We were very impressed Genesis GV70. The compact SUV is simple defeated the BMW X3 and Lexus RX in a comparative testand we welcomed the GV70 for long-term testing to see how it is over 40,000 miles. Both are examples, as well as the one we rode for our initial review, are a six-cylinder 3.5T model. But what about the four-cylinder version? It turns out that the entry-level GV70 is not much inferior to its more powerful brother.
The 2.5T runs a 2.5-liter turbocharged, which also serves in the other Genesis models as well Hyundai Sonata N Line, Kia K5 GTand Kia Sorento. Here it generates 300 horsepower and 311 lb-ft of torque, the latter in a wide speed range of 1,650 to 4,000 rpm. It’s just under 375 horsepower and 391 lb-ft from the 3.5T with the twin-turbo V-6, but that’s a strong figure for the turbo-four. As in the GV70 3.5T, the eight-speed automatic performs the duties of shifting gears, and all-wheel drive – standard. However, a six-cylinder rear differential with limited slippage may not be available here.
The shortage of the 75-pony turbo-four compared to the twin-turbo V-6 adds 1.0 seconds to its 60 mph speed, while the 2.5T completes the dash in 5.6 seconds. It puts his neck and neck out Audi Q5 45 (5.5 seconds) but well ahead of both Volvo XC60 B6 (6.6 seconds) and BMW X3 30i (6.1 seconds). It also travels a quarter mile in 14.1 seconds at 99 miles per hour versus 13.3 and 104 miles per hour in the six-cylinder version.
Away from the test track, we found that the base power transmission has a lot of desire. It is mostly well polished in its reaction, with only a small jump when light throttle applications over rolling terrain. The eight-speed automatic car is generally impressive in its invisibility and is a better teammate for this turbo-four than the eight-speed dual-clutch transmission that Hyundai and Kia combine with this engine.
Like the V-6 twin-turbo, the turbocharged four-cylinder can provide electronically enhanced engine sound to choose from three volume levels, but that sound isn’t as appealing as the sixes. Choose the quietest, and the GV70 2.5T is really quiet. We measured just 65 decibels per cruise at 70 mph – much quieter than it Brother sedan G70—And 73 decibels at wide open gas. Both of these results are quieter than the 3.5T, and this cruising noise level is even superior to six-digit large installations such as Cadillac Escalade, Lincoln Navigatorand Lexus LX600.
Stops from 70 miles per hour take up a few long 177 feet. While this is better than the 180-foot result we got during the initial tests of our long-term 3.5T, it’s not as good as 175 feet in the X3 or 164 feet in the XC60. Both GV70 models allow the driver to adjust the response of the brake pedal, but it was difficult for us to understand the big difference between the two settings of each car.
As expected, the EPA fuel economy for the four-cylinder GV70 is better than with the 3.5T. The EPA estimates 22 mph per city / 28 highway to match or be within 1 mph of the figures for the X3 xDrive, XC60, Q5 and Infiniti QX50. However, the choice of 21-inch wheels reduces the city’s figure by a whopping 3 miles per gallon, and the number on the highway – by 2 miles per gallon, making it almost on par with the V-6 version. Our test machine with an advanced finish was equipped with 19s, and in our test for fuel economy on the 75 mph highway we matched exactly 28 miles per gallon EPA. This is significantly 5 mph better than we saw in the same test with the 3.5T.
Like the 3.5T, the 2.5T has Eco, Comfort, Sport, Sport + and Custom driving modes. Here they do not affect the suspension (adaptive shock absorbers are exclusive to the V-6), but somewhat change the nature of the steering, transmission, engine sound and brakes. Extensive regulatory capability is of limited value. Heavier steering in sport mode is really not preferable with a standard setup. And displaying the shifts of this setting is good if you’re going to attack a number of turns, but his reluctance to shift into a higher gear when just driving won’t allow most drivers to leave the car in that mode.
Although the 2.5T lacks the adaptive 3.5T suspension, we felt that the standard setup was generally satisfactory. He is doing an impressive job of clearing the broken sidewalk, of which there are many in the northeast in the spring. It doesn’t have as much rigidity as the 3.5T sport mode, but still feels more collected than most records in this segment. On the skidpad we measured 0.82 g of stick, which is exactly 3.5T. And if you want to peel off the back, the stability control can be turned off completely.
While the six-cylinder models we’ve ridden before were top-of-the-line versions of the Sport Prestige, our 2.5T Advanced mid-level test car was still a good run. Even in this smaller interior finish the GV70 is one of the most interesting interior designs with its ovoid shapes and wide polished metal details. The stitching upholstery pattern isn’t the chic stitch found in the 3.5T, but there are still patterns such as vents built into the dashboard trim, and ambient lighting in the form of waves on the door panels (exclusively for the Advanced model). ).
The GV70 seats have a lot of adjustments and they are softer than the seats in the 3.5T Sport Prestige. Extenders under the hips and side supports, which are more compressed in Sport + mode, are optional. Like your mother, the GV70 is also concerned about your posture. Once you’ve been asked to enter height, inner seam and weight (without skew), the Ergo Motion driver’s seat will automatically adjust to your ideal posture – although in our case the proposed position was wildly tilted by Detroit, which didn’t seem entirely right. When it comes time to ship, the GV70 sacrifices practicality for the sake of style. Although its 29 cubic feet of cargo space behind the rear seats along with competitors such as the X3, the fast-falling roofline and rounded rear profile limit the ability to accommodate bulky items.
The 2.5T models miss the 3-D digital instrument cluster located in the 3.5T Sport Prestige. Instead, they have a physical speedometer and fuel gauge combined with a digital tachograph and information display. The latter can show digital speed readings, trip information, torque flow and driver assistance functions, as well as other items. In the two upper trims, the camera feed from the blind spot monitor replaces the virtual tachograph when the turn signal is activated.
All GV70s have a large 14.5-inch central touch screen. The widescreen infotainment display is asymmetrically separated, and getting what you want to appear in a smaller part of the display can be tricky. One slight annoyance is that at startup the default system runs on a rather pointless home screen that shows the clock and nothing else. The three-dimensional monitor, which simultaneously shows top views and backups, is one of the sharpest we’ve seen, and comes in two top finishes. We like to have a big swivel controller on the center console, but we don’t like the fact that the swivel drive switch is so similar in size and location. And the volume and adjustment knobs are more troublesome than the knobs.
The two best 2.5T finishes also include automated parking, as well as a party trick that allows you to stand near the car and use the remote control to steer the GV70 right into or out of a tight spot. However, the digital key function is exceptional for the 3.5T.
Although the 2.5T lacks some great stuff, it’s still well-equipped – especially for its price. The four-cylinder GV70 starts at $ 42,595, and the Advanced version costs $ 50,745 without options. Depending on the configuration, the 2.5T costs $ 8250-11600 cheaper than the 3.5T. While it may be a smaller GV70, it doesn’t really feel that inferior.
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