The world is becoming more confusing, also for us car writers. A few years ago, for example, the range of plug-in hybrids was quickly determined given their shocking brevity. With electric cars, it usually didn’t matter which of the rare DC charging stations you used: At a 150 kW station at the latest, the e-tester could be absolutely sure that the station could deliver more than his mobile could handle. Those days are over. The Genesis was not exhausted even at a 175 kW station. If you want to exploit what is possible with the G80 electric, you need more.
Peak performance – only half the truth
Of course I already knew what to expect. In his Kia EV6 test, Clemens had a picture that showed a charging capacity of 224 kW with a SoC of 58 percent. Some manufacturers are now delivering a high peak power, but they are just learning that this raises expectations among customers, who are quickly disappointed when the charging power drops again from 30 percent fill level. So there is a certain justification for Mercedes not being able to shine with high peak performance in the EQA, but maintaining the maximum charging capacity over a wide window.
The Hyundai Group, which also owns the Genesis brand, is taking a different approach. The voltage level of 800 volts enables a high charging capacity without having to increase the amperage. It is not surprising that this results in a very high charging capacity with the appropriate charging infrastructure. Rather, it is astonishing how long the Genesis can maintain an enormous pace. In the first test on the 175 kW column, there was no decrease up to an SoC of 79 percent, only then did it go down slightly. To put this into perspective for those who don’t deal with such numbers that often: Most other electric cars have long since arrived at mid-double-digit charging capacities. The G80 electric only fell below the 100 kW limit at 85 percent.
(Image: Florian Pillau)
Hours of waiting at the charging station: a thing of the past
After 20 minutes, 56 kWh were recharged at the 175 kW station, and 60 at the 300 kW station. Genesis states a maximum charging capacity of 187 kW, and in the test we achieved up to 181 kW. That should finally remove the basis for argumentation from those who are still talking about hours of waiting at the charging stations. Gone are those days when the numbers need to be classified. The Genesis achieved the charging performance when the battery was warm, in winter this line reaches its limits much earlier. In December 2021 we had a Kia EV6 in the editorial office, which at temperatures around zero degrees did not accept more than 79 kW even after 35 km overland. A recipe against it: Before charging, torment the battery with high currents – preferably in both directions, i.e. diligently accelerate and recuperate.
Genesis installs an electric motor at the front and rear, each with 136 kW. The G80 electric is therefore always able to increase speed extremely quickly. It should only end at 225 km/h, I haven’t tried that. In any case, the 3.2 seconds that Genesis mentions for the sprint from 80 to 120 km/h seem more impressive to me than the 4.9 seconds in the standard sprint. The sedan offers driving performance like a sports car. As is so often the case with this electric car, I am of the opinion that many drivers would be completely satisfied with significantly less. The potential can only rarely be fully exploited anyway.
Suitable for travel
In the G80 electric, the combination of moderate consumption, high charging capacity and an 87.2 kWh battery results in a suitability for travel that is hardly inferior to a car with a combustion engine. Consumption was between 16.8 and 23 kWh/100 km. On average, we came to 18.7, the long-term counter of the on-board computer showed 20.8 kWh/100 km at handover. At the recommended speed, ranges of 400 km plus x were no problem, 300 more were recharged within a few minutes. So things are slowly getting tight with this type of argument against battery-electric drives, at least in this segment. Because the Genesis is not a car for everyone, even the basic model costs almost 70,000 euros.
(Image: Florian Pillau)
The customer can expect a lot for this sum, and Genesis also serves that in many places. It starts with an almost feudal choice of materials in the interior, which has hardly any competition in this form. The G80 is luxurious on the inside and impeccably finished. On the way, it is noticeable how carefully the car is insulated. Due to the almost complete absence of engine noise, others come to the fore, but Genesis effectively shields both tire noise and wind roar. It also stays pleasantly quiet on the freeway.
The suspension sometimes responds a little too harshly, which is only noticeable when you know the best in the segment. Then it also becomes clear that the G80, despite its slightly stiff damper design, will not set any new records when rushing through corners – for a sedan of this format I consider that a venial sin.