Have you ever had one of those fictional stories that arise with the ability to play the piano randomly? You know, a person whose fingers are suddenly and magically classical sonatas, never stumbled so much through chopsticks before? I have always been suspicious of those accounts, but thisRethinking me. Why? Because with absolutely zero experience making a true luxury SUV, this Korean upstart has briefly jumped out of the right box. It is a harmonious, fully realized missover crossover with its appeal – with an Audi, BMW and Mercedes-Benz ready to rub shoulders in front of the pack.
Of course, Genesis is not an overnight sensation, let alone any unknown startup. The brand is built on Hyundai’s considerable shoulders, and Hyundai has succeeded in cementing the Genesis.Over the years, as well as . But this GV80 is not just Genesis’ first SUV, it is the parent company’s first unibody crossover that is also built on the rear-wheel-drive architecture. But just because Genesis is a loud arrival at the ball, it does not mean that it is a wall-building material.
Conversely, all you have to do is take a look at the GV80’s massive, Superman-shield-shaped grille, or its distinctive double-hashmark lighting, to find that it is not headed to slip into the SUV side door. The top-shelf Prestige trim seen here rides on the massive 22-inch Michelin Primacy Tour all-season rubber, and the rest of the vehicle’s details and proportions are actually fitted with oversized wheels. Even now, at least trims start at the larger 19 inches. For better or worse, the 2021 Genesis GV80 is a seriously piece of design, and even if it’s not your thing, there’s no doubt that it looks expensive and has a serious presence.
Whether you use a traditional fob or have a digital, wearable phone available to open the door, you’ll find that the GV80’s Gravitas comes in its cabin. The cockpit is swathed in all types of upscale materials and finishes, including matte-finish wood and ample straps of knurled switchgear that look and feel premium. Prestige runs this one ladle on several additional niches, including a suede-like headliner and a very tricky 3D-effect all-digital gauge cluster (the latter being an industry first).
Then there is the 14.5-inch widescreen infotainment system with its high resolution and sparkling graphics. It is tilted above the dash like a billboard, but thanks to its ultra-long span and the gentle curvature of the gauge binacal, the display doesn’t feel like an exploit-like. Paired with a touchscreen or a large jog wheel with integrated directional click ring (not unlike your iPod) and a center handwriting recognition pad, the GV80’s infotainment system is new and powerful, yet with its tile-based layout It is surprisingly easy to get used to.
Thankfully, there is plenty of space inside, too. The 194.7-inch GV80 rides with a 116.3-inch wheelbase, which combines ample head, shoulders and legroom in the first and (slidable and reconable) second row. Yes, a power-folding third row is available, but only on an upper-mid-arrangement trim with larger engines. The way this plus-two setup eats into cargo space, offering only tight seating, I’d recommend sticking with the two-row model.
For track keepers, the cargo space behind the optional third row is a modest 11.6 cubic feet. The space behind the second row is more substantial 33.9 cubes, and if you bend all the seats behind the front row, you’re looking at 84 cubic feet, a figure that’s out of the sides.And leaps .
If you’re looking for another good reason to skip the third line, try this: You can’t get my pick of the GV80’s range, the Prestige model. I rarely recommend stripping on a top trim, but this added creature is worth doing here for comfort, including Genesis’ novel Ergo Motion Massaging the front seats to make posture recommendations for occupants. Can measure The latter are high-quality, quilted Nappa leather and so weak that you might decide to hang out in your driveway, just to have the chance to hear high-fidelity, 21-speaker Lexicon surround-audio. What’s more, select Highline models also feature an adaptive multilink suspension front and rear treated, including a road-reading camera to advancely adapt dampers to any surface – those 22 inches at each corner With the K steamer, you can get whatever technical support you need to smooth the ride.
Pro tip: When ordered in more unusual color combinations such as maroon brown with smokey green leather, the GV80’s cabin looks premium and often more luxurious than offered by comparable German and Japanese rivals., BMW X5, Mercedes GLE and . In fact, this origin is compared well against the less popular class pics. And Both, who are probably better known for their flamboyant interiors than they are for anything else.
All this is to say that not only is the GV80 superb and properly assembled, it looks and feels both original and special, as well as high-tech. If there are any false notes, they are minor offenses of omission –And Not offered wirelessly, and you may not get Wi-Fi hotspots or rear-seat entertainment. That two-blown rugby-ball steering wheel is a strange throwback, but at least it is different.
If you’re looking for a fire-breathing sports utility with more emphasis on the former than the latter, the GV80 is not your ride – at least not yet. At launch, two engines will be available: a turbocharged, 2.5-liter four-cylinder and a twin-turbo 3.5-liter V6, both shouted for an obedient eight-speed automatic transmission. The i4 is available in both rear and all-wheel-drive formats, and it churns out 300 horsepower and 311 pound-feet of torque. While my brief drive time in the I4 suggests that it’s job dependent, it’s the V6 powertrain I’ve spent the most time with, so it’s the combination I’m going to focus on for this review.
That’s also fine, because with a vehicle as bold and fast as it is, it seems only fair to choose the most powerful powertrain. In addition, the GV80 is no lighter – a base RWD 2.5T over 4,500 pounds, and an all-mod-const 3.5T with the mandatory AWD, such as it states a scale of around 5,000 pounds. The V6 has a torque of 375 hp and 391 lb-ft, which is enough to make the sled run at 60 mph in 5.7 seconds.
At that time the owner of the BMW X5 sDrive40i will have no fear, let alonePilot, but that’s fine. The GV80 handles faster and the suspension setup is firm on the side regardless of the drive mode setting, but it’s not a hot-rod wagon like the Genesis Stilts . The GV80 sounds powerful, but it is still a codal-me-first, thrill-me-second proposal. The GV80 is a Zen cocoon for its support, direct steering and effortlessly modulated brakes, from its mutated Groval to full power. It is a vehicle that knows and embraces its mission for balanced, total luxury, and is unexpectedly excellent for precisely that reason.
There is no one to say that the big six of the GV80 seems lazy. Yes, it is super quiet from the inside due to active road-noise cancellation technology, laminated glass and all kinds of soundproofing materials. But the V6 feels better from the outside, and more importantly, it gains the power to underscore those. In fact, it’s worth noting that while both powertrains are rated for 6,000 pounds, the twin-turbo setup helps the 3.5-liter torque peak kick in the first and longer than the less-expensive four-cylinder Hangs up to (1,300 to 4,500 rpm). (1,650 to 4,000 rpm), which should help to be an even more effective towing partner. For my money, it would be great if Genesis were to eventually introduce an even more powerful V8 or hybrid model to match the Germans – the chassis is on top of it.
That said, if the GV80 has an Akilis heel with performance, it is fuel economy. Of course, this is a problem shared by every model in this class – at least without hybrid assistance. The entry-level RWD 2.5T rings 25 miles per gallon city, 21 highways and 23 combined. Like this Prestige, a loaded AWD 3.5T is rated at 23 mpg city, 18 highways and 20 combined. These are ineffective figures – especially on premium fuels – but they are perfectly competitive for this class.
If you are looking for more pleasing numbers, I suggest checking pricing. The GV80 range starts at less than $ 50,000 for the 2.5T RWD – where Hyundai’s is greatdrop offs. Yes, the Lexus RX is a bit cheaper for a beginner, but it is smaller, less powerful and less luxurious. German? They are all more expensive. Just over $ 60K you will get the base 3.5T AWD.
At the other end of the range, my pick, load-up Prestige with all-wheel drive and larger engine is just shy of $ 72,000 (including $ 1,025 delivery). To be sure, there is a lot of money, but it is far cheaper than a comparable European. Also, I think I also like the way the GV80 sounds overall.
No matter which trim you choose, the Mix has a full suite of advanced Driver Assist systems. Forward collisions with auto-brake, lane-departure warning and blind-spot assist are standard, as is a driver monitor. The Prestige trim comes with Highway Driving Assist II, which includes lane centering, sign recognition, and even automatic lane changes., Which allows drivers to park in tight spots while standing outside their vehicle. These features are also available as part of two driving assistance packages on lesser models.
It is 100% true that Hyundai missed out on where the market was going when it chose to launch its new premium Genesis brand with three sedans, such as consumers jumping the passenger-car ship in favor of SUVs. But at least Genesis was smart enough to understand that if you’re late for a utility-vehicle party, you’ll have to work hard with Swag And matter. The automaker’s first knife in style is both in, and despite being overcome by an overnight sensation, this 2021 Genesis GV80 has the goods to shock luxury buyers – and compared to some car companies – with all its excellence.