Audi Q7 vs Genesis G80

What's the difference?

Overall, changes to the Q7 aren’t quite revolutionary, but that’s okay because it was already a fantastic large SUV.

The fact Audi has kept the price around the same mark and introduced a cheaper entry-grade should be welcome news for prospective buyers.

But even the existing variants are capable and impressive family haulers… and now they’re just that little bit better.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Overall, then, the flagship G80 tries to be docile Clark Kent and the amazing Superman in one. As such, it stretches itself trying to be both a luxury GT and high-functioning sports sedan.

But while it doesn’t quite achieve either perfectly the Genesis gets near enough for most – especially at its exceptional price point.

The phrase ‘evolution not revolution’ is applicable here, cliche as it is, with the Q7 having been given a Botox-style lift at the front end.

The standard matrix LED headlights have a higher lighting signature than before, with the lighting elements leading into the lines down the shoulder of the SUV.

The grille now features a hexagonal honeycomb insert, the vertical line styling is now a thing of the past and the functional side vents are a little more aggro.

Overall, it’s a sharper look that brings the Q7 up to date with Audi’s current design language, down to the more angular wheel choices.

At the rear, the new tail-lights are ‘joined’ via a chrome strip spanning the rear, and the lower bumper (with real exhaust exits) has had a refresh.

Audi’s new CI badging (or ‘corporate identity’, pretty sexy stuff) is also present, which includes a new typeface for the ‘Q7’ badge at the rear, which is no longer italicised and is separate from the red ‘S line’ rhombus.

The four rings badge is also flatter and is white with black outlines, rather than a three-dimensional chrome badge.

Inside, the changes are more than skin-deep. In fact, the skin is the same, you’d be hard pressed to notice anything different about the Q7’s interior between pre- and post-facelift without diving into the electronics.

Australia never saw the original 'BH'-series Genesis, which was created primarily with US buyers in mind to be a 5 Series alternative at a 3 Series price, complete with rear-wheel drive and advanced chassis dynamics.

Hyundai spun the series off as a stand-alone brand in the mid-2010s within the second-gen 'DH' Genesis’ run (that did include Australia) from 2015, which is when the G80 badge arrived, while the 'RG3' redesign you see here launched in 2020.

What you’re seeing here, then, is a facelift of a half-decade-old design, and doesn’t it give off Bentley vibes? From that blocky nose with its latticed grille to the sleek profile, the five-metre long by two-metre wide G80 passes for a Continental GT wannabe. Particularly in SL guise. And a convincing one at that.

When it comes to the interior, look around. A 27-inch OLED touchscreen takes in the crisp digital instrumentation and slick multimedia displays.

We like the configurable widgets that come complete with pictures for instant recognition, and the fact that Genesis decided to put an equally-user-friendly climate-control screen below, so eyes never need to leave the road once you quickly learn where all the switchgear is.

Audi has changed the layout and added new apps in the main 10.1-inch multimedia touchscreen, though fortunately it still has shortcuts to all the Big Dogs in terms of functions: media, navigation, phone, etc.

On top of that, everything is still in big, easy-to-see (and press) blocky buttons on the main screen.

The 8.6-inch screen below also still has climate controls readily available, and there are still physical buttons for a bunch of functions including drive modes.

The wide 12.3-inch driver display also remains familiar, though now has a higher resolution and more functionality in terms of on-road help and safety - which we’ll come to later in this review.

Aside from the tech, ‘spacious’ is an understatement when it comes to the big Audi’s cabin. In the front seats especially, the Q7’s central tunnel and dashboard are easy to reach without feeling like an enclosure as they wrap around the front passengers.

However, if I had to level one criticism at the usefulness of the Q7’s front row, it would be that despite there being physically plenty of room, storage is at a premium. 

For something this big, there aren’t many places to put items that aren’t your phone or a drink. 

There are door card holders for bigger bottles, some space for small items, and the cupholders of course, but the space under the central armrest including the phone charger is stingy.

Fortunately, the second row is not lacking space and is modular in its adjustability. Occupants can move seats, adjust their angle, and even sort out the middle seat separately. 

Depending on how high up the variant chain you go, separate climate controls for the middle row and the panoramic sunroof help create a comfortable and roomy feeling.

The second row can also be tucked up behind the front row for easier access to the third row, which (if the second row is slid forward a tad) is just spacious enough for an average adult to be relatively comfortable for a short trip. 

The third row seats are able to be folded or raised with switches that are accessible from the side doors or the (electric) tailgate, where there’s also a switch to lower or raise the rear suspension by 55mm to aid loading.

On that, the Q7 has a claimed luggage capacity of roughly 295L with all seats up, 780L with the third row folded down and 1908L with the second row lowered.

Size may not be everything, some say, but it sure says a lot when a medium-sized luxury sedan is long enough to swing it with some large Germans. And in this case, the impressive dimensions are enhanced by a three-metre-plus wheelbase.

Behind the soft-close doors, you’re met with a cabin defined by the luxury of space and isolation from the outside world – just what you’d expect from a full-sized flagship sedan. There’s room to stretch in all five seats.

Plus, in the SL, the seats and chunky steering wheel silently whirr out of the way for easier entry and egress, before sliding back to their previous-memory positions.

The front seats are among the best we’ve experienced in a long time, holding and caressing in all the right places. Switching drive modes increases bolstering and/or support, whilst longer thighs will appreciate the extendable ottoman feature. Hot/cold control and a prodding massage function further enhances the users’ pleasure.

As in all Hyundai products the digital instrumentation and media touchscreen are paragons of simplicity and clarity.

Actual knobs for audio, tuning, fan and temperature controls flank these, along with buttons for 'Home', 'Menu', 'Driving Modes', 'Cameras' and parking sensors.

So thoughtful, so easy. Even vision isn’t too bad, aided of course by the surround-views available. This is quite an unintimidating vehicle to judge when parking despite its length.

Issues? The gear selector is the circular variety Jaguar debuted with the original XF during the late 2000s and is a bit clumsy to use; sited in prime console real estate, the cupholder lid is set-up for left-hand drive, meaning it provides a (minor) obstacle for the driver when open; the test car’s carbon-fibre-look trim won’t be to everybody’s taste and there’s no walk-to/away automatic central locking.

Meanwhile, the rear seat is in the spirit of a true limo.

Wide doors allow for easy entry/egress, revealing impressive levels of space for shoulders, hips, knees and feet (though headroom might be a mite tight for taller dos due to the sunroof). The left-side rear occupant can re-position the seat in front automatically to boost legroom even more.

Airliner premium-economy class-style backrest reclination is included. And you can sink yourself or your loose digits into the tactile and aromatic bliss of the perforated Nappa leather, thick pile carpet, suede trimmed pillars and ceiling and quality textures, further upping the luxury ante.

The large folding armrest facilitates access to heating/ventilation, audio, a sunblind, cupholders, phone chargers, USB-C ports and hidden storage.

The fortunate rear-seat passengers also face air vents and a separate climate control panel from the front-seat riders. So decadent. This was clearly designed for chauffer opulence and it shows. Very difficult to fault.

But further back, it isn’t so bountiful. Literally.

The pleasingly plush boot measures in at a smallish 424 litres, and that’s almost 100L down on a 520i’s. And while it comes with a ski or 'Bunnings port', simple folding backrests would have been more practical, particularly for car reviewers who occasionally need to transport their bicycle.

Oh well, that’s what SUVs are for.

The space-saver spare, in lieu of the hated tyre repair kit, is welcome, though. Thank you.

That HSV Grange analogy is pretty close to what the G80 3.5T AWD SL from $121,200 (all prices are before on-road costs) represents, and not just in dimensions and performance.

Adjusted for inflation, a 2015 Grange from $86,990 would equate to about $115,300 today, which nestles in neatly between the ‘base’ G80 2.5T rear-driver from $104,200 and 3.5T AWD SL.

And, like the big Holdens and Fords of yesteryear, the Genesis annihilates the German luxury sedan triumvirate for value for money as well as bang for your buck, when you consider what the competition is at its price point: Audi A6 45 TFSI quattro S Line from $122,415, BMW 520i from $114,900 and Mercedes-Benz E200 from $117,900.

Nowadays, even the entry-level Euro grades are pretty well specified, but all have 2.0-litre, four-cylinder, turbo-petrol engines of between 150kW and 180kW outputs and two-wheel drive, against the Genesis’ 279kW 3.5-litre V6 twin-turbo and AWD.

And then there’s the SL equipment levels, that includes everything you’d expect from a machine that is built like a Lexus, behaves like a BMW and wants to be as bourgeois as an S-Class Benz, with powered, electric and wireless everything.

It’s easier to list what’s missing: namely, walk-away door locking.

Still, listing some of the standout features is editorially required, so the SL’s lucky occupants can indulge in a heated front console armrest complete with UV-C sanitisation, a real-time concierge service with a five-year subscription included, a fingerprint recognition system for extra security (freeing society from a key!), a powered rear-window shade and the quietness that active noise-cancellation brings. And all are new with the MY25 facelift.

More opulence comes in the form of Nappa quilted leather upholstery, surround-view monitors, 18-way powered/heated/vented/memory front seats with massaging and ottoman extenders, powered reclining/vented/heated rear outboard seats with (manual) sun-blinds, tri-zone climate functionality with rear-seat controls, front and rear wireless smartphone chargers, 18-speaker Bang & Olufsen audio (with epic sound), soft-close doors, suede headlining, a panoramic sunroof with powered blind, solar-controlled glass, a powered boot lid with valet mode and remote-control parking.

We are pretty sure you won’t find this combination of gear in your entry-level German sedans at the 3.5T’s price point.

Genesis has also crammed in as much active and passive safety as possible. More on that in detail later on.

Note that there is also an all-electric G80 Signature Electrified AWD version from $155,000, making it the series’ true flagship.

Successive federal governments in Australia with their Luxury Car Tax have made this sort of vehicle a questionable value proposition as it balloons their prices, but within the context of what else is available, the G80 makes for a brave and bold alternative to formidable yet predictable alternatives.

The four drivetrain options for the Q7 line-up are split between the two ‘grades’, with the 45 TFSI and TDI powering the 'entry-level' cars and the 50 TDI and 55 TFSI as the feature-packed variants.

The most affordable option is the 45 TFSI, which runs a 2.0-litre, four-cylinder, turbo-petrol engine making 185kW and 370Nm.

Like all variants in the Q7 range, the 45 TFSI engine powers all four wheels via an eight-speed automatic transmission. Audi claims the 45 TFSI will hit 100km/h in 7.3 seconds, if that’s your thing when it comes to three-row SUVs.

The rest of the line-up is powered by different versions of the brand’s 3.0-litre V6, all turbocharged, and all with 48-volt ‘mild hybrid’ (MHEV) tech aiming to increase efficiency.

The 45 TDI is, of course, a turbo-diesel 3.0-litre V6 that makes 170kW and 500Nm, also sending power and torque to all four wheels via the same style transmission. Audi says this one knocks over 100km/h in 7.1 seconds.

Similarly, but with more power and torque, the 50 TDI is also powered by a turbo-diesel unit as the name suggests. This one puts out 210kW and 600Nm, making it likely the best choice for towing and such even though all V6 variants boast a 3500kg braked towing capacity. The 50 TDI’s figure to hit 100km/h is a claimed 5.9 seconds.

Finally, the 55 TFSI makes 250kW and 500Nm, and boasts a 5.9-second claimed 0-100km/h time.

As the alphanumerics suggest, the G80 3.5T AWD is powered by a 3.5-litre twin-turbo V6 petrol engine, producing a hefty 279kW of power at 5800rpm and 530Nm of torque between 1300-4500rpm.

Tipping the scales at 2095kg (kerb), the SL’s power-to-weight ratio is 133kW/tonne.

Drive is sent to all four wheels via an eight-speed torque-converter automatic transmission. 'Normal', 'Sport' and 'Eco' modes are fitted.

As you might expect, diesel versions of the Audi Q7 are claimed to use less fuel than their petrol counterparts, so let’s start with those. 

The 45 TDI boasts a claimed 7.0L/100km consumption figure, while the 50 TDI is a little higher at 7.1 litres. Both have 75-litre fuel tanks, and should therefore theoretically get more than 1000km out of a fill.

On to the petrol models, the four-cylinder TFSI 45 has a claimed 9.3L/100km efficiency figure and the V6 TFSI 55's number is 9.0L/100km.

Given the nature of the driving and groups sharing cars during the launch event, we’ll wait until we’re next in a Q7 for a longer time before doing our own efficiency test.

Here is where the G80 has all four wheels rooted more in the past than in the future.

With no electrification of any variety (hybrid, in other words), high fuel consumption is always going to be the real price paid by going for a Euro-5 spec twin-turbo V6 weighing some 2100kg.

The official combined average figure is 11 litres per 100km, for a corresponding carbon-dioxide emissions rating of 250 grams/km. On the highway that drops to 7.9L/100km and soars to 16.3L/100km in the city cycle.

With a 73L fuel tank, that combined average number means a driver can expect around 660km of range between refills of 95 RON premium petrol, though Genesis says this G80 will also run on E10 ethanol blend.

Now, our trip computer said that we averaged less than the official figure, at just 9.7L/100km, but our pump-to-pump testing ended up being 11.4L/100km. Which isn’t that bad.

Aside from the mild-hybrid now standard on the Q7’s V6 models, there’s not a whole lot to report on in terms of new tricks or surprises from behind the wheel.

But that’s okay, because it means the Q7 remains a supremely comfortable and capable large SUV.

Our test route consisted of plenty of rural driving, with a combination of surfaces that would in some family haulers see the suspension and maybe even steering show cracks in their ability - but the Q7 remains composed.

Given its weight and size, it can feel a little hefty around sharper corners, but the Q7 in these variants (i.e, not its performance-focused SQ7 sibling) isn’t built to be hustled like that.

It feels like the kind of air-suspended loungeroom-on-wheels that would be at home barreling down the autobahn at 180km/h and being completely undramatic about it.

Still, this model shares some moving parts underneath with the likes of the extremely capable Porsche Cayenne, and while the Q7 isn’t quite a giant hot hatch, the sound foundations shine through dynamically.

Of course, when it comes to powertrains, there isn’t really a wrong answer, each engine fits a purpose.

If you’ll ever need to tow (and you can at up to 3500kg braked), the low-down steady urge of the 50 TDI is probably your best bet, but even the 45 TDI is a solid choice for long-range motoring.

The petrol models will better suit those in city situations, and while they never feel truly urgent, the 55 TFSI isn’t without some impressive push for something of this size.

The Genesis G80 3.5T AWD SL drives in a similar way to the big brutish American-inspired Caprice and HSV Grange V8s, in that it delivers effortless, lazy performance with a sophisticated twist.

No slouch off the line even in Eco mode, the twin-turbo V6 leaps into action if you’re heavy on the throttle in Comfort mode, hunkering down as the speed piles on quickly.

With 'Launch Control', the claimed 0-100km/h sprint time is 4.9 seconds, though in regular mode it is rated at 5.1s on the way to a top speed of 250km/h.

And while the enhanced exhaust orchestrates a nice warble from behind, it remains a strong, smooth and silent performer.

The AWD system is RWD-biased and is continuously variable according to prevailing conditions, performance and grip.

The SL also features an electronic limited-slip differential for better traction and grip, as well as rear-wheel steering that either counter-steers the rear wheels in relation to the front ones for a tighter turning circle (11.8m) or parallel steers them for “enhanced steering responsiveness and stability at high speed.”

Selecting 'Sport' or 'Sport+' is met with distinctly more-urgent responses, with the transmission holding on to ratios as the revs approach the red line, which can be annoying around town.

It’s quite surprising – and probably a good thing – that the beautifully balanced and connected steering can be light and easy when you’re relaxed, and yet hefty to the point of feeling heavy when you’re really on it. Likewise, the brakes in 'Comfort' are pleasantly progressive. In 'Brake Sport' they’re fiercely responsive.

Note that, in Sport+ with the safeties off, the SL's tail can become very playful indeed, even in bone-dry conditions.

Suspension is via multi-links at both ends of the car, whilst the SL grade includes what Genesis calls “Road Preview Electronic Control Suspension (ECS)”, that scans the road ahead and then adjusts the adaptive dampers for better ride comfort.

That all said, the Genesis’ sheer size and weight keep it from feeling like an out-and-out sports sedan. The speed and AWD grip is there - tyres are Michelin Pilot Sport 4S (245/40 fr - 275/35 rr) - and the handling results in some pretty astounding agility for one so large, but the steering connection, balance and alacrity are more about confidence and competence than light-footed athleticism.

This is no cut-price BMW M5. But HSV Grange owners might recognise something in its muscular good manners.

And what of the SL’s four-wheel steering? It provides a degree of tuck-in at speed which can catch out the unaware driver, though of course, it is also a boon for round-town manoeuvrability. The tight turning circle that ensues is incredible for one so long.

Ultimately, though, it is a large and heavy sedan that never quite stops feeling that way. It won’t shrink around you despite being an easy and rewarding car to drive.

Out in the wet, the AWD contributes to the G80’s squatted-down attitude, feeling impervious to prevailing external conditions.

But it’s also not quite the sumptuous luxury liner that, say, a Mercedes S450 is.

Very civilised on smooth roads, with a decent level of absorption from the multi-link suspension, the G80 struggles a little with smaller-frequency bumps at times, but then does a great job smothering the larger ones. It is certainly within the luxury sedan expectations for refinement, isolation and ride comfort, but just not the best.

If you stick with freeways and highways, this thing will bring years of civilised pleasure and punchy performance. It is a rapid yet relaxed grand touring family cruiser.

The Genesis G80 scored a maximum five-star ANCAP assessment all the way back in December 2020, though this figure does not cover the 3.5T model as tested by us.

Along with 10 airbags (including front-centre and driver’s knee protection), it is fitted with a wide variety of advanced driver assist systems (ADAS).

These include 'Autonomous Emergency Braking' (AEB) with forward-collision avoidance (taking in car/pedestrian/cyclist as well as junction turning/crossing detection), lane-keep assist, lane-change and evasive steering assist, rear cross-traffic alert, blind-spot warning/collision avoidance, traffic-sign recognition, adaptive cruise control, parking collision avoidance, safe-exit alert, surround-view monitors, driver-attention warning, traffic-sign recognition and auto high beams.

There are also two ISOFIX child-seat fixtures and a trio of child-seat anchorage points in the back seat.

Audi’s five-year/unlimited kilometre warranty is pretty standard for a premium brand, but five years of free roadside assist and the ability to add a package to extend the warranty both add a little extra to the deal.

For the Q7, a five-year servicing plan is $3820, while the $4370 'Audi Advantage' plan adds two years to the warranty, two more services, and two more years' roadside assist.

The Genesis G80 comes with a five-year/unlimited kilometre warranty, five years of what it calls 'premium' roadside assistance (increased to 10 years if serviced at a Genesis dealer) and five years/75,000km of free servicing. Service intervals are every 12 months or 15,000km.

While these are about on-par with most brands, it is behind better mainstream warranty and aftersales services, which are seven, and in a few cases, 10 years in length.