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The 2026 Genesis G90 is often described as a lower-cost alternative to the BMW 7 Series and Mercedes-Benz S-Class, but undercutting the establishment is not the most interesting thing about this car. The G90’s real value proposition is its own dichotomy—the interface has the high-contrast sans-serif modernity of an iPhone app, but the driving experience is old-school luxury car. We’re not just talking about smooth and quiet, here. The G90 is plush, plush, plush.

It’s nice to drive, but nobody should be calling this a “driver’s car.” It’s a limo that the driver, too, can enjoy riding in. Consider this: Extremely gentle driving dynamics—that “floating” ultra-smoothness people associate with Boomer-era Cadillacs—and a UI that firmly prioritizes legibility over whimsy, plus a raft of bone-coddling features like push-button-close doors and massagers in every seat.

The Basics

This is a bona fide six-figure flagship, and it looks the part. The design, which hasn’t changed much since its debut a few years ago, has proven pretty timeless, largely thanks to its restraint. It has the strength of presence you want in a big luxury car, without being shouty. A simple word for that: Classy.

The standard-wheelbase G90 measures 207.7 inches, making it quite close in size to the 2026 S-Class (209.5 inches) but noticeably shorter than the 7 Series (212.2 inches). Genesis makes great use of all that space with spectacularly comfortable rear seats that very much hit the transatlantic first-class ambiance you expect in a car like this.

All G90s sport a 3.5-liter twin-turbo V6 with all-wheel drive and an eight-speed automatic transmission. When you move up from the base model, the powertrain also features a 48V E-Supercharger, bumping horsepower from 375 to 409 while fuel economy drops slightly (21 to 20 mpg in combined driving).

What’s An E-Supercharger?

Genesis has published a fairly detailed explanation of its unique E-Supercharger system. The most important nugget regarding why you’d want this technology is here:

“Typically, a turbocharger uses exhaust gas to spin the turbine following combustion in the engine, which then drives a compressor wheel to compress air into the engine, increasing output. Enhancing the turbocharger’s capacity can increase airflow and ultimately boost maximum output, but this normally leads to longer compression times. Therefore, when the engine is under load or operating at low speeds, it can cause a delay in acceleration or slower throttle response.

“The 48-volt e-supercharger, however, addresses these drawbacks by activating at speeds below 1,750 revolutions per minute. It compresses air behind the compressor wheel and delivers it to the engine, increasing low-end output and reducing turbo lag. When the engine reaches higher revolutions per minute, where the turbochargers alone are adequate for boosting, the air bypasses the e-supercharger and is directly supplied to the engine intake manifold.”

In other words, though the system adds to peak horsepower, its most appreciable benefit is a huge sensation of low-speed thrust that makes it feel very powerful.

Models equipped with the E-Supercharger also get more luxurious features, such as multi-chamber air suspension, rear-wheel steering, larger brakes, and more. The top-of-the-range model we tested, the G90 3.5T E-SC MHEV Prestige Black AWD (yes, that’s the full proper name), adds unique all-black trim, wheels, and light bezels for a brooding, almost ominous appearance.

Driving the 2026 Genesis G90

Settling into the G90’s seats feels like landing on your favorite couch after a full shift at the factory. Pleasure, relief, and a sense of safety wash over you as you push a button and the door swings closed without effort. That takes some getting used to—I kept forgetting that the doors are powered and found myself fighting the mechanism.

The controls are clear and easy to find, and even the steering wheel seems optimized for minimal user resistance—with just two big spokes, you can pretty much hold it however you want.

When you hit the gas and get going, it almost feels like the car’s sitting still while the world moves around it. There’s not really much sensation of speed, but it’s definitely not slow. In a sense, this 5,000-pound vehicle actually feels light. It almost feels like it’s hovering. There is a sport mode; if you boot the gas pedal and steer the wheel like you’re in an ’80s action movie, there’s a whole lot of body roll—it’s much more boat-like than its stiffer German rivals. The car doesn’t reward aggressive driving.

But it does provide effortless acceleration when you want it, and an almost unbelievably smooth ride, even over NYC’s battle-scarred roads. One of the vehicle’s front-facing cameras communicates with the air suspension to mitigate the impact of potholes and speed bumps as much as possible. Genesis calls this party trick “Preview Electronic Control Suspension,” and as far as my butt could tell, it works remarkably well. The G90 also has a surprisingly tight turning radius—made possible by rear-wheel steering that’s active at low speeds.

All this to say: The driving experience is remarkably effortless.

The Highs and Lows

I’ve established pretty clearly that comfort is the big high point here. But design and parking-lot presence are also very strong. The G90’s reserved look is already aging well; this car will undoubtedly still be pretty in a decade. The plushness won’t appeal to everyone—if you’re looking for steering feel and driver engagement, this isn’t your car—but I think Genesis was wise to lean into relaxation with this. There are plenty of high-power, high-stiffness luxury vehicles out there.

Some of the things that bugged me were just a matter of learning the settings. I never did come to enjoy the “push-button close” doors, for example. I found the interior lighting almost universally annoying. Interior ambient light strips reflect on the windshield at night. The rear climate control screen is needlessly bright and way too hard to quickly deactivate. At least the main infotainment screen is mostly elegantly tucked into the dash.

Fuel economy leaves a lot to be desired, especially when compared to rivals. That’s an earnest complaint we’ll revisit in a few paragraphs. A more pedantic observation I couldn’t help making is that the design of the buttons and some interior material choices felt a little more “kid’s toy” than “timeless luxury product.” While the surfaces that matter most (seats, steering wheel) are well-attended to, the wood dash trim and buttons just don’t look or feel as robust as those in my nine-year-old BMW 3 Series. Not a dealbreaker, but I won’t let it go unmentioned.

Rear-Seat Comfort

The G90 is almost better to appreciate from the back-right seat. And it’s very clear that the car was designed mostly for limo duty. There are easy controls to squish the front passenger seat towards the windshield, creating a soft-leather paradise for whoever’s being shuttled.

The rear seats don’t quite lie flat, but they get as close as you’d reasonably want to, and they are just so, damn, comfy. The rear center console, which tucks away if you have to suffer the indignity of having three people on the rear bench, is full of cupholders, chargers, and comfort controls. If you make your driver activate Chauffeur mode, the vehicle’s muted response exaggerates the floating sensation to the point where you pretty much feel like you’re in a high-luxe spaceship.

Fuel Economy

The range-topping Genesis G90 is most directly comparable to the base BMW 7 and Merc S. Compared to those, it uses much more gasoline. Based on these numbers below, it seems pretty clear that Genesis’ E-Supercharger system is more about adding low-speed oomph than improving efficiency. I don’t know if this is a deal-breaker, but if you’re picking a Korean car over Germans purely because you think running costs will be lower, it seems that is not actually the case.

Value and Verdict

The top-spec Prestige Black G90 we test-drove and photographed here lists at $107,895. That’s a lot of money, but it is a rock-solid value compared to other cars on the market. If you’re looking for a modern execution of old-school luxury car priorities, this is it. It’s ultra-comfortable, easy to drive, and delightful to ride in.

Genesis provided The Drive with a seven-day loan of this vehicle for the purpose of writing this review.

2026 Genesis G90 3.5T E-SC MHEV Prestige Black AWD Specs

Quick Take

A couch on wheels that hauls ass, and coddles it, too.

The Q4 e-tron is currently the German brands smallest and most affordable EV in their 4 car lineup, sitting beneath the larger Q6 and Q8 e-tron SUVs, and well below the lofty price tag of an e-tron GT. 

However, you wouldn’t call the mid-size SUV small, as it measures only slightly smaller than a Tesla Model Y. Prices starting at $84,900 plus on-road costs, so it is not exactly affordable either for most people. But for those who traditionally buy Audis or other luxury vehicles, I think the Q4 e-tron is worth a look.

Q4 e-tron is built upon the Volkswagen Group’s MEB platform, so it shares underpinnings with several other EVs like the Cupra Born and Tavascan, Skoda Elroq and Enyaq, as well as Volkswagen’s entire range of ID electric vehicles. 

There are 4 variants of the Q4 in total, 2 rear-wheel drive Q4 45 e-trons available in either SUV or Sportback body style which is Audi’s name for a coupé SUV. Above that are 2 all-wheel drive Q4 55 e-trons, giving you more power and interior features included, but less range from the same 82 kWh battery for roughly $20,000 extra.

Interestingly, despite the sloping rear window on Sportback versions, their boot space is listed as 15 L higher than the SUVs at 535 L vs 520 L. There is definitely less rear headroom in the Sportback though, so if you have tall people in the back often the SUV would be a better choice.

Plenty of positives

There are plenty of things to like about the Q4 e-tron, starting with the exterior design. Looks are subjective I know, but the Q4 is a good looking car in my opinion, with sleek lines and interesting design elements. I don’t like the fake grille, but I guess Audi wanted the Q4 to blend in with the rest of their combustion SUV range.

Inside, the Q4 cabin looks and feels premium apart from some hard plastic sections in the door panels which seem cheap, detracting from the overall vibe a little. The central touchscreen is angled towards the driver, along with physical buttons below for adjusting climate controls that emit a satisfying click when pressed.

I found the standard leather appointed seats were very comfortable. My father-in-law said he found them particularly good in terms of the seating position at the end of a 3 hour drive through the countryside. The Q4 I drove was fitted with the optional $2,860 comfort package which adds electronic adjustment to both front seats and memory function for the driver.

If you want to upgrade to real Nappa leather seats, you first need to start with the Q4 55 e-tron and add the optional $2,500 S line interior package. As far as I can see these seats still lack ventilation though, a nice feature that comes standard on some cars that are half the price or even less.

When I first got in the Q4 I was disappointed to see it had a start/stop button, although I was pleasantly surprised to find it was completely optional as the car starts up when you touch the brake pedal anyway. The car also turns itself off automatically as you get out which removes another unnecessary step that tends to annoy me in other cars.

Setting off in the Q4 is therefore quick and easy given the optional start button, combined with the fact that settings such as auto hold are retained between drives. You can simply buckle up, press the brake and engage drive. Safety systems were well tuned too, so there is nothing you need to fiddle with each time.

Handling and suspension was another highlight of the Q4 e-tron, no doubt helped by Audi’s vast experience making cars for over 110 years. The Q4 feels sporty and capable, yet was also one of the most comfortable EVs. This was confirmed by every family member who came for a spin, they all commented on the noticeably good ride quality.

The Q4 e-tron handled both high and low speed corners well, feeling planted and confidence inspiring in the bends. On highway stretches it felt as if it would have no trouble at all on German Autobahn travelling much faster than our 110 km/h limits. If I was nitpicking, the takeoff from a standstill when using auto hold can occasionally be jerky.

Acceleration in the single-motor 45 e-tron felt smooth and powerful, on paper it will reach 100 km/h in 6.7 seconds which is spritely enough for most people. For reference the dual-motor 55 e-tron is still heavily rear-biased, as the front motor adds a modest 40 kW / 134 Nm over the 45 e-tron’s outputs (210 kW / 545 Nm), cutting the 0 – 100 km/h acceleration down to 5.4 seconds. 

Sam Parkinson described the tranquility of the Q6 e-tron cabin in his review, and I found the Q4 e-tron to be similar. The only time I noticed significant road noise was on rough sections of bitumen, which was a bit surprising given the tyres fitted were EV specific Hankook ventus S1 evo with decent sidewall heights. 

Efficiency figures for the Q4 e-tron were average for a car this size weighing just over 2 tonnes. Around town I measured 163 Wh/km and on the highway it was not much worse at 170 Wh/km. This results in around 450 km real world highway range on a full charge, compared with 540 km WLTP for the Q4 45 Sportback I was testing.

Not many negatives

Overall, my experience with the Q4 e-tron was mostly positive, but I came across a few areas that could be improved in future iterations of the car. One of these was navigation using the built-in infotainment experience, which felt oldschool and used a text-to-speech system that reminded me of early versions with a stilted, robotic sounding voice.

You can overcome this by using wireless Android Auto or Apple CarPlay, although I also noticed occasional glitches while streaming bluetooth audio and Android Auto sometimes failed to connect. On the positive side, navigation steps from Android Auto showed up on the instrument cluster, not on the head-up display though.

Despite all of the physical buttons on the dash, front seat passengers need to swipe clockwise or anti-clockwise around a fiddly touch-sensitive audio control to adjust the volume. Drivers can use buttons on the steering wheel to adjust volume, although these are also touch-sensitive and can be falsely triggered while cornering.

Rear visibility in the Q4 Sportback version is hampered by the sloping roofline and low mounted spoiler which is visible in the rear-view mirror. Thankfully the 360 degree cameras usually provided a good view of surroundings, except at night time when I found them grainy and blurry.

In terms of packaging, Audi has not taken full advantage of the dedicated MEB EV platform, leaving room to add more space and storage if they make a refreshed version of the Q4. For example, there is a slight hump in the middle of the rear floor, no frunk under the bonnet and the interior doesn’t feel as spacious as it could be for a vehicle of this size.

Lastly, the Q4 charge port is located on the rear drivers side which is not the best if you rely on kerbside charging, particularly on narrow inner city streets. This also means you end up blocking a stall when using Tesla’s older Supercharger sites that aren’t fitted with the most recent V4 hardware and longer charge cables.

Conclusion

I really enjoyed driving the Q4 e-tron, particularly how quick and easy it was to set off each time and how well it drove in any circumstance. At the end of the week, I would have been quite happy to keep on driving it around, which is not something I can say about all of the cars I get to test drive.

The Audi Q4 e-tron is certainly not for the budget conscious buyer, with driveaway prices starting from close to $95,000 without any options ticked. However, if you are someone who buys Audis or luxury cars in general, I think the Q4 is a great entry point into an EV.

Audi will need to up their game soon to remain competitive in this segment though, as BMW’s ‘Neue Klasse’ vehicles like the new iX3 set a high benchmark for luxury electric vehicles both in terms of key specifications and value for money.

Table of key specifications for Audi Q4 e-tron

Variant	Audi Q4 e-tron 45 Sportback
Starting price	$86,500, plus on-road costs
Paint colours	8 exterior colours: Pebble grey – included Glacier white, metallic – $1,755 Typhoon grey, metallic – $1,755 Mythos black, metallic – $1,755 Geyser blue, metallic – $1,755 Navarra blue, metallic – $1,755 Floret silver, metallic – $1,755 Aurora violet, metallic – $2,255
Battery size	82 kWh gross, 77 kWh usable
Battery chemistry and manufacturer	Nickel Manganese Cobalt (NMC), LG or CATL
Range	540 km WLTP
Driven wheels	Rear-wheel drive
Power / Torque	210 kW / 545 Nm
Maximum charging speed	11 kW AC, 175 kW DC
Charging time	7 kW AC (0 – 100 %) – 11 hours 11 kW AC (0 – 100 %) – 8 hours 175 kW DC (10 – 80 %) – 28 minutes
Bidirectional charging	No
Exterior dimensions	Length: 4,591 mm Width: 1,865 mm Width including mirrors: 2,108 mm Height: 1,602 mm Wheelbase: 2,764 mm Ground clearance: 135 mm
Kerb mass	2,145 kg
Storage space	Frunk: N/A Boot, rear seats up: 535 L Boot rear seats folded: 1,460 L
Service interval	24 months / 30,000 km

French car maker DS showed off today its newest creation – the DS No7. This vehicle is the direct replacement for the older DS 7, which was the brand’s most popular model. The company hopes the new SUV will help it sell many more electric cars in the future. The No7 looks like a standard SUV, but it has some very French touches inside and out.

The DS No7 is a bit bigger than the car it replaces: it measures 15.29 ft long, which is 7 cm longer than before. Most of that extra space is between the wheels, giving people sitting in the back more legroom. The car is 6.23 ft wide and 5.35 ft high. Even with its tall shape, it is very good at cutting through the air thanks to a drag coefficient of Cd 0.26.

DS No7 – source: DS Automobiles

Range is the most important thing for many people buying EVs, and DS answers that need with a 97.2 kWh battery in the Long Range version. This big battery allows the No7 to travel up to 460 miles before it needs to plug in again. That is a decent distance for a medium-sized SUV. Even on the highway at fast speeds, DS says the car can still go about 280 miles.

If you do not need that much range, there is a smaller battery option. It has 73.7 kWh of energy that gives the No7 up to 337 miles of range. Both versions use a front-wheel-drive motor. The smaller battery model has 230 horsepower, while the bigger one has 245 horsepower. If you want more speed, you can pick the all-wheel-drive version. It has two motors that together deliver 350 horsepower, with a momentary “boost” bringing that number up to 375 horsepower. This version hits 62 mph in 5.4 seconds.

DS No7 – source: DS Automobiles

The DS No7 can charge at speeds up to 160kW. If you find a fast charger, you can add 118 miles of range in about 10 minutes. It takes roughly 27 to 31 minutes to go from 20% to 80% power. The car also has a V2L feature that lets you plug regular electronics, like a laptop or a coffee maker, directly into the car’s charging port to use its battery power.

The inside of the DS No7 looks like a posh lounge – there’s a 16-inch touchscreen in the middle of the dashboard, and a 10-inch screen for the driver. DS even put ChatGPT into the system so you can talk to the car. The seats appear to be very soft and use memory foam to keep you comfortable. You can even get seats that massage you or blow warm air on your neck.

Interior of the new DS No7 – source: DS Automobiles

DS is famous for making cars that ride smoothly, and the DS No7 is no different. It uses a camera to look at the road ahead – if it sees a bump or a pothole, it tells the suspension to get soft before the car hits it. This system is called Active Scan Suspension. It tries to make the road feel as flat as a pancake. The car also uses acoustic glass to keep the wind and tire noise out of the cabin, making it very quiet inside – perfect for listening to the 14-speaker sound system.

Since not everyone is ready for EVs yet, DS is also making a hybrid version. This model gets a small 1.2-liter gas engine and a tiny electric motor. It has 145 horsepower and does not need to be plugged in – the small battery recharges itself when you slow down. DS says this version can drive using only electricity about half the time when you are in the city, and it uses about 5.4 liters of fuel for every 62 miles it travels.

The new SUV will be built in a factory in Melfi, Italy and it will share many parts with cars from Jeep and Peugeot. DS claims their car is more “premium” because of the expensive materials like Nappa leather and real wood. They are even using recycled materials for the carpets and mats, and the company also removed most of the chrome trim because painting or using stainless steel is better for the environment.

You can expect the hybrid version to start at around $49,000. The full electric DS No7 will likely start closer to $55,000. In France, a special business version is already for sale for $75,000. That is a lot of money, but the No7 is meant to compete with luxury brands like Audi and BMW. If you want a car that looks different from everything else in the parking lot, this French SUV might be the right choice.

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