Genesis G80 vs Mercedes-Benz Eqv300

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 EQV is indeed a curious offering. The driving range is decent, but not outstanding, and depending on what you’re using it for, it could be a savvy investment. Especially if you charge using solar power. You’ll also save on servicing costs. But if you’re a limo operator, it really will depend how many kilometres you’re going to do each day. A V-Class might suffice.

Either way it’s great that Benz is giving buyers electric options in a variety of body styles and segments - an SUV simply won’t suit everyone.

If you can live with that ride quality and have the deep pockets for an EQV, there’s more than enough to like. But I suspect there won’t be many of you.

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.

If you’ve seen a Mercedes van or people mover, you’ll have an idea of the EQV.

The difference between it and its V-Class twin is the ‘EQ’ touches, including the front end that has a definite connection to other EQ models like the EQA.

The chrome-rimmed grille is blacked out and has fins, and that’s the key difference between the two MPVs. Otherwise it’s a very large white box on wheels. Nicely designed 18-inch five-spoke alloy wheels, at that. 

Inside, the EQV is showing the age of this vehicle's shared underpinnings. Next year will mark 10 years since the current Vito went on sale in Europe, and while it and its derivatives are still somewhat handsome, the interior is getting on.

It’s hard to fault the materials used inside, and elements like the perforated leather steering wheel, and dash stitching are welcome, but it could feel even more premium. It’s no more high-end than a Kia Carnival Platinum that is more than half the price of the EQV.

But the look of the dash is very reminiscent of Benz models from a few years back - certainly nothing like the twin-screen set-up of the current crop. And given the size of the cabin, the 10.25-inch central screen looks small in this vehicle. 

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.

If space is what you want, space is what you’ll find in the EQV. People movers like the Kia Carnival are incredibly spacious, but they can’t compete with something that’s spawned from a commercial vehicle platform, like this Benz.

Thanks to the flat floor and 2+2+3 three-row seating layout, you can literally stand up (depending on your height) and walk from the driver’s seat to the third row.

Back up front, the old underpinnings mean no fully digital instrument cluster here, just analogue dials, which is not a bad thing.

That also means the air con controls are separate from the central screen and therefore easy to use.

The MBUX system isn’t as advanced as the version fitted to the latest Benz models, and as a result there are fewer functions and it’s less complicated to use. There’s a touchpad as well as the touchscreen but I only ever used the screen.

Another slightly old school element to the EQV is the fact that it requires a key to start. Which is unusual for an EV. Also, the ignition is on the left side of the steering wheel which is great news for left-handed people but it’s somewhat annoying if you’re right-handed.

Storage wise up front, there is a decent space with a cover under the centre stack, housing cupholders, two USB-C ports and a 12-volt charger, but no wireless charger. There’s ample space for very large bottles in the front doors and it has a medium-sized glove box.

The front leather seats with fold-down armrests on each side are well bolstered and are very comfortable, too. No complaints there.

Given this car is designed to ferry people around, you’d hope for a functional rear cabin and on that Benz has delivered - for the most part.

Unsurprisingly given the EQV’s massive dimensions, there is a huge amount of headroom, legroom, and hip and shoulder room in all rows.

Both sliding side doors are power operated and one (the passenger side) can be opened via the key fob. The very large tailgate is also power operated.

Those two second-row captains chairs are comfy and supportive. There are map pockets on the rear of the front and second-row seats. There are floor and roof-mounted air vents, but just roof vents in the third row.

There’s not a whole lot of storage options in the second row, while the third row has stand-up phone holders, but that’s about it. No USB ports back there.

If you’re folding the second row seats, they’re quite heavy and cumbersome. But tumbling them forward via the lever is much easier. That ensures ample space to get into the third row. 

The third row can be folded flat as well but you have to remove the very large and heavy parcel shelf from the cargo area. Like the seats the shelf structure is also on rails and it lifts out if required. That third row can also slide but not as far as the second row.

The shelf can double as a stand-up desk for a computer in the rear if required. It’s actually quite handy.

And it helps hide items in the boot. It comes with plastic folding shopping crates. 

Benz says the boot can swallow 1030 litres with all seats in place, but minus the parcel shelf. It also has a 17-inch spare steel wheel under the rear of the vehicle.

It’s fair to say the EQV isn’t cheap. At $155,338 before on-road costs, it’s now the priciest people mover money can buy in Australia.

But, it’s not without expensive electric competitors. Chinese commercial vehicle specialist, LDV, has just launched a new MPV dubbed the Mifa 9, another people-moving EV. The price for that model ranges from $106,000 to $131,000, before on-road costs.

Soon enough Volkswagen will have its funky ID. Buzz people hauler here as well, while Ford’s Transit Custom-based Tourneo MPV now has an electric version in Europe.

Point is, Benz and LDV aren’t going to be on their own for long.

The EQV sits alongside the mechanically related internal combustion V-Class in its line-up and that model ranges from $91,668 and $106,344. So it's quite a leap to electric from there.

The EQV is offered in one grade in Australia and Mercedes has ensured it has a decent amount of standard gear. The EQV comes with a 10.25-inch central screen housing the 'MBUX' multimedia system and operated via touchscreen or touchpad, digital radio, Apple CarPlay and Android Auto, sat-nav, and USB-C ports.

It also gets power side doors, leather trim, a Burmester surround sound system, multifunction leather steering wheel, heated power adjustable front seats, ambient lighting, automatic dual-zone climate control with pre-entry climate, a seat rail system and rear removable parcel shelf.

Lining the specs up next to the LDV reveals that the Mifa 9 Luxe has more gear. It’s not super surprising given that model is very new and LDV has a strong value proposition. Also the underpinnings of the EQV are older.

But at more than $150K and a Benz badge, you think there would be a few more goodies, like heated rear seats or a massage function. Some extra luxuries would be nice, but it’s certainly not without the good stuff.

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 EQV is a battery electric vehicle that uses a single motor that sends up to 150kW of power and 365Nm of torque to the front wheels. It is paired with a 90kWh lithium-ion battery pack housed beneath the floor. The kerb weight is a hefty 2846kg.

With a DC charging capacity of up to 110kW, topping the battery up from 10 to 80 per cent can be done using a rapid charging station in about 45 minutes.

If you use an 11kW AC charger, like a Mercedes-Benz Wallbox, it will take approximately 10 hours to recharge from empty to 100 per cent.

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.

According to Mercedes-Benz, the EQV has a driving range of 418km on the NEDC cycle, which is about 355km on the WLTP cycle, which is seen as more real world.

I covered 233km in the EQV and by the end of the week the vehicle’s trip computer was sayong I had used 239km of range, which is pretty close.

As an example of how this vehicle would be used, let’s say an airport transfer driver did six trips to and from the Melbourne CBD to the airport in a day (about 46km), that’s about 276km - which is well within the EQV’s range.

However, when you consider the diesel V-CLass has a range of more than 900km, you can see why some buyers might not want to take the risk.

It consumes 26.3kWh of energy, which was the same figure I achieved. 

The EQV has a CCS charging port.

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.

Driving the EQV feels a bit like driving a bus. That’s because you’re essentially driving a bus.

There’s no getting around the EQV’s size and heft, especially in an urban driving setting. It’s massive and challenging to park, especially in inner city areas with small spaces. It also has a pretty sizable 12.9-metre turning circle.

It does also have excellent visibility thanks to a significant amount of glass around you.

After so many years of complaining about Mercedes’ steering wheel-mounted gear shifter, I think I have finally come around to it. Would I prefer it in the centre console? Yes, but I now think the stalk is actually a logical place for it.

A stalk is a less logical place to house cruise control buttons. They are much better on the steering wheel than a stalk hidden behind the wheel.

From take-off, the EQV doesn’t quite flaw you with its acceleration like some EVs can. It’s more leisurely, but far from slow.

The 0-100km/h dash is done in approximately 12 seconds but around town it is responsive enough. In fact, on a particularly hectic day rushing to and from appointments all over town, I was surprised how lively the EQV felt, despite feeling heavy on the road.

As expected, it’s quiet on the road, for the most part - a nice change from diesel engines found in its siblings. But I did notice some creaking noises when driving on less than perfect tarmac.

The steering is weighted on the heavier side and slow to respond but that’s fine for a vehicle like this. You don’t need point and shoot steering for a 3.0-tonne bus. The brakes are not super responsive and require a bit of weight in the foot.

The biggest issue is with the EQV’s ride. The firmly sprung suspension combined with the vehicle’s mass means that you feel, and hear, every single bump.

I understand it is a commercial vehicle platform but given its positioning, Benz could have done more to soften the ride and make it less crashy, especially over speed bumps, potholes and sections of roadwork.

The EQV bumps along the road after you’ve gone over a speed bump and takes a while to balance itself out. It’s this floaty, bouncy ride characteristic that makes all but the smoothest roads a bit of a chore.

At this point, ANCAP has not rated the EQV. 

Benz has fitted the EQV with standard safety gear including A-to-D-pillar window airbags, auto emergency braking, driver and front passenger airbags (front, thorax and window), hill-start assist, lane keep assist, blind spot monitor, crosswind assist, reversing camera and sensors, driver attention warning, and a tyre pressure monitor.

It also has Benz’s ‘Active Distance Assist DISTRONIC’ which uses the adaptive cruise control to reduce and increase speed according to the movement of the vehicle it is following.

The Benz’s lane keeping aid is not intrusive. Rather than steering you back into the lane it has a haptic steering wheel vibration and audible alert. The adaptive cruise control is responsive, too. 

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 EQV is covered by a five-year, unlimited-kilometre warranty for private buyers (that drops to five years/250,000km for commercial buyers), and an eight-year or 160,000km battery warranty. 

The servicing schedule is once a year or every 40,000km.

Benz offers the EQV with a choice of three servicing plans, covering three services ($1252), four ($1959), or five services ($2149).

It also comes with a one-year complimentary Chargefox subscription.

The warranty terms are a little better than the LDV Mifa 9 (five years/160,000km), but you get more kilometres (200,000km) for the battery warranty on the LDV.