Genesis G80
MODEL TESTED: G80 Electrified Luxury PRICE: £69,805 POWERTRAIN: 2x e-motors, 87.2kWh battery, 359bhp
WITH a starting price of £69,805, the G80 Electrified costs much less than its rival here. However, there is a range of option packs that bump up the price considerably. Add the extras of our test car, and the total climbs to within touching distance of the EQE, at £84, 215.
Tech highlights
Unlike the EQE, which was designed to be an EV from the outset, the G80’s chassis was originally intended for combustion powertrains. Fitting electrical running gear means some compromises in packaging, but in terms of motor and battery specs, the numbers are certainly competitive.
There are two electric motors to the EQE’s one, and they make a combined 359bhp and 700Nm – 71bhp and 135Nm more than its rival. An 87. 2kWh battery is slightly smaller, and a drag coefficient of 0. 27Cd isn’t quite as slippery, but WLTP testing quotes a range comfortably over 300 miles. An 800-volt electric architecture offers the promise of ultra-rapid charging, too, while an i-Pedal function allows for driving with one foot.
Air suspension isn’t available, but the G80 features adaptive dampers that use forward-facing cameras to prime themselves for approaching bumps. Regenerative braking will be used more frequently than the mechanical set-up, but there are large 360mm ventilated discs all round.
SAFETY: As with the Mercedes, the Genesis G80 was awarded a five-star rating by Euro NCAP. Eight airbags come as standard, as do adaptive cruise control, blind-spot detection, forward-collision avoidance and lane-keeping assist. A lanefollowing system allows the driver to let the car steer between lanes independently of the cruise control; in other words, it’s possible to let the car steer while remaining in full control of the pedals.
On road
WHILE there are one or two areas for potential improvement, the G80 is a more pleasing and more accomplished car to drive than the EQE.
AROUND TOWN: Even though the Mercedes has four-wheel steering and the Genesis doesn’t, there’s only a matter of centimetres between the two cars’ turning circles. Beside its rival, the G80’s brakes and throttle can feel quite sudden at parking speeds, so gentle, deliberate inputs are needed to avoid jerky driving.
Regenerative braking can be adjusted on the fly via paddles behind the G80’s steering wheel, and we’d like more EVs to have this system. The ability to easily change from coasting to near-one-pedal driving (and options in between) allows the driver to adapt to a range of conditions without having to dive into the distracting touchscreen menus.
A & B-ROADS: The G80 feels far more connected to the road than the relatively aloof EQE. It’s no hot hatch, but it turns in positively enough, body roll is well controlled, and grip is strong. The steering is naturally weighted and precise, too.
A 0-62mph time of 4.9 seconds means the G80 is much faster than its rival in a straight line. There’s enough torque in each motor that the front wheels can occasionally struggle for traction under hard acceleration.
MOTORWAY: If we were to improve the G80, we’d suggest trading some of its tight body control for a slightly smoother ride. It’s not unpleasant as it is, but a comfortable executive car that feels so great from the back seats would benefit from a little more give and a touch less fidget at all speeds. The G80 can’t quite match the EQE’s lack of wind noise at 70mph, but road roar is at least on its rival’s level.
TESTERS’ NOTES
“The vehicle-to-grid function lets you run your house off the G80’s battery. Not only does this show that EVs can reduce load on the National Grid at peak times, but it can help you in a power cut, too.”
Alex Ingram Chief reviewer
“It’s no hot hatch, but the G80 turns in positively and body roll is well controlled”
Ownership
FROM the driver’s seat, there’s barely any way to tell the G80 Electrified apart from the combustionengined versions. That’s no bad thing, though, because the dashboard manages to look luxurious without trying to copy any of its European rivals’ designs. Even when you start to prod at various bits of trim, the build quality stands up to scrutiny. Some parts, such as the door trims, feel a touch more sturdy in the Mercedes, but overall there’s very little between this pair.
As in the EQE, rear visibility is somewhat compromised by a small window, but the base of the windscreen is much lower, so at least you can see where you’re going.
Rear-seat accommodation is very luxurious – especially if you tick the right option boxes. The £4,600 Executive Pack + Comfort Seat Pack add a host of posh extras. While everyone gets soft-close doors, those in the rear each gain a pair of eight-inch touchscreens, letting them view or listen to their own media, or look up navigation and trip information. A bulky centre armrest provides physical controls for those infotainment functions, plus buttons for the heated seats and electric rear blind. Manual side window blinds are also among the pack’s extensive add-ons.
CHARGING: Find a socket powerful enough, and Genesis claims that the G80 Electrified will replenish its battery at up to 240kW – enough for a 10-80 per cent charge in 21 minutes. That’s roughly a third less time than its Mercedes rival will take to add a similar amount of distance.
Both cars get 11kW chargers, which allows for slightly quicker charging in homes that can be upgraded to a three-phase electrical system. A full charge from an 11kW source takes just over seven and a half hours. Both cars’ charging sockets are in the nose, which is useful for public points.
TESTERS’ NOTES
“Our G80 Electrified featured the optional solar roof, which adds charge to the 87.2kWh battery. Genesis says that just under six hours of daylight can add 1.8 miles of range a day - that’s an extra 715 miles per year. Plus, the air-conditioning can be left on when parked without draining the battery.”
Alex Ingram Chief reviewer
Practicality
THE G80 does a better job of feeling like a limousine for back-seat occupants.
REAR SPACE: Hop in the back, and the Genesis is a much more pleasant place to sit. Not necessarily because of the space – while the G80 has more room for feet under the front seats, the Mercedes has more headroom – but the seats are softer and the backrests are more reclined.
BOOT: There is one clear compromise with the need to package the G80 Electrified’s powertrain, and it comes in the boot. While the opening is the same as the combustion model’s, there’s a very large lump that starts at the seat backs and encroaches around 270mm into the floor.
Its curved shape means that you could shove some softer, smaller items on top of it if you’re desperate for the room, but the result is a volume of 354 litres, which is very disappointing for a car this big.