The verdict: Those who want the most fun and luxurious G80 should consider the electrified G80.
Against the competition: The fully-featured $80,000 electrified G80 is a true mid-size luxury sedan that’s also an EV but isn’t six-figure, and that alone makes it a unique offering in today’s market despite a autonomy and performance that are not breathtaking.
The Genesis G80 tipped off Europe’s top luxury sedans when it debuted for the 2021 model year with a high-quality interior, lots of tech and a well-balanced ride quality. For the 2023 model year, Genesis is introducing the electrified G80, which transforms the gasoline-powered G80 into a fully electric car by replacing the stock gasoline powertrain with dual motors for standard all-wheel drive and a large battery for 282 miles of driving. EPA -nominal range.
So, is the electrified G80 as appealing as its petrol sibling? In some ways it’s the sportiest option, and some EV features are still impressive, but it’s not without quirks. Note: This review focuses on the G80 as an electric vehicle; you can read our expert opinion on the petrol G80 for more information on the redesigned G80 itself, including its interior quality and technology, which remain unchanged in the electrified G80.
Related: Genesis Electrified G80 debuts in Shanghai
The sportiest and most luxurious G80 to drive
The Electrified G80 is more responsive and more fun to drive than the G80 Sport, which is powered by a twin-turbocharged 3.5-liter that develops 375 horsepower and 391 pound-feet of torque – and that’s despite the G80 Electrified displacing an extra 585 pounds (its curb weight is 5,038 pounds versus 4,453 pounds for the gas-powered G80) with 10 hp less (365 hp).
The near-instantaneous delivery of 516 pound-feet of torque is what amps up the experience in the electric car, though overall acceleration doesn’t feel dramatically different from the G80 Sport. This responsiveness allows the electrified G80 to pounce on the accelerator pedal, while the G80 Sport’s traditional engine and eight-speed automatic transmission respond sluggishly (relatively speaking) despite being a capable unit. . Throttle response is the main reason the electrified G80 is the most fun-to-drive option, as it connects you to the car with immediate feedback; say go, and that’s fine. There is no need to wait for a transmission to downshift or for power to increase with engine rpm.
Let’s set expectations, though, because the electrified G80 doesn’t offer the roller-coaster ride we’ve seen with EVs like the Tesla Model S or the all-wheel-drive versions of the Mercedes-EQ EQS and Porsche Taycan. At $80,000, however, the electrified G80 is significantly cheaper than those $100,000+ electric luxury sedans.
The electrified G80 is also the most luxurious G80. Without a vibrating, rumbling gasoline engine, the quiet, smooth powertrain of the electrified G80 exudes class and refinement. There is however more audible tire impact noise and road noise due to the lack of engine noise. The electrified G80’s ride and handling straddle the line of comfort and sportiness: it’s not too soft and uncontrolled, or tuned so aggressively that it ruins ride quality. This is how the G80 rides with any type of engine; it’s not a cushy luxury car like the Genesis G90, nor a performance sedan like the Genesis G70.
Where there is room for improvement in the EV driving experience is that the throttle and brakes are less responsive in stop-and-go driving. It was difficult to drive smoothly from a stop in the Genesis due to a dead zone in throttle pedal progression in any drive mode that left a lag before a big Acceleration kick is not triggered. There’s a similar lag in braking action when using a single-pedal drive mode: after pressing the accelerator, the electrified G80 hesitates and rolls before it begins to brake, where most electric vehicles decelerate rapidly. Slowing to a stop in one-pedal mode also uncovered an odd rocking characteristic, like a cup of Jell-O settling after being jostled. These features might have been unique to the car I drove — as journalists, we sometimes drive early versions of vehicles before they go on sale — but these characteristics are not normal for most vehicles electrical. Worth paying attention to on a test drive.
G80 electrified as an electric car
With 282 miles of estimated range and 365 hp, the electrified G80 doesn’t offer crazy performance or huge range, but that 282-mile range is competitive with cheaper AWD EVs that prioritize performance over the range, including the BMW i4 M50 (270 miles with 19-inch wheels, 227 miles with 20-inch wheels) and Polestar 2 Dual Motor (249 miles). The exception is the Tesla Model 3 Long Range, which brings performance and autonomy (358 miles). These similarly priced competitors are smaller, however, and not as lavishly appointed inside.
For now, the Genesis Electrified G80’s strongest attribute as an electric vehicle is its impressive DC fast charging capability. With a charging capacity of 800 volts, Genesis says the electrified G80 can go from 10% to 80% in 22 minutes with a 350 kilowatt DC fast charger (although it can only accept a maximum of 187 kW) . Charging at home, as we recommend you do as an EV owner, the electrified G80 can charge at 10.9kW and recharge the battery from 0% to 100% in 7 hours and 22 minutes at 48 amps .
The electrified G80 delivered on its fast-charging promise in our DC fast-charging test, going from 16% battery charge to 80% in 20 minutes with a 350kW charger. That translates to a range of 187 miles, and that’s a notable number for any electric vehicle, regardless of price. (Note that fast charge speeds vary depending on a number of conditions, especially ambient temperature, and my test was performed when it was 90 degrees Fahrenheit outside.)
One thing the electrified G80 won’t do for you, however, is to plan a sail route based on loader locations and expected range. Tesla includes charging stations in its route planning, while the Genesis simply provides information about nearby charging stations and projected range radius on the map; it will not plan a route to take advantage of these stations.
The Genesis’s range efficiency and precision during my road test made possible its estimated 282 miles of range (3.4 miles per kilowatt-hour over 195.6 miles in a mix of city and highway driving ). There’s no doubt that in warmer conditions, you can count on this car to accurately estimate the range available from its 87.2 kWh battery. Its EPA-rated 97-mpg equivalent combined efficiency is similar to that of a 329-hp (97-mpg) rear-drive Mercedes-EQ EQS450 Plus and the smaller AWD Genesis GV60 Advance (95-mpg -e), but it falls short of the combined 120 mpg-e of a Tesla Model S.