Test drive Genesis GV80 and G80
They haven't done anything more ambitious in Korea: the new Genesis models look like a billion, but are cheaper than the competition. We figure out if there is a catch here
Recently, the designers of Hyundai-Kia have been doing nothing but making the world community exclaim: “Was it possible?”. Working in completely different genres, they somehow manage to give out hit after hit - Kia K5 and Sorento, new Hyundai Tucson and Elantra, electric Ioniq 5 ... But the coolest thing, perhaps, is the story with the new style of Genesis: who would have thought that will the Koreans do something more British than the British themselves?
You can't just take and avoid comparisons to Bentley. Look at the photos: don't you think that the GV80 crossover exudes even more stature and solidity than the Bentayga, which is largely aimed at Chinese people with their strange tastes? Not Genesis, but Gently, by God. It works flawlessly: a lot of expensive cars drive around the Irkutsk region, people should be accustomed to it - but people are simply not able to calmly react to this design. Perhaps for the first time I had a chance to hear through an open window a loud, all over the street, "nothing for myself!" - and on the phone sent after, make sure that it was intended for us with Genesis. The local simply did not know that five more such cars were driving next.
Indeed, no BMW and Mercedes-Benz is even close to capable of such an effect: for example, when you see the newest hyper-technological S-class W223 on the street, you will not even understand it. Or, put the G80 sedan next to competitors: "Yeshka", "five" and A6. Who is the king of premium here now? It will no longer be possible to ignore Genesis, it is too noticeable - but is he able to confirm ambitions with deeds? I will say this: yes and no. Because we have two cars on the test at once.
It is very convenient that they will be presented as a pair: this way you can save my letters and your time, because the G80 and GV80 have a lot in common. At first glance, the salons seem identical, although the architecture here is still different: the crossover can be recognized by the sloping center console and a high two-story tunnel with a storage box in the lower part. And on the steering wheel! Both steering wheels are not trivial, but the GV80 has distinguished itself more - a thick crossbar, enclosed in a rim, cannot even be called a two-spoke. Nice or not - a matter of taste, but the grip on "fifteen to three" in any case turns out to be uncomfortable.
Although these are small things compared to the problem of two washers. The one located closer to the driver controls the transmission, the distant one controls the multimedia. But it should be the other way around. For two days I never managed to get used to it: if you want to “zoomed out” navigation on the go, reflexively twist what is right at hand, switch back from neutral to drive, finally grab onto the correct round ...
The multimedia controller itself is damn beautiful with a textured notch (it is everywhere in the cabin), thoroughbred with expensive clicks, but also not without sin. The central sensory part is too small and, moreover, concave: the fingers literally have nowhere to go. And the long fence of the main screen stands so far from the driver that you cannot even reach the near edge without taking your back from the seat.
But you have to drag on, because the interface logic is not adapted to that very washer. The laws by which multimedia lives are exactly the same as those of purely touch-sensitive Hyundai / Kia, plus the Koreans have not figured out how to dispose of the giant diagonal: thanks, of course, for the luxurious graphics of the main menu, but aiming at the tiny navigation buttons on the go is something else entertainment. Surely the real owner will learn everything here and even come up with his own life hacks - where to twist and press the puck, where to scratch its touch surface, and where to reach the screen. But this is already some kind of shamanism.
I also did not obey the meaning of the three-dimensional instrument panel. In the recent Peugeot 2008, it was 3D so 3D: original, spectacular - you will admire it. In Genesis, everything is done more technologically: instead of an additional screen, there is a camera that tracks the direction of the gaze and adjusts the image to it. There are two modes - standard and maximum - and in the latter, the picture periodically doubles and goes in stripes, like on Soviet stereo calendars. Not often, but regularly enough to spoil the impression of gorgeous graphics and informative scales. And in normal mode, the effect is almost invisible! And why is all this then?
Another "Martian" feature of the Genesis - heaped front superseats: soft, comfortable, with heating-ventilation-massage, a bunch of settings and movable lateral bolsters. Like Mercedes, they are able to hug riders during active driving, and in addition, the backs of the pillows go down, creating a "bucket" effect. But the logic of all this, it seems, is tied only to the accelerator and the phases of the moon, and the car does not follow the road at all: you fly up to the turn, you brake - and the chair suddenly lets you go and at the same time pushes you under the butt point.
But outside of the not too successful techno-epic, Genesis is very pleasant - one or the other. Both eyes and hands are pleased with the interior: high-quality finishing materials, delicate leather, natural wood without varnish, a minimum of open plastic - and among all this there are beautiful screens with modern graphics, many physical keys and a reasonable minimum of sensors. Great! And definitely not worse than the "Germans". But how could you forget a complete keyless entry system? Even in the top versions, touch sensors are only on the front outer handles, and the GV80, in addition, lacks door closers.
The G80 has them: apparently, due to the status of a "limousine". Indeed, in the maximum trim levels, the second row of the sedan is another killer trump card along with appearance. The furnishings are really luxurious: electric adjustments, a folding armrest with a "world control panel", separate multimedia screens ... Against this background, the initial versions of the flagship models of competitors are obscured - and we are talking only about the "Korean five". What will happen when a new “seven” of the local spill appears, that is, the G90?
All in all, the Genesis G80 standing still is cool. And its shortcomings, if you think about it, are not critical: some of the systems can simply not be bought, the rest goes through the list "and who is without sin?" along with the dash of modern BMWs, the creaky plastic of Mercedes, the ever-splattered Audi screens and the impenetrable conservatism of Lexus. Unless to find fault with Volvo.
On the go, the Genesis sedan, at first, also only wants to praise. On smooth asphalt, it drives exactly as it looks: sedate, with a noble swing and complete isolation from the road micro-profile. Both petrol turbo engines - the 249-horsepower “four” 2.5 and the older V6 with 3,5 liters and 380 horsepower, are impeccably on friendly terms with the eight-speed “automatic”. The abilities of the first are enough for a very pleasant and convincing acceleration to about 150 km / h, and finally the enthusiasm fades away only after 170: if you are a normal, adequate person, this is enough with your head.
But I would still pay 600 thousand extra for the older motor. Acceleration to a hundred in such a G80 takes 5,1 seconds instead of 6,5, a muffled thoroughbred roar is heard from under the hood, and a solid supply of traction is always felt under the right pedal - even if you do not plan to constantly use it, it is always nice to know that it is there. In addition, in certain situations, high speed is generally the only way out for the G80 driver.
As soon as the road deteriorates under the wheels, this noble, soft and pleasant in all respects car turns into a real vibration stand: not a single unevenness will go unnoticed. For the sake of fairness, it must be said that the chassis has good energy consumption, and no sharp blows arrive at the cabin at all: each of them is regularly rounded off - but it is still broadcasted, and perceptibly. With an increase in speed, the problems become less - the G80, of course, does not take off over the asphalt, but it nevertheless ignores some of the adversities, at the same time pleasing with excellent directional stability. And yet, why such density?
No, definitely not for the sake of active driving. On a luxurious serpentine road leading from Irkutsk to Slyudyanka on the shore of Lake Baikal (three-dimensional driving turns, all types of coverings, a minimum of cars), only questions are added to the G80. The swing here is definitely not in the suit: in certain situations, it becomes so strong that the sedan can jump off the trajectory by half of the body. Fortunately, this is stopped by the sport mode of adaptive shock absorbers - the shaking is not much more, but the G80 is going again and starts to cling to the asphalt.
But there is also bad news: the steering wheel, which is quite heavy even in "comfort", turns to stone just the same caricatured - as if the car wants to prevent it from driving. Thanks to the Custom tab, which allows you to combine a tight chassis and moderate effort: this is more or less possible to live, but there is still no talk of driving pleasure.
In none of the combinations, Genesis does not give a clear feedback, without much excitement drives into corners (although not completely lazy), and the feeling of disunity does not leave you for a second. The only spice is the G80's tendency to skid under the throttle release or a sharp turn of the steering wheel. But here it is alien, like a boiler in a refrigerator: Genesis is not a driver's car, and that would be completely normal if it were the standard of comfort.
And you can't say that the Koreans do not know how to adjust the suspension: I remember too well how calmly the same G90 is able to absorb the vastness of our vastness. Yes, and the last G80, even if it was rustic in appearance and interior, drove expensive. Now it seems that they saved money on fine-tuning the driving character, just in case they clamped the suspensions - you never know what. Kia K5 and Sorento, Hyundai Sonata and Palisade - all new "Koreans" somehow suffer inappropriate density, offering nothing in return. Now here's Genesis.
Although I admit that everything is not so dramatic: perhaps the engineers tuned the G80 for their own roads, on which there are simply no Russian potholes. There he is probably good and soft, and the nuances of handling have long been of no interest to anyone. But with the task of making a crossover, which by definition should be versatile and omnivorous, Genesis suspension brackets have done much better.
On smooth asphalt, the GV80 is similar to its sedan brother: a silk ride, impeccable straight-line stability - but the same irregularities that made the G80 lose face, it perceives much more calmly. Most of the bumps and holes, even on unpaved areas, even reach the passengers, it is purely for reference, and only a hint remains from the inappropriate density. It should be understood that the test crossovers were on huge (and heavy) 22-inch wheels, while the sedans were content with "twenties".
And after all, such a result was achieved without any tweaks like air suspension: the same "steel" with adaptive shock absorbers, just tuned in a different way. This means that the Koreans did not lose their skills, but deliberately made both cars just like that! Although this does not remove questions about the G80's handling, on the contrary: how did it happen that in this discipline the crossover turns out to be more pleasant than the sedan?
Do not think too much - it is more pleasant, not more sporty. Effort on the steering wheel is more natural here, although there is hardly more information content: Genesis, in a Mercedes-like manner, keeps its distance from the driver, and this is appropriate, because a real breed is already felt in its smooth, cohesive reactions. The weight you'd expect from a big, expensive crossover. In extreme modes, everything happens predictably and logically, except that on slippery asphalt, the stern is even more actively trying to go to the side - but this is not scary, because there is simply no need to attack turns on this car. And in general, drive.
Here is a set of versions on the test - about the same. The crossover can be obtained with the same gasoline engines as the sedan, but the organizers did not bring the older 3.5 at all, and the only 2,5-liter car was lost against the background of a brood of diesel GV80s. Such cars are equipped with an in-line three-liter "six" with a capacity of 249 horsepower: in theory, it is this engine that should have the main demand. And I must say that he is very good.
No, the diesel Genesis GV80 is by no means a sports crossover: according to the passport, there are 7,5 seconds to a hundred, and the fuse is enough for it even for confident overtaking outside the city. But how pleasantly he rides in the entire range of adequate speeds! Each press of the accelerator responds with a soft, confident pickup, gear changes are still imperceptible, and in addition, the engine is completely devoid of typical diesel vibrations: the innate balance of six cylinders is what is needed so as not to disturb the nobility of what is happening.
And of course, no tractor rattling! At idle, the engine is not audible at all, and under full load, a distant hum is heard from under the hood, indicating that the car is busy. By the way, the crossover is generally quieter than the sedan - also thanks to the active noise cancellation system, which the G80 lacks.
The general picture, however, is similar: even at low speeds, tires are clearly audible, but as soon as you are going to scold Genesis for non-premium sound insulation, it turns out that this was the maximum noise level. With an increase in speed, the cabin does not become louder at all, and even if there is no "bunker effect" here, it does not interfere with communication in an undertone. As well as listening to sophisticated Lexicon acoustics with detailed and colorful sound.
It turns out that right now there is not a single really big question for the Big Gee. Yes, it looks a lot more expensive than it costs - you won't find hundreds of thousands of hand-stitches in leather or veneer from the shores of the Amazon, like in Bentley. But the luxury wrapper is not perceived as cheating, because underneath it hides a complete and in all respects pleasant premium crossover. Without a comparative test, it is impossible to understand whether he really got on the same step with the class leaders - but in any case, somewhere very close.
Add to this the killer trump card in the form of design, and you get such an interesting proposal that even those who do not recognize premium without a corresponding brand will pause. But the GV80 is also a million and a half more affordable than the BMW X5 in a comparable configuration! The diesel "base" will cost $ 60. against 787,1 78 for the "Bavarian", and for $ 891,1 88. you get the fattest stuffing with a petrol V537,8. We will not throw loud forecasts yet, but the application is definitely serious.
What not to say about the G80: with the same, seemingly, introductory sedan lacks clarity, harmony with itself. On the other hand, standing in traffic jams eliminates most of the problems, and dumping prices are still with him: the "Germans" should hardly strain, but the Korean sedan is very capable of imposing competition on the Lexus ES.
