Now in its fifth year of production, the Genesis GV80 glides into 2026 with a new Black trim, an attempt to rejuvenate its stature on the luxury SUV market with monochromatic elements inside and out. For $2,500 over the standard GV80 Coupe, this model blacks out the emblems, front and rear bumpers, radiator grill, door handles, headlamp bezels, and brake calipers flanking the standard 22-inch wheels. Inside receives a Black Ash open-pore wood trim with black switchgear, speaker grills, Nappa leather seating, and key fob. This cosmetic treatment also applies to Genesis G80 and G90, and only Vik Black and Uyuni White paint colours are available. 

The sloped silhouette is a giveaway that this is the Coupe variant, much like the BMW X6 is to the X5: sportier-looking, less practical, and more expensive. But the Coupe does receive an exclusive, uprated engine. The 3.5-litre twin-turbocharged V6 is paired with a unique 48-volt electrically driven supercharger that helps eliminate lag in power delivery and boosts output by 34 hp and 14 lb-ft of torque. As a result, the V6 generates a healthy 409 hp and 405 lb-ft through its 8-speed automatic gearbox, and will sprint from 0 to 100 km/h in around 5.7 seconds, the same as a Mercedes-Benz GLE 450, but slower than the BMW X6 xDrive40i (5.4s). 

The throaty bark and warble on a cold startup tell you all you need to know about this enhanced engine, even though some of that noise is synthetically piped through the cabin speakers. Punchy with bountiful torque in the mid-range, it’s not only one of the best-sounding Genesis vehicles we’ve driven, but it’s also one of the smoothest, with that e-supercharger filling in the rough spots in the low-end powerband. Be that as it may, the V6 doesn’t rev as freely or as high as the BMW’s straight-six, and on idle, we also discovered some underlying low-frequency vibrations coming from the engine, a rumbling blanket that drowns out with movement.

What’s disappointing is how ponderous the GV80 feels when leaning around corners. There’s a sense of heft and heaviness in all of its movements, from the steering weight to the resistance of the throttle pedal. When you roll into bends at moderate speeds, the GV80 struggles to keep body roll in check and throws you into your side bolsters, ultimately losing the security and stability it exhibits in a straight line. Rather, the GV80 feels dragged down by an invisible anchor, and the same applies to the smaller GV70 we tested a few months ago. You would expect it to be more comfortable as a balancing act, but the 22-inch wheels aren’t as road-isolating as you’d expect, and the ride isn’t as absorbent or as well-judged as the X6 or GLE. The GV80 is more luxury than sport, but we’re glad the interior lives up to the former.

Generous amounts of velvety Nappa leather and diamond-pattern stitching on the seats justify its six-figure entrance fee. The texture of the switchgear evokes a more premium feel than the current crop of BMWs, with knurling on the dials, signal stalks, paddle shifters, and even the fan vents like a Porsche Cayenne, for ultimate fingertip satisfaction. There’s a welcome mix of physical controls integrated into the digital panel display, but the small button prompts on the screen make them difficult to accurately locate while focused on the road ahead. Like the GV70, the large rotary dial and glassy gear selector are nicely designed and don’t appear overly flashy, giving the start of each drive a greater sense of occasion. 

The flat-bottom steering wheel is a quality item with a leather airbag cover and beefy grips. However, its compact dimensions and small diameter mean the rim obscures much of the display, making it difficult to view the gauges behind. There is a useful head-up display, but the awkwardly high seating position doesn’t help. You don’t feel integrated into the cabin the way you would in a BMW X6, and the wheel is angled upward and away from the driver, exacerbating the uncomfortable seating angle. Yet, even with a sloped roof, the rear cabin is more spacious than we expected, though there isn’t enough headroom to compete with the Polestar 4. Still, the overall cabin deserves praise for its clean, uncluttered design while maintaining a focus on physical switchgear and premium touchpoints.

Like all Genesis models, they all come fully loaded, so the upfront $108,000 entry price appears costlier than the base price of the BMW X6 xDrive40i ($98,500), Audi Q8 ($97,750), and Mercedes-Benz GLE 450 Coupe ($102,800), but when equipped comparably, the Genesis is the monarch of value, especially when many of its rivals nickle and dime you for even the most insignificant options. Notable standard items in the GV80 include heated upper and lower sections of the center armrest, soft-closing doors, and programmable shortcut buttons on the steering wheel.

Despite appearances and aspirations, the GV80 is undoubtedly more luxurious than sporty. It suits that role well, though, by executing a value-oriented, highly-equipped approach in this competitive market. Ultimately, the GV80 is a safe choice for an attractive five-seater SUV, just not the most exciting one.

Specifications:

Model: 2026 Genesis GV80 Coupe Black
Paint Type: Uyuni White
Base Price: $108,000
Price as Tested: $108,000
Wheelbase(mm): 2,954
Length/Width/Height (mm): 4,966 / 1,976 / 1,709
Powertrain: 3.5-litre twin-turbocharged V6
Horsepower: 409 hp @ 5,800 rpm
Torque: 405 lb-ft @ 1,300 – 4,500 rpm
Transmission: 8-speed automatic
Drive Configuration: Front engine, AWD
Observed Fuel Consumption (L/100km): 14.2
Tires: Michelin Primacy Tour All-Seasons; 265/40R22