2025 Genesis GV80 Coupe Fast Facts
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Powertrain |
3.5-liter twin-turbocharged V6 with mild-hybrid assist and 48V electric supercharger (409 horsepower @ 5,800 RPM, 405 lb-ft @ 1,300-4,500 RPM) |
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Transmission/Drive Wheels |
Eight-speed automatic, all-wheel drive |
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Fuel Economy, MPG |
18 city / 22 highway / 20 combined (EPA Rating) |
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Fuel Economy, L/100km |
14.4 city / 10.6 highway / 12.7 combined (NRCan Rating) |
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Base Price |
$85,750 (U.S.) / $104,000 (Canada) |
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As-Tested Price |
$87,780 (U.S.) / $104,648.50 (Canada) |
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Disclaimer |
Prices include $1,350 destination charge in the United States and N/A for freight, PDI, and A/C tax in Canada and, because of cross-border equipment differences, can’t be directly compared. |
The 2025 Genesis GV80 is yet another example of a four-door hatchback that’s called a “coupe”. This is annoying and I wish automakers would refrain from using the c-word on vehicles that have more than two doors. That said, this mangling of the language is one of the few flaws present here.
Presence is a key word — the GV80 has an imposing, yes, presence when parked. It’s on the bigger size and it shows. Unfortunately this negatively impacts performance a bit, but we’ll get to that.
My test unit was the E-SC AWD trim, meaning that the 3.5-liter, twin-turbocharged V6 gets mild-hybrid assist from a 48V starter/generator and a 48V electric supercharger is added to increase low-end response. The GV80 puts out 409 horsepower and 405 lb-ft of torque.
As the AWD implies, this one has all-wheel drive. An eight-speed automatic transmission gets the power to the wheels.
The power is there when you want to summon it, and the GV80 does feel responsive at low speed, but the car’s weight is also noticeable.
Handling wise, the GV80 is more engaging than should be, given its size and weight, though again it feels a skoosh too heavy. It’s sporty enough to satisfy, at least, and body roll is well muted. Unfortunately the steering is just a bit too artificial in feel, though it is accurate.
Ride is where the GV80 shines — it’s smooth without ever being soft. Highway miles are eaten up with ease.
Outside noise is kept where it belongs — outside.
Inside, the cabin is laid out nicely, though ease of use for the controls is a mixed bag. I like that there are knobs and buttons for basic audio and climate controls, and you don’t have to deal with haptic touch too much for the other HVAC functions.
I like the large dual-screen setup that runs from the driver’s side across the top of the center stack — it’s easy to read. I also liked the hideaway storage area just below the climate controls — it’s handy and it also works well as a place for wireless phone charging.
I was less thrilled by the large dial controller for the infotainment — it’s a bit too similar to the rotary shifter just aft of it, and I was constantly worried about grabbing the wrong one at speed.
Rear-seat legroom is fine, but the sloping roof cuts fairly drastically into rear-seat headroom, especially if you’re taller than six feet, as I am.
Cabin materials, especially above the beltline, seem price-point appropriate.
German four-door “coupe” SUVs aren’t cheap, and nor is this Korean. The price of entry here is $85,750 and that includes features such as: 22-inch wheels, panoramic sunroof, power-closing doors, “smart” power liftgate, Nappa leather, carbon-fiber trim, power second-row seats, heated and cooled front and rear seats, heated steering wheel, power tilt/telescope steering column, tri-zone climate control, mood display for the infotainment, highway-driving assist, smart control, 360-degree camera, remote start parking assist, head-up display, digital rearview mirror, Bang & Olufsen audio, satellite radio, Apple CarPlay, Android Auto, digital key, wireless device charging, and active noise control.
Advanced driver-assist systems include forward-collision assist, lane-keeping assist, lane-following assist, driver-attention warning, forward-attention warning, blind-spot collision assistance, blind-spot view monitor, rear cross-traffic collision avoidance assist, park distance warning, parking collision-avoidance assist, advanced rear-occupant alert, and safe-exit assist.
My test unit only had two options: An NFC keycard ($30) and the Bering Blue paint job ($650). So with the $1,350 destination fee, the price as-tested came in at $87,780.
Despite some minor flaws — the GV80 could use a slight diet, and the styling eats into some rear-seat headroom — I enjoyed my time with this “coupe.” It rides well, it’s quick, it looks good, it’s comfortable, it’s quiet inside, and it feels appropriately luxurious for the money.
The overall experience is simply smooth. And for the cash outlay here, “smooth” is often the goal.
Genesis hit that particular target.
[Images © 2025 Tim Healey/TTAC.com]
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