Genesis G80 vs Lexus LS500

What's the difference?

The Genesis Electrified G80 Luxury is feature-laden and comes with fantastic ongoing costs. This thing handles superbly, has enough power to satisfy and the cabin space feels luxurious. It’s a bit smaller in the cabin and boot than its size suggests, so will suit a small family best, but it's a damn fine example of what a luxury EV sedan can be.

My kid didn't want to give this one back and there was a risk of tears with the loss of the screens in the back and the power he had (mwah ha ha).

The LS500 is the least logical version of the most logical option in the ultimate luxury sedan segment in which logic doesn’t often apply at all. 

Take from that what you will, but if it was me being driven around I would definitely be opting for the hybrid version of the LS instead for its smooth electrified driving characteristics and lower operating costs.

With its rounded nose and solid body, this four-door leans more towards the ‘luxury saloon’ aesthetic than a sports car vibe.

However, some elements hint at this car's powerful prowess, such as the turbine-like 19-inch alloys, quad LED lights at the front and rear and the swoopy roofline.

The interior is handsome and the quilted tan Nappa-leather seats are naturally dyed, which is a cool feature. The suede-look headliner and two-tone door trims are all various shades of brown, which I’m not usually a fan of, but it creates an aura of old-world glamour inside.

However, while the chrome accents enhance that effect, the forged wood panels look out of place. They don’t look like wood, more like that rainbow pattern you can get when you mix oil on water.

While it might not be as sexy as the Audi or Beemer, I’d argue it looks statelier and more refined. It drew looks wherever I went and I especially adore the 'Matira Blue' paintwork.

It’s designed to resemble the colour variations found at Matira Beach on Bora-Bora, French Polynesia, and it’s just gorgeous.

The distinctive but conservative style of Lexus is on full show across the LS’s massive frame. Like other cars in its class, it’s very much the image of the brand itself with styling points strong, but to me not as impressive as the LC500, which is a definitive expression of the brand.

The LS also has many styling points of the previous-generation Lexus design language which are in the process of being phased out.

The car was only updated last year, bringing with it a more recent interpretation of the brand’s big spindle grille, pointy headlight profile, and angular but traditional rear.

The LS - even in this Sports Luxury guise - does look quite menacing from certain angles. The width and stance of this car is accentuated by its curvaceous rear guards and big square front bumper, with the elegance of a classic three-box sedan maintained in a side profile.

The chrome wheel finish is a bit much for my taste, but there’s no doubt they’re real show pieces. They’d better be, too, because I hear they are incredibly expensive should you need to replace one.

The inside has highs and lows but it’s the place where you can most tell the LS has been on sale for a while.

I love the plush seats, big screen, integrated analogue clock and three-dimensional door card design, which sell the flagship luxury feel.

But this car’s age is on show with its clunky and much maligned 'Remote Touch' pad controller (which Lexus is at long last phasing out in its new cars), last-generation software suite, and its small, crowded instrument cluster.

There are a whopping nine interior trim combinations to choose from and ours has the most recently added black leather and ‘Nishijin Haku’ themed highlights which are meant to be inspired by the way "moonlight sits on an open sea".

The feel is a bit '90s, a rough textured fabric with a silver detailing and elements clad in a thin platinum foil, making you feel like you’re in a classic high-class Japanese taxi.

But I’ll admit it plays well with the ambient lighting effect in the doors, and is a unique selling point compared to the standard leather finish.

It’s a low car to get in and out of, so I really like the comfort access function, where the seat slides back for easier access.

Once you’re in, you have plenty of head, leg and elbow room in both rows. Although, I did notice the sun visor felt very close to my head from my driving position. And if you sit closer to the wheel, you’ll be ducking your head to even pull it down.

The comfort factors up front cannot be downplayed – this has a sense of luxury from every angle. The seats are beautiful to sit in on a long trip and I especially like the massage function on the driver’s side. You also enjoy heat and ventilation functions plus a heated steering wheel.

Individual storage options are good up front with two cupholders, a drink bottle holder in each door, glove box and a middle console.

There is also a narrow utility tray that has the wireless phone charging pad, two USB-A ports and a 12-volt socket but I was hoping for the faster USB-C ports at this price point.

The rear seats are also well-cushioned but the space is narrower than at the front. The curved C-pillar makes you feel like you’re being tucked in and that makes it more like a four-seater than a five-seater for passenger comfort. This is further highlighted by the cockpit-like controls in the fold-down middle armrest.

These controls are a similar set up to the front multimedia system and are connected to two 9.2-inch touchscreens on the backs of the seats.

Annoyingly, back seaters can also access (and control) the front audio and climate controls. I didn’t find a way to disconnect this access and my six-year old was pleased as punch.

They also control the heat function on the outboard seats and the retractable rear window sun-blind. In the armrest’s middle console, you get a single USB-A port and two 'aux' inputs to hook up a couple of headphone sets.

I loved being able to entertain my son on our road trip but you can’t just hook up a phone and play Netflix or Disney. It has to be a video file on some sort of hard drive.

The multimedia system is simple enough and it uses a combination of touch and a rotary dial to operate.

The 12.0-inch coloured head-up display is clear and the 3D 12.3-inch digital instrument cluster is cool but it did take my eyes a bit to get used to it as it can look like a hologram at times.

Surprisingly, this car only features wired Apple CarPlay and Android Auto. The built-in satellite navigation is probably the fiddliest to use out of all of the systems because it flips between three functions – rotary dial, press-buttons and a touchpad but the option of ‘writing’ your address is cool.

The boot is an interesting one as it’s small for this class at 354L. To accommodate the electrics, the shape is stepped and it makes for an awkward space for bigger items like luggage.

I had plenty of room for my bits and groceries, though, and I enjoyed the powered tailgate with proximity opening feature.

For passengers, as you’d expect, the LS is stellar. The massive outboard rear seats offer plenty of room, and are complete with reclining, message, and cooling functions.

Adjustable vents feature, with quad-zone climate, and the screens come with individual headphone jacks and HDMI-in so you can bring with you all sorts of entertainment options for those longer journeys.

Other suitable additions worth noting include the wine cooler (although it’s a bit small for anything other than minibar-sized beverages, hardly the 007 trope of rolling out a full-size bottle of Bollinger), flip-down mirror with a light in the roof, and the touch panel controls in the armrest. I also appreciate the built-in sunshades. Nice touch.

Less impressive is the general vibe of the middle seat. With a large raised centre split in the floor and such wide and lavish outboard seats, the middle seat feels a bit forgotten.

Up front, the practicality offering includes a high level of adjustability for the seats to suit a wide range of driving positions, electrical adjust even for the steering column, and a nice wide seat which you simply sink into.

Of course, soft finishes adorn even unseen parts of the cabin so you’ll never touch a nasty hard plastic, and there are large storage areas in both the doors and centre console box.

This big armrest console also hides the USB connectivity within, and there’s a set of big cup holders with a flip-away lid if you want the wood grain design uninterrupted when they are not in use.

I have to mention the useless touchpad controller here, but hand the brand props for offering a collection of climate shortcut buttons on the dash, an actual volume knob, and truth be told you don’t need the touchpad anyway because the screen is touch. Just be ready for the matching last-generation software, which isn’t the best to use or navigate.

The boot has a volume of 440 litres which sounds plentiful, but the actual use of it is a reminder of one of the reasons SUVs are so popular.

Yes, it’s big and reasonably deep, but putting the largest CarsGuide case in there proved a bit clumsy as you have to lift it over the tall rear bumper and it only just clears the top of the relatively small opening.

I love sedans, but this is one area where you can see the benefit of a hatch opening, particularly if you were frequently doing the airport run.

The Lexus LS is it, the flagship sedan in the Japanese premium outfit’s line-up. It’s available in two trim levels, either the borderline aggressive F-Sport or plush Sports Luxury.

It’s also available with two drivetrain choices, with no price difference between them. The F-Sport starts from $195,953, before on-roads, while the one we’re testing here, the Sport Luxury starts from $201,078.

This pricing is below par for big luxury sedans designed to be ridden in rather than driven, making it a relatively good-value proposition straight out of the gate.

The entry-level Mercedes-Benz S-Class (the S450) starts from $243,890, the single version of the BMW 7 Series (740i M Sport) starts from $268,900, leaving only the Audi A8 (50TDI) even close when it comes to pricing, which starts from $202,700. We don’t get its Korean rival, the Genesis G90 in Australia yet.

‘Value’ or not, the LS has its work cut out for it, as this particular corner of the executive transport marketplace is probably more about badge cred than it is logic, and the 500 Sports Luxury is at a further disadvantage, as it doesn’t offer the Lexus unique selling point, a silky smooth hybrid system.

Ask yourself, when it comes down to it, if money was no object would you rather have a Grand Seiko or a Rolex?

Again, logic doesn’t apply, but the Lexus does offer pretty much everything buyers in this class should be after.

Inclusions on every LS are 20-inch alloy wheels, adaptive LED headlights, 12.3-inch multimedia touchscreen with Apple CarPlay, Android Auto, and built-in navigation, a 23-speaker Mark Levinson branded audio system, climate control with interesting ‘infra-red body temperature sensors’, heated and cooled front seats with 28-way power adjust, a heated steering wheel, full four-door keyless entry with push-button start, ambient interior lighting, a panoramic view camera, electric motion-sensing boot, radar cruise, and connected services.

Just to remind you this Sport Luxury grade is the one to be driven in, not drive yourself, unlike the F-Sport alternative it scores dual 11.6-inch rear seat entertainment touch panels with HDMI input, full quad-zone climate, power reclining for the rear outboard seats with message functions, a drop-down armrest console with a climate control panel, electric sunshades for the rear three windows, a cooler box, seat ventilation, and two additional airbags for the rear seats. Proper plush. Wish it came with a driver, too.

Things you miss out on for picking this one? Not much, the F-Sport scores a more aggressive dash, an 'LFA-Style' cluster, bolstered front seats, sport steering wheel, variable gear ratio steering with rear steering, high performance brakes, and active stabilisers.

The Electrified G80 has a fully electric powertrain and a big lithium-ion battery with an 87.2kWh capacity. There are two electric motors – one on each axle. It’s an all-wheel-drive with a combined power output of 272kW and 700Nm.

Yep, this baby has the goods and it delivers them beautifully on the road. It can go from 0-100km/h in just 4.9 seconds.

The LS500 packs a 3.4-litre twin-turbocharged V6 petrol engine with impressive peak outputs of 310kW/600Nm.

This engine is designed to replace a V8 in terms of its power and feel, and in a lot of ways it does.

It might surprise you to learn the only other place you’ll see this engine used in Australia is the Toyota LandCruiser 300 Series.

The alternative present in the LS500h is a hybrid version of the same engine, sans the turbos.

With its electric assistance, power outputs are lower than this turbo version, but get close with a combined total of 264kW.

While I like the walloping nature of the turbocharged V6 we drove, I think the hybrid is a no-brainer choice for reasons explained in the driving segment.

The G80 has a great driving range of up to 520km, although the top km range I saw was 510km. The official combined cycle power consumption figure is 19.1kWh/100km but my average usage was around 17.2kWh.

That's pretty good considering how much open-road driving I did this week.

The regen braking has four levels, with the highest enabling one-pedal driving. The regen braking feels on the right side of firm and you’ll gain battery percentage going down a mountain.

This has a Type 2 charging port with a CCS DC connector, meaning you can hook it up to a fast charger. It can also accept the speeds from an ultra-fast 350kW charger and you can get from 10 to 80 per cent in just 22 minutes!

If you get on an 11kW charger, you’d expect that time to creep up closer to eight hours.

The Electrified G80 also has a vehicle to load function, so you can charge up devices using the car’s power while on the road.

Another cool feature is a solar panel in the roof for passive battery charging while parked and on the go!

Given the angry sounds emanating from under the bonnet of this LS every time I put my foot on the accelerator, I was surprised to find overall fuel consumption for the week was surprisingly good.

I used the LS to drive mostly around town, and yet it beat its own urban claim of 14.2L/100km, settling at 12.9L.100km, closer to the combined fuel figure of 10L/100km.

The hybrid is said to nearly halve this consumption, and I’m inclined to believe it based on previous experience with Toyota/Lexus hybrid systems. 

The LS500 requires at least 95RON unleaded fuel and has an 82-litre fuel tank. That means you're looking at a range of around 635km, using our real-world figure.

I have thoroughly enjoyed driving this car. It has heaps of power and even with the firm regen braking, it never feels jolty or jarring. The power distribution is well-balanced.

The handling is superb because it manages to feel both graceful and fun. The steering is tight, which gives a sportier performance than I was expecting.

The adaptive suspension also makes this feel like it’s connected to the road when you hit corners.

The ride comfort is up there with the best and I’ve enjoyed how quiet the cabin is, too. There's very little wind or road noise, even at higher speeds.

No issues with parking because of the top-notch 360-degree view camera system but you feel its 5.0m length when you’re trying to navigate one of those skinny car park ramps.

I like the remote parking feature on the key fob, too. Great for a tight car spot!

For a seemingly very sophisticated car, there’s something decidedly unsophisticated about the way the LS500 feels from behind the wheel.

Immediately, it feels nowhere near as cutting edge or even as special as something like the LC500, which to me becomes the truest expression of everything Lexus.

No, the LS500 in this turbo V6 guise feels a little bit too old-fashioned. It’s quiet and under acceleration feels like a V8 of just a few years ago, but the Aisin-sourced traditional torque converter automatic transmission is, dare I say, ordinary, lacking the finesse of its German rivals. It’s a problem which is easily solved. Pick the hybrid.

Elsewhere the experience is decidedly Lexus. If you’ve driven even an IS the experience is very familiar in the LS. The touchpoints all match, the steering is light and smooth with a healthy serve of electrical assistance, and, for the most part, the ride is as floaty and comfortable as you’d expect.

I say ‘for the most part’ because there are limits to what the LS’s adjustable-height air suspension will filter out on the enormous 20-inch wheels, complete with run-flat tyres.

Small bumps and potholes are dispatched with ease. Anything too large which passes a certain thud-factor will definitely be communicated to the cabin, though, making for a strange all-or-nothing ride quality.

It is impeccably silent inside, though. The engine is distant, even under load, and tyre noise is virtually non-existent thanks to specially designed alloy wheels with hollow chambers designed to minimise this effect. Now that’s more like what I expect from a Lexus.

It handles very well for such a big unit, making it at least decent to drive for the few buyers who will actually take the helm themselves.

This is no land yacht, it’s a surprisingly agile and adept machine when faced with a bit of blacktop. And it's here where the turbocharged V6 comes into its own compared to the hybrid, offering superior driver engagement.

This Sports Luxury version of the LS500 has everything and then some. The usual key highlights are included: high-speed radar based auto emergency braking with pedestrian and cyclist detection as well as intersection assist and fully adaptive cruise control, lane keep assist with lane departure warning, blind spot monitoring with rear cross traffic alert, rear auto braking, traffic sign assist, adaptive headlights, and a panoramic parking camera.

Specific to the Sports Luxury is two additional rear airbags for a total of 12. Despite this thorough suite of equipment, the LS has not been tested by ANCAP.

With the G80 you’ll enjoy a five-year/unlimited km warranty and an eight-year warranty on the battery. Plus, you get complimentary servicing for up to five years or 75,000km, whichever occurs first.

It's usual to see longer servicing intervals on EVs but hey, free is free.

You can choose to have an at-home wall charger installed or a ChargeFox subscription that gives you free charging for up to five years.

Genesis is leading the market with its customer-first ownership approach. Very few luxury brands include complimentary anything, so this is lovely to see.

Lexus offers a five-year and unlimited kilometre warranty, and LX buyers get three years of complimentary membership to the brand’s ‘Encore Platinum’ owner experience, which includes three years of capped price servicing, free loan cars at the time of service, invites to events, discounts on fuel at Ampol outlets, and four uses of ‘Lexus On Demand’ which lets owners swap into another Lexus model for up to eight days at a time, as well as eight free uses of valet parking at certain locations.

Servicing on the LS occurs once every 12 months or 15,000km and is fixed for the first three years at $595. Very cheap for the space it plays in.