Genesis G80 review: 300bhp BMW 5-series rival tested

For car manufacturers, success overseas doesn’t always translate to UK popularity; our narrow, pockmarked roads present a unique challenge, and the brash designs favoured by US and Chinese clients don’t tend to elicit the same positive response from UK - and European - buyers. Having said that, take one look at the Genesis G80 saloon and it’s easy to forget that the BMW 5-series, Audi A6 and Mercedes E-class exist. It looks glamorous and distinctive in a way its rivals simply don’t, with a presence that’s usually reserved for the class above. The kicker, though, is that the G80 costs £42,745; over eight thousand pounds less than an equivalent 5-series, and about the same as a base-spec 320d. Blimey. 

As Hyundai’s upmarket spin-off brand, Genesis has been expanding its reach in the UK with a series of saloons, SUVs and electric cars since 2021, and the G80 is very much its flag bearer for luxury and tech at the moment (there’s also a larger G90 saloon, but Genesis has yet to confirm if it’ll reach the UK). As such, where the smaller, 3-series rivalling G70 uses a Kia Stinger-derived platform, Genesis has flexed its technical muscle with the G80 to produce its own rear-drive architecture, with optional four-wheel drive as fitted to the car we drove. The sole engine option is a 2.5-litre turbocharged four-cylinder petrol generating 300bhp and 311lb ft; healthy numbers on paper, but less so in the context of the G80’s 1930kg kerb weight. The 0-62mph sprint is completed in 6sec, with a top speed of 155mph.

As indicated by the sheer size of the G80 – it’s a shade under than five metres long and 1925mm wide – it’s geared towards opulence and comfort rather than sporting agility. The cabin certainly fulfils this brief; it’s spacious and well crafted, with a sumptuous feel that doesn’t evaporate when you twist and prod the major controls. Yes, some of the ‘metal’ trims are in fact plastic imitations, but the switchgear is well laid out and intuitive, with a blend of physical dials and haptic screens that works rather well. The infotainment display in particular is well positioned just below the driver’s eye line, and while it is a touchscreen, Genesis has mercifully installed a rotary controller on the centre console to flick through the menus more easily. It all feels thoroughly modern and carries the impression of a more expensive car. 

Fuel economy aside (we achieved a middling 31mpg in mixed use) the engine doesn’t feel outdated either, despite its unusually large capacity and absence of hybrid boost. It’s hushed and smooth under light loads for a four-cylinder, pouring torque to the wheels through a silky eight-speed automatic gearbox and fading into the background in top gear at speed. You soon settle into the highly adjustable (and optional) massaging comfort seats, stroke the car along and enjoy its excellent rolling refinement; provided there’s freshly-laid tarmac beneath. Our test car came equipped with Michelin Pilot Sport 4 S tyres, which generate a chorus of road roar on poor surfaces. It’s an odd choice of rubber in a comfort-oriented saloon, and one that otherwise feels well-insulated at speed – thanks partly due to an onboard active noise cancelling system and double-glazed side glass. 

All G80s ride on conventional coil springs with continuously variable dampers, which prime themselves according to the road ahead by using a forward-facing camera; this picks out surface imperfections and uses a solenoid to adjust compression and rebound at each wheel for a more fluid ride. The dampers never hold tight control of the car’s mass, but the relaxed, long-legged feel suits the G80’s character. What doesn’t, however, is the vague on-centre steering response which requires concentration to place the car accurately at speed, and the G80’s lack of vertical control over undulating roads; consecutive bumps trigger a disorientating rocking motion as the body loses sync with the road. The dampers struggle with smaller ripples and imperfections too, which send a shudder through the car and a brief feeling of disconnect between the front and rear axles. It’s a shame as in certain conditions the G80 can feel eerily quiet, serene and indulgent.

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Drive beyond its natural comfort zone and the G80 doesn’t engage as a 5-series might, either. The steering is devoid of any sense of connection no matter which of the Eco, Comfort or Sport driving modes you select, and the big Genesis feels cumbersome and lethargic in its responses. Even so, the outright cornering speed it’s able to carry is surprisingly high thanks to those Michelin tyres, and the four-wheel drive system offers reassuring security and even a hint of rear-bias under power. The synthetic engine sound generator also does a surprisingly good job at mimicking a Mercedes-AMG M156 V8 (if you’re feeling generous), and there’s enough grunt to carry the G80 along effortlessly at a fast pace. Just don’t expect much in the way of fun – that doesn’t fall within the G80’s remit as a cosseting cruiser.

Price and rivals

There’s no doubt that the G80 lacks the bandwidth and composure of the best large saloons, but given its compelling asking price, we didn’t expect it to wipe out the competition at the first time of asking. Even when you consider its dynamic shortcomings, the Genesis is fantastic value at £42,745; there’s arguably no more luxurious, lavishly appointed car on sale for less, and the G80 falls in line with smaller saloons like the BMW 3-series and Mercedes C-class in terms of price. 

The imminent arrival of the new BMW 5-series is ominous for Genesis, though. The outgoing 5-series is already a supreme package with enormous dynamic ability, and the new model is expected to build on this. With a starting price of £51,000 it’s significantly more expensive than the G80, but given BMW’s recent form, we wouldn’t bet against it being worth the extra outlay. Pricing hasn’t yet been announced for the next-generation Mercedes E-class, but it’s likely to sit in a similar ballpark to the BMW, which leaves the Genesis in a rather unique market position. If the next G80 drives like a more expensive car, rather than just looking and feeling like one, it could reshuffle the established pecking order.