Lexus UX vs Genesis GV80

What's the difference?

The Lexus UX300e Sports Luxury nails the luxury and standard features list! It certainly feels like a premium SUV inside and the updated technology and driving range were sorely needed to keep this competitive, but once you start looking at its rivals, which all offer similar specs and better driving ranges, the price point starts to feel a smidge high. However, the ongoing costs and the complimentary bonuses that Lexus throws in, are great.

If you're deciding between the SUV and the Coupe, just note that even though Genesis says it wasn't a deliberate tuning decision, the Coupe's suspension has come out a little stiffer.

If supreme comfort and a silky ride quality is what you're after, the SUV is your pick.

And if you're a bit of an enthusiast trying to choose a fun-driving SUV? It doesn’t seem the Euro brands have to panic just yet, because even though the GV80 is very good in its niche - being a big, comfy SUV - it doesn’t encourage you to drive it much like a sports car.

But Genesis’ performance-focused Magma sub-brand will likely land in Australia soon enough, and that’s when keen drivers will start paying more attention to the GV80.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The design hasn’t seen much change and Lexus seems to be encouraging an understated EV design as it looks just like its fuel-based siblings.

I don’t mind that it’s not as futuristic as some of its competitors and that, at first glance, there isn’t anything to set it apart.

The front sports a classic Lexus 'spindle' grille and the external lights are large but the rear side lights jut out rather severely, reminding me too much of its Toyota counterparts.

The rear features a cool LED strip light for the brakes, which elevates its night-time presence.

The sporty-looking 18-inch alloy wheels are a nice touch but the plastic mouldings around the base of the car detract from the premium-level this model sits in. It’s not as slick-looking as it could be.

Having said that, the interior earns back points courtesy of its premium feel with leather-accented trims and Japanese Washi paper influenced accent panels. But there is a lot happening with the dashboard.

It’s a little overwhelming at first because it protrudes well into the cabin and features multiple cutaways, but you get used to it after a while.

There are also little knobs on either side of the instrument panel that look out of place to me and resemble horns.

The GV80 looks mostly the same as it did back when it launched, save for a few small tweaks that will give away the updated version to proper anoraks.

Any Genesis-spotters will note the SUV now has a double-mesh grille, two lines instead of one, plus larger air intakes and 'Micro-Lens Array' lights that perform a dynamic ‘welcome pattern’ sequence on unlock.

New 22-inch wheels at the sides and a chrome side strip give it away in profile, while at the rear a redesigned bumper hides the exhaust exits.

But of course, the Coupe is much more obvious with its sloping roofline joined by tweaks like a bolder grille inlay, single, strong lines rather than the mesh crest design from the SUV and more air intakes again.

The 22-inch wheels are exclusive to the Coupe, and at the back a more aggressive rear is finished off with visible sport exhaust exits.

It’s no bad thing that the GV80 hasn’t changed significantly, as it hasn’t aged much in its few years, and its design language seems to do a decent job of appealing to traditional and modern-minded premium customers.

As soon as you slide in, you’re reminded that the UX is a small SUV. Even with the driver's seat at its lowest position I still knock my knees on the steering wheel when getting in and out of the car.

The higher door sills also accentuate the penned in feeling despite there being plenty of head- and legroom in the front row! 

Then comes the back seat, which is super tight on space. I’m 168cm (5'6") and my headroom is fine but the legroom sucks. My knees press into the back of the driver’s seat (set for my driving position).

There’s also not a lot of space underneath the seat for toes, so I wouldn’t recommend the UX to anyone who regularly transports tall passengers. 

Having said that the seats in both rows are very comfortable and the leather trims feel lovely to touch. Both front seats are electric with heat and ventilation functions but only the driver’s side enjoys adjustable lumbar support. 

Storage is good throughout the car, which is not usually the case for the small SUV class. Up front you get a glove box, two cupholders, two drink bottle holders and a middle console that opens from both sides, which is handy and cool.

In the rear you get two cupholders in a fold-down armrest and map pockets but no storage bins in either door unfortunately.

Other amenities in the back are very good for this class with the heated outboard seats, directional air vents, reading lights and two USB-C ports.  

On that note, the upgraded multimedia system is now easier to use while on the go, is responsive to touch and looks great.

Some of the information on the system can be annoying to find but the customisations available on the 7.0-inch digital instrument panel more than make up for it.

There is a coloured head-up display, wireless Apple CarPlay, wired Android Auto and satellite navigation.

All are easy to use and won’t confuse you too much!

The charging options are great with each row getting two USB-C ports but the front also gets a USB-A port, 12-volt socket and a wireless charging pad. You’re seriously spoilt for choice.  

The boot space sits at a small 314L, which is 100L less than the previous model but that’s because Lexus has made a little storage nook underneath the floor for the tyre repair kit and cable pouches.

It's a great boot because it sits high and is easy to access, and I have plenty of room for all of the gear needed for a week’s errands. The hands-free powered tailgate is great, too.

Similarly, there’s a bit of something for everyone once you’re inside the GV80, with plenty of tech blended with traditional style and opulence.

It’s hard not to notice the 27-inch display that encompasses the multimedia and driver displays, so we’ll start with that.

It’s easy to use, features a sleek software skin of the same system used in new Kias and Hyundais (a compliment) and there are enough physical buttons to support it so you don’t need to navigate through numerous sub-menus to find options.

You can change what’s displayed quite easily between the centre and driver display, and below that the climate controls are always on show on a separate control panel. No need to adjust the temperature on a touch screen. Nice!

The space around the front seats is slathered in high-quality materials, those able to be customised to your liking, and everything feels well thought-out and falls nicely to hand.

The seats themselves, including the second row outboard seats in the six-seater, are very adjustable and it’s easy to find a comfortable seating position, especially with good under-thigh support adjustable to your own height.

Even in the second row, if you were to sit behind someone fairly tall, you'd find yourself with a level of comfort Qantas would charge through the nose for.

Individual climate controls and (optional) screens for media mean even a kiddo will find little to complain about.

There’s also a pair of rear seats in the SUV version, which are pretty well equipped and roomy enough as far as third rows are concerned, with some electric adjustment for the seats, but it would be a stretch to call it a luxurious space.

Boot space is fairly generous, the SUV boasting 735 litres with the third row down, or 1097 with the second row also folded down.

The Coupe has a smaller 644L with the second row up, or 1033L with the second row down.

Neither will be great for transporting large bulky items, but can handle plenty of luggage for trips away.

The GV80’s range now consists of just one powertrain with three variants - two SUVs and the new SUV Coupe.

The GV80 is also now a lot more expensive than before, but Genesis says customers almost always opted for expensive options like the Luxury Pack which is now standard.

The traditional seven-seat GV80 starts from $130,000 before on-road costs, with a standard second row of three seats, plus two in the back.

Stepping up from that, the six-seater starts from $133,000, before on-road costs, and has two captains chairs in the second row instead, meaning more room for one fewer person, and a nice little centre console.

Finally, the new body style in the range, the Coupe, loses the third row thanks to its sloping roofline, and comes only with a three-seat second row. It’s also the most expensive variant at $136,000.

Strangely, for the GV80, less is more when it comes to seats. Each $3000 step up means one less seat.

What links all three is that they’re specified up to the eyeballs. There are next to no optional creature comforts in the updated GV80 because they’re already on-board.

Plenty of leather upholstery, heated and cooled massage seats with plenty of electric adjustment capability, a heated steering wheel which is also electrically adjustable, an 18-speaker Bang & Olufsen sound system, wireless phone charging and even the centre armrest is heated.

And of course, there’s the massive 27-inch OLED screen encompassing the multimedia touchscreen and the driver display, which looks incredibly expensive to replace or fix. That screen is accompanied by a 12-inch head-up display.

The second-row seats are also electrically adjustable, with heating and cooling for both outer passengers, too.

The UX300e has a fully electric powertrain with a 72.8kWh lithium-ion battery that’s located on the front axle.

The power and torque remain unchanged at 150kW and 300Nm but that’s enough to produce a 0-100km/h sprint time of 7.5-seconds. Plenty of oomph for city-slickers and open-roaders to boot.

The update sees the battery increase in capacity by 34 per cent which means the driving range has jumped from 305km to 440km.

That's still a bit lower than some of the UX's competitors but it certainly helps ease range anxiety! And unlike some of its rivals, the UX300e only sports a front-wheel drive drivetrain.

Genesis has limited the engine options in the GV80 to one, doing away with the diesel and offering only the twin-turbocharged 3.5-litre petrol V6, which makes a decent 279kW and 530Nm - unchanged for that engine since the model’s launch in Australia.

The engine makes its peak torque from a relatively low 1300rpm, and is paired with an eight-speed torque converter automatic.

Interestingly, the SUV has a claimed 0-100km/h sprint time of 5.6 seconds, but the Coupe (lighter by 20kg at a max of 2325kg) is a tenth slower according to Genesis, with a 5.7-second sprint.

It’s a pretty traditional engine for a large SUV, but not offering any kind of electrification, especially when parent company Hyundai is making strides in that space, means the GV80’s engine feels a little stuck in the past, much to its fuel consumption’s detriment.

My energy consumption sat at an average of 19.5kWh, which is decent considering all of the open-road driving I did.

There are four levels of regenerative braking to help conserve battery percentage but even on the firmest setting, it’s not super noticeable.

When you’re at full charge, multiple notifications and sound alerts pop up on the instrument panel stating ‘Regenerative Braking Limited Press Brake to Decelerate’. It’s quite an intrusive feature but disappears after 20 to 30km.

Despite the bigger battery size, the UX300e can only accept up to 6.6kW on AC charging, whereas, all of its rivals can accept 11kW. On a 240-volt AC charger, expect to see a charge time of nine and a half hours to get to 80 per cent.

Curiously, the UX features two charging ports, on the right-hand-side, there is a Type 2 port and, on the left, a CHAdeMo port, which allows for faster charging.

You'd think it would be easier to simply add the CCS enhancement on the Type 2 port but still, expect to get from 10-80 per cent in 80-minutes on a 50kW fast charger.

It’s a good thing the GV80 has an 80-litre fuel tank because, boy, is it thirsty.

Combined fuel consumption claim for the SUV and Coupe is 11.7L/100km, and on a new product launch it's not always possible to put that figure to the test.

However, Genesis offered us a GV80 to drive home and live with for a few days. After a couple of hundred kilometres of mostly highway driving I managed 12.4L/100km, tested from pump to pump, with the trip computer telling me it was sitting on 12.2L/100km.

If you’re buying a GV80 for long trips, that could be a fairly realistic figure for you, but if you’re going to be driving mostly in the city and suburbs, expect to regularly see figures north of 13.0L/100km.

The UX300e comes into its own when you’re zipping around tight city streets. The power is responsive and the steering crisp with excellent cornering capabilities.

It feels well-placed on the road most of the time but can move around when it gets hit by high winds.

While the power is steady, the tyres can lose a little traction if you’re too quick to accelerate from a full stop.

The ride comfort is also very good with the new acoustic glass and extra insulation around the bonnet and wheel wells providing a whisper quiet cabin space.

The suspension is well-cushioned but not floaty and you won’t wince when you hit a bump, but occasionally you get a thump-thump shudder through the frame on certain rough road surfaces.

It’s not a massive size and you’ll be thankful for that when it comes time to park because it is seriously easy to slide into a spot!

The 360-degree view camera system is top-notch providing clear graphics and a cool feature where the car becomes invisible in the video feed, which makes it even easier to see all around you. Coupled with the front and rear parking sensors, you’re set.

The Genesis GV80 excels on the road in one key area, and it’s probably, exactly in line with your guess. Yep, comfort.

If you needed a large SUV to haul you and three people interstate, the six-seat version of the GV80 SUV is a convincing option.

The GV80 SUV’s suspension is supple and adept when it comes to soaking up a range of surface imperfections, from potholes to rugged, corrugated rural roads.

And while the Coupe’s suspension is still extremely well sorted, it feels notably stiffer than the wagon-style SUV’s. This isn’t something deliberate as Genesis says the suspension wasn’t altered for sportier driving.

Not that either are particularly sporty, anyway, because while the GV80 is fairly capable when it comes to cornering and taking on twisty roads, it doesn’t feel particularly encouraging.

Its suspension allows for some body roll, enough to let you know when you might be approaching the limit, and its steering doesn’t feel massively dialled-in to the road surface.

Its engine, too, while pretty grunty on paper, isn’t super eager when it comes to powering out of corners, not helped by an automatic transmission that’s tuned for cruisy comfort.

And, again, that’s all fine. While some large SUVs from Europe are built with driving in mind - the Cayenne is surprisingly capable for its size, in particular - the GV80 doesn’t exude go-fast personality.

In fact, its driver assistance is well placed to help you do very little behind the wheel. Able to take over holding you in your lane, adjusting speed when needed, and even changing lanes when you request it. All assuming you stay alert and keep your hands on the wheel.

The GV80 scores solid marks from behind the wheel because it doesn’t pretend to be something it’s not, and it performs very well when it comes to its intended function, ticking all the right boxes for long-drive luxury.

It’s quiet inside thanks to some pretty well sorted NVH work (although the sound system can absolutely bang it out if called upon), driver effort required is low, its engine (albeit thirsty at times) feels effortless and the transmission is imperceptibly smooth in day-to-day driving.

The steering is light, and even though it lacks a bit of feel, it doesn’t turn inputs into anything unexpected.

Sure it feels its size and weight at times, but the GV80 wears that badge with pride. It’s a bit ‘king of the road’ without being too shouty about it.

The GV80’s safety equipment has mostly remained the same, bar an upgrade in 'Advanced Driver Assistance Systems' (ADAS) including new versions of its highway assist, lane follow assist, remote smart parking, collision avoidance, forward collision avoidance and a driver monitoring system.

The GV80 comes with 10 airbags including a front-centre side airbag and curtain airbags covering all three rows.

It was tested by ANCAP in its pre-update form in 2021, and was awarded the full five stars with high results in Adult and Child Occupant Protection.

The UX comes with a five-year/unlimited km warranty but the battery is covered by a 10-year or up to 160,000km warranty, which is better than most in this class.

This also comes with a five-year capped-priced servicing plan where services cost a flat $295, which is good but the servicing intervals are more in line with a fuel-based car at every 12-months or 15,000km, whichever occurs first. It’s typical to see intervals stretched out at every two years for an EV.

Lexus also throws in a few sweeteners for owners with three-year complimentary subscriptions to both ChargeFox and Lexus Connected Services, as well as, installation of an at-home wall charger. It’s not often you see the word ‘complimentary’ coupled with a luxury brand, so that’s a nice touch.

For a premium brand, it’s pretty hard to beat Genesis’ warranty and servicing offering on paper. 

Why? Because for five years, everything is covered for free. Five years of unlimited kilometre warranty, five years of free scheduled servicing up to 50,000, five years of access to Genesis’ 'Concierge Service' and its courtesy cars, plus 10 years of roadside assistance if you service your car with Genesis.

Servicing intervals are every 10,000km, so you’ll likely even get your full five services free even if you hit 50,000km inside that timeframe.

The roadside service tops out at five years free if you stop servicing your car with Genesis outside its warranty period.