► Genesis G90 limo driven in Korea
► Luxe brand’s tech-filled flagship
► What a shame we don’t get it…
This is the Genesis G90: the Korean luxury brand’s executive flagship that’s quietly shaking up the executive saloon hierarchy, at least in its home market. At more than five metres long, penned by SangYup Lee and overflowing with cutting‑edge gadgetry, it sets its sights squarely at the Mercedes‑Benz S‑Class, BMW 7-Series and Audi A8, and does so with genuine talent and quite a bit of technical innovation.
Should you buy a Genesis G90? If you crave a tech‑rich, and happen to live in Korea, this is a chauffeur‑grade limousine that undercuts the German stalwarts on value without sacrificing luxury, then yes, it’s definitely worth a look.
Here’s how we test cars, and why you should trust us.
At a glance
Pros: Tech‑laden interior, sumptuous ride quality, strong value vs European rivals
Cons: Handling is soft, rear‑seat space slightly behind Mercedes/BMW, only V6 powertrain
What’s new?
Although launched in late 2021, the second‑generation G90 remains fresh and on sale in Europe – for now. Since its arrival, Genesis has focused on refining refinement rather than reinventing the wheel. Most recent updates include standard Wi‑Fi, enhanced ambient ‘welcome’ lighting and continuous software tweaks – no major overhaul, but enough to keep it fresh.
Concept previews of the G90‑based coupe and convertible bodystyles have been teased at motor shows, hinting at future luxury variants. But for now, it remains strictly a four‑door flagship.
What are the specs?
Under the bonnet, both short- and long-wheelbase versions share the same 3.5‑litre twin‑turbo V6 used across the Genesis model range. Standard output is 375bhp, while the long‑wheelbase ‘E‑supercharger’ version nudges it higher, though real‑world performance gains are modest.
Power is delivered via an eight‑speed auto to rear‑wheel drive (with optional four-wheel drive), and ss you’d expect, it’s fully loaded. You get matrix LED headlights, adaptive air suspension with predictive road scanning, rear‑wheel steering, biometric fingerprint start, Bose (or B&O) 23‑speaker audio, auto‑closing doors and, for LWB models, a massaging footrest and rear passengers-only remote.
Why does this matter? In 10 years’ time, all of this tech will be on your next Ioniq 5.
How does it drive?
In short: potent but a little anodyne. Naturally, the kind of person buying this car wants enough power to get out of their own way but aren’t hunting for corners to carve up, and that shows with the balance of the G90’s dynamics when behind the wheel.
The 3.5-litre V6 feels punchy, with a large swell of torque in the middle of the rev band accompanied by that tuneful growl as the revs build. Between the standard V6 and the electric supercharger-equipped long-wheelbase version, however, there’s only a negligible difference in thrust, with the latter feeling mildly more responsive. And, even so, the lazy automatic gearbox – so focused on shifting gears as imperceptibly as possible – takes its time to shift down when you require the beans.
As for dynamics, the ride feels no less unsettled at the front – and the steering is clearly designed for ease of driving, feeling resolutely numb. Approach a corner with some vigour and the standard rear-steer gets to work, pivoting the G90 around surprisingly sharp bends, but the weight and soft suspension setup instigates plenty of roll.
What about the interior?
Riding in the rear is quite the interesting experience. As with most limos, it’s best to sit in the rear seat on the opposite side to the driver to take full advantage of the car’s entire suite of features. But regardless of where you sit, the technology on board is enough to make Mercedes-Benz blush. Those automatic closing doors are satisfying to use, latching shut with a gentle whump as you get comfortable in the electrically-adjustable seat.
The centre console features a touchscreen that controls the lights, blinds, your media and massaging functions. You can pair up Bluetooth headphones to the screens in front of you, too.
When you’re on the move, it’s quiet and refined. We heard barely any wind bluster or tyre noise while being chauffeured around Seoul in one, even on some immensely rough roads, while the actually-quite-tuneful V6 hums away in the distance. The ride, however, does feel a little unsettled, especially if you’re comparing it to an S-Class or the latest BMW 7-Series, with some jolts and jitters from the suspension and the G90’s massive wheels shaking you about in your seat.
Before you buy
Both powertrains (3.5 turbo four-wheel drive and 3.5 turbo with an ‘E‑supercharger’) are offered in long and standard wheelbases – and no hybrid or electric is G90 planned. European imports are set to end in mid‑2025, which is no surprise given the strength of the opposition in this market sector.
The G90 competes with Mercedes S‑Class, BMW 7 Series/i7, Audi A8, Lexus LS, and (in the US) the Lincoln Continental. Compared with these, the G90 holds its own on interior luxury and tech, though it lags behind on driver appeal and prestige image (if not presence).
The Mercedes-Benz still leads for its ultra‑calm ride and cossetting rear, and the BMW i7/7 Series offers a sharper drive and that brilliant electric drivetrain. The Lexus LS is stealthier and slightly cheaper, but is less tech‑laden, and now off-sale in the UK. Genesis undercuts all with a longer warranty and better value – ideal for diplomats and plutocrats focused on luxury experience over brand badge.
Verdict
For those who can buy one, the Genesis G90 remains an impressive flagship well after its 2021 debut. It wasn’t introduced in the UK and won’t be officially sold here – but that doesn’t diminish its credentials. With an plutocrat‑class interior brimming with tech, near‑S‑Class refinement and a price tag below the Germans, it represents strong value in the luxury limo market.
The G90 excels in offering the corporate technocrat every possible piece of technology one could ever wish for, wrapped up in a dramatic-looking body and well-appointed interior. It’s not the last word in dynamic brilliance – but few cars this size and with this remit are. Even so, BMW’s 7-Series/i7 is markedly better to drive, and the Mercedes S-Class still trumps its ride quality.
Very much a car to be driven in, then, rather than you taking the wheel yourself. Then again, if you can afford one, you likely wouldn’t be driving it anyway.