GENESIS GV80 2021

Body, cabin and space cargo

The Genesis GV80 is a bit shorter than most of its rivals but has one of the longest wheelbases of the category. Passengers in the first and second rows get plenty of room all around and very comfortable seats. The rear bench deserves special mention for well-shaped seatbacks and sufficient height for good thigh support. The seatbacks fold at the touch of a button on the sides of the cargo area.

V6 versions are equipped with a third row not offered on our four-cylinder test model. Given the sharp roof angle, headroom may be tight. However, the second-row bench slides fore and aft to share the space between the second and third rows.

On paper, cargo volume of the GV80 is slightly inferior to that of several competitors. Is it the slanted liftgate or the high cargo floor that is to blame? In any event, families will have no problem finding room for their luggage on a long vacation. It is even more true of the four-cylinder models, where large underfloor compartments replace the third-row bench.

The careful finish displayed in the trunk carries over to the cabin. The latter combines upscale materials, luxury accents, faultless fit and attractive ambient lighting. High-resolution digital screens provide a plethora of information in a clear and contemporary design.

The centre screen measures no less than 14.5 inches; it is touch activated but a very long reach from the driver. It would be more natural to navigate it with the control on the centre console—if it were a traditional rotary knob. Instead, Genesis has designed a ring dial that is very hard to manipulate, even when the vehicle is stopped. It takes just the right pressure to turn it without pressing on the hidden directional buttons. More often than not, you end up changing the menu instead of navigating the desired page.

You also have to take your eyes off the road to use the advanced functions of the HVAC and the heated seats and steering wheel, accessed via another small touch screen.

If that weren’t enough, the control ring of the infotainment system gets mistaken for the rotary gear selector placed just behind it. You are better off using voice control and the logical controls on the steering wheel. Unfortunately, this steering wheel has just one very large spoke that crosses its entire width; it soon has you wishing for traditional horizontal spokes on a highway trip.

Other highlights

Instruments: the analog speedometer and fuel gauge with an 8‑in. display screen is less spectacular than the fully digital gauge cluster of the 3.5T Prestige version, but every bit as efficient. Head-up display is very clear; offered on all but the 2.5T Select model.

Convenience features: well-balanced audio system, even without the 3.5T Prestige’s Lexicon system. Hands-free power liftgate, navigation, wireless smartphone charging, panoramic sunroof and keyless entry are standard features that are often optional on the competition.

Safety features

• Antilock brakes with electronic brake force distribution and brake assist
• Stability and traction control
• Hill start assist
• Hill descent control
• Front airbags
• Driver knee airbags
• Airbag between front seats
• Front and rear side airbags
• Side curtain airbags
• Front seatbelt pretensioners
• Five head restraints, adjustable or foldable; whiplash reducing in front
• Tire pressure monitor
• Rearview camera
• Front and rear parking sensors
• Blind-spot monitoring and rear cross traffic alert, both with active assist
• Forward collision warning with automatic emergency braking and pedestrian detection
• Lane departure alert with automatic steering assist
• Lane centering assist
• Emergency avoidance assist
• Automatic high beams
• Adaptive cruise control
• Automatic reverse emergency braking (standard, 3.5T Prestige; unavailable, other trims)
• Surround-view camera (standard, 2.5T Advanced and both 3.5T trims; unavailable, 2.5T Select)

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 4 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick+

Visibility

Visibility is good for such a sleek design. Wide B-pillars block the view when changing lanes; large mirrors and active blind-spot monitor compensate. All trims, except the least expensive, display a side view of the vehicle in the instrument cluster when the turn signal is activated. But winter conditions quickly render this and the reverse camera functions useless.

Headlights: Insurance Institute for Highway Safety has not yet tested the LED headlights. We found the low-beams to be so efficient that the high-beams provided only marginal improvement.

Mechanical overview

For 2021, the Genesis GV80 and G80 sedan launch the third generation of a platform exclusive to Genesis. The basic longitudinal engine/rear-wheel-drive architecture mimics the classic layout of several European SUVs, the Lincoln Aviator and the Jeep Grand Cherokee. Most structural components are made of high- or very high-strength steel; the hood, liftgate, doors and shock absorber towers are aluminum.

The multilink independent suspension of the V6 versions includes adaptive dampers that adjust to surface conditions using road scanning technology.

All GV80s sold in Canada come with four-wheel drive. Power goes to the rear wheels in normal conditions, but the AWD system can channel up to 50 percent to the front in case of loss of traction, acceleration and tight cornering. A limited-slip differential on 3.5T Prestige models distributes torque between the rear wheels to further improve traction.

The Genesis GV80 uses the Hyundai group’s latest four-cylinder turbo engine. This 2.5‑litre engine pairs direct fuel injection in the cylinders with multipoint injection in the cylinder head to improve overall performance. Its 300 horses and 311 pound-feet maximum torque exceed the ratings of all competing four-cylinder engines and even some normally aspirated six-cylinders.

Those who want more can opt for a twin-turbo 3.5‑litre V6 that boosts power to 375 hp and torque to 391 lb‑ft. The latter is fully available at 1,300 RPM, which is even quicker than for the four-cylinder. These ratings place the GV80 among the best of the segment.

Both engines are paired with an eight-speed automatic transmission with steering-wheel-mounted shift paddles. Also listed are automatic stop-start and multiple drive modes, one customizable.

The four-cylinder GV80 delivers average fuel economy for the segment with a city-highway combined rating of 9.5 L/100 km, according to Natural Resources Canada. We obtained 10.4 L/100 km mainly on the highway during our test at the end of winter. An electric powertrain, even partial, would no doubt do better. The Hyundai group has the technology to imitate its German rivals in this respect, and should apply it.

DRIVING IMPRESSIONS

Several midsize luxury SUVs are openly sports-minded, while others admittedly aim towards comfort. The Genesis GV80 tries to have it both ways, but in the end, smoothness prevails.

The small—or rather, the big—newcomer from Genesis has a firm grip in turns but does not generate a lot of excitement. As precise as it is, the steering does not link the driver to the road in the same way as a BMW X5 or even a Cadillac XT6. There is more body lean than a competing European, which encourages more prudent driving.

That said the GV80 displays very good stability and straight-line tracking at highway speed. Even without the top trim’s adaptive shock absorbers, it absorbs pavement defects well. Our tester’s big, 20‑inch wheels did not seem to rattle the suspension or overly stiffen the ride.

In fact, the ride proved quiet in nearly all circumstances, despite the winter tires. The engine interrupts the quietude in strong acceleration but with a much pleasanter note that the automaker’s other four-cylinder engines.

The flexibility and smoothness of this new four-cylinder quickly erase the memory of the Hyundai group’s disappointing 2.0‑litre. Timed performance is not outstanding, but the power reserve is always amply sufficient. Strangely, the throttle seemed much more natural, and the automatic transmission, more fluid and responsive than in a G80 sedan equipped with the same powertrain.

The briefly tested V6 certainly makes the vehicle quicker, but $10,000 more than the “small” engine seems like a lot to pay. And with the 22‑inch wheels, tire replacement will cost a fortune.

Other highlights

Braking: electric rather than hydraulic assist, with no physical link to the pedal. Natural and progressive pedal feel. Short, straight panic stops.

Driving assistance: adaptive cruise control is more progressive than before from Hyundai/Kia/Genesis. However, its radar unit quickly gets dirty with the least bit of road salt. As a result, the system often deactivates even when road conditions would allow it to be used safely. It cannot be used as a traditional cruise, as was possible until recently on all Hyundai-group models. It is just more proof that autonomous driving won’t be coming to Quebec anytime soon. Lane-keeping system sometimes confused by highway exits, and annoying because of the constant steering wheel nudges.