2017 Genesis G80 vs. Two thousand seventeen Cadillac CTS: Compare Cars
People’s Vote
People’s Vote
2017 Cadillac CTS
For decades, options for rear-wheel-drive luxury car shoppers were limited to BMW and Mercedes-Benz, maybe Infiniti or Lexus. Yet recently, several other models have become fine luxury sedans in and of themselves. If you can do without one of the vaunted German nameplates, two intriguing possibilities are the Genesis G80 and the Cadillac CTS.
Haven’t heard of Genesis? The brand took two Hyundais from last year—the Hyundai Genesis and the Hyundai Equus—and rebranded them under the fresh Genesis nameplate. There’s more to it than a badge. The G90, in particular, is an all-new model, while the G80 is reshuffled a bit—but both now boast a decent luxury car warranty, buying, and after-purchase concierge practice.
Genesis isn’t the only team that has been busy; here at The Car Connection, we’ve revamped our ratings system. With our fresh scale, the G80 comes in at an 8.Trio overall and the CTS scores a 7.Five. They’re both outstanding to drive as performance-oriented luxury sedans, but the Genesis supplies a better overall value proposition.
With a redesign that arrived for two thousand fifteen when it was still a Hyundai, the Genesis made some major moves to become more stylish and nuanced in its design. You still won’t find a Hyundai badge anywhere on the exterior of the Genesis—instead there’s one that’s more than a little Bentley-like. The look is derivative, for sure—borrowing blunt-nosed Audi influence from the front, as well as some inspiration from Mercedes-Benz and Infiniti, but mixing it up with some of the Korean automaker’s own Fluidic Sculpture design moves. Inwards, the look emphasizes horizontal lines and succeeds in looking classy and substantial, with materials that are incredible but perhaps not fairly “bespoke” enough for the pricier end of this model’s reach.
2017 Genesis G80
2017 Genesis G80
2017 Genesis G80
On the other palm, the Cadillac CTS carries forward with a design that’s all its own and uniquely Cadillac; compared to the G80, it’s absolutely stunning, with its signature LED vertical headlamps and a combination of blunt corners, acute edges, and organic, somewhat curvy sheet metal in inbetween. The cabin is just as beautiful as the interior hints, with cut-and-sew upholstery, beautiful soft-touch materials all around, and some warm, titillating color palette. It’s strikingly futuristic, a universe away from the Germans, and far more enticing than Japanese luxury sedans, or the G80. Advantage, Cadillac.
2017 Cadillac CTS
2017 Cadillac CTS
2017 Cadillac CTS
Cadillac has also already managed to give BMW jumpy sweats with the last-generation CTS-V—a BMW M5-beater in some respects. There’s an even more insane 640-horsepower CTS-V on capable of sub-four-second 0-60 mph acceleration and a top speed around two hundred mph. But for most of us, the CTS performs well with the base 272-hp, Two.0-liter turbocharged 4-cylinder engine. That’s a bit coarse at times, so the sleek 321-hp, Three.6-liter V-6 is an upgrade some will appreciate; there’s also the V-Sport model’s 420-hp twin-turbo V-6. Meantime, the Genesis has more of a traditional luxury-sedan engine lineup; there’s either a Three.8-liter V-6, making three hundred eleven hp, or a 420-hp, Five.0-liter V-8. Transmissions are automatic in both cases, with sleek shifts, responsive downshifts, and gears selectable via steering-wheel paddles.
Most of the CTS lineup is suggested with a choice inbetween rear-wheel drive or all-wheel drive, while the higher-performance V-Sport is only rear-drive. For the Hyundai Genesis, the top V-8 model is also rear-wheel-drive only, tho’ AWD is available with the V-6.
In rail and treating, that’s where the Genesis truly shines in a way you might not have at all expected. The previous Genesis could have used a little more attention in that department, and it seems that Hyundai has very much compensated, even employing Lotus for some help with tuning. Provided you don’t expect a full-fledged sport sedan, the Genesis is delightful, especially in its V-6, rear-wheel-drive form, suggesting far better steering than what we’ve experienced in other vehicles designed by Hyundai. Beware, however, that V-8 models, with the available Continuous Damping Control (CDC) don’t treat any better and there’s no big payoff in rail. As for the CTS, it’s closer to a true sport sedan, but it simply doesn’t play that role in its less-expensive forms, with the four-cylinder or V-6. We’d go for the available Magnetic Rail Control (MRC) suspension, however, as it does exactly what it claims, providing sharper response when you need it and a supple rail the rest of the time. The CTS V-Sport riffs off this model’s sportier side, bringing upgraded Pirelli rubber, quicker steering, Brembo brakes, and a track mode for the suspension, steering, and powertrain. As such, it’s a luxurious sport sedan in a way the Genesis can’t manage—at least not yet.
While the Genesis is a step behind the CTS for those with spectacle tastes, it has one major advantage for anyone who plans to bring along passengers: a back seat that’s entirely usable by adults. Rear-wheel-drive sedans aren’t often excellent for interior space, yet Hyundai has done well with the Genesis, which offers good ease of entry and exit to those back seats, as well as good legroom. While we choose the more adjustable, well-bolstered seats in the CTS, the Genesis’ better use of interior space—especially for those in back—with essentially the same vehicle length is an indisputable advantage. And at just 13.7 cubic feet, the CTS’s trunk capacity is also on the slender side. Of course, if you’re not as particular about your interior space, the Cadillac has the edge in ambiance and opulence, with more charming forest and metals than you’d find even in an E-Class or 5-Series.
In safety, these are both very strong picks; but based on crash-test ratings as well as features, the Genesis has a safety advantage. It got an all-new structure last year, and with nine standard airbags and a long list of active-safety items it’s earned the IIHS Top Safety Pick+ nod. As for the CTS, its results have also been great—except for the challenging petite frontal offset test, where the big Caddy earned an unimpressive “Marginal.”
Features? If you’re talking the sheer number of them for the dollar, it’s undoubtedly the G80 that’s the winner. Even in its toughly $41,000 base form, the G80 includes navigation, rain-sensing wipers, and power everything, and you can opt for things like ventilated front seats, a power rear sunshade, surround-sound audio, active cruise control, and all the active-safety kit without deep-throating past your budget. The CTS outdoes some German sedans for features, but it’s relative here, and it simply doesn’t suggest as much for the money as the Genesis. Its CUE interface can be a little off-putting, yet it offers a fine head-up display, as well as a parking assist system that can steer the CTS into parallel catches sight of.
We think the CTS has some strong advantages in terms of styling and spectacle. Its opulent cabin appointments and superb rail and treating also help it feel a class above. When you look at everything else pragmatic, like safety, back-seat and trunk space, and the absolute feature set, the Genesis completes up on top. A little bit of passion can sway this one in favor of the CTS, but clever money says the Genesis is a lot of real luxury sedan for the buck.