Genesis G80 vs Mercedes-Benz CLA-Class

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.

The broadening of the CLA’s scope in this third-gen version puts it a step ahead of key rivals and raises the compact sedan’s prominence in the three-pointed star’s local line-up. Its combination of quality design, performance and efficiency is compelling. And we’ll drive the battery-electric version as soon as it lands.

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.

In an impressive feat of aero fine-tuning Mercedes-Benz design and engineering teams have managed to make an already slippery car even more efficient with this new CLA dropping the car’s drag-coefficient from 0.23 to an amazing 0.21.

The sloping, coupe-style profile remains as a CLA signature, complete with frameless doors, flush door handles and aero wheels. 

Hybrid variants sport a conventional radiator grille decorated with a Mercedes-Benz star pattern in chrome and illuminated around its perimeter, while the EVs feature a fully illuminated LED grille display.

And in a move perilously close to branding overkill, the three-pointed star motif is carried into the headlights and tail-lights.

For Latin buffs the interior treatment is minimus extremus, the multi-screen ‘MBUX’ array in the CLA220 we drove dominating the front part of the stripped-back cabin.

From an ergonomic point-of-view, there are no physical controls for ventilation and the only non-digital audio control is on the steering wheel.

But aesthetically, the cabin is clean and simple with touches like ‘floating’ door armrests and a gently rounded front centre console adding to an overall relaxed atmosphere.

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.

At just over 4.7 metres long the CLA isn’t a million miles away from full C-Class length and interior space is generous. In fact, there’s an extra 16mm in height and 12mm in width compared to the model this car replaces.

And in terms of storage there are generous bins in the doors with room for bottles and you can place them in one of the two cupholders in the centre console.

There’s the obligatory bin between the seats, a bay here for wireless device charging and a glove box, plus an extra storage bay under the flying buttress-style console.

In the back seat sitting behind the driver’s seat, set for my 183cm position and there’s plenty of footroom as well as acres of legroom and headroom. 

And part of that is the immense panoramic roof which is covered in all kinds of high-tech coatings to make sure all the light comes through but none of the heat.

Then for storage, again you’ve got bins in the doors with room for bottles as well as a pull-down armrest between the seats with three cupholders in it (one espresso-sized) and drive slot in front of them.

There are netted map pockets on the front seatbacks, individual vents which are always welcome and a couple of USB-C charging ports to keep devices charged.

Boot volume is rated at 405 litres (VDA) and the rear seatback folds 40/20/40 to liberate more storage space if required. And there’s a 101L front boot on electric models. 

There’s a hands-free tailgate on the 220 Hybrid. A 1.6- to 1.8-tonne braked trailer towing capacity is handy, but the fact there’s no physical spare tyre isn’t. Your only option in the case of a flat is an inflator and puncture sealant kit. Not good enough.

The Mercedes CLA kicks off at $66,500 for the entry-level 180, with two other hybrids above it - the CLA200 at $68,100 and CLA220 4Matic sitting at $84,300, all before on-road costs.

Prefer pure-electric? The CLA200 electric will set you back $72,200 with the flagship CLA350 4Matic electric at $91,300.

Which puts the range in the same price ballpark as its German ‘Big Three’ rivals, the Audi A3/S3 sedan and BMW 2 Series Gran Coupe.

Aside from the safety and performance tech we’ll get to shortly, standard equipment in the CLA180 includes heated power front seats, synthetic leather trim, a fixed panoramic glass roof, ambient lighting, ‘high performance’ LED headlights, keyless entry and start, park assist, 18-inch alloys and metallic paint. And the AI-powered assistant integrates ChatGPT, Google Gemini and Bing technologies.

Move up to the CLA200 and you pick up AMG Line elements including different (still 18-inch) rims, sports seats, synthetic leather and synthetic suede trim, a multi-function sports steering wheel, carbon-grain aluminium trim pieces, AMG body styling and what Merc refers to as ‘a sporty engine sound’ driven through the audio system.

Then, aside from its all-wheel-drive powertrain, the CLA220 4Matic includes the ‘MBUX Superscreen’ (combining a 10.25-inch driver display and 14-inch central media touchscreen), a rear light strip, 16-speaker, 850W Burmester 3D surround audio, ‘Multibeam’ LED headlights, 19-inch AMG rims, a head-up display, hands-free boot functionality and privacy glass.

No surprise, the CLA200 electric’s spec is largely the same as its hybrid counterpart, while the CLA350 4Matic electric matches its extra dual-motor performance with the larger 19-inch wheels.

All in all, a decent rather than class-leading list of included features for the class.

There are two option packages. The ‘Premium’ bundle is essentially the standard spec of the CLA220 4Matic, so it’s $0 on that grade but adds $1800 to the hybrid or electric CLA200 and $2340 (including LCT) to the CLA350 4Matic electric.

Similarly, the ‘Sport’ package consisting of privacy glass and 19-inch rims is standard on the CLA220 4Matic but adds $1200 to the price tag on the CLA200 (hybrid or electric).

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.

Hybrid CLAs combine a 1.5-litre, turbo-petrol, four-cylinder internal-combustion engine (ICE) with a 48-volt electric motor integrated into a new eight-speed dual-clutch transmission with drive going to the front wheels in the CLA180 and 200 and all four in the CLA 220 4Matic.

Mercedes-Benz quotes power and torque outputs for the hybrid’s petrol engine and electric motor individually and the powertrain is able to engage both simultaneously so there are overall output figures, as well. 

The pure-electric models are powered by an in-house developed permanently excited synchronous motor driving the rear wheels through a two-speed transmission, with a second 80kW drive unit added to the CLA350’s front axle for extra performance and all-wheel-drive traction. 

Here’s a panel to explain it all.

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.

Hybrid CLAs are fitted with a 48-volt, 1.3kWh lithium-ion battery and at urban speeds where less than 20kW is needed, can drive using electric power alone, depending on conditions at speeds up to 100km/h. 

Official combined cycle fuel consumption is quoted at 5.4L/100km for the CLA180 and 200, which equates to a theoretical range of close to 800km, rising to 5.8L/100km for the 220 4Matic for a potential range of around 740km. 

On the roughly 150km launch drive through Melbourne's suburbs and up the Yarra Valley north-east of the city we saw an average of exactly 5.8L/100km in the CLA220.

Electric CLAs are underpinned by a specific new-gen EV platform boasting an 800-volt electric architecture and housing an 58kWh LFP battery in the 200 electric and an 85kWh NMC pack in the 350.

Maximum charge capacity is 320kW for a claimed 10-80 per cent charge time of 22 minutes. 

Claimed energy use for the CLA200 electric is 14.4kWh/100km with a range of 470km while the AWD 350 4Matic sits at 14.9kWh/100km with a range of 663km.

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 CLA220 4Matic was the only option available for the drive program, but for the record, claimed 0-100km/h acceleration times for the hybrid models step down in roughly one second increments - 8.8 seconds for the CLA180, 8.0sec for the 200 and 7.1sec for the 220 4Matic.

Switch to pure-electric power and the CLA200 electric hits the same speed in 7.5 seconds, while the 350 4Matic electric smashes the five second barrier at a properly quick 4.9sec.

Mind you, the 350 4Matic electric weighs about 2.1 tonnes while the hybrids tip the scales at roughly 1.7 tonnes.

There’s plenty of performance in the 220 4Matic but power delivery is not always linear with the powertrain taking half a beat to pick up after you’ve applied some throttle. Which could be the interface between the combustion engine and the electric motor or the turbo on the engine.

The sports steering wheel is grippy and chunky in the hands, and while the steering itself is nice and accurate, road feel is modest. 

There are two settings for steering weight - Comfort and Sport. We tried both, and yes, you can feel where the car’s going but it’s not exactly an intimate connection between your hands and the front tyres on the tarmac.

Speaking of which, standard rubber on the CLA220 is 225/40 Bridgestone Turanza 6 on 19-inch rims and despite those relatively large wheels the car copes well with bumps and thumps and the coarse-chip surface of rural B-roads.  

Suspension consists of a newly-developed strut-based three-link set-up at the front and multi-links at the rear with all of the major components in alloy to minimise unsprung weight.

The car remains composed and balanced through corners and the sports seats in the 220 are grippy, supportive and comfortable. We spent a couple of hours straight behind the wheel without a hint of discomfort.

The CLA’s super-slippery shape manifests itself out on the highway with minimal wind noise at 100km/h and even more. The big tyres are also quiet so the cabin environment remains refined and peaceful.

Brakes on the 220 are vented discs on the front, solid rotors on the rear. And during some pretty challenging downhill twisty sections we leant on them quite heavily. Push hard and they will bite but are not overly aggressive.

The lane-keeping, driver-monitoring and other assistance features are all there, present and accounted for. But more than ticking the box, they work very well.

The media system is driven by a high-capacity unity engine which is often used in gaming and the graphics and animations are super-smooth. And the latest iteration of the Mercedes-Benz media system works nicely across the enormous screens.

All models feature a 360-degree overhead view and a reversing camera and the 11.2-metre turning circle is not small but not vast. The car is easy to manoeuvre and park.

The new CLA hasn’t been assessed by ANCAP although its sister organisation, Euro NCAP, awarded it a maximum five-star rating in 2025 with mega high scores across the board for occupant and pedestrian protection as well as driver assist systems.

Active (crash-avoidance) tech highlights include auto emergency braking (AEB), blind spot monitoring, lane keeping assist, adaptive cruise control, parking assist, ‘Exit Warning’, ‘Evasive Steering’, ‘Maneuvering Assist’ and more.

Worth noting over-the-air updates cover safety systems, including driver assistance functions.

The airbag count runs to eight, including a front centre bag and there are three top tethers for child restraints across the second row with ISOFIX anchors in the two outer positions.

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 CLA is covered by Mercedes-Benz Australia’s five-year/unlimited km warranty with roadside assistance included. On top of that, there’s an eight-year/160,000km warranty on the drive battery in electric models.

That general warranty is in line with Audi, BMW and other premium players, but it’s worth noting an increasing number of brands in the mainstream market are stepping up to longer seven, eight and even 10-year cover.

Hybrid and electric variants have the same 12-month, 25,000km recommended service interval with a five-year schedule for the hybrids equating to an average of $1342 per workshop visit over that period. Reduced mechanical complexity in the EV models lowers that number to $859. But neither is especially cheap in the context of class competitors.