (and excellent) 8-speed automatic to remain the transmission of choice, and of course for our friends in the Northeast there will be an AWD option.What About the Firepower?We don't know which engines specifically will show up in Dodge's new muscle cars, but you don't need to be a scientitcian to guess, with an asterisk. Currently, the 392 V-8 puts out 485 horsepower. Not bad for natural aspiration. However, Mopar's new 3.0-liter twin-turbo Hurricane I-6 pumps out "more than" 500 horsepower. It's a tough intellectual conundrum for the muscle car fan, take the less powerful V-8 or go with more power but fewer cylinders. We're betting that Dodge decides to offer two flavors of Hurricane I-6 (standard will be over 400 hp, high-output will again be over 500 hp) and save the V-8 for the all-powerful, all-profitable Hellcat variant. Figure 800 hp minimum for the next gen evil kitty.

To the surprise of the few and the horror of those trying to purchase one for sticker price, the 2022 Porsche 911 GT3 is MotorTrend's 2022 Performance Vehicle of the Year. The competition was fierce for this year's inaugural award, but in the end most of the judges voted for the GT3. The two who didn't score it first had Porsche's latest and greatest in second place—quite a close second place, at that. And yes, the word "greatest" is apropos here. That is, until the next GT3 iteration drops—which should be any time now. Why so dominant, why so loved, why so great? Several reasons, but first let's go backward.We considered ourselves fortunate to attend the launch of the old 991.2 911 GT3 in Spain back in 2017. Fortunate not only because that GT3 generation (the new GT3 is the 992.1) was magnificent but also because attendees got to chase rally legend Walter Röhrl around a racetrack for five laps. Life was good. On a personal note, I mention this because I distinctly remember writing this next part before I drove the 991.2 version: "[The 991.1] GT3 marked the first time in my career I had nothing negative to say about a vehicle." Followed by, "I don't have the foggiest idea how the wizards of [Weissach] can make the GT3 any better than it already is. Although I suspect Porsche will tell me once I get to Spain."In other words, it was impossible to conceive how Porsche could even kind of improve upon the already spectacular 991.1 GT3. But it sure did. Fast-forward to hours before the 2022 PVOTY competition began, and our judging panel collectively thought the same thing. Guess what? The unfathomable has been achieved. Again.A sampling of initial comments from meine Kollegen once they spun a turn behind the Porsche's wheel: "This is pure driving pleasure," features editor Scott Evans said. "Honestly, it's the only car that made me lose my breath." Features editor Christian Seabaugh added, "My gosh, this is such a good car." Deputy editor Alexander Stoklosa recounted, "I took this on two laps of the winding road circuit at the Hyundai Proving Ground, and by the time I exited, I was sweaty and feeling absolutely jacked, wanting more." Good thing for him we then went to the racetrack, no? Director of editorial operations Mike Floyd said, "Holy hell, this thing is amazing. Wow."Head of editorial Ed Loh went a bit cerebral trying to explain what's so great about the GT3: "It makes you feel sharper and more in tune with everything—from the soles of your feet to the pads of your fingertips, all the way to the base of your skull and the lizard part of your brain that ensures you don't die in your sleep." Executive editor Mac Morrison was more succinct, simply offering, "Sheeeeeezus H. Porsche. Maaaaannnnnnn."Yeah, friends, this car is absurdly great. It serves up unbelievable levels of performance paired with unbelievable levels of grip, head-ringing aural thrills thanks to a 502-hp humdinger of a 4.0-liter naturally aspirated flat-six that revs all the way to 9,000 rpm, and perhaps most important, the best manual transmission in automotive history. Hashtag fight us. Did we mention the gobs and bushels and duffel bags full of both horsepower and revs? Perhaps the 992 GT3 is not as laser-guided or quick as the other two big wingers present (the Lamborghini Huracán STO and the Mercedes-AMG GT Black Series), a whole host of McLarens, or even Porsche's own upcoming GT3 RS. However, this car boasts a solidity, an everyday ease of use, and the resulting desire to just drive it more and more that separates the GT3 from the rest of the frontrunners for this year's PVOTY trophy. The 2022 911 GT3 is a deeply satisfying sports car that just so happens to have supercar reflexes.But what about the criteria? Oh yes, we are fully aware that transitioning away from our old Best Driver's Car competition to one of our signature Of The Year formats means any winner is subjected to our six key criteria. In case this is your first time, they are: Advancement in Design, Engineering Excellence, Performance of Intended Function, Safety, Value, and Efficiency. Even when keeping every one of these in mind when picking our winner, the Porsche excels. Hell, forget excels; the GT3 dominates.Advancement in DesignThis one is as simple as … just look at it. At first glance and across but two dimensions, you may not "get" the nostrils on the GT3's hood. We assure you the two speed holes (they're actually part of the car's aerodynamics, similar to openings on the Lamborghini Aventador SVJ) grow on you after repeated viewings. Back to the launch of the old 991.2 GT3, I'll never forget something Porsche GT-division boss Andy Preuninger said during the press conference: "The GT3 has to be the most attractive 911." Targa fans might disagree, but the newest GT3 looks fabulous, even in muted orange sherbet (actual color name: Lava Orange). And that wing! A piece of functional sculpture. Anyone opting for the wingless GT3 Touring version is nuts. Ahem.We also loved the interior's design, specifically the well-executed sparseness. Countless gallons of ink have been spilled, both actual and virtual, rightly chastising Tesla for that brand's signature near lack of an interior, but the GT3 isn't that. No, this car's guts represent minimalism done right. "I love how simple it is inside—just get in and go," Stoklosa said. "There's a button for ESC, one for the shocks, and that's pretty much it. No fiddling, all fun." Yes, you get right down to business inside the GT3, the business of woohoo!Loh was particularly impressed. "The control layout is awesome," he said. "It's not as spaceship-weirdo-wild-looking as the Huracán STO. It's also not as plasticky as the AMG GT. I'm Goldilocks, and this supercar is juuuust riiiiight. Love the seats, love this vehicle. Awesome."Not only is the layout awesome, but the controls themselves also inspire awe. We've only partially told you about the fabulous gear lever. One reason it's so spot on is that the transmission's synchros are made from brass, not plastic; when you shift gears, you're actually pushing metal through metal. So cool. But just holding the stick feels wicked. The clutch is perfectly weighted, too. Porsche truly nailed the small stuff. "It's a little thing, but I love the steering wheel," Seabaugh said. "It's a dinky little 7/8ths-sized thing that just feels perfect in your hands." Amen.Engineering ExcellenceThe criteria's lines are easy to blur. For instance, the stick shift bleeds over from Advancement of Design into Engineering Excellence. So be it. As associate road test editor Erick Ayapana asked, "Why can't all shifters be like this?" It's no shock to say the latest from Porsche's freaking racing division—after all, that's what the GT crew does—is excellently engineered. But, brothers, sisters, this is one of those hard-to-overstate situations.As an example, let's look at the car's grip. We were impressed. "The amount of mechanical grip, aided at times by the aero, is stupefying," Morrison said. "Like, it's just criminal, and I use that word as a positive. You should not be able to drive the front end into corners as hard as you can, and you should not be able to go back to power so hard and early and easily as the new GT3 allows you to."Want to talk brakes? Evans does. "The brake feel is the real accomplishment here, and that's saying something," he said. "You can feel exactly how hard the pads are biting at every moment, intuit exactly how much braking you're using and how much you have left in reserve." Road test editor Chris Walton added, "The brakes are nuclear."Grip and brakes, that's just tires, right? Well, partially, sure, but we promise you that while slapping the GT3's sticky Michelin Pilot Sport Cup 2 R N0s on your car will improve its performance, the GT3 is better engineered. It pulled 1.19 g (average) on our skidpad, tying it with the 2019 911 GT2 RS for the highest average number we've ever recorded. Its figure-eight time was just 0.2 second off the 720-hp AMG GT Black Series, a car that makes 218 extra horsepower. And the GT3 beat the incredible 630-hp Lambo STO here by 0.2. If that's not engineering excellence, what is?Performance of Intended FunctionThe 911 GT3 crushes this category. This is the part where we break down both what a GT3 is and what makes a Performance Vehicle of the Year. Starting with the 911, it's the sportier, racier, harder-core, no-compromise version. And the 911 is a hell of a sports car to start with. From that not so humble origin point, the wizards and witches of Flacht work their magic, transforming a superlative sports car into an everyday supercar. Yes, supercar, because the GT3 certainly is.The ride isn't soft, but you can live with this car. "Old dudes like me might have some trouble with ingress and egress," Floyd said, "but once you get yourself snug in the seat, you can easily drive the GT3 all day in slow traffic or on a long highway stretch. The clutch pedal action doesn't punish your left leg, and loping around town is a breeze."You simply can't say the same about either the STO or the Black Series. Everyday? Maybe every track day, and even that's a stretch. For instance, assuming your head isn't too big, you might be able to fit your helmet—just one—into the Lambo's frunk. Emphasis on "might." The Black Series, while deeply impressive, is really just a bridge too far for a street car. The GT3? Let's just say we understand why people are paying $50,000 more than sticker for a street car that can also rip up a racetrack."It's just a joy to drive hard on a circuit, which is what the GT3 is absolutely made to do," Floyd said. "It's so obvious how long Porsche has been developing this car and the 911 in general. There's a next-level feel you just don't get with the Huracán or GT Black." In other words, it's a special 911 doing precisely what its maker intended. Talk about performance of intended function, indeed. That alone makes it a great candidate for Performance Vehicle of the Year.ValueIncome inequality must be causing mass psychosis for us to say a car with a base price of $164,150 and an as-tested kitty of $195,850 is a great value, but humor us for a moment. When you consider the two cars in this test that most closely compete with the Porsche—the $355,595 AMG and the $442,033 Lamborghini—the GT3 looks like a steal. Toss on that $50,000 ADM (adjusted dealer markup), and the Porsche is still a steal.EfficiencyWe cannot, however, with a straight face tell you a car that carries an EPA rating of 16 mpg combined is efficient. But this is Performance Vehicle of the Year; none of the competitors was designed with astounding efficiency in mind. Additionally, the GT3's fuel economy is in line with the other contenders in its performance plane. Hot tip: Opt for the extended-range gas tank, and you'll feel as if you're getting great mileage.SafetyCars like the Porsche 911 never get crash ratings, never mind the GT3. That's just how it is. So we can't tell you about its passive safety worthiness. However, a car that superlatively grips and stops the way the GT3 does is inherently safe in the hands of a skilled driver. Oh, and we seem to remember it has adaptive cruise control, too.Dominant Winner WinsThere's so much more to say. We haven't mentioned the Davante Adams-like way the GT3 changes direction. Or the switch to a double control arm suspension up front. Or how for the first time in Porsche 911 history, you don't need to trail-brake your way into every corner, because (surprise!) the front suddenly has copious grip. The front end is like a race car, or as Seabaugh put it, "It digs hard into corners like a skate into ice." There's also the part about how with only 2 additional hp, the 992.1 GT3 is nearly 18 seconds quicker around the Nürburgring Nordschleife than the 991.2 GT3 it replaces. If only we could show you all the notes from all the judges, including our dedicated test team, just so you could see how consistently overwhelming the superlatives are. It's without end.Anything we don't like? Evans and Loh thought the ride quality was lacking, to the point Evans recommends never putting the dampers into Sport. Not everyone agreed with him. But that's about it for the negatives. Looking over my own notes, one line caught my eye: "If the GT3 isn't second place, it's first." As much as I and the rest of the judges loved the Porsche, the Lamborghini STO was also exceptional. But by a vote of five judges to two, the GT3 claimed the crown.EpilogueAfter the vote, and because I was the judge writing this winner story, I took the new Porsche 911 GT3 home for about a week. A friend of mine owns a 991.2 GT3 Touring; we decided to drive them back to back. I figured this new GT3 would be slightly better, but I quickly learned it's about 70 percent better. The 2022 model made the old one feel like a couch. I'm not kidding. And remember, this was a couch that at one point in time we said was the best-driving car in the world.If that's not enough, I'll leave you with something 20-year veteran auto scribe and motorsports/track-driving aficionado Morrison wrote in his notes. "This might sound nuts," he said, "but I thought hard about it for several days after our PVOTY activities concluded: I'm not sure I've ever driven a better car. In my entire career."Nicely played, Porsche, and congrats on winning the first MotorTrend Performance Vehicle of the Year award. Now comes the hard part: Do it again next year. As I wrote before about the 991.2 GT3, "How do you take something with no apparent flaws, no visible weaknesses, and improve upon it anyway?" None of us knows the answer, but we're sure Preuninger and the gang have some ideas. We can't wait to test them out.POWERTRAIN/CHASSIS 2022 Porsche 911 GT3 SPECIFICATIONS DRIVETRAIN LAYOUT Rear-engine, RWD ENGINE TYPE Direct-injected DOHC 24-valve  flat-6, alum block/heads DISPLACEMENT 3,996 cc/243.9 cu in COMPRESSION RATIO 13.3:1 POWER (SAE NET) 502 hp @ 8,400 rpm TORQUE (SAE NET) 346 lb-ft @ 6,100 rpm REDLINE 9,000 rpm WEIGHT TO POWER 6.4 lb/hp TRANSMISSION 6-speed manual AXLE/FINAL-DRIVE RATIO 3.09:1/2.72:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 11.2-14.2:1 TURNS LOCK-TO-LOCK 2.4 BRAKES, F; R 16.1-in vented, drilled, carbon-ceramic disc; 15.4-in vented, drilled, carbon-ceramic disc WHEELS, F;R 9.5 x 20-in; 12.0 x 21-in forged aluminum TIRES, F;R 255/35R20 97Y; 315/30R21 105Y Michelin Pilot Sport Cup 2 R N0 DIMENSIONS WHEELBASE 96.7 TRACK, F/R 63.0/61.1 in LENGTH x WIDTH x HEIGHT 180.0 x 72.9 x 50.4 in TURNING CIRCLE 34.1 ft CURB WEIGHT (DIST F/R) 3,188 lb (40/60%) SEATING CAPACITY 2 HEADROOM, F/R 37.9/ — in LEGROOM, F/R 42.2/ — in SHOULDER ROOM, F/R 52.6/ — in CARGO VOLUME 4.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.5 sec 0-40 2.0 0-50 2.8 0-60 3.4 0-70 4.2 0-80 5.2 0-90 6.2 0-100 7.3 PASSING, 45-65 MPH 1.5 QUARTER MILE 11.4 sec @ 126.0 mph BRAKING, 60-0 MPH 93 ft LATERAL ACCELERATION 1.19 g (avg) MT FIGURE EIGHT 22.1 sec @ 0.95 g (avg) TOP-GEAR REVS @ 60 MPH 2,500 rpm CONSUMER INFO BASE PRICE $164,150 PRICE AS TESTED $195,850 AIRBAGS 8: Dual front, front side, front curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles FUEL CAPACITY 23.7 gal EPA CITY/HWY/COMB ECON 14/18/16 mpg RECOMMENDED FUEL Unleaded premium ON SALE Now Show All

genesis g90 Full OverviewA 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 SedanWe 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 CabinThe 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 ImpressionsSince 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 AppointmentsThe 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 All