Genesis Electrified G80 Review 2025: Price, specs & boot space

There are a couple of ways of looking at the Genesis Electrified G80. One is as a larger, more limo-like alternative to large executive saloons like the Mercedes-Benz EQE, the Audi A6 e-tron, and the BMW i5. It's bigger and has more kit included, even if it doesn't have the badge prestige. There's only one trim level, though, which sits price-wise alongside the higher end of some of those rivals. So you could get a luxury cruiser for less.

The other angle is as a value-for-money alternative to similarly sized (but considerably pricier) limo-like flagships, such as the BMW i7 and the Mercedes-Benz EQS, as well as other chauffeur favourites like the combustion-engined BMW 7 Series, Mercedes-Benz S-Class and Audi A8.

We've only been able to test the car itself, which is slightly selling Genesis short as part of its appeal is the buying and ownership process – a personal assistant service, car delivery and pickup, five years of servicing and roadside assistance are all included. But based on the car, it's a very tempting proposition. Is it as good as those rivals? No, not quite. But you get considerably more car for the money.

The major flies in the ointment are a lack of rear headroom for taller passengers, and a compromised boot space. More on those later, but if neither of those things bother you then it's well worth a look.

Early Electrified G80s used an 87kWh battery with a dual-motor powertrain, producing 370PS and 700Nm for a very sprightly 5.1-second sprint to 62mph from standing.

The facelifted version has the same power, but a larger 94.5kWh battery to boost the range to 354 miles. That's the one to go for in terms of ease of use, but older models will obviously be more affordable, and the difference between them is relatively small.

You can top up the battery quickly thanks to charging speeds of up 187kW. Find a suitable charger and you can top up from 10% to 80% capacity in just 25 minutes.

Price-wise, the Genesis Electrified G80 is comparable to the BMW i5, the Audi A6 E-tron, and the Mercedes-Benz EQE, as well as the likes of the Tesla Model S. Size-wise, it's closer to the BMW i7 and Mercedes EQS.

There's nothing to criticise about the materials in the Electrified G80 – you expect top-notch quality for £75k, and Genesis has delivered. Nothing feels cheap; quite the opposite, from the upholstery to the feel of the switches and the tactility of the plastics. It's a luxury car with a luxurious feel.

While the original Electrified G80 had a digital instrument panel under a binnacle and a central touchscreen, the 2025 overhaul has replaced both with one giant 27-inch OLED display that stretches from the centre of the dash almost to the driver's window. It looks great – clear and crisp with suitably classy graphics.

We particularly like that, as well as touchscreen operation, you can navigate around using a central dial between the front seats, which makes changing settings on the move much easier. And the air-conditioning controls, while still using a haptic touch surface for many of the components, feature actual dials for adjusting the temperature.

We've not yet had time to fully delve into the new infotainment system's capabilities, but it's packed with features – as well as the likes of wireless Apple CarPlay and Android Auto, there's the ability to stream content from services like Netflix and Disney+ (while stationary, obviously). The navigation system has an augmented reality function that overlays directions on a camera feed, although we've yet to try this in action.

A wireless phone charger is inluded as standard, as is a head-up display. There's also a fingerprint authentication system that lets different drivers login and have their preferred infotainment systems loaded automatically.

Early customers for the first Electrified G80 weren't particularly impressed by the car's rear seat space, so for the facelift, Genesis added 130mm of extra wheelbase. The result is a much larger gap between the front and rear seats, but it's not all good news.

Despite the roof also lifting by 5mm over the original car, headroom for taller passengers is very limited, and while kneeroom is considerably better, the front seats sit very low to the ground, so that passengers behind them will struggle to tuck their feet underneath them. If your two back-seat occupants aren't too lofty, then they'll find a spacious and very comfortable environment to wile away the hours, but those over six foot could really struggle to find a good seating position.

The boot remains small for this type of car. The electric powertrain's batteries intrude into the boot space, which means a capacity of only 354 litres – around the same as a Volkswagen Golf. There's no frunk under the bonnet, either.

Buy an Electrified G80 from new and you only have one choice of powertrain. It's a good one, though, with dual electric motors for a combined 370PS and 700Nm of torque, which makes for a 5.1-second run to 62mph. That's more than quick enough for zippy overtakes or quickly getting up to speed on the motorway. When cruising, the system drops to using one motor for extra efficiency.

A heat pump and battery heater are included as standard, and an 800V architecture means fast charging at up to 187kW with a suitable DC charger. A 10%-80% top up will take 25 minutes.

New for the 2025 Electrified G80 is a larger 94.5kWh battery, which boosts the range to 354 miles. That's pretty decent, although some rivals boast longer ranges, thanks at least in part to the availability of single-motor versions, which you can't get from Genesis. Earlier models had an 87kWh battery with a 323-mile range.

The Electrified G80 comes as standard with an active noise-cancelling system, much like you'd find on high-end headphones. Basically, microphones pick up road noise, and then the internal speakers play back inverse sound waves to counter them. 

Whether or not they have much effect is difficult to say, but we can say that motorway driving in the G80 is impressively quiet and refined. It's not silent – you can still hear wind noise rushing by the side of the car – but it's entirely possible to have a whispered conversation at 70mph.

The pre-facelift G80 was tested by independent safety organisation Euro NCAP in 2021 and scored the maximum five stars, with particularly impressive marks for its adult and child occupant safety, and its safety assist systems.

Standard safety systems includes advanced Forward Collision Avoidance Assist tech, lane-following and lane-keeping assistance, a blind-spot collision avoidance system and adaptive smart cruise control.

The Electrified G80 doesn't sell in large enough numbers for us to have a detailed picture of its reliability, but its parent company, Hyundai, has an excellent reputation for dependability. For extra peace of mind, Genesis offers a five-year, unlimited-mileage warranty on the G80, which outdoes most rivals.

We don't yet have insurance details for the faclifted Electrified G80, but the earlier model sat in the maximum Group 50 of 50, which means premiums could be on the high side. That's true for most electric cars at this price point, however.

As an electric car, the Genesis Electrified G80 attracted a first-year Vehicle Excise Duty of just £10, but as that's built into the cost of the car when new, you won't notice it. After that, it's subject to the same flat rate of tax as any other car, which in 2025/26 is £195 a year. However, as it costs more than £40,000 when new, it's also subject to a £425 surcharge until year six of registration, which means an annual tax bill of £620.

There's just one trim level (called Dynamic) in the latest Electrified G80. Standard features include eyecatching 19-inch concave alloy wheels, multi-lens LED headlights, and three-zone climate control, as well as heated, electrically adjustable front seats, a heated steering wheel, leather upgolstery and a head-up display.

Options include the Comfort packs mentioned earlier, white brake calipers for £340 (although they'll be difficult to see behind teh big wheels, and a Vehicle-to-load (V2L) adapter that lets you plug in various three-pin appliances in to use the car's battery.