Genesis is one of a few automakers dedicated to keeping the passenger sedan alive. The 2023 “Electrified” G80, its new all-electric midsize sporty four-door, lays down a persuasive argument for the cause.

A quick caveat: As with its first EV, the just-introduced GV60 crossover, Genesis is launching the G80 EV in just four states, with a slow nationwide rollout to follow throughout 2023.

Shoppers in California, Connecticut, New Jersey and New York— EV-friendly states all—will be the first to get their hands on the battery-electric G80 when it hits dealerships late this summer or early fall. Everyone else must wait, gathering information and setting up test drives via Genesis’ online concierge program in the meantime.

It’s not clear yet whether Genesis will employ the same strategy with its forthcoming third EV, the electrified version of its popular GV70 compact SUV when it launches toward the end of the year.

There already are three Genesis G80 trims, so why add an electric version, especially as there’s nothing about the newest model, save the absence of tailpipes and the addition of a well-hidden charging port door in the grille— that says it’s an EV?

Genesis, however, has vowed to be all-electric by 2030. Moreover, it is signaling that intent by making the South Korean-built G80 EV an extension of the existing line rather than creating a new, stand-alone electric sedan line.

It goes hand-in-glove with Genesis’ mission to be an innovator, proving that Hyundai Motor Group’s halo brand can make world-class luxury cars, introduce industry-leading electrification technologies to the segment and do it all at reasonable prices.

The message seems to have caught on— Genesis sold just over 10,000 vehicles in 2018, its first full year as an independent nameplate, and has impressed shoppers enough to boost that to almost 50,000 sales in the US last year.

It’s too soon to track how well Genesis’ first EV, the GV60, is doing. Still, the Hyundai Motor Group’s other brands, Hyundai and Kia—now sell more battery-electric vehicles in the US than any automaker except EV-only Tesla. The Genesis EVs use much of the same advanced electrification technology as the Hyundai Ioniq 5 and Kia EV6 crossovers, which should prove attractive to car shoppers looking for a more traditionally styled and upscale electric car.

The all-wheel drive G80 EV—known internally as the “Electrified G80”—is built on the same performance-oriented platform introduced with the redesigned 2021 G80 Sport but modified to accommodate an EV.

A lot of aluminum is used in the body, which is 11% lighter than the internal combustion G80’s steel body. But the G80 EV’s battery weighs 1,204 pounds, so the car’s unloaded weight is a hefty 5,038 pounds. That’s almost 600 pounds more than the heaviest ICE (Internal Combustion Engine) version. Weight-saving measures for the EV include substituting a tire inflation kit for a spare and dropping the panoramic glass roof that is standard on the G80 Sport Prestige, its closest ICE counterpart.

The 82.7-kilowatt-hour battery pack resides under the floor, not shoe-horned into the trunk and under the seats, as has been the case with other ICEs converted to electric, so the Electrified G80 has a lower center of gravity and more balanced front-to-rear weight distribution.

The EV also drops the G80 Sport’s bulky turbo V6 engine and 8-speed automatic transmission in favor of a pair of electric motors, one for each axle. Additional hard- and software includes a  single-speed gearbox and the necessary electronic control units to keep current flowing properly and operate the electric all wheel-drive system, which can send close to 100% of torque to the rear axle for quicker acceleration.

Unfortunately, the rear-mounted electric drive motor pokes up into the trunk, cutting total trunk space from 13 cubes for the gas-burner trims to just 10.8 cubic-feet for the G80 EV. That’s not a lot for a midsize sedan. The segment’s average is right around 15 cubic-feet.

The G80 EV’s dual motors are equally sized; when working together, they can produce a total of 365 horsepower, down ten ponies from the ICE G80 Sport. But the EV also boasts a hefty 516 pound-feet of torque versus 391 lb-ft in the ICE. And the EV’s grunt is available, as in all EVs, from when the motors start revving. 

The electric G80’s extra weight, however, tends to equalize things. In a head-to-head zero-to-60 sprint, the G80 would likely end up in a dead-heat with the G80 Sport.

On the road, the G80 EV is well-grounded, exhibits little body roll and, while it doesn’t have the rear-wheel steering set-up of the G80 Sport, is fairly agile on its standard 19-inch alloys and all-season rubber.

Genesis staged the launch program in the hilly Ozark country of northwest Arkansas (home of Walmart’s Walton family) and southwest Missouri (the Ozarks without HBO’s Byrd family). I found the G80 EV responsive when pushed hard through the twisties but more suited to a comfortable highway pace than a high-speed road race.

Steering was responsive and a little on the firm side, especially in Sport mode—one of three driver-selectable performance modes along with Eco, for maximum efficiency and Comfort for everyday driving.

The electronically adjustable suspension stiffens slightly in Sport mode but never delivers an uncomfortable ride. A “look-ahead” function is supposed to spot upcoming bumps and dips and adjust the suspension accordingly, but I never noticed a difference—although perhaps that’s its intention.

The G80 EV comes with a full suite of advanced driver assistance technologies, including lane following and centering and full-range adaptive cruise control, which can make a long drive easier and reduce tension and fatigue when negotiating stop-and-go congestion.

Official EPA numbers haven’t been published, but Genesis says the Electrified G80 will travel up to 282 miles on a full charge, and real-time driving seems to support that.

My vehicle showed 242 miles of available range when I started driving. After 187 miles, including a decent bit of aggressive driving, it showed 58 miles of range remaining, meaning I technically added 3 miles to the in-car computer’s pre-drive estimate.

That likely was because I drove much of the time with the G80’s regenerative braking set in i-Pedal mode, the strongest of its four levels.

In that mode, also called one-pedal driving, regeneration is so robust that at city driving speeds, it will bring the car to a complete stop without the use of the brake pedal, adding valuable electrons to the battery as it slows. Engaged while diving into tight curves at fun speeds, i-Pedal acts like a manual downshift, or trail-braking, to slow things just enough to help maintain proper control.

I didn’t need to recharge the battery, but the G80 EV uses super-fast 800-volt charging architecture. When plugged into a 350-kilowatt DC fast charger, it takes 22 minutes to add almost 200 miles of range, bringing a 90% depleted G80 EV battery back up to 80% of capacity.

For home charging on 240-volt, Level 2 equipment, a 90% depleted battery can be replenished to 100% in under 7.5 hours.

The electric G80’s fast-charge capability is unique among luxury-level electric vehicles. So far, the only other EVs with 800-volt capability are the Hyundai Group’s GV60, EV6 and Ioniq 5, along with the Porsche Taycan and Audi e-tron GT. The latter two are high-performance models that cost tens of thousands of dollars more than will the electric G80

Like its G80 ICE siblings, the electric G80 is exceptionally well-equipped with an elegantly upscale interior design. The driver’s seat features Genesis’ “ergo-motion” function that, less vigorously than a traditional massage seat, periodically inflates and deflates strategically placed bolsters to keep the driver’s back muscles loose and flexible.

All seats are covered in soft Nappa leather tanned and dyed with sustainable, organic products. A manufactured wood composite is used for trim on the streamlined, leather-covered dashboard.

The center console supports the EV’s rotary shifter and the redesigned rotary controller for the touchscreen—now raised to provide a proper gripping surface on the edges versus the old design’s flush mount. Voice commands, Apple CarPlay and Android Auto are standard, as are a quartet of USB ports. In addition, there’s a covered cubby for dual cup holders, a well for cordless phone charging and a sizeable storage bin with an upholstered armrest.

The G80 EV comes in only one trim level with no packages or options. Pricing hasn’t been set yet, but we’d expect it to begin around or maybe even slightly below the G80 Sport Prestige’s $70,795 starting price.

As a roomy midsize EV sedan, the G80 has no direct competition, although the upcoming Mercedes-Benz EQE, based on the E-Class midsize and due later this fall, could give it a run despite being less powerful and not offering all-wheel drive. BMW’s compact i4 electric sedan is sportier but smaller.

Genesis provided lodging, meals and travel to enable us to bring you this first-person report. Although Forbes Wheels sometimes participates in manufacturer-hosted events, our coverage is independent, unbiased and aimed at offering consumers an objective view of every vehicle we test.

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