Yahoo Autos 2021 Genesis G80 First Drive | A dashing debutant comes into its own
ANN ARBOR, Mich. — Genesis has garnered the attention of the automotive industry, from observers and enthusiasts like ourselves, to that of its competition. The stunted brand rollout may have raised questions at first, but the cars we’ve driven — especially the sporty, well-balanced G70 — speak for themselves. A North American Car of the Year win, favorable J.D. Power owner surveys and Autoblog’s own praise — even in some “Spend My Money” segments of our weekly podcast — have joined the chorus of enthusiasm for a brand that brings a different kind of luxury to the conversation. Now, the car that started it all, the Genesis G80, gets its first total redesign since the brand it inspired got off the ground (the last G80 started life as the second-generation Hyundai Genesis). It feels like a debutant ready to make its splash in the world. You may not have paid much attention to the G80 until now, but the new generation ought to change that.
The 2021 Genesis G80 has presence, whether seen in studio photos, mixing it up in traffic or just resting in the parking lot of your favorite restaurant. It exudes confidence and decorum without outright flashiness or gimmickry. The dimensions and proportions make it appear sizable, its personality stretching to every extremity of its sheet metal. The few character lines are placed with moderated elegance, letting the car’s physique tell its own tale of space and stability. The lines of the badge’s wings seem to stretch around the car from the two horizontal lines of the headlights, to those on the fenders behind the front wheel, continuing invisibly until they reappear where the taillights wrap around the rear corner. The roofline meets the rear deck tidily just above a chrome accent that looks like wings spread wide across the top or the trunk face. The G80 might not scream “look at me” in a crowded parking lot, but it does look fit and polished standing at attention.
The G80’s cabin picks up the story artfully. The wide, horizontal dash is garnished by a wooden trim piece that echoes that earlier wing design. Surfaces are layered with inlays that add character without producing visual clutter. Touchpoints like the steering wheel, rotary gear shifter, center console and door armrests reflect the solidity of the exterior proportions. And, of course, there’s lots of space, just as the external architecture promises.
Occupants are treated to quality materials applied with delightful design. The feel is cleaner and more conservative than the likes of BMW and Mercedes, but warmer and less clinical than Audi and Volvo. Layout is straightforward, and we didn’t find ourselves hunting through the cabin for controls. The seats are comfortable, and the Ergo Motion driver’s seat (part of the Prestige package) features air cells that adjust based on drive mode and posture. We couldn’t tell if or when it was working — your author’s backside isn’t that discerning — but we did feel well supported the entire time. The front seats are heated as standard, while ventilation is available along with heated rear seats and steering wheel. We had to flip a child’s car seat on its side to fit through the door, but there’s plenty of room for kids — or adults — to stretch their legs without kicking the seatbacks, and the panoramic sunroof maintains a sense of openness throughout the car.
There are two powertrain options to motivate the new sheet metal and its properly cosseted occupants. First is a 2.5-liter turbocharged inline-four producing 300 horsepower and 311 pound-feet of torque. The 2.5T RWD is rated at 23 mpg city highway, 32 mpg highway and 26 combined, while the 2.5T AWD gets 22/30/25 mpg. Genesis expects this to be the volume seller, with a take rate around 70%, and we’d expect those buyers to find its output to be nothing less than ample, especially if fuel economy is a concern (and remember, all those European competitors also come standard with four cylinders). If you’re looking for the silent runabout, this is your motor, as it nary makes a peep in normal driving. The one weakness in this otherwise solid engine a hesitation under duress. When gunning it, there’s a pause that feels like turbo lag (perhaps due to traction control or other electronic mitigation) before the car catches up to your right-pedal input. If you’re not a heavyfoot or constantly in a hurry, it won’t bother you.
Comparatively, the upgrade option — a twin-turbo 3.5-liter V6 — is more assertive, with 375 horsepower and 391 pound-feet on offer at the loss of just 4 combined mpg. It doesn’t hesitate like the 2.5 to get underway, and pulls smoothly up the revs. It also knows when to make its voice heard. Chiefly under hard acceleration, its smooth baritone soundtrack filters its way into the cabin, then recedes into the background once at cruising speed. With the extra power, we also found ourselves more apt to reach for the paddle shifters to enjoy the quick, smooth shifts of the G80’s eight-speed transmission. The 3.5T also comes with an electronically controlled suspension guided by a road-scanning camera (a technology first seen on the current Mercedes S-Class). While we wouldn’t say you need the extra power, responsiveness and suspension prowess, we wouldn’t try to steer you away from spending the extra $11,400 to move up to the V6 and everything it brings with it.
