Genesis G80 vs Lexus RX350

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 RX is a big SUV that doesn't always look, or drive, like one, and – in 500h guise especially – can put a smile on a driver's face, too.

Gone are the cabin quirks and the polarising design elements (well, mostly...), and in their place you'll find a solid, premium-feeling family offering without much in the way of drawbacks.

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

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.

Honestly, the Lexus RX looks far more powerful, and cohesive, in the metal than it does in some photos, and in the right colour (we're fond on the deep black or the copper-rose hues), it looks downright fetching.

That Predator-shaped front-end is massive, but the way the Spindle grille kind of bleeds in the body work at the nose of the vehicle is a neat trick, and the whole design ethos gives the RX a sportier, more modern, and more intimidating, energy from almost every angle.

Perhaps the most clever element though is the wave-like design piece that links the rear window with the boot, somehow managing to shrink almost-five-metre SUV (visually, at least), and leaving the RX looking more sporty than hulking.

The door handles are cool, too. They’re fixed, and you just touch them to open the door, with a similar system used once inside to get out again.

Inside, Lexus has gone for a clean, modern-feeling space, and, thankfully, there isn't a Remote Touch trackpad in sight. Instead, you can choose between two screen sizes – 9.8- or 14.0-inch – which kind of dominate the dash, while the air-con controls are digital and interactive, too.

It must be said, though, some interior treatments feel far more special than others, and while Lexus in Australia isn't spilling on specifics for our market just yet, the top-spec models will almost certainly feel more plush than the cheaper ones.

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.

The entire RX range now rides on Lexus' GA-K platform, which is lighter (-40kg), more rigid, and offers a lower centre of gravity (-15mm) than the model it replaces.

The RX is wider (+25mm to 1920mm), lower (-10mm to 1695mm), but no longer (still 4890mm) than the outgoing model. But Lexus has lengthened the wheelbase (+60mm to 2850mm) to earn some extra backseat space for rear riders.

And it must be said, there is lots of room for backseat riders. Sitting behind my own 175cm driving position I had more than enough knee room, and enough head room, and a general feeling of airy spaciousness.

Elsewhere you get the usual practicality perks, with two cupholders up front, two more in the pull-down seat divider that splits the rear seat, and there are two ISOFIX attachment points in the back seat, too.

Charging is handled by a four USB ports, and depending on the trim/spec balance Lexus in Australia shoots for, you should at least find vents with temp controls for backseat riders, too.

Lexus is yet to confirm the luggage space specs for the new RX, but given it’s only being offered with five seats, and that there’s been no change to the vehicle’s length, you can expect a fair bit of room for bags in its auto-opening boot.

This is an arbitrary seven out of 10, here. Because we don't yet know how many trim levels the new RX will launch in, how much each will cost, or what you'll get for your investment.

What we do know is that the RX will launch with three powertrain options: an all-new turbocharged hybrid, a second, more conventional hybrid, and a turbo-petrol engine. There’s a plug-in hybrid version available overseas, but we ain’t getting it. Or at least, not yet.

In terms of specific trims and equipment levels, you’ll need to wait until closer to the RX’s launch in early 2023 for the full skinny. But you can expect a choice between a 9.8-inch or 14.0-inch central touchscreen with wireless Apple CarPlay and Android Auto, an eLatch door system with fixed handles that unlatch at the push of button inside and out, as well as more high-tech safety kit (thanks to Lexus Safety System 3.0) than you can shake a radar at.

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.

Let’s start with what we’re not getting at launch. Internationally, there's a new plug-in hybrid variant that pairs a 227kW hybrid system with a 18.1kWh lithium-ion battery for an EV driving range of more than 65kms, but fight though Lexus in Australia did, it couldn't secure the model for our market at launch. It wants it though, and badly. So watch this space. 

Instead we get three options, including the RX 350h, which pairs a 2.5-litre petrol engine with Lexus' existing hybrid system to produce a total 180kW and 316Nm. It's paired with a constantly variable transmission and will be offered in two- or all-wheel drive.

There’s also a turbocharged 2.4-litre petrol engine on offer in the RX 350, good for 205kW and 430Nm, and paired with an eight speed automatic and AWD.

But the powertrain I really, really like lives in the RX 500h F Performance, and pairs a 2.4-litre turbocharged petrol engine with an electric motor up front, and a second at the rear axle, for a total of 273kW and 551Nm.

The all-new hybrid system has been designed with turbocharged engines in mind, and features a single electric motor at the front, and a bigger rear motor, with the latter able to provide real driving power to the rear tyres - and contribute to a sprint to 100km/h of just 5.9secs.

Lexus calls it an 'eAxle' motor, and it can deliver some 76kW to the rear tyres. It pairs with a 'DIRECT4' all-wheel drive system which the brand says improves "handling, controllability, and feel."

Fitting, then, that it features on the RX 500h F Performance, which also introduces a new go-fast tier for the Lexus brand (though one you can expect to see more frequently in the near future), and which sits between the existing F Sport and the top-tier, full-fat F models.

The brand says things like bigger brakes, performance components and the highest power outputs will be reserved for the F Performance models. And so it is with the RX 500h F Performance, which welcomes six-piston front brakes, adaptive variable suspension, dynamic rear steering and 21-inch wheels.

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!

Let’s start with the pure-petrol RX 350, which will sip a claimed 8.8 litres per hundred kilometres on the combined cycle, and will demand premium petrol. The RX 350h is more fuel efficient, demanding 6.4 to 6.7 litres per hundred kilometres on the combined cycle.

But the most impressive is the RX 500h, which Lexus says will need 8.2 to 8.5 litres per hundred kilometres — making it more efficient than the petrol-powered RX 350, despite producing an extra 68 kilowatts of power and 121 newton metres of torque.

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!

Right, let’s cut to the chase here. I like the way the all-new RX family drives, pretty much across the board. If that’s all the information you want or need, feel free to check out here and move on to the next sub-heading.

Still here? Ok, then let’s go a little deeper.

None of the powertrains on offer feel under-powered in the RX range, which is a good start, but they all do their jobs a little differently. 

The RX 350 is probably the most familiar, with a traditional automatic and that well-known petrol-powered punch. It’s not the most powerful engine on offer here, but it’s more than enough to get the RX up and moving — but, for mine, it can feel a little thrashy (or like it’s straining a little too hard), when you really start to push it, but such is the price you pay for a four-cylinder engine pushing a large SUV.

Next up is the RX 350h, which Lexus reckons will be the best-selling model in Australia. Lexus and Toyota have been doing hybrid powertrains for some time now, and the system fitted to the new RX is predictably solid-feeling, though it too has its drawbacks – namely that the constantly variable transmission can drone on and on under constant acceleration, and even the commendably insulated cabin can’t block it out completely.

So if this is a Goldilocks’ scenario, then the just right has to be the RX 500h, which blends its powerful powertrain with a traditional-feeling automatic to deliver plenty of performance and a tight, engaging drive experience that makes it feel as though the big SUV is somehow shrinking around you from behind the wheel, courtesy of the best performance kit (brakes, adaptive suspension, etc).

But to be honest, no matter the RX, the thing that really stands out here is its on-road dynamics. The car doesn’t really wobble about, there’s not much in the way of body roll, and it feels tight and confidence inspiring, no matter the model - but especially the rear-wheel-steering equipped 500h.

The RX also does a commendable job of locking the outside world outside of the cabin. Where you want it to be a calm and sedate family hauler, it can be that. But it can also put a smile on your face on the right road, too.

And that, I think, is something to be celebrated. And also not something we’ve come to associate with Lexus over the years. But that’s now beginning to change. Long live F Sport Performance, then.

The Lexus RX welcomes the brand's Lexus Safety System 3.0 setup, which means more high-tech kit than you can shake a radar at.

What appears where on the Australian lineup remains to be seen, but internationally the RX will offer things like Advanced Park, remote parking from your smart phone, Safe Exit Assist that will actually prevent you opening the doors should the cameras detect pedestrians or cyclists, and Pre-Crash Safety, which scans intersections for bikes, people or cars, and activate alarms and the brakes should it sense a collision.

That, and things like Front Cross-Traffic Alert, active cruise, Lane Departure Warning and Lane Tracing Assist, road-sign recognition and Lane Change Assist, should see Lexus shooting for a five-star ANCAP safety rating.

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.

The Lexus family is covered by a five-year, unlimited-kilometre warranty, which is about bang-on in the premium-vehicle space. 

While servicing details are yet to be confirmed, the previous RX required a trip to the service centre every 12 months or 15,000kms, and it will fall under the brand’s capped-price servicing program, and the Lexus Encore program, which offers all sorts of perks to owners.