Genesis GV70 2.2D AWD and Mazda CX-5 D 184 AWD under test

If you are looking for encouragement to tackle a seemingly impossible task, never turn to deserving colleagues, good friends or loving relatives, but to sober science. He does not envy even the most unlikely success, he never wants to protect himself from disappointment. But it shows that even the smallest of possibilities can lead to world success – in the literal sense: if you calculate the probability that the world could form in the universe, it is within the radius of a tornado that sweeps a landfill and the Assemble the scrambled parts in a working space shuttle. Well: everything will be fine, Genesis!

True, the idea of ​​a manufacturer to found a profitable, high-volume prestige brand under his own name has gone terribly wrong several times: to Nissan with Infiniti, to Mazda with Xedos and – sorry, but since we’re talking about volume – also to Toyota with Lexus. Hyundai is now looking to do this with Genesis in the form of a range of six models, which will soon be complemented by two E variants. The GV70 mid-range SUV has the best prospects for success. After competing with the Audi Q5 and Jaguar F-Pace in the first comparison test (number 2/22), it is now taking on the revamped Mazda CX-5.

In ten years and two generations, it has developed into a success that far exceeds that of all Xedos (or is it called Xedors?) That have ever been built. And this is also based on the fact that Mazda doesn’t want to constantly reinvent everything, but wants to further optimize the details. Or so: While Hyundai is creating a brand new universe around the GV70, Mazda is fixing some holes in the Milky Way.

Mazda CX-5: restyling with few changes

Achim Hartmann

Even with the most expensive equipment, the CX-5 does not stand out in terms of the material and quality of the equipment. Smaller monitor and simpler tools.

The goal of the refurbishment culminates in a smarter boot lining, which increases the cargo volume by 16 liters. Then it’s time to appreciate the new seats. Mazda not only certifies that occupants can “easily assume a natural sitting position” on them – right now – but also a more intimate integration into the car that “minimizes lateral movements of the upper body and head during the guide”. So, let’s nod, in addition to the little tweaks: new graphics for the radiator grille, aluminum wheels and lights. Plus, a life-affirming sand beige as an additional color and Sports-Line Plus as a new top-of-the-range equipment.

In this case, the 184 hp twin-turbo diesel with all-wheel drive and automatic shows up here. It features a full infotainment department including navigation system and audio system, as well as comprehensive and well-placed assistance from remote cruise control to the head-up display. There is also some junk like leather upholstery, wireless cell phone charging, steering wheel heating – that sort of thing. Despite everything, the feeling of sitting in a more pragmatic car that pompous does not pass. This is due to the more rustic decoration and the fact that the CX-5 retains all its daily dexterity. There you have it: easy access through wide-opening doors, large-format tailgate and trunk, plus variability with a two-part intermediate floor and a three-part folding backrest with remote lock (part of this Karakuri folklore, started at Mazda almost 20 years ago with underwater seats in the minivan). In addition, the CX-5 arranges operation in an appealing way despite the abundance of buttons: if voice control sometimes suffers from hearing problems, just turn your wrist through the menus.

It is not that easy to do in the GV70, that is, not at all the first few times when you spin the selector wheel for the transmission, which is in the place where you suspect the position of the rotary button of the same size. Otherwise it takes longer to take control, since the Genesis itself has even more features and places them in the infotainment menus. You can also get closer to their depth via the touchscreen. Finally, the dullness of voice control is: speechless.

Genesis GV70: elegance instead of practicality

Genesis GV70

Achim Hartmann

They set the GV70 with high quality. Trendy too – if you like the leather country house look with a large touchscreen.

Because the design is characterized by elegance rather than space efficiency, the GV70 needs significantly larger exterior dimensions to create an overall interior space just as adequate as the shorter, narrower, but taller CX-5. But the smaller tailgate only fits less bulky bulky goods, and the slightly more lavish trunk volume can only be varied by folding the rear seat backrest into two parts and adjustable in angle. Finally, the rear passengers travel a little more cramped on the lowered bench. Pilot and companions, on the other hand, sit more integrated and well carried on cool, heated massage chairs. Oh, you can take it like this for a while.

Stronger Genesis, cheaper Mazda

Which is also the meaning and purpose of the two powerful diesel SUVs: in the long, uninterrupted, rushed, but relaxed journey. The GV70 starts with more courage. Though only inflated by a charger, its growling four-cylinder turbodiesel takes its revenge, supported in its energy by the eight-speed automatic transmission. Due to the narrow shift steps, it can always keep it in the powerful speed range. It shifts smoothly and spontaneously, puts it in neutral while coasting, which increases efficiency without reaching that of the CX-5.

It consumes a little less than the Genesis (7.9 to 8.2 l / 100 km in the test), but lags behind in terms of performance and subjective temperament, due to the dreamy six-speed automatic transmission in addition to the lazy response of the robust self-starting twin-turbo engine. Suspecting hasty reactions, consider the decision to downshift with caution. Manual interventions with the shift paddles can reinforce the driver’s feeling of having a significant influence on driving dynamics. But this turns out to be an impression contradicted by the real effects of the commotion.

Various all-wheel drive systems

Mazda CX-5

Achim Hartmann

When accelerating out of corners, the Mazda CX-5 needs a moment of memory before transferring power to the rear wheels to get out. A maximum of 50% goes back if necessary.

When it comes to handling, Mazda doesn’t exactly motivate more driving engagement. The softer, more comfort-focused configuration suits bumps much better than gallant curves circles. That’s when the CX-5 falters. And the inherent precision of the steering changes to understeer, which is replaced when the throttle is lifted by a rapid change in load that is reliably captured by the ESP. When accelerating, all-wheel drive takes little time to transfer torque to the rear wheels so that it can be extracted. So the CX-5 could be faster in driving tests on the test track. On the road, the GV70 is safer and more agile.

Because there he can, unlike slalom and double lane changes, implement the advantages of his driving concept. While the Mazda only sends a maximum of 50 percent of the power to the rear axle when traction is needed, the Genesis is just the opposite: its all-wheel drive system transmits as much as possible, or a maximum of 100 percent, of the power. at the rear axle and also in the event of a slip of up to 50 percent at the front. With variable shift steering – with sufficient precision and feedback, without overly exaggerated response – it steers more motivated, stays neutral longer, understeers later, presses more grip on the straight. Tight tuning keeps body movements at a low level, as does suspension comfort.

Genesis GV70

Achim Hartmann

The all-wheel drive of the Genesis GV70 works exactly the opposite of that of the Mazda. Normally, up to 100% of the power goes to the rear wheels, while in the event of a loss of traction, up to 50% of the power can go to the front wheels.

Genesis promises that the GV70 can use image data from the front camera to precondition its adaptive dampers for failures on the road ahead. Indeed, the thrust of this innovation is just as low as that of the different driving modes, where color changes in digital tools represent the most noticeable change.

Long live the blind spot

On the other hand, active lane guidance interferes extremely intensely. It grabs the steering unpleasantly even at the slightest deviation from the specified line. And if you don’t grab the wheel, the system constantly assumes you’re driving hands-free.

It’s so annoying after five minutes that the system shuts down – and perhaps because of this experience, much better in other cars in the future. A real plus in terms of safety, however: when turning and changing lanes, the GV70 displays the blind spot image in the tachometer or speedometer.

Just behind the CX-5, almost in the blind spot, the Genesis crosses the finish line – thanks to the price of the test car, high due to the relevant extras for the evaluation, the less princely equipment and, despite a five-year warranty, plus slightly lower maintenance costs. Now it would be nice if you initially thought the GV70 could win. Then we could find ourselves with too many pedantic chances of the old Descartes: “Anything that is even probable is probably wrong”.


Of course, Hyundai makes great cars!

No, go away with the SUV!

Read more


1. Mazda CX-5 D 184 AWD
577 points

A win worth money: the practical, richly equipped, more comfortable, slightly cheaper, but less glamorous CX-5 wins on the lowest price.

2. Genesis GV70 2.2 D AWD
572 points

Silver Gold Medal: Its price ranks first for the sleeker and more powerful GV70, despite the increased thrust. Understands less than comfort and voice control.

Technical specifications

Genesis GV70 2.2 D Sport Mazda CX-5 D 184 AWD Sports-Line Plus
base price € 49,090 € 49,140
external dimensions 4715 x 1910 x 1630 mm 4575 x 1845 x 1680 mm
trunk volume from 542 to 1678 l from 510 to 1626L
displacement / engine 2151 cm³ / 4 cylinders 2191 cm³ / 4 cylinders
performance 154 kW / 210 hp and 3800 rpm 135 kW / 184 hp and 4000 rpm
full speed 215 km / h 208 km / h
0-100 km / h 8.3 sec 8.8 sec
consumption 7.1 l / 100 km 5.5 l / 100 km
test consumption 8.2 l / 100 km 7.9 l / 100 km

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