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William Maley

Staff Writer - CheersandGears.com

June 20, 2012

Every year, there’s a new trend in the automotive world. One moment, its crossover mania; the next moment, it’s the coupe sedan. The current fad is compact, near luxury cars. And it’s not only the regular suspects that are getting into it. Luxury manufacturers are getting into the game as well: Audi, BMW, Mercedes-Benz, Acura, and even Buick. Buick? Yes, Buick.

Last year, the tri-shield introduced their new compact car, the Verano. Buick is hoping to take slice out of the growing luxury compact car market. But does a small compact Buick make sense at all?

Exterior

At first glance, the Verano looks to be a like shrunken La Crosse. The front end carries Buick’s signature waterfall grill and a set of headlights with a blue tint. On the hood, portholes sit on either side. The side profile carries the same profile from the larger LaCrosse and the standard eighteen inch wheels do a good job of filling in the wheel wells. The back end is short and has a tall trunk lid.

gallery_10485_432_1454440.png

One design cue that I didn’t like on the Verano is the chrome bars on top of the taillights. I’m not sure as to why they are there, but those bars add a touch of tackyness. All I would ask is for those chrome bars to be removed or to be color coded to the vehicle.

Interior

The Verano’s interior is one of the better ones GM has done in awhile. The dash layout is logical and most of the materials are soft touch and good quality. The only black mark with the dash lies with the “wood” and “metal” trim around the center stack. Come on GM, you’re marketing this as a premium compact car, at least put some better quality “wood” and “metal”.

gallery_10485_432_829437.png

Speaking about the center stack, the Verano comes equipped with Buick’s new Intellilink infotainment system. Intellilink provides AM/FM/XM radio, USB and AUX connectivity, and streaming of Pandora and Stitcher Internet Radio. The system had two problems though. After I had used Pandora once and decided to go back to it, the system would play the music but no sound came out. The other problem was when I had iPod connected and would play a certain track, the system would decide to play it at Alvin and the Chipmunks speed. Hopefully GM is working on a fix.

As for comfort, the Verano delivers it in spades. Passengers sitting in the front will find seats very comfortable and pleased to find them heated. Back seat passengers will find the space somewhat tight. Head and legroom come at a premium. The trunk measures out to 14 cu. ft., about 0.2 cu. ft. less than the large Regal.

Next, Ride, Drive, and the Verdict


Ride and Drive

The Verano comes equipped with GM’s 2.4L four-cylinder producing 180 HP and 172 lb-ft of torque going through a six-speed automatic. Getting off the line and driving around town, the Verano provides respectable power. However, on the freeway and/or when trying to make a pass, the 2.4L feels overworked and underpowered. Thank the Verano’s curb weight of 3,300 lbs for that. Luckily for the Verano, a new 2.0L turbocharged four-cylinder is on its way later this year.

gallery_10485_432_53583.png

Fuel economy of the 2.4 stands at 21 City/31 Highway/25 Combined. During my week with the Verano, I matched the combined figure of 25. The Verano's closest competitor, the Acura ILX gets better mileage out of its base 2.0L with 24 City/35 Highway/28 Combined and matches the Verano when equipped with an optional 200 HP 2.4L four (22 City/31 Highway/25 Combined).

Bigger, heavier cars with much more power get similar highway numbers to the Verano (Dodge Charger is one of them), and comparing to the new Acura ILX is natural, but if you're going to do that, you need to compare the power and torque output as well. I haven't driven the ILX 2.0 yet, but I will bet it will be sitting higher in the RPM band than the Verano 2.4L.

The Verano does come back with one of the quietest rides in the class. Road and wind noise are non-existent, even at highway speed. Also, the Verano ride feels very solid and composed, giving you the feeling you’re in a more expensive vehicle.

If you feel like having some fun, the Verano is a willing partner. The front MacPherson suspension and rear Z-link setup keep the Verano stable when cornering, and the steering provides a good feel and weight. But don’t push it, the Verano isn’t a Ford Focus or a Dodge Dart, it will fight back.

Verdict

Does a compact Buick make sense? Almost. Unfortunately the weak link in the Verano is the 2.4L’s fuel economy. This is a compact car that gets almost the same fuel economy as a full size vehicle equipped with the V6. Hopefully, the turbo engine coming out later this year can rectify this.

Otherwise, the Verano has a lot going for it: a handsome exterior, a comfortable interior, Buick’s new Intellilink system, and a very quiet ride.

As the Verano was being driven away, I wondered how long how it would take to for me to save up enough money to get a Verano Turbo. Yeah, the Verano is that good.

gallery_10485_432_1578738.png

Cheers:

Exterior Design

Interior

Intellilink

Quiet Ride

Jeers:

Fuel Economy

Tail light brows

Year - 2012

Make - Buick

Model - Verano

Trim - 1SL

Engine - 2.4L DOHC Four-Cylinder

Driveline - Front Wheel Drive, Six Speed Automatic

Horsepower @ RPM - 180 @ 6200

Torque @ RPM - 171 @ 4900

Fuel Economy: City/Highway/Combined - 21/32/25

Curb Weight - 3300 lbs

Location of Manufacture - Lake Orion, Michigan

Base Price - $25,965.00

As Tested Price - $26,850.00 (Includes $885.00 Destination Charge)

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.


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My brother's girlfriend just got a Verano- saw it briefly Sunday. No real evaluation, tho I did stick my head inside and did come to focus on the metal trim on the center stack. First impression was that I was impressed it was 1 piece; no seams. Second is that I thought it was in no way tacky or cheap. Oh, it wasn't CNC-d virgin aluminum, but it was still a nice solid piece of material that looked appropriate in where the Verano is segmented, IMO.

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Hopefully the 2.5L base motor will give a nice little boost in economy and power as well when it arrives.

The rear eyebrows bug me as well. Atleast the portholes I could remove pretty easily.

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^ RE the VentiPorts ~ the hood is stamped/indented where they're mounted (not sure it they're thru-bolted), so it would just look like they were missing.

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Nice review! I really like this Buick, and can't wait for the Turbo model (let alone a GS model) come to market. I disagree with your sentitments about the wood/metal surround - I think it fits in well with the design - and I like the chrome eyebrows - gives it an angry look to the rear. I agree with your concerns of fuel economy and with the tight rear seat space for adults. Otherwise if I wasn't really into trucks so much I'd be very tempted to see if I could afford one of these new.

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Listened to the latest Autoblog podcast this morning, they gave it a very solid review. Haven't seen one yet in person.

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Well, to look like a baby LaCrosse, it would have to have a sweepspear, not an Astra hockeystick. And the angry taillights and Ventiports give it distinctive character.

I do like this car and cannot wait for the turbo version to hit the street.

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I like the Astra sedan taillights better than these...but the car as a whole seems very impressive

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I like the Astra sedan taillights better than these...but the car as a whole seems very impressive

I wondered what those looked like...found this:

2013-Opel-Astra-Sedan0b-589x344.jpg

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Listened to the latest Autoblog podcast this morning, they gave it a very solid review. Haven't seen one yet in person.

I would like to check it out in person myself.

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Is it me or does the center stack cut into your gas leg room? The picture shows how it arc's into the space and I think for big guys over 6' tall this will pinch the leg room.

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For those who have driven both, which is better - the Verano or the 2013 Malibu?

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The Astra's tail lights to me are too generic... the back of the Astra looks like a Volkswagen or some other European car. The Verano's tail lights are love 'em or hate 'em, but I'd take them over the Astra's. Judge for yourself:

2013-Opel-Astra-Sedan0b-589x344.jpg

2012_buick_verano_4.jpg

Now the Astra wagon (sports tourer) is another story:

278205.jpg

278206.jpg

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I think the Buick even with the ugly chrome strips does have more style and it is a love it or hate it style.

Personally, I think the mean rear look will strike an interest in a group of people here. Now will it be enough to sell in large profitable numbers? I take a wait and see approach.

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Agreed, the Astra wagon looks better; there's always something awkward about a hatchback (especially one that's designed for space efficiency and is consequently relatively tall) converted into a sedan. The Buick front and rear fascias are overdone, too, IMO.

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We had looked at one when we were car shopping. We liked the car but the wife wanted something bigger. It is narrow feeling inside but it also is a small car. I think the interior makes you feel like you are in a larger car with out the size. Too often cars this narrow have crap interiors.

My one fear is that people will see the coming Turbo and want to make it into a GS kind of car. The fact is the Turbo will remain with the softer suspension and is not intended nor claimes to be a sporting sedan. It is just a Verano with more power.

This has me expecting the Malibu with the same engine will not be an SS.

I think the power from that engine with the comfort ride will play well with many who have only owned V8 and V6 cars. That is important to people who buy cars in this class as they seldom have owned underpowered cars.

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Overall you hit a lot of the same points I made about the car. Hyper is right about it playing to people who drive V6 cars and don't want something underpowered. I think I even fall in that category a little bit. I'd get a Cruze and I'd be fine but I think it's a little underpowered and I refuse to drive anything that is slower than what I already have. Even just the 2.4L in a car this size makes a big difference as some of the mags are reporting 7.5sec 0-60 times, which is just not something you really see in compact cars usually unless you plonk down the money for the rediculous "boy racer" edition with the "look at me spoiler" and shopping cart ride quality.

This car will find its place in the market I believe. It offers an unbelievable amount of value when you measure it up even against other cars like the Civic and Corolla. Why on earth you would buy an up-spec one of those when this gives you so much more car for the money for instance. IIRC they are on track to sell something like 30k of these this year and that is of course taking into account that February and January didn't really hit the stride because the car was literally still being introduced during that time.

I will say though that the faux metal in the Verano is actually pretty good in my books for the same reasons Balthy listed. I'd certainly place it near the top of the list for fake stainless I've seen in the mass market and even premium price points.

Edited by vonVeezelsnider

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really Buick has a nice chance here to establish themselves by bringing all the variants..... 3 door, 5 door, wagon, into a full lineup that would really anchor the brand and give lots for shoppers to look at from matching up to some coupes, to Focus ST competition to Jetta Sportwagen competition.

Even if they only moved 5,000 wagons of these I think if they can import the other bodies like the 3 door it would totally make the model and brand worth talking about.

Of course though, how would they sell any Encores if they had a Verano wagon?

Edited by regfootball

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I like the idea OF A FULL LINE UP FOR BUICK. I REMEMBER THE MIDSIZED BUICK WAGONS WE HAD RUNNING AROUND AS A KID....

oops, damned caps lock....

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I like the idea OF A FULL LINE UP FOR BUICK. I REMEMBER THE MIDSIZED BUICK WAGONS WE HAD RUNNING AROUND AS A KID....

oops, damned caps lock....

Your just shouting your love for Buick! :D

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I remember a lot of cool Buicks as a kid...

Back when they came with 455's from the factory...THOSE were cars, my friend.

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Everyone keeps mentioning the 2.5L being thrown in as the base engine... the GM order guide for 2013 still mentions the 2.4L as the standard engine. Anyone know if it's 100% definitely getting the 2.5 and if so, where did they hear it?

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I sawr a white one this evening in motion on the road. It is a classy little car.

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      One area that will be a major issue for drivers is the seating position. Instead of you sitting in front of the steering wheel, Ram has the wheel set up similar to a school bus or semi-truck where you sit over it. Not helping is the placement of the pedals where you step down instead of push forward. The end result is a driver being in a hunched over position. This could be somewhat alleviated if there was a tilt adjustment for the steering wheel. But Ram only offers a telescoping adjustment. The only way to get a sudo-tilt adjustment is to adjust the angle of the seat.
      The seats themselves are perfect for a long workday with excellent support and firm cushioning. It needs to be noted that the ProMaster only offers the bare minimum when it comes to seat adjustments such as angle and position. If you want lumbar adjustments, you need to tick that box on the option list.
      All ProMasters come with a 5.3-inch touchscreen with FCA’s UConnect infotainment system. Our test van came with the optional TomTom navigation system. The small screen makes it slightly difficult to look at quickly or use while on the move. We would skip the TomTom navigation system as the graphics are quite dated and it takes some time to process before providing directions. At least the base UConnect system has many of the qualities we like on the larger systems such as a simple user interface and snappy performance.
      Step behind the cockpit to enter the massive cargo space. Our particular ProMaster configuration boasted 420 cubic feet of space and max payload of 4,020 pounds. One of the reasons I had requested the van was to get a number of items at my parent’s house to be donated. The van was up to the task by swallowing up everything including a dining room set. The low step-in height, rear-doors that open up 260-degrees, and numerous tie-down points to keep cargo in its place were appreciated.
      There are two engines on offer for the ProMaster. We had the base 3.6L V6 producing 280 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. There is an optional a 3.0L turbodiesel inline-four with a six-speed automated manual. (No more diesel for 2018 according to FCA). The V6 engine moves the van with no issue even with a large amount of cargo. As for the automatic, it delivers smooth shifts. However, the transmission showed some slowness to change gears. We’re assuming this is due to van only having 350 miles when we took delivery. For those who need a specific setup in the cargo area such as plumbers or painters, Ram offers various uplift packages that include such items as shelving, integrated tool boxes, and dividers.
      The low mileage might also explain the fuel economy figure of 15.7 mpg in mostly city driving. No EPA numbers are available due to the van’s gross vehicle weight being above 8,500 pounds.
      It is evident that Ram’s prime consideration for the suspension was tuned to deal with heavy loads and not comfort. With the van empty, the ride quality is quite harsh with many bumps making their way inside. Fill up the van and the ride begins to smooth out somewhat. Steering takes a lot of effort as it's very slow and requires a driver to make a number of rotations to do simple turns. There is a fair amount of road and wind noise coming inside the passenger compartment.
      If I was to judge the ProMaster like I would with a normal passenger car or SUV, it would be towards the bottom. There is a long list of problems such as the odd driving position, the number of comfort features that are optional, slow steering, and harsh ride. But I need to look at the ProMaster in a different light since it isn’t built for people like me. It is built for people who need a vehicle that can handle holding a lot of cargo or tools, along with being on some sort of worksite for periods at a time. Then the ProMaster begins to show some bright spots. The massive cargo area with the low step-in and tie-down point make it great for deliveries or moving. Using a front-wheel drive setup doesn’t hurt the ProMaster’s capability in terms of payload, and will help the van when the weather becomes terrible like a snowstorm. Finally, the V6 engine is plenty powerful for any situation the ProMaster is in.
      While I found the ProMaster to be a bit much to be used a daily driver for me, I can very much see the appeal for those in the commercial market. Just be sure to try the seating position as that will be the item that will influence your decision the most.
      Disclaimer: Ram Trucks Provided the ProMaster 2500, Insurance, and One Tank of Gas
      Year: 2018
      Make: Ram Trucks
      Model: ProMaster Cargo
      Trim: 2500 159" Wheelbase - High Roof
      Engine: 3.6L DOHC 24-Valve V6
      Driveline: Six-Speed Automatic, Front-wheel Drive
      Horsepower @ RPM: 280 @ 6,400
      Torque @ RPM: 260 @ 4,400
      Fuel Economy: City/Highway/Combined - N/A
      Curb Weight: 4.483 lbs
      Location of Manufacture: N/A
      Base Price: $35,095
      As Tested Price: $43,460 (Includes $1,395 Destination Charge)
      Options:
      Sliding Driver-Side Door without Glass - $595.00
      Trailer Tow Group - $585.00
      UConnect 3 Navigation with 5-inch Display - $495.00
      16-inch x 6.0-inch Aluminum Wheels - $445.00
      Wood Composite Floor - $445.00
      Premium Appearance Group - $395.00
      Interior Convenience Group - $345.00
      ParkSense Rear Park-Assist System - $295.00
      Rear Hinged Doors with Deep Tinted Glass - $295.00
      Speed Control - $295.00
      Upper and Lower Side Wall Paneling Group - $295.00
      LED Cargo Areas Light Bars - $285.00
      225/75R16C BSW All-Season Tires - $250.00
      Driver/Passenger 6-Way Adjustable Lumbar Seats - $245.00
      Power Folding/Heated Mirrors - $245.00
      Security Alarm - $245.00
      DOT Certified Roadside Safety Kit - $195.00
      Heated Driver Seat - $195.00
      Leather-Wrapped Steering Wheel - $195.00
      SiriusXM Sat Radio w/1-Year Subscription - $195.00
      Rear Assist Handles - $150.00
      Heated Passenger Seat - $145.00
      Instrument Panel Bright Bezels - $95.00
      12-Volt Rear Auxiliary Power Outlet - $45.00

      View full article
    • By William Maley
      (Author's Note: As was pointed out to me on Facebook, the diesel engine is nowhere to be seen on the consumer site or the configurator. Yet, it appears in FCA's media materials. In an email sent this afternoon, Ram Trucks spokesman Nick Cappa said the option has been dropped for 2018. This review has been updated with this new information. -WM)
      I’ll admit that I was a bit crazy requesting a 2018 Ram ProMaster van for review. Ever since it was introduced, I have been interested in this rebadged version of the Fiat Ducato van sold elsewhere. Unlike most vans that use a rear-wheel drive layout, the ProMaster uses a front-wheel drive one. I wanted to know if this works for a vehicle designed for work. But I also have an odd curiosity to cargo vans in general as I wondered what it would be like to drive one for a week as my daily driver. This is what I found out.
      Function over form best describes the design brief for the Ram ProMaster. The overall profile reminds us of an oversized dustbuster with a steeply raked and short front end and tall sides. Awkward is the kindest word to use on the ProMaster’s front end with the grille placed very low, acres of gray plastic, headlights positioned near the windshield, and a large glass area. The rest of the ProMaster’s design fits in line with other cargo vans with clean sides, split-opening rear doors, and a set of optional wheels. 
      The ProMaster offers a wide variety of configurations. With three weight classes, three body styles, and various roof height and length options, you’ll be able to find a van that fit your needs. Our particular tester is one of the popular configurations; a 2500 with the 159-inch wheelbase and high roof option.
      Getting inside the ProMaster isn’t tough thanks to wide opening front doors and steps to help you climb up. Once in, you’ll notice one of the key benefits to the ProMaster’s exterior. The large glass area not only makes the interior feel airy, it provides excellent outward visibility. This helps make maneuvering in tight spaces easier.
      The design is very utilitarian with a plain look and controls within easy reach of the driver and passenger. There are some clever touches such as the integrated clipboard latch on the top of the dash to hold paperwork and numerous storage spaces. Many surfaces are covered in hard plastics which will hold up to the various work demands being put upon by owners.
      One area that will be a major issue for drivers is the seating position. Instead of you sitting in front of the steering wheel, Ram has the wheel set up similar to a school bus or semi-truck where you sit over it. Not helping is the placement of the pedals where you step down instead of push forward. The end result is a driver being in a hunched over position. This could be somewhat alleviated if there was a tilt adjustment for the steering wheel. But Ram only offers a telescoping adjustment. The only way to get a sudo-tilt adjustment is to adjust the angle of the seat.
      The seats themselves are perfect for a long workday with excellent support and firm cushioning. It needs to be noted that the ProMaster only offers the bare minimum when it comes to seat adjustments such as angle and position. If you want lumbar adjustments, you need to tick that box on the option list.
      All ProMasters come with a 5.3-inch touchscreen with FCA’s UConnect infotainment system. Our test van came with the optional TomTom navigation system. The small screen makes it slightly difficult to look at quickly or use while on the move. We would skip the TomTom navigation system as the graphics are quite dated and it takes some time to process before providing directions. At least the base UConnect system has many of the qualities we like on the larger systems such as a simple user interface and snappy performance.
      Step behind the cockpit to enter the massive cargo space. Our particular ProMaster configuration boasted 420 cubic feet of space and max payload of 4,020 pounds. One of the reasons I had requested the van was to get a number of items at my parent’s house to be donated. The van was up to the task by swallowing up everything including a dining room set. The low step-in height, rear-doors that open up 260-degrees, and numerous tie-down points to keep cargo in its place were appreciated.
      There are two engines on offer for the ProMaster. We had the base 3.6L V6 producing 280 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. There is an optional a 3.0L turbodiesel inline-four with a six-speed automated manual. (No more diesel for 2018 according to FCA). The V6 engine moves the van with no issue even with a large amount of cargo. As for the automatic, it delivers smooth shifts. However, the transmission showed some slowness to change gears. We’re assuming this is due to van only having 350 miles when we took delivery. For those who need a specific setup in the cargo area such as plumbers or painters, Ram offers various uplift packages that include such items as shelving, integrated tool boxes, and dividers.
      The low mileage might also explain the fuel economy figure of 15.7 mpg in mostly city driving. No EPA numbers are available due to the van’s gross vehicle weight being above 8,500 pounds.
      It is evident that Ram’s prime consideration for the suspension was tuned to deal with heavy loads and not comfort. With the van empty, the ride quality is quite harsh with many bumps making their way inside. Fill up the van and the ride begins to smooth out somewhat. Steering takes a lot of effort as it's very slow and requires a driver to make a number of rotations to do simple turns. There is a fair amount of road and wind noise coming inside the passenger compartment.
      If I was to judge the ProMaster like I would with a normal passenger car or SUV, it would be towards the bottom. There is a long list of problems such as the odd driving position, the number of comfort features that are optional, slow steering, and harsh ride. But I need to look at the ProMaster in a different light since it isn’t built for people like me. It is built for people who need a vehicle that can handle holding a lot of cargo or tools, along with being on some sort of worksite for periods at a time. Then the ProMaster begins to show some bright spots. The massive cargo area with the low step-in and tie-down point make it great for deliveries or moving. Using a front-wheel drive setup doesn’t hurt the ProMaster’s capability in terms of payload, and will help the van when the weather becomes terrible like a snowstorm. Finally, the V6 engine is plenty powerful for any situation the ProMaster is in.
      While I found the ProMaster to be a bit much to be used a daily driver for me, I can very much see the appeal for those in the commercial market. Just be sure to try the seating position as that will be the item that will influence your decision the most.
      Disclaimer: Ram Trucks Provided the ProMaster 2500, Insurance, and One Tank of Gas
      Year: 2018
      Make: Ram Trucks
      Model: ProMaster Cargo
      Trim: 2500 159" Wheelbase - High Roof
      Engine: 3.6L DOHC 24-Valve V6
      Driveline: Six-Speed Automatic, Front-wheel Drive
      Horsepower @ RPM: 280 @ 6,400
      Torque @ RPM: 260 @ 4,400
      Fuel Economy: City/Highway/Combined - N/A
      Curb Weight: 4.483 lbs
      Location of Manufacture: N/A
      Base Price: $35,095
      As Tested Price: $43,460 (Includes $1,395 Destination Charge)
      Options:
      Sliding Driver-Side Door without Glass - $595.00
      Trailer Tow Group - $585.00
      UConnect 3 Navigation with 5-inch Display - $495.00
      16-inch x 6.0-inch Aluminum Wheels - $445.00
      Wood Composite Floor - $445.00
      Premium Appearance Group - $395.00
      Interior Convenience Group - $345.00
      ParkSense Rear Park-Assist System - $295.00
      Rear Hinged Doors with Deep Tinted Glass - $295.00
      Speed Control - $295.00
      Upper and Lower Side Wall Paneling Group - $295.00
      LED Cargo Areas Light Bars - $285.00
      225/75R16C BSW All-Season Tires - $250.00
      Driver/Passenger 6-Way Adjustable Lumbar Seats - $245.00
      Power Folding/Heated Mirrors - $245.00
      Security Alarm - $245.00
      DOT Certified Roadside Safety Kit - $195.00
      Heated Driver Seat - $195.00
      Leather-Wrapped Steering Wheel - $195.00
      SiriusXM Sat Radio w/1-Year Subscription - $195.00
      Rear Assist Handles - $150.00
      Heated Passenger Seat - $145.00
      Instrument Panel Bright Bezels - $95.00
      12-Volt Rear Auxiliary Power Outlet - $45.00
    • By William Maley
      When you’re buying a luxury flagship sedan, you are making a statement to the world. Drive an S-Class, 7-Series, XJ, or other sedans and the impressions can range from being someone important to just having a lot of money. But for some people, they don’t want their luxury sedan to make itself known to the world. They want to enjoy the features available on their sedan, but without making so much noise. That’s where the Genesis G90 could make some inroads. Part of Hyundai’s new luxury brand, the G90 has its sights set on the stalwarts of the flagship luxury class by offering many of the features and luxury appointments found in them at a very low price. We spent a week in a G90 Premium to see if this ploy could work.
      Genesis has injected a bit of style into the G90’s design. The key traits are a distinctive character line running the whole length of the vehicle and fenders that bulge out slightly. The rear end is slightly boring. However, the G90’s front end doesn’t quite fit in with the rest of the design. The flat nose and large grille borrowed from the smaller G80 seems a bit out of place.
      Step inside and the G90 seems to have the design and materials nailed down. It is quite handsome with a simple dash design, genuine wood trim, and a mix of Nappa leather and soft-touch plastics. But take a longer look and you begin to notice some glaring issues. The steering wheel is a good example as it doesn't feel like it is covered in leather. Instead, it feels like textured vinyl. This is odd since a couple of months after the G90, I spent some time in the G80 Sport and found the steering wheel to feel like leather. Another issue is the center stack's button and knobs which appear to be borrowed from Hyundai’s parts bin. I’ll admit I’m nitpicking, but it's the little things that can make or break a flagship luxury sedan. 
      Settling in the G90, you cannot help but be impressed by the front seats. Upholstered in Nappa leather, the seats offer the right mix of cushioning and support for long drives. The driver’s seat comes with 22-way power adjustments, while the passenger has to make do with 16-way power adjustments. One nice touch is the seat moving back whenever the door is open to allow for easier entry and exit from the vehicle. Those sitting in the back will have no complaints as there is a large amount of head and legroom on offer. A folding armrest has controls for climate control, audio, and heated seats. Ultimate models add more luxuries such as power adjustments and a rear-seat entertainment system.
      A large 12.3-inch screen houses Genesis’ infotainment system. This is controlled through either a controller knob on the center console or a set of buttons below the screen. Using the system is a breeze thanks to an easy to understand interface and the various control methods on offer. The screen is vibrant and allows you to have two functions up at the same time - having audio on one side and the navigation on the other. There are some areas Genesis can improve on. For one, the G90 doesn’t offer Apple CarPlay or Android Auto compatibility - something most of the competition does. Also, it would be nice to have more than two USB ports - one in the front and the other in the rear - so that people are not fighting over who gets to charge their phone.
      Genesis offers two engines on the G90. Our base Premium tester came with the 3.3L twin-turbo V6 with 365 horsepower and 376 pound-feet of torque. The uplevel Ultimate features the 5.0L V8 with 420 horsepower and 383 pound-feet of torque. An eight-speed automatic is equipped with either engine and there is a choice of rear-wheel or HTRAC all-wheel drive - our test car had the latter. Unless you want the rumble of the V8, the twin-turbo V6 is the engine to go for. For one, the V6 feels just as fast as the V8. Outlets who have timed both say the V6 can match the V8 in 0-60 mph. Plus, the V6 feels more eager to accelerate thanks to torque arriving at 1,300 rpm. The eight-speed automatic delivers smooth shifts and doesn’t show any hesitation to downshift when more power is needed.
      EPA fuel economy figures for the 2018 G90 3.3T HTRAC AWD stand at 17 City/24 Highway/20 Combined. My average for the week landed around 20.2 mpg.
      The G90’s ride is similar to big 70’s Buick or Cadillac, soft and pillowy thanks to the standard adaptive dampers. Even with the G90 set in Sport mode, the dampers were still able to keep road imperfections at bay. In terms of noise isolation, the G90 is towards the top. Road and engine noise are nonexistent inside. Only a little wind noise is noticeable. This makes the G90 a perfect car to take a long road trip. 
      The trade-off to the soft ride is a fair amount of body roll in corners, even in the sport mode. Steering is light, but has a precise feel. If you’re looking for a luxury sedan that is a bit fun on a winding road, we are happy to point you in the direction of a Cadillac CT6 or Jaguar XJ.
      The 2018 Genesis G90 significantly undercuts the competition when it comes to price. Our Premium tester came with a base price of $70,850 with the HTRAC AWD system. Add a $975.00 destination charge to get our as-tested price of $71,825. Considering that includes the 12.3-inch infotainment system, three-zone climate control, heated and ventilated front seats, heated rear seats, adaptive cruise control, lane keep assist, and surround view camera system, it makes the G90 very much a steal.
      The Genesis G90 may not shout out its intention of being a flagship sedan, but it goes about its business quietly. It delivers the smooth ride, long list of equipment, and understated looks a number of folks are looking for. The punchy twin-turbo V6 and low price are just the cherries on top. However, the G90 does cut some corners in terms of the materials. Considering the competition that the G90 is going up against, this is a big black mark for an otherwise excellent sedan.
      As they say, the devil is in the details.
      Disclaimer: Genesis Provided the G90 Insurance, and One Tank of Gas
      Year: 2018
      Make: Genesis
      Model: G90
      Trim: 3.3T Premium HTRAC
      Engine: 3.3L Twin-Turbo DOHC 24-Valve V6
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 365 @ 6,000
      Torque @ RPM: 376 @ 1,300 - 4,500
      Fuel Economy: City/Highway/Combined - 17/24/20
      Curb Weight: 4,784 lbs
      Location of Manufacture: Ulsan, South Korea
      Base Price: $70,850
      As Tested Price: $71,825 (Includes $975.00 Destination Charge)
      Options: N/A

      View full article
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