Genesis G80 vs Infiniti Q60

What's the difference?

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.

Beautiful looks, good handling, but the driving experience of the Q60 GT is let down by a numbness and disconnection relative to what's happening under you. Refinement isn't on the same level as its BMW and Benz rivals, but the GT is a perfect match for the RC 200t, while remaining good value for money. If you have your heart set on an Infiniti Q60 then I'd skip straight to the top and opt for the Red Sport.

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.

The Q60 GT is a head turner – literally. Whenever I was driving slow enough to notice, people were rubbernecking to look at the long, low-slung coupe. I'm sure most had no idea what brand of car it was, but in its 'Iridium Blue' paint the Q60 looked amazing with its curvy, sleek profile.

There's only one small issue – the RC 200t and Q60 GT are way too similar looking, right down to their 'signature' shaped c-pillars. I prefer the grille of the Lexus but the rear of the Q60. While there might be a bit of copy-catting going on, both are prettier than their BMW or Benz rivals.

The Q60 GT feels fairly large to drive and the dimensions don't lie – 4690mm end-to-end, 2052mm across with the wing mirrors unfurled, but low at 1395mm.

The cabin treatment is just as emotional as the exterior, with its dual screens, swoopy dashboard and sectioned off driver and passenger cells.

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.

The short answer is not very practical - but then no two-door sports car really is. So while the front two seats are roomy (although the optional sunroof restricts headroom) the same can't be said for the back seats – at 191cm tall, not only can I not sit up straight (because of the sloping roofline), I can't fit my legs in behind my driving position.

While those large doors open wide the roofline and the lack of rear doors means trying to insert a toddler into his car seat was painful and involved kneeling in the street, there were days we took our much less fancy SUV just because it was easier.

This is a four seater – with two cupholders in between the rear seats and two more cupholders up front. Storage elsewhere is limited, with tiny pockets in the front doors and a small centre console bin to hide your phone and wallet.

The boot is also on the small side at 341 litres – don't compare this to the 423 litre of cargo capacity in the RC 200t which is measured in VDA litres. That said, there was more than enough room for our weekly shop which fitted in snugly, although you have to hoist your shopping bags high to clear that boot lip.

The Q60 GT has a list price of $62,900, undercutting the Lexus RC 200t by $2000, but what you might find surprising is that the Benz C200 Coupe is only $3500 more than the Infiniti, while the BMW 420i in the Luxury grade lists for $69,900. Depending on how you look at it, either the Germans are affordable or the Japanese are expensive. Perhaps a bit of both.

It's not bad value for money, but it would be good to see other features such as Apple CarPlay and Android Auto added.

What's for sure is that the Q60 GT's standard features list is substantial. There's 8.0-inch and 7.0-inch 'double-decker' screens, sat nav, reversing camera, front and rear parking sensors, six-speaker stereo, LED head- and fog lights, proximity unlocking, heated and power adjustable front seats and leather upholstery.

It's not bad value for money, but it would be good to see other features such as Apple CarPlay and Android Auto added along with adaptive cruise control.

The Q60 Sport Premium is the next grade up from the GT and lists for $70,900, while the Red Sport is $88,900.

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.

The Q60 GT has a 155kW/350Nm 2.0-litre four-cylinder turbo-petrol engine with drive being sent to the rear wheels through a seven-speed automatic transmission. The same engine is also in the Q60 Sport Premium, while the Red Sport packs a twin-turbo V6.

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.

An official combined fuel consumption figure of 7.7L/100km is fairly optimistic and our combination of urban, city and highway running saw the trip computer reporting back to us with 9.1L/100km. Still, that's not too bad considering how much time was spent in city traffic.

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.

I had a feeling this would happen - the GT was disappointing to drive after the Red Sport with the latter's twin-turbo V6, sports suspension, better steering and excellent Sport + drive mode. There's lots to like about the GT, though – the grip is great from the wide Dunlop SP rubber (235 40 R19 front and 255 40 R19 rear), the chassis feels taught, acceleration is good and it's a gorgeous looking car.

But there's a sense of disconnection from the driving experience I couldn't get past, such as the numb feeling in the steering which needed constant re-adjustment. I also think the suspension felt over sprung and lacked composure over small bumps in the road.

The GT and all Q60s don't have the same level of refinement as the C200 Coupe or 420i, evident from the clunky feel of the door handles to the road noise intruding into the cabin.

That 2.0-litre engine is great, but the transmission is a mood killer with it wanting to change up gears quickly to save fuel.

I'm not a fan of the cockpit. Sure it's brave and expressively designed, but the double-deck screens are confusing, there's one for nav, while the other's for media... I think. Then there are things you don't need, such as a digital compass – actually there are two, one on the display and another in the instrument cluster, but there's no digital speedo.

That 2.0-litre engine is great, but the transmission is a mood killer with it wanting to change up gears quickly to save fuel, even in 'Sport' mode.

Here's a curve ball call for you – I've just stepped out of a, Alfa Giulia Super. Close in price to the Infiniti, same sized engine, but infinitely more rewarding and fun to drive – plus you get an extra two doors.

The Q60 is yet to be rated by ANCAP, although it's good to see AEB with pedestrian detection is standard, even on the base grade GT. That said, it would be good to see blind spot warning and lane keeping assistance fitted as standard (as you'll find on the Benz C200 Coupe). It's not a lot to ask considering these comes standard on higher grades of the Nissan X-Trail.

There are two ISOFIX mounts in the back and two top tether anchor points.

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.

The Q60 GT is covered by Infiniti's four-year/100,000km warranty.

Servicing is recommended every 12 months/25,000km. Servicing is capped at $538 for the first, then $643 and then $849 for the third.