Hyundai Genesis vs Genesis G80

What's the difference?

The Genesis is not quite a match for cars twice its price but it makes you think what's possible. It doesn't have the dynamic brilliance of a BMW or the self-assured faultless execution of a Mercedes. Lexus ought to be worried, though - why would you have an LS when you could have this? The only answer is 'badge'.

The Genesis is an epoch-making car for the Korean manufacturer. As the company has got better, there are fewer excuses for overlooking it. While the Genesis is pitched into a shrinking market, it's not really meant for the average i30 buyer to buy, but to see.

It's bristling with tech and is not only a halo car but a shot across the bows of both Lexus and the Germans. Attached to that shot is a note: "We're coming for you." In other words, Hyundai got it right.

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 Genesis is like no other Hyundai. For a start, it's gigantic - it looks easily as big as a BMW 7 Series (it isn't) with the road presence to match. There's a lot of BMW from most directions, but with a sharper approach to the creasing and character of the sheet metal.

Towards the rear it's more BMW 6 Series Gran Coupe and is all the better for it. The style is understated and technocratic.

Inside is also very Germanic, but with a bit more of a Lexus feel

The big wheels from the Ultimate pack help make it look lower and sleeker, too.

Inside is also very Germanic, but with a bit more of a Lexus feel. Our car had the lighter leather which meant that the wood and the metal materials didn't necessarily work well together.

The interior is expertly put together and feels like it will last forever.

The only jarring moment is the gear selector is shared with our long-term Hyundai i30 - it looked a bit cheap in what is otherwise a beautifully executed cabin - it needs more heft.

On Australian-delivered cars there is just one Hyundai badge, sitting proudly on the boot - you get the feeling this was debated long and hard and when the decision was made to go for it, a big one was chosen.

However, the winged Genesis branding takes pride of place everywhere else. When you approach the car at night and the puddle lamps come on, the Genesis logo is projected on to the ground, crisp and clear.

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.

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 Genesis is powered by Hyundai's own 3.8-litre V6 developing 232kW and 397Nm, mated to Hyundai's eight-speed automatic transmission.

Despite weighing just under two tonnes, the Genesis completes the dash to 100km/h in 6.5 seconds.

It has a claimed 11.2L/100km on the combined cycle. In what must be a first, we got below that, averaging 10.8L/100km over two weeks. And that's without stop-start fuel-saving to blunt the effect of lot of city driving.

The Genesis is not going to tempt you into a track day, even with rear wheel drive

We'd still like to try the V8 - only available in left-hand drive markets - though.

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.

At five metres long, with a ride firmly pitched in the luxury camp, the Genesis is not going to tempt you into a track day, even with rear wheel drive.

Blindfold your passengers and swap them between a Lexus, a BMW and a Genesis and the overwhelming impression they'll get is one of incredible smoothness.

If you're wanting sudden movements, this isn't the car for you

Sitting in the back of the Genesis, it's easily as good as the German and luxury Japanese competition. The seats are hugely comfortable, there's ample head, leg and shoulder room and it feels lot nicer than anything within a bull's roar of its price.

No matter where you sit, it's an incredibly quiet car. The engine is a distant whoosh, the tyre noise muted and there's almost no wind or ambient noise. It's supremely comfortable and the excellent stereo will wash away what little noise does invade.

It certainly feels its weight from the driver's seat, with a competent, soft turn-in, but if you're wanting sudden movements, this isn't the car for you.

The Genesis is an epoch-making car for the Korean manufacturer

On fast flowing roads you can have some fun, but things will get floaty and that will quickly kill that fun. The ride and isolation from the rest of the world is completely worth it.

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.