Genesis G80 vs Lamborghini Huracan

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.

Not just a spectacularly stupid idea made real, the Lamborghini Sterrato is by far the best, or at least most hilarious, of the many Huracan variants the company has produced. 

It makes you feel like a hero, even when you’re going sideways on dirt like a nutter. It could just be my new favourite supercar. 

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

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.

Oh yes, it’s pretty interesting, all right, because it breaks new dusty ground for Lamborghini, and its Huracan in particular.

To cope with its intended use, the Sterrato has been raised 44mm higher than the ground-hugging normal version and it’s also had giant, bolt-on style guards attached to make it look a bit wilder.

Also quite noticeable is the huge roof scoop - which renders rear vision from the driver’s seat a complete zero, they may as well throw the mirror away - which has to be there to help the V10 engine breathe.

The side air intakes through which air usually gets to the mid-mounted power plant have been blocked up, because they would have sucked in too much dirt and gravel. 

I’m happy to report the silly looking rally style headlights stuck to the Huracan’s shark nose are optional, although again, no doubt every buyer has gone for them, because they stand out in a crowd.

The Huracan Sterrato has no problem doing that on its own, of course, because it already looks extremely aggressive, and its knobbly, all-terrain tyres finish off that style flourish.

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.

Next question, please. You don’t get cupholders, there’s not really anywhere to put your phone and the cabin generally feels as roomy as a phone box that’s been through the wash and shrunk quite badly.

There’s a frunk that can barely hold two small backpacks and that’s about it. If you want practical space, buy an Urus. The Huracan Sterrato is not a practical car, but that’s not part of its design brief.

Well, considering every Lamborghini Huracan Sterrato will almost certainly go up in value and become a collector’s item you’d have to consider them good value, at least in investment terms.

On the other hand, any car with a price tag of $503,949, before on-road costs, sits somewhat adjacent to the word “value”.

That large number has not put enthusiasts off, however, with all 1499 of the limited-run Sterrato Huracans already sold, and a long list of people with their names down hoping that someone gets scared and changes their mind, apparently. 

Our vehicle came with two built-in cameras, which you could operate through the touchscreen to record Tik Tok-length videos of your driving.

This is almost certainly a cost option, but no one could tell us exactly, and all of the cars are already sold, no doubt to people who ticked every single option box.

Oh, and you do get aluminium floor mats. Nice.

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 Sterrato is powered by a Lamborghini engine that’s on its way into the history books, a 5.2-litre V10 that will die with this, the last variant of the Huracan.

Its replacement will be powered by a V8 hybrid, which will no doubt be more powerful but simply will not sound as amazing.

The version in the Sterrato has been detuned slightly, partly because of the breathing issues - you just can’t get as much air into an engine when it’s driving through its own self-propelled dust storm - and because of its all-terrain tyres, the first ever to be speed rated to 260km/h.

It still makes an impressive, and very loud, 449kW (602hp) and 560Nm, however. I’d describe it as “more than enough”.

That monster engine is matched with a seven-speed dual-clutch automatic and a very, very clever all-wheel drive system.

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.

So, Lamborghini claims the Huracan Sterrato will deliver a fuel "economy" figure of 14.9 litres per 100km, which seems like a lot, until you consider it probably won't get anywhere near that, if you drive it the way you're supposed to, particularly foot flat and wheels spinning on dirt.

Again, fuel economy is not a core value for this car, nor its buyers.

An 80-litre tank means a theoretical range of around 480km.

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 could give you the short version of what it was like to drive the Lamborghini Huracan Sterrato at speed on a specially prepared dirt race track, which would be to say that I have never, ever had so much fun in a car, but that would be selling it short.

While the Sterrato is clearly built to do one insensible thing brilliantly, while somehow not imperilling the life of its driver, what is most incredible about it is how good it is at everything else, as well.

To create this Huracan, Lamborghini had to increase the ride height significantly, soften up the suspension and increase its amount of travel.

It also had to ask Bridgestone nicely to produce a tyre unlike anything the world has ever seen, an all-terrain tread capable of dealing with dirt and gravel and yet also grippy enough to be used on a sealed race track, or to carve up your favourite mountain pass. 

It also had to be capable of being speed rated to 260km/h, or about 100km/h faster than any all-terrain tyre Bridgestone has ever produced before. 

Looking at the unique Dueler All-Terrain AT002s, with their chunky tread, you would assume that the Sterrato is going to be noisy, slippery and possibly a little rough on public roads, but that’s not the case at all.

This Huracan rides more smoothly - largely thanks to those suspension tweaks - and more quietly than its forebears, and it’s actually more practical around town as well, thanks to the ride height. So, no more flinching at speed bumps.

The tyres also provide proper supercar levels of grip on public roads, even those dusted with a bit of desert sand.

There’s a bit of squirm at the rear and under hard braking, but overall the experience is typically Lamborghini Huracan wonderful, all playing out to a soundtrack that is beyond beautiful from that howling V10.

The first part of our track experience at the Chuckwallah Raceway was also familiarly fantastic, the Huracan ripping around the sealed track at astonishing speed; it certainly doesn’t feel detuned.

Lamborghini had gone to the trouble of mirroring the sealed circuit with a specially constructed dirt track in the infield, so that 50 per cent of our lap would be spent sideways in ankle deep, dust, sand and rocks, much of it through long, long bends, with the occasional chicane set up specially for Scando flicking action.

Now, I am not, by any means, an expert at drifting, nor an accomplished rally driver, so I was, to put it mildly, shit scared of getting this half-million-dollar, limited-edition, 449kW monster on to the dirt section.

I feared I would spin around, or flip upside down, or find some other way to embarrass myself, but what happened when I got there was beyond inexplicable, and beyond joy.

This car is so clever, so easy to drive, so beautifully balanced, that it can turn a total newb into Colin McRae. His name comes to me because the whole experience reminded me of driving a rallying video game, it felt unreal, and yet overpoweringly visceral at the same time.

I could start a drift with the slightest flex of the throttle, then balance the car as it pivoted around a bend before nailing the throttle and haring off to the next fantastic drifting opportunity.

When we got back on the sealed stuff, the car would shake like mad, at 200km/h, as the dust attempted to get its way out of the wheels, but that just added to the excitement. 

The secret wasn’t that I’d somehow become a better driver, it was what Lamborghini engineers call, accurately, “the hero maker”. 

It’s a software and hardware package called LDVI, or 'Lamborghini Dinamica Veicolo Integrata', which, when you put the Sterrato in 'Rally' mode, uses many sensors combined with torque vectoring and selective braking to keep you going where you want to go, with minimal intervention.

Or at least minimal intervention that you can feel, which makes you feel like a hero.

I kind of understand how it works, but I totally relate to how it makes you feel. Like a genius. And you’d pay $500K for that, surely?

In a V10-engined supercar you’re meant to drive on dirt? You’ve come to the wrong place.

Okay, so there’s no crash rating, and there won’t be, but you do get AEB, driver, passenger, and side airbags along with knee airbags as well as front and rear-specific collapsible areas, reinforcement bars in the doors. Oh, and Electronic Stability Control. 

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 Huracan Sterrato comes with a Lamborghini warranty good for three years with unlimited kilometres.

It also comes with 24/7 roadside assist for an unspecified amount of time. It is also offered with pre-paid scheduled maintenance service for three or five years.