Genesis GV80 2021 review

Genesis Australia isn’t pitching itself as the Hyundai of the luxury car brands, despite the fact Genesis is indeed just that. The brand sits separately to its parent company Hyundai, but Genesis Australia executives are keen to divorce the brand from the idea of it being “like Infiniti or Lexus." 

Instead, the company says the prices it charges - which are non-negotiable, and don’t require any dealership haggling because of that - simply offer better value. Sure, you can’t get that, 'I got a real bargain from the dealership' feeling, but you can get the, 'I didn’t get fleeced on price here' sensation instead.

Indeed, Genesis reckons the GV80 is 10 per cent better than its competitors on pricing alone, while it runs a 15 per cent advantage, all told, when it comes to specifications.

There are four versions of the GV80 to choose from.

Opening the range is the GV80 2.5T, a five-seat, rear-wheel drive petrol model that has a list price/MSRP (including luxury car tax, but not including on-road costs) of $90,600.

Up one rung from that is the GV80 2.5T AWD, which not only adds all-wheel drive, but also incorporates seven seats into the equation. That model is listed at $95,600. Seems like five grand well spent.

Those two models differ on standard spec to the models above, so here’s a rundown on the standard equipment fitted: a 14.5-inch touchscreen media display with sat nav featuring augmented reality and live traffic updates, Apple CarPlay and Android Auto, DAB digital radio, a 21-speaker Lexicon sound system, wireless smartphone charger, a 12.0-inch head-up display (HUD), dual-zone climate control with ventilation and fan controls for the second/third row, 12-way power adjustable front seats with heating and cooling, remote engine start, keyless entry and push-button start.

Further, 2.5T variants run on 20-inch wheels shod with Michelin rubber - but only the base model gets a space-saver spare wheel, where the remainder come with a repair kit only. Further inclusions comprise in-cabin mood lighting, leather interior trim including on the doors and dash, open pore wood trim, a panoramic sunroof and a power-operated tailgate.

The 3.5T AWD wears 22-inch rims. (3.5T AWD varaint shown)

The third step up the GV80 ladder is the 3.0D AWD seven-seater, which runs a six-cylinder, turbo-diesel engine with all-wheel drive, and adds additional equipment - more on that in a sec. It costs $103,600.

Topping the range is the 3.5T AWD seven-seater model, which gets a thumper of a twin-turbo V6 petrol engine. It costs $108,600.

These two variants run identical spec lists, adding a set of 22-inch wheels with Michelin rubber, as well as their powered-up engines, bigger brakes for the 3.5T, and the brand’s 'Road-Preview adaptive electronic suspension.'

No matter which version of the GV80 you choose, if you feel you need to add more gear to the list you can option the Luxury package, which adds $10,000 to the bill.

That bundles the high-spec Nappa leather interior, a 12.3-inch fully digital dashboard with 3D effect, tri-zone climate control, soft-close doors, 18-way power adjustable driver’s seat with massage function, heated and cooled second row seats (outboard, but heated middle seat base), power adjustable second and third row seats, power rear window shades, noise cancellation technology, suede headlining, intelligent front lighting adaptive headlights, and rear privacy glass.

Rear passengers get their own climate controls. (3.5T AWD variant shown)

Curious about colours for the Genesis GV80 (or colors, depending where you’re reading this)? There are 11 different exterior colours to choose from, of which eight are gloss/mica/metallic shades at no extra cost - those colours are: 'Uyuni White', 'Savile Silver', 'Gold Coast Silver' (close to beige), 'Himalayan Grey', 'Vik Black', 'Lima Red', 'Cardiff Green' and 'Adriatic Blue.'

The three matte paint options asking an additional $2000 are 'Matterhorn White', 'Melbourne Grey' and 'Brunswick Green.' 

There’s a long safety story to be told, too. More on that below.

Genesis boldly claims that, “design is the brand, the brand is design.” And that it wants to show that its models are “audacious, progressive, and distinctly Korean.”

It’s hard to say what the latter means, but the rest of those statements really stack up when it comes to the GV80. We'll dive deep into some of the design terminology, so forgive us if it sounds a bit too design-speak from here on.

Crucially, though, the GV80 is a real looker. It’s an eye-catching model, one that makes onlookers crane their neck to get a better glimpse, and the array of matte paint finishes and the generally colourful palette of options available really help that cause.

The GV80 is a real looker. (3.5T AWD variant shown)

Though what really makes you look is the quad light treatment front and rear, and the aggressive, crest-shaped 'G-Matrix' mesh finished grille, which dominates the front end.

Please, if you’re going to buy one of these, do not put standard number plates on - it’ll just look like it has something in its teeth.

Those quad lights are prominent in profile, as the indicators strake back from the front end, with what Genesis calls a 'parabolic line' running the length of the car to add a definitive edge to its width.

There are also two 'power lines', not to be confused with actual power lines, that hug the haunches and promote that width even further, while the wheels - 20s or 22s - fill the arches nicely.

There's a panoramic sunroof. (3.5T AWD variant shown)

The rear is wide, low, planted and strong. The petrol models see the badge-related crest motif continued in the exhaust tips, where the diesel model wears a clean lower rear bumper.

If it’s important to you - size matters, and all - the GV80 actually looks larger than it is. The length of this new model is 4945mm long (on a 2955mm wheelbase), and it’s 1975mm wide excluding the mirrors and 1715mm high. That makes it smaller than an Audi Q7 or Volvo XC90 in length and height.

So how does that size translate to interior space and comfort? The cabin design is certainly interesting, with the brand claiming it has the 'beauty of white space' in mind - though there’s no white at all - and see if you can pick the inspiration from the interior pictures. Are you seeing suspension bridges and Korean contemporary architecture? We’ll dive a little deeper in the next section. 

If you’re after a luxurious cabin, one that doesn’t do in-your-face plates of media screens and information overload, this could be right up your alley.

Admittedly there is a huge 14.5-inch touchscreen media system on top of the dash, it doesn’t poke up as much and obscure your view of the road. It is a bit of a reach if you’re using it as a touchscreen, though there is a rotary dial controller in the centre console area - just don’t confuse it for the rotary dial gear selector, which is very close by.

I found that media controller to be a bit hard to get used to - it’s not that easy to come to grips with, quite literally - but it’s certainly more intuitive than what’s in a Benz or Lexus.

There is a huge 14.5-inch touchscreen media system on top of the dash. (3.5T AWD varaint shown)

The driver gets an excellent 12.3-inch colour head-up display (HUD), as well as part digital instrumentation in all grades (a 12.0-inch screen that includes trip info, digital speedo and can display the blind-spot camera system), while the Luxury Pack’s fully digital instrument cluster with 3D display is nice, but a bit gimmicky.

That dash display also incorporates a camera that other versions don’t get, and it’s watching the driver’s eyes to see they’re staying on the road. 

You might need to take your eyes off the road to adjust the fan speed and temperature, as there’s a touchscreen with haptic feedback for that. I’m not a fan of screens for climate settings, and the digital display for the climate is a lot lower resolution than the rest of the screens in use.

Perceived quality for the GV80’s cabin is excellent. The trim is superb, the leather as good as any I’ve ever sat on, and the wood finishes are real wood - not varnished plasticky stuff. 

Perceived quality for the GV80’s cabin is excellent. (3.5T AWD varaint shown)

There are five different colour themes for the leather seat trim - all G80’s have full leather seating, with leather-accented doors and dashboard trim, but if that’s not opulent enough for you, there is a choice of Nappa leather trim which sees G-Matrix quilting on the seats - and you have to get the Luxury Pack to get Nappa leather, and you have to get that to choose the most appealing interior colour on the palette - 'Smoky Green.'

The four other leather trim (standard or Nappa) choices are: 'Obsidian Black', 'Vanilla Beige', 'Urban Brown' or 'Dune Beige.' These can be teamed with your choice of 'Black Ash', 'Metallic Ash', 'Olive Ash' or 'Birch' open pore wood finishes. 

Up front storage consists of two cupholders between the seats, a cubby under the dash with wireless phone charger and USB ports, a twin-lid centre console, a decent glove box, but the door pockets aren’t large enough for bigger bottles.

There is a choice of Nappa leather trim. (3.5T AWD varaint shown)

In the rear there are smallish door pockets, extendable map pockets, a fold-down centre armrest with cupholders, and in the Luxury Pack models you’ll find controls for the screens, a USB port and additional headphone jacks. Or you can use the touchscreens on the backs of the front seats to override the sound in the cabin (that can be disabled!). 

The second-row seat comfort and space is mostly good. I’m 182cm or 6’0” and seated behind my own driving position there's ample kneeroom and headroom, but three across may be a battle for shoulder space, while toe room is tight if you’ve got big feet. 

The second-row seat comfort and space is mostly good. (3.5T AWD varaint shown)

If you’re buying a GV80 for the purpose of moving seven adults in comfort, maybe reconsider. It’s not as roomy in all three rows as the Volvo XC90 or Audi Q7, that’s for sure and certain. 

But if you intend to only use the back row on occasion, the space is workable. I managed to fit in the third row with okay knee room, tight foot room, and very limited head room - anyone shorter than 165cm should fare better.

There’s storage back there - cupholders and a covered bin - and rear occupants get vents and speakers, which can be muted using the 'Quiet Mode' if the driver notices those in the back need some peace.

But if the driver needs to get the rear seat occupants’ attention, there’s a speaker that booms their voice down to the back, and a microphone which can do the same from the rear.

Just note: if you plan to regularly use the third row, there is only curtain airbag coverage for the window section, not below or above it, which isn’t ideal. And the third row has no child seat anchor points, either, so it’s strictly for those out of baby seats or boosters. The second row has dual ISOFIX outboard anchors, and three top-tethers.

If you’re looking for a full-time seven seater in this part of the market, I’d suggest maybe check out the Volvo XC90 or Audi Q7. They remain the dominant options.

Now, what about the all important boot space?

Boot space is rated at 727-litres in the seven-seat model. (3.5T AWD varaint shown)

According to Genesis, the five seats up cargo capacity varies just a little between the five- and seven-seat models. There’s 735 litres (VDA) in the base five-seat model, and 727L in all the others. We put in the CarsGuide luggage set - comprising 124L, 95L and 36L hard cases - it all fit with room to spare.

With seven seats in play, though, that’s not the case. We could just fit in the medium size bag, but the larger one didn’t fit. Genesis says it doesn’t have an official figure for cargo capacity with all seats in use. 

Also worth noting, there’s no spare wheel in the seven-seat models, and only a space saver in the base car. 

Genesis doesn't quote the cargo cacpity with the third row of seats in play. (3.5T AWD varaint shown)

Power options comprise petrol or diesel for the GV80 range, but there are some big differences in engine specs.

The entry-level four-cylinder petrol engine is a 2.5-litre unit in the 2.5T, producing 224kW of power at 5800rpm and 422Nm of torque from 1650-4000rpm. It has an eight-speed auto, and is available in 2WD/RWD, or in AWD.

The 0-100km/h acceleration for the 2.5T is 6.9 seconds, no matter if you go RWD (which weighs 2073kg tare weight) or AWD (2153kg tare weight).

The range-topping 3.5T steps things up considerably - it runs a twin-turbo V6 petrol engine producing 279kW of power at 5800rpm and 530Nm of torque from 1300-4500rpm. It has an eight-speed auto and is all-wheel drive.

The horizon will greet you a bit quicker in this flagship petrol, with a 0-100 claim of 5.5sec, and a tare weight of 2248kg.

The 3.5-litre twin-turbo V6 prodcues 279/kW/530Nm. (3.5T AWD varaint shown)

Between those models on the price list is the 3.0D, a straight-six turbo-diesel engine producing 204kW of power at 3800rpm and 588Nm of torque from 1500-3000rpm. It’s an eight-speed auto and has AWD, too. The 0-100km/h claim for this model is 6.8sec, and it weighs 2267kg.

The all-wheel drive system features adaptive torque distribution, meaning it can apportion grunt where it’s needed depending on the circumstances. It’s rear-biased, but allows up to 90 per cent of torque to be sent to the front axle when required.

The 2.5-litre turbo four-cylinder produces 224kW/422Nm. (2.5T RWD variant shown)

The AWD versions also score a 'Multi Terrain Mode' selector, with the choice of mud, sand or snow settings available. All models have hill descent control and hill hold assist.

What about towing capacity? Sadly, the Genesis GV80 falls short of most rivals in the class, many of which have 750kg unbraked and 3500kg braked towing capability. Instead, all models in the GV80 stable can do 750kg unbraked but only 2722kg braked towing, with a maximum permissible towball download weight of 180kg. That might well rule this car out for some customers - and there’s no air suspension system available, either. 

The 3.0-litre straight six diesel makes 204kW/588Nm. (3.0D AWD variant shown)

Fuel consumption for the Genesis GV80 is going to depend on the powertrain you choose.

The 2.5T offers a combined cycle claimed fuel use of 9.8 litres per 100 kilometres for the rear-wheel drive model, while the all-wheel drive claims 10.4L/100km.

The 3.5T’s big six likes a drink, on paper at least, with a claim of 11.7L/100km.

Unsurprisingly, the diesel six is the most efficient, with claimed consumption of 8.8L/100km. 

The driver gets an excellent 12.3-inch colour head-up display. (3.5T AWD variant shown)

Petrol models need 95RON premium unleaded fuel at a minimum, and neither of them have engine start-stop technology, but the diesel does.

That said, it is a Euro 5 spec diesel, so no AdBlue is required, though there is a diesel particulate filter or DPF. And all versions have a fuel tank capacity of 80 litres.

We didn’t get a chance to do our own 'at the pump' figures on the launch, but we saw a displayed fuel use in the diesel of 9.4L/100km across a mix of urban, open road, dirt road and highway/freeway testing.

A glimpse at the displayed consumption for the four-cylinder petrol showed 11.8L/100km for both RWD and AWD models, and the six-cylinder petrol was displaying 12.2L/100km. 

If you’re reading this review thinking, “Yeah, but what about the hybrid, or the plug-in hybrid, or the full electric EV?”. We’re with you. None of those options are available at the time the GV80 is launching in Australia. We sincerely hope that situation changes, and soon.

The drive impressions of this review centred primarily around the 3.0D version of the GV80, which is the one the company reckons will account for more than half of all sales.

And from the driver’s seat, if you didn’t know the engine was diesel you wouldn’t know that it was diesel. It is so refined, smooth revving and quiet that it makes you realise just how good the diesels can be.

There is no telltale diesel clatter, no unpleasant rumble, and you can only really tell that it is a diesel by the very slight smidge of turbo lag at low revs and a little bit of noise through the cabin at higher speeds - but never are either intrusive.

The transmission is smooth in almost all situations. It shifts smartly and is hard to catch out - it seems to know exactly what you want to do and when you want to in most normal driving situations. There are paddle shifters if you want to take matters into your own hands – but it’s not as sporty an SUV as some of its performance-focused rivals.

In fact the GV80 is unapologetically luxury focused, and as such it might not meet the desires or requirements of some potential buyers. It isn’t the last word in point-to-point performance.

In fact the GV80 is unapologetically luxury focused. (2.5T RWD variant shown)

Does that matter? Not if you’re comparing it to a standard fare, equivalently priced BMW X5, Mercedes GLE, or what I think is the best competitor fit for this vehicle – Volvo XC90.

That said, the road reading adaptive suspension in the high-grade six-cylinder versions does a mostly good job at lower speeds and can adjust the dampers to suit to make a more comfortable ride, although the suspension generally is designed to be comfort focused.

As a result, you can notice the body wobble through corners, and also it can dip in and out of bumps more excessively than you might expect, meaning the body control could be a little tighter.

Indeed, that’s probably one of my biggest criticisms of the GV80. That it's a bit soft, and while I get that that is a genuine advantage for those who want a luxury SUV to drive like a luxury SUV, some might wish for a better composure over bumps.

Those quad lights are prominent in profile. (2.5T RWD variant shown)

Having said that, the 22-inch wheels do play their part - and the 2.5T models I also had a steer of, riding on 20-inch wheels but without the adaptive suspension, proved to be a little more relaxed in their reactions over lumps in the road surface.

The steering is adequate but it isn’t as pinpoint precise as some rivals, and in Sport mode it just seems to add weight rather than any extra feel - this is a bit of a Hyundai Australia tuning trait, and this model has been tuned by the local suspension and steering gurus.

Thankfully you don’t have to just abide by the predetermined Sport, Comfort and Eco modes – there is a Custom mode, which - in the 3.0D with the adaptive suspension - I set to Sport suspension, Comfort steering for a little lighter effect at the tiller, and the Smart engine and transmission behaviour (balanced performance and efficiency), as well as Sport four-wheel-drive behaviour, which makes it feel a touch more rear-biased in most situations.

The GV80 is so refined and smooth. (3.0D AWD variant shown)

You can’t think of a luxury vehicle without considering the noise, vibration and harshness (NVH) inside the cabin at speed, and the GV80 is a brilliant example of making things feel luxurious and hushed.

There’s an active road noise suppression system in models with the Luxury Pack, which makes it feel almost like you’re in a recording studio because you can hear your voice so clearly. It uses a microphone to read the incoming noise and pumps a counteractive note through the speakers, just like a set of noise-cancelling headphones.

But even in models without that system the levels of refinement are excellent, there’s not too much road noise to contend with, and not too much wind noise either – and it just feels like a pretty plush drive experience if luxury is what you’re after.

Gensis reckons the diesel will account for more than half of all sales. (3.0D AWD variant shown)

Wondering about the other variants? I drove both.

The 2.5T’s engine and transmission was quite good, with a little bit of lag to begin with from a standstill, but it otherwise pulled along pretty well with just me on board - I do wonder how this engine would cope with seven occupants, as the performance feels a little muted at times. 

The ride on those 20s was margianlly better than the vehicle with the 22s, but it still had a bit of body roll and lumpiness at times. It would be good with adaptive dampers on the spec, because the drive modes don’t include adjustment for the suspension, and the softly set chassis tune does take a little while to settle down. 

If you love driving and don’t plan to load up the five seats, the 2.5T RWD is a more purist experience as well, offering a slightly better balance and feel for the driver.

The 3.5T is undoubtedly appealing for its twin-turbo V6 engine, because it is a sweet operator. It revs hard, sounds great and is still super refined. You do have to contend with those 22-inch wheels and the not-quite-perfect suspension system, but it could be worth your money if you simply insist on a petrol six. And if you can afford the fuel bill.

All versions of the Genesis GV80 range have been developed to meet 2020 crash test safety requirements, though at the time of launch the vehicle hasn’t been tested by EuroNCAP or ANCAP.

But there is a strong safety story for the most part, with a long list of standard inclusions.

There’s low and high speed auto emergency braking (AEB) operational from 10km/h to 200km/h, while the pedestrian and cyclist detection works from 10-km/h to 85km/h. There’s also adaptive cruise control with stop-and-go capability, as well as lane keeping assistance (60km/h-200km/h) and the clever lane following assist (from 0km/h to 200km/h).

Plus, the cruise control system is claimed to feature Machine Learning, which, using AI, can learn how you prefer the car to react when using cruise control, and adapt to that.

The 2.5T gets in-cabin mood lighting, leather interior trim including on the doors and dash. (2.5T RWD variant shown)

There’s also a junction turning assist function to stop you diving through unsafe gaps in traffic (operational between 10km/h and 30km/h), as well as blind-spot monitoring with the brand's clever 'Blind-Spot View Monitor' - and it can intervene to stop you from driving into the path of oncoming traffic from 60km/h to 200km/h, and even halt the car if you’re about to pull out of a parallel parking space (up to 3km/h).

The GV80’s rear cross-traffic alert features an emergency braking function that’ll stop if it detects a vehicle at speeds between 0km/h and 8km/h. Plus there’s driver attention warning, auto high-beam lights, rear occupant alert and a surround view camera system.

Oddly, you must option the Luxury Pack to get rear AEB that detects pedestrians and objects at speeds of 0km/h to 10km/h. There are some sub-$25k models getting tech like this standard.

There are 10 airbags, comprising dual front, driver’s knee, front centre, front side, rear side, and curtain airbag coverage that extends to the third row but only covers the glass section right in the back.

If you believe the Genesis brand - or your watch or calendar - then you’ll sign up to the idea that time is the ultimate luxury. So the company says it wants to give you time, meaning there’s no need to waste it by taking your car to get it serviced.

The 'Genesis To You' approach means the company will collect your car (if you’re within 70km of the maintenance location) and return it to you when the service is done. A loan car can also be left for you if you need it. Now, the key thing here is the dealer and maintenance locations - there are only a few places to test drive and check out Genesis models at the moment - all in the Sydney metro area - but the brand will expand to Melbourne and surrounds in 2021, as well as south-east Queensland. Maintenance may be completed by contracted workshops, not a Genesis 'dealer', per se.

And that runs the full five years of included complimentary servicing, with service intervals set at 12 months/10,000km for both petrol models, and 12 months/15,000km for the diesel.

That’s right - you get free maintenance for either 50,000km or 75,000km, depending on the version you choose. But note, those 10,000km maintenance intervals on petrol versions are shorter than most rivals.

Buyers also get a five-year unlimited/kilometre warranty (five years/130,000km for fleet/hire car operators), five years/unlimited kilometres roadside assistance, and free map updates for the sat nav system over that period, too.