What’s new
A turbo-V6 model joined the lineup for 2022.

Performance
The 2L four in the TLX is very fast and willing, though not particularly economical. What it isn't is refined. It is acceptably quiet in gentle driving, but gets louder when summoned to provide swift speed gathering and takes the car out of the luxury class as far as refinement is concerned. Three modes, comfort, normal and sport, are offered. There are real differences between the three modes, with sport, firming up the suspension and extending the shift points and also adding artificial noise for “excitement.” The Comfort mode is very nice under most circumstances. It delivers a very supple ride with crisp handling. The transmission is smooth but is very keen to attain the next highest gear and with so many gears, frequent gearchanges when leaving from a stop are a distraction and annoying. Very high gearing allows for 1500 rpms at 100 kilometres per hour. 
Very nicely weighted and geared steering is manipulated by an elegant steering wheel that is a pleasure to hold. 
With no lost motion, a firm pedal and fierce stopping power, the brakes are reassuring.
If the coolant temperature gauge is accurate, the car seems to run quite cool, however, the car produced good heat during coolish weather. Very good seat heaters. The steering wheel heater covers the whole wheel but heat output is week and turns itself off quickly.
The TLX looks very sleek from the outside, partially due to a very low roofline. In fact, it is too low to be practical as a sedan as even the front seat is hard to get into and headroom is very tight. The sloping roofline over the rear windows makes getting into the rear seat even more of a struggle. The front seats are very comfortable, but the bulky centre console and door trims leave front occupants feeling hemmed in. The rear seat is supportive but legroom is limited for such a large car and doesn't seem any roomier than the smaller Honda Civic.   
The driver faces conventional speedometer and tach with spectacular graphics. They are separated by a configurable infoscreen of impressive clarity. The dash-topping infoscreen is not a touch screen as all functions activated by Acura’s loathsome touchpad system that uses a big and a small touchpad to access desired functions. Its graphics are great, but the system, which is very hard to manipulate while driving, is a failure. Even sitting a radio station is breathtakingly difficult and consulting the owners manual or Acura-produced Youtube tutorials were of little help either. Even answering an incoming phonecall proves difficult. If you can find your way into the audio system, the ELS-branded system produces very pleasing sounds. Satellite radio sound quality, a a weak point with a number of brands, is very good. That said, sound quality on Bluetooth audio was unimpressive and sound quality using a premium streaming system was not as good as it is on various Lincoln and Volvo products. Honda-Acura's unusual gear selector is compact for easy packaging and is easy enough to use once you are used to it. The knob for the drive-select modes dominates the dash centre stack and takes up a lot of space that could be better devoted to the climate controls, which are tiny. 
With contrasting pale gray piping on black leather, mostly attractive materials and convincing faux alloy accents, the cabin of the TLX looks upscale. There are a few budget-looking materials, including the carpeting and the headliner. The carpet stretches from the door aperture over the high and massive door sills, and are sure to look shabby after a winter of salty boots being hauled over them.

Comments
Based on the Honda Accord that first went on sale for the 2018 model year, the new TLX is built on a 94 mm (3.7 inch) longer wheelbase, is 74 mm (2.9 inches) greater in overall length and 56 mm (2.2 inches) wider than before.
The previous base engine, a normally-aspirated 2.4L four, has been replaced by a 2L turbo four with 272 horsepower; with a new 3L-V6 replacing the normally aspirated 3.5L-V6 that powered the previous TLX. Acura’s SH-AWD system, now with torque-vectoring is standard and the sole transmission offered is a conventional 10-speed automatic. 
The TLX is fronted by Acura’s pentagon- shaped grille, which is flanked by slim-line L.E.D. headlamps and daytime running lights, below which are the large quasi-triangular gashes that are seemingly obligatory for vehicle front ends at this time. The side profile of the TLX telegraphs its long wheelbase and highlights the short overhangs, especially at the front, given that the car rests on a front-wheel drive biased architecture.  

Pricing
The base TLX is reasonably well equipped but lacks leather upholstery and some expected active safety equipment. Buyers need to migrate up to the good value Tech model to gain blind spot and rear cross traffic monitors, navigation and an ELS-branded audio system. With leather and suede seating, fog lights, ventilated front seats, the A-Spec includes a lot of desireable features but is overpriced. With leather seating, heated rear seats, a head up display system, a 360 degree camera system, genuine wood cabin trim and adaptive suspension, the Platinum Elite trim is a bargain. The turbo-V6, marketed as the S, is priced $8000 higher than the top 2L model, the Platinum Elite. 
Before you buy a TLX, take a look at the 2L Honda Accord. The Accord is smoother and quieter than the TLX and, despite being built on the same platform, is a roomy four seater, compared with the cramped cabin confines of the TLX. WIth 2450 units sold last year, the TLX did pretty well considering the lack of refinement and cramped cabin. 

Reliability
Predicted reliability is very good. Maintenance and repair costs of an Acura are much lower than the European brands competing in this segment, and comparable to a well-equipped Honda Accord. 

Sm. Front Driver: G

Mod. Front: G

Side: G

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: G

What’s new
Advanced key, which allows for vehicle entry and starting with the keyfob in pockets or purse, is standard for 2022. An alarm system has been added to the A4 "40", which also has gained an optional Vorsprung package. The Amazon Alexa audio concierge is standard on the Progressiv trim for 2022. Adaptive cruise control with stop and go is standard on the A4 Technik trim this year.

Comments
The A4 is based on the MQB platform that underpins the majority of new VW Group vehicles. A 201 horsepower 2L four, sold as the "40", in Audi's nonsensical numbering system, is the base engine for 2022s. The main engine is a 2L turbo four with a strap-on mild hybrid system, rated at 261 horsepower and bearing a "45" suffix. A turbo V6, marketed as the S4, with no "number" designation, is available. Power reaches the wheels via a seven-speed dual clutch automated manual with the fours, with a conventional eight-speed automatic hooked up to the V6
Though all new just a few years ago and quite elegant, styling of the A4 represents absolutely no progression in design or modernity, and is such, deeply disappointing. If the current A4 sticks around as long as its predecessor, it will look very old before it is replaced in 2024. Big, clear gauges are separated by a large info screen with impressively crisp graphics. The gauges are grouped together in a housing, with infotainment functions handled by an aftermarket-looking screen that grows out of the middle of the dash. The very horizontally-arrayed dashboard has a very BMW design ethos. 
Cabin materials are attractive. Rear legroom now is such that the A4 can be considered suitable transport for four adults. Equipped with the "45" 2L turbo four with 261 horsepower, the A4 accelerates briskly and is both smooth and flexible. The "45's" 2L turbo's power is ably handled by a creamy smooth and responsive dual clutch automated manual transmission. Handling is very sound and the ride is compliant. Wind and road noise are nicely suppressed. The A4's steering is not the last word in feedback but is nicely geared, precise, and confidently holds its line on the highway. Strong brakes. 

Pricing
The "40" is only offered in the Komfort trim, but with leather seating, forward collision warning and autonomous emergency braking and blind spot and lane departure warnings, is nicely equipped. Moving up to the "45" engine costs $3400. The Vorsprung package, offered on the "40" and "45" versions of the Komfort, adds a heated steering wheel and a memory system for the driver's seat and mirrors, but is significantly overpriced. The Progressiv trim, which adds parking sensors front and rear, the S-Line trim kit, a heated steering wheel, alloy cabin trim, multi-colour ambient lighting, adaptive cruise control and a number of minor features, is good value. Adaptive cruise control with stop and go is not offered on the Komfort trim, is a $1700 option on the Progressiv and is standard on the Technik. The range-topping Technik model includes headlight washers, power-fold door mirrors. a 360 degree camera system, a rear seat USB port and road sign recognition, and is priced to reflect the value of its additional content. Offered only in Progressiv and Technik trims, the V6 turbo, marketed as the S4, is priced from $9800 (Technik) to $10,900 (Progressiv) more than an A4 of the same trim level. The Allroad station wagon is priced from $4000 (Komfort) to $4600 (Progressiv et Technik) more that a sedan of the same trim. While overpriced for what you are getting, the Allroad is versatile and sells well. That said, with just under 1500 cars sold in Canada last year, the A4's static design themes, as well as the move to crossovers, are leading to fading sales.

Reliability
Not rated, insufficient data. Predicted reliability is average at best for the first four years, declining after that. The new hybrid system is unproven.  The warranty ends at 80,000 km, with no further coverage on the powertrain. Carbon deposits on valves is common; cleaning them is a laborious and expensive process. Some owners have reported the timing chain on the 2L four has jumped a tooth on the sprockets. High service costs. The Audi service plan, which offers regularly-scheduled  service (first service at 8000 km is complimentary) for four years or 70,000 kilometres is highly recommended. 

Sm. Front Driver: G

Mod. Front: G

Side: G

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: M

What’s new
A high-performance M3 Competition xDrive model is new for 2022. 
Comments
Once the benchmark car for this category for many years, the 3-Series is now a disappointing car in many ways. Continuity in design can be an asset but the current 3 Series looks so similar to its predecessor that there is little incentive to trade up as nobody can spot the new one. This is a serious issue in a segment driven by novelty where the freshness of the design is an important purchase factor. In addition, the real M versions of the 3-Series now bear the outsized re-interpretation of the BMW dual kidney grille theme that also mars the front end of the 4-Series. Two mainstream engines, a 2L turbo four, marketed as the 330i, puts out 255 horsepower, but a stout 295 lb-ft of torque. The 330e PHEV, with all-wheel drive available (330e xDrive), allies the a 181 horsepower 2L turbo with a 107 horsepower electric motor to furnish 288 combined system horsepower. The 12 kWh battery pack permits the 330e to travel 32 kilometres electrically. The 3L turbo inline six, marketed as the M340, puts out 382 horsepower. The M badge used to signify a specially-developed, limited-production performance variant of BMW models, but the prestige of the M badge is being squandered by placing it on run-of-the-mill cars. Two "real"  M3s, the 473 horsepower M3 and the 503 horsepower Competition model, are offered. The  M3 sends power exclusively to the rear wheels via a six-speed manual transmission. The Competition engine is hooked to an eight-speed automatic transmission that can power to the rear wheels, or all four wheels. Un

Pricing
With a sunroof, auto climate control, heated power front seats, front and rear parking sensors, rain-sense wipers and a forward collision warning, the base 330 xDrive, is well equipped. Vernasca leather seating is priced at $1500. The Premium Essential and Premium Enhanced packages are reasonably priced if you like the equipment.  The M Sport group is reasonably priced if you like the look. The 3L turbo six, sold as the M340, is priced $13,150 higher than the 330, but includes a number of features as standard. The 330e PHEV costs $5640 more that the 330i xDrive but can secure rebates of $1500 from B.C., $4000 from Quebec and $2500 from the federal government. The M3 is priced around $87,000, with the M3 Competition priced beyond $93,000. With over 4000 sold in Canada last year, the 3 Series is doing better than a number of competitors in the luxury-performance segment. 

Reliability
Not rated, insufficient data. Average reliability expected during the warranty period. Capricious electrical system. Free four year/80,000 km scheduled servicing that competitors charge for. Expensive servicing after that. The APA recommends oil changes every six months or 10,000 kilometres, even though they are not included in BMW's four year/80,000 kilometres scheduled service plan. Short powertrain warranty with no coverage past four years/80,000 km. Numerous significant failures after the warranty period means this car should be leased for not longer than the warranty period. BMW is not a signatory to the CAMVAP arbitration protocol. 

Sm. Front Driver: G

Mod. Front: G

Side: G

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: P

What’s new
M4 and M4 Competition super cars are available.  

Comments
BMW split the 3-Series two doors from (most) of the sedans and renamed the two door versions the 4 Series. 
Below the window line, the 4 Series follows styling themes explored by the related 3-Series, but the windows and fastback roofline combine for a new look for BMW and one that is reminscent of the last Honda Civic coupe. In a move to be instantly recognized, some automakers have been migrating to styling that is intended to shock, rather than inspire "ahhs", With its gigantic re-interpretation of its Dual Kidney grille motif, the 4-Series will not be mistaken for any other car. In a move that is gaining ground, the retractable hard top on the cabriolet has been replaced by a soft top. The cabin styling of the new 4-Series is very much like that of the 3-Series, and an exemplar of conservative good taste, with class competitive components.   
Two main engines, a 2L turbo four (430i) and a turbo inline six (M440i) are offered but the hyper high-performance, genuine M4 models, are available in limited numbers. 

Pricing
On the coupe, moving from the 2L four to the 3L six, will set you back $13,200. Powered by the 2L, the cabriolet is priced $10,450 higher than the coupe and the M440 convertible is priced $9800 more than M440 coupe. The "real" M4 is so much more expensive than the M440 six that makes it essentially a separate model. For a two-door car, a diminshing segment, the 4 Series, with nearly 1800 cars sold in Canada last year, is doing quite well.   
Reliability
Average reliability during the warranty period. Capricious electrical system. Free four year/80,000 km scheduled servicing is standard compared with direct rivals from Mercedes-Benz and Audi that charge extra for this coverage. Expensive servicing after that. The APA recommends oil changes every six months or 10,000 kilometres, even though they are not included in BMW's four year/80,000 kilometres scheduled service plan. Short powertrain warranty with no coverage past the four year/80,000 km warranty. Numerous significant failures after the warranty period means this car should be leased for not longer than the warranty period. BMW is not a signatory to the CAMVAP arbitration protocol.

Sm. Front Driver: NR

Mod. Front: NR

Side: NR

Roof: NR

Sm. Front Pass.: NR

Head/Seat: NR

Headlight: NR

What’s new
Super Cruise 1 and Super Cruise 2, are now optional. 

Comments
Built on the same wheelbase as the previous ATS and with all other dimensions being very similar, the CT4 looks like an ATS reboot, but GM insists that the car is all new. 
Styling blends an ATS-reminiscent silhouette to a front end that displays Cadillac's current styling themes and a tail that is dramatic and disctinctive, but not pretty.
The interior is edgier than other recent Cadillacs. Crisply-marked conventional gauges are located in a tight pod in front of the driver. The top centre of the dash is dominated by a large free-standing infotainment screen, below which reside a multi-buttoned climate control system. Dramatic cabin shapes are visually enhanced by some very attractive two-tone cabin trim options that are further complemented by quasi-inspirational bright accents.  
Most CT4s are powered by the same 2L turbo four that powers numerous GM cars. It produces 237 horsepower in this application. The 2.7L turbo four from GM's big pickups, which produces 309 horsepower in this application, is optional on the Premium Luxury trim and standard on the CT4-V performance model. Power reaches the wheels via an eight-speed automatic transmission on 2L cars, with a ten-speed automatic linked to the 2.7L engine. Most cars in this segment in Canada are exclusively all-wheel drive, but Cadillac offers rear-wheel drive here, which will please the small number of enthusiast buyers who don't think all-wheel drive is essential to four-season operation. Only offered in rear-wheel drive, the CT4-V Blackwing can be hooked up to either a six-speed manual transmission or a 10-speed automatic. 

Pricing
All-wheel drive is a $2200 option on the Luxury, Premium Luxury and Sport trims but is priced at just $595 on the V6 CT4-V. The larger 2.7L turbo four is standard on the CT4-V but is a $4530 option on the Premium Luxury trim, regardless of drive system. Moving up from the Luxury to the Premium Luxury trim brings leather upholstery, a heated steering wheel, ventilated front seats, adaptive cruise control, power passenger seat and parking sonar front and rear, is tremendous value. The Sport trim is priced the same as the Premium Luxury, adds some performance hardware such as Brembo-brand brakes, but deletes leather, which renders it a reasonable value if you like the look. The $4875 price bump from the Sport to the CT4-V includes the stronger 2.7L turbo four, a 10-speed automatic transmission, Brembo-branded brakes and Bose-branded audio, at a reasonable price. The V6-powered Blackwing is priced $7300 higher than the CT4-V. 

Reliability
Low volume model, insufficient data. The ATS, the predecessor of the CT4, was reliable for at leat the four year/80,000 kilometre basic warranty. Six year, 110,000 kilometre warranty on the powertrain. 

Sm. Front Driver: NR

Mod. Front: NR

Side: NR

Roof: NR

Sm. Front Pass.: NR

Head/Seat: NR

Headlight: NR

What’s new
The high-performance CT5 V Blackwing model is new. 
Comments
Underwhelming sales of the ATS, meant to compete with cars like the Mercedes-Benz C-Class and Audi A4, and the CTS, which Cadillac saw as Mercedes-Benz E-Class competitor, led observers to think Cadillac was to abandon traditional size segments and return to its previous strategy of offering a “tweener” car that attempts to cover both segments with a single vehicle. However, with the announcement of its CT4 entry-level car, Cadillac is adhering to traditional market segments.
With Cadillac’s distinctive headlights and grille, the CT5 starts off well, but the rest of the car lacks any compelling design flair. Cadillac has been doing some very elegant cabins over the last few years and the CT5 is no exception. The driver faces conventional gauges, to the right of which rests a substantial info-screen which can be manipulated by the latest version of the Cadillac User Interface. The rest of the cabin looks fresh, modern and visually calm, with very attractive finishes. The long wheelbase results in very good legroom, front and rear.
Power choices for mainstream CT5s include a GM’s ubiquitous 2L turbo four and a turbocharged 3L-V6 that debuted in the CT6 several years ago. Power reaches the wheels (rear or all) exclusively via a 10-speed automatic transmission. The CT5 Blackwing houses a 6.2L, supercharged V8, under its hood. Power reaches the rear wheels via either a six-speed manual transmission or a 10-speed automatic. 
Pricing
All-wheel drive is a $2200 option on all CT5 models. The base trim is reasonably equipped but lacks leather seating. The Premium Luxury model, which adds leather seating, blind spot and rear cross traffic monitors, ventilated front seats, a heated steering wheel, rear parking sonar. adaptive cruise control, an eight-way passenger seat and a variety of minor features, is a bargain. The Sport trim is priced the same as the Premium Luxury model but lacks leather seating and ventilated front seats, two of the most desirable features of the Premium Luxury trim. The turbo V6 adds a hefty $3950 to the invoice of a new CT5 Premium Luxury, the only non-V trim it is offered on. The CT5-V, powered by a 360 horsepower, 3L-V6 turbo, is priced $4150 higher than a V6-powered CT5 Premium Luxury. The hyper-performance CT5 Blackwing, houses a 668 horsepower, supercharged, 6.2L-V8 under its hood, is over $45,000 more expensive than a CT5-V. 

Reliability
Not rated, insufficient data due to limited sales. Unproven mechanicals. A GM extended warranty is recommended if you plan to keep the car past the warranty period. Cadillacs feature four year/80,000 km regularly scheduled maintenance as part of vehicle purchase.

Sm. Front Driver: NR

Mod. Front: NR

Side: NR

Roof: NR

Sm. Front Pass.:NR

Head/Seat: NR

Headlight: NR

What’s new
A mid-cycle refresh of the G70 launched in the spring of 2021.
Performance
Not only is the acceleration delivered by the G70's 365 horsepower turbocharged 3.3L V6 breathtaking, the sounds it makes while working hard border on intoxicating. Impressive passing power is facilitated by the smooth, responsive eight-speed automatic transmission. The sophisticated all-wheel drive system on our G70 tester has a default 100 percent rear-wheel drive bias, enhancing the sporty feel of the car. Precise, quick and communicative steering. Handling on our V6 tester was crisp, neutral, aided no doubt by the gigantic 19 inch wheels and super low-profile tires. Despite the ultra-low-profile tires and firm suspension, the ride was compliant and free of any road shocks. The Brembo-branded brakes are strong, predictable; with great brake feel. In a recent four car test, the G70 easily eclipsed the Audi A4, Infiniti Q50 and Mercedes C300, and was the overwhelming choice of all drivers on the road test team.     
The G70's cabin is elegant and sumptuously outfitted. The driver faces crisp instrumention and the controls for the climate and audio systems are straightforward and easy to use. The front seats are very comfortable and legroom is ample. However, headroom is tight and the very wide centre console intrudes on the space available for the front seat passenger. The rear bench seat is substantial and supportive, but legroom is very tight, and after you struggle to get your feet into the car you find there is little space for them under the front seats. The rear seat of the G70 is the tightest of the mainstream cars in its class and its space constraints will be a deal breaker for those who need a true four seater. Good trunk space. Strong air conditioning during sweltering weather but the performance of the heated steering wheel was disappointing on its top setting. The audio system of our loaded V6 car was exceptionally sonorous.

Comments
Exterior styling updates overlays the new Genesis styling themes, including the large-format grille and the twin-bar headlamps and tailamp designs, that were first seen on the new G80 and GV80 models. Large, triangular gashes, the styling flourish du jour, lay beneath the headlamps and the previous bright-finished boomerang-shaped front fender accents have been exorcised in favour of small rectangular pieces inset in the lower front fenders. Certainly the facelifted G70 looks cleaner than the car did upon launch. The elegant cabin features attractive materials. Clear gauges and straightforward controls. A larger format infotainment screen is the most significant cabin update to the G70 for 2022. The comfortable front seats have plenty of travel, welcoming even the tallest occupants.

Pricing
The base variant, with L.E.D. headlights, navigation and an active safety suite only lacks leather seating to be complete. With leather, alloy cabin trim accents, parking sensors, ventilated seats and a Lexicon-branded audio system, the Advanced trim is good value. The Prestige trim, which adds Nappa leather, a head up display system and a number of minor comfort and convenience items, is overpriced. Moving up from the 2L four to the V6 costs $6000. The range-topping trim, the Sport V6, adds Brembo-branded brakes, Nappa leather, active suspension and a limited slip differential, and is good value. The Kia Stinger, which share the platform with the G70, is only offered with V6 power, but is priced roughly 10 percent less than a similarly-equipped G70. Genesis cars are, like Lexus, sold on a fixed price, all-inclusive basis. With limited retail "boutiques" most Genesis cars will be sold on the internet. With 1170 units sold in 2021, the G70 is doing pretty well considering that the "key fob" factor, which sustains the German brands, seems more important in the luxury field than excellence. 


Reliability
Five year/100,000 km warrenty. Regular scheduled maintenance, including car pick up and a courtesy car, for five years/100,000 km, is included in the price. Consumables, like brake pads, wiper blades and tires, are not part of the maintenance plan.  

Sm. Front Driver: G

Mod. Front: G

Side: G

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: M

What’s new
Some trim package tweaks for 2022. A G80 BEV is expected sometime during the 2022 model year.

Perfomance
The V6 turbo engine in the G80 driven was wondrously smooth, flexible and is near silent except when pushed hard, when it emits a cultured bark. The eight-speed automatic transmission is very well mated to the engine and just does its job with no fuss. Putting the car in sport mode makes the drivetrain even smoother but does heighten revs while steady cruising, which makes it fun for only a short time but not a permanent mode. There is a faint driveline hum, likely from the rear differential, that is audible. The G80's steering is nicely weighted, precise and holds its line well. Handling is crisp and the ride is absorbent, especially given that the tires are 40 series at the front and 35 series at the rear. Very good road noise suppression, with little splashing heard while driving during a torential rain storm. Braking is strong, with good pedal feel and no lost motion before the brakes start stopping. Visibility is quite good, with the third side windows helping the view out and the 360 degree camera system projects images of impressive clarity. 
The brown and gray cabin decor of our test car was as visually pleasing as it was unusual. The sew patterns of the seats are unique and the faux-suede headliner on out test car was very plush. The unconventional shape of the dash trim is intrigueing and the cabin is accented by massive, cheese-cutter style speaker grilles. The sunroof sunscreen splits transversely, with half retracting toward the front and half to the rear. The front seats are substantial and supportive and the rear seat is comfortable, with enough room for large adults. Headroom is quite tight, this car could use a few more inches in height to great advantage. The rear seat has a hatch behind the centre armrest to permit some long items to be carried, but the rear seat does not fold down, limiting cargo versatility. The trunk itself has competitive space.
The Lexicon-branded audio system delivers excellent sound but its roto-dial adjustment system is not perfectly straightforward. The infotainment screen on our car replaced the audio display to a city skyline graphic without being commanded to do so, which was tedious. The navigation system is not user friendly but quickly recalculates a route if you elect not to follow its intended path. The TFT gauge package is multi-configurable but is oddly arranged to prevent the faux gauges displaying 360 degree faces, and the faux tachometre spins counter-clockwise. Most trim pieces have a quality look but some items, like the hard plastic filler panel just behind the windshield and the hard plastic panel behind the steering wheel, look cheap.

Comments
The second-generation G80 sedan shares its platform, power units, as well as styling and cabin trim elements with the Genesis GV80 crossover. Outside, the G80 is fronted by a six-corner grill and dual-stripe headlamps; the front fenders bear the same air-intake covered by twin strips like on the GV80. Strong forms, just the right amount of surface interest, and artful bright elements combine to create a very elegant sedan.
Two gasoline engines, a 300 horsepower 2.5L turbo four and a 375 horsepower, 3.5L-V6 turbo, are available. Power reaches all wheels via an eight-speed automatic transmission.
The new G80 BEV, referred to as the "Electrified", is powered by an 87.2 kWh battery pack that powers a dual motor all-wheel drive system that produces 364 horsepower (272 kw). No other details are available. 

Pricing
With a dual panel glass sunroof, navigation, leather seating, genuine alloy cabin trim, a Lexicon-branded audio system, forward collision warning, including for pedestrians and cyclists, active cruise control, a heads up display, wireless phone charging and parking sensors front and rear, the base 2.5L Advanced trim is comprehensively equipped. Those seeking V6 refinement will need to move up to the 3.5 turbo Sport, which adds little other than the engine, and looks expensive. The Sport Plus range topper includes Nappa leather, four extra adjustment planes for the driver's seat and a faux suede healiner, but is overpriced. Genesis cars can be bought online and prices are fixed and complete with no additional fees and no haggling. There are a limited number of Genesis "boutiques" in major cities in Canada. No pricing details are available on the Electrified model as of late March 2022. Only 277 G80s were sold in Canada last year, indicating that a "prestige" brand may be more important than excellence to secure sales in the luxury segment. 

Reliability
Not rated, insufficient numbers sold to create a profile. Above-average reliability predicted. Few complaints have been received but little data exists due to small numbers of G80s sold. Regular scheduled maintenance, including car pick up and a courtesy car, for five years/100,000 km, is included in the price. Consumables, like brake pads, wiper blades and tires, are not part of the maintenance plan. Service costs once out of warranty will likely be lower than for German-branded luxury cars. Some parts shortages have been reported on older cars and difficulty in attaining the parts are keeping cars off the road, with owners rideless if the car is out of warranty. The five year/100,000 km warranty is longer than it is for German-branded luxury cars.

Sm. Front Driver: G

Mod. Front: G

Side: G

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: A