The Genesis GV80 arrived on the scene for 2021 as the brand’s first utility vehicle, and it’s gotten a few subtle updates since, but none as comprehensive as what’s in store for 2025. So, let’s find out if the value proposition remains as high as its indulgence factor.

When Hyundai launched their new luxury sub-brand Genesis, few people questioned that it would be successful, as both Hyundai’s recent track record and their big R&D budget would both be key ingredients to ensuring it had staying power. But many people did question how long they’d be able to offer such a high level of extravagance for such a relatively low price compared to the traditional European luxury brands they were taking aim at, surely that would have to level out at some point.

Well, 2025 is not that time just yet, as this updated Genesis GV80 utility seems to deliver more boujee bang for your boutique bucks than ever. We’ll start by taking the wraps off the GV80’s recent facelift. Up front, the Crest grille gets a new twin-line motif to better match the 2-line headlamps which appear even slimmer looking thanks to the Micro Lens Array technology.

Bigger changes take place inside with a whole new dash design that incorporates the multimedia and driver information into one 27-inch-wide OLED display. Materials throughout the cabin get an upgrade too, and the center console has been revised with the upper control panel gaining volume and tuning knobs for the radio. They’ve even updated their crystal-like gear selector and other controls for more substantial feel and function, while also making the cupholders bigger and wireless phone charging easier to access.

Five-passenger capacity is the standard arrangement in four-cylinder GV80s, with a small two-place third row standard with the V6s, though our top Prestige trim does without the third row. As in most midsize utilities, that space is better used for cargo than passengers anyway; 36.5 cubic-ft. behind the second row, and 71.7 with seatbacks folded.

That base four-cylinder engine is a 300-horsepower 2.5-liter turbo; the upgrade is this 3.5-liter twin-turbo V6 which delivers 375 horsepower and 391 lb-ft of torque. Both have the same output as last year and both come equipped with an eight-speed automatic transmission; all-wheel drive is now standard in all GV80s. Maximum towing capacity remains 6,000-lbs.

At our test track, this twin-turbo was pulling us off the line so smoothly, it was hard to believe we were hitting 60 in just 5.6 seconds. Power poured on steadily throughout the 13.9-second quarter-mile which we finished at 102 mph.

Through the handling course, body roll was very evident, just as we noted in our original GV80 test back in 2021; but even with the very soft suspension, overall balance is quite good, and all-wheel-drive grip is plentiful, as it could be hustled through the cones quite spiritedly without excessive understeer or even stability control intervention. Nothing but smooth in our panic braking test too, as stops averaged a quite short 103-feet from 60 with the expected amount of nosedive and even a decent amount of feel through the brake pedal.

And just to further stake their claim in the modern luxury utility landscape, arriving with this updated ’25 GV80 is a sleek coupe version with sloped-roof style and a unique 3.5-liter turbo engine with an electronically driven supercharger.

A final change of note for ’25 is an expanded trim structure, making for many more available choices, starting with the 2.5T Standard at $59,050; 3.5Ts are available in Advanced and Prestige trim only starting at $75,150.

Just because it costs significantly less than its European luxury brand rivals, don’t think for a minute you’ll be getting anything less with the 2025 Genesis GV80. For when it comes to delivering a lavish driving experience that won’t direct you to the poor house, it looks like Genesis is just getting started.

Chrysler may not currently be at the forefront of the EV movement, but they were definitely ahead of the game when they installed a plug-in hybrid powertrain in their Pacifica minivan 7 years ago. Well, much has changed since then and it’s been a while since we lived the van life. So, let’s get caught up with the Chrysler Pacifica.

It’s widely accepted that Chrysler invented the front-wheel-drive, car-based minivan as we know it, and even though that segment has shrunk over recent years, Chrysler, along with a few others, still sells a whole lot of them. And with production of the 300 sedan now closed, the 2024 Pacifica is the only Chrysler-branded vehicle left.

This minivan version of the Pacific debuted for 2017, taking over for the Town & Country. Its most significant round of updates came for 2021 when it got revised styling inside and out, along with better tech, and higher levels of premium features. The year prior, Chrysler added all-wheel-drive into the mix, which remains an option in non-PHEV versions.

Updates for 2024 mostly revolve around a reconfigured trim structure, as the plug-in hybrid now comes in its own unique Select trim level, along with the top Pinnacle trim which is shared by both versions. But it’s worth taking a second look, as the front-wheel drive Pacifica Plug-In Hybrid remains the only PHEV in the minivan segment, and the most spacious PHEV you can buy period.

The Pacifica Plug-In Hybrid’s standard Select trim level comes with a very comprehensive list of features. Plus, there are multiple add-on packages including Road Tripper, S Appearance, and our test car’s Premium S Appearance. It gets an upgraded center console with dual-level storage and integrated wireless phone charging, Nappa leather seating, and hands-free power liftgate. An available Uconnect Theater and Sound Group adds 20-speaker Harmon/Kardon audio, window shades and seatback video screens with Amazon Fire TV.

All Pacificas start with a Pentastar 3.6-liter, naturally-aspirated V6, but the PHEV version is a slightly detuned Atkinson cycle conversion. Plug-Ins then get a unique eFlite electronic variable transmission with a pair of integrated electric motors. All told, output comes in at 260 horsepower, 27 fewer than the non-hybrid. With a full battery, the PHEV offers 32 miles of EV driving from its 16-kWh battery, which is of course stored under the Pacifica’s floor, negating Stow ‘n Go fold in the floor second-row seating. That’s far from a deal breaker for many as you get more comfortable seats, though just seven in total. There’s no middle row bench option with the PHEV. Front seats continue to offer more than enough comfort to keep mom and dad happy too.

Government Fuel Economy Ratings are 30 Combined for strictly gas engine, and 82 Combined for the MPGe. Which makes for a great Energy Impact Score of 4.0 barrels of yearly oil consumption with 2.0 tons of CO2 emissions. We put our Pacifica to week-long commute duty with a weekend road trip thrown in for a total of 665 miles, over half of which was on battery alone, giving us a great 52.6 mpg average. It easily charges up on 110 volts at home overnight.

Those are great numbers, but the Pacifica PHEV is no slouch in the acceleration department either, as we found out at our Mason Dixon Dragway test track.

There was good grip off the line, and while power won’t throw you back in your seat, we were off and running to 60 in 7.3 seconds. Even with the gas engine running at full throttle, the Pacifica remained very quiet inside, and it felt plenty smooth the whole way down the track. We completed the quarter-mile in 15.8 seconds at 90 mph.

Kept at a moderate pace, the Pacifica felt well-planted, aided by that extra battery weight keeping body roll to a minimum, but as speeds increased, so did understeer. Steering was light and accurate, allowing us to easily stay on top of things, but we wouldn’t complain if they engineered a little more feel into process. Panic braking runs were smooth, straight, and fade free; and considering that extra battery weight, our 122-foot stopping average distance from 60 was most respectable.

Pacifica pricing starts at just $41,340, but the PHEV starts $52,750. The only direct comparison that you can make is top Pinnacle trim, where the PHEV costs about $5,000 more. But, it’s worth noting with full government incentives harder to come by these days, the Pacifica PHEV does still get the full $7,500 federal tax credit for now.

Without anything to compete against both in the PHEV minivan world and even in the Chrysler showroom, the 2024 Chrysler Pacifica Plug-In Hybrid truly stands out. But it’s much more than just a spacious, practical, and very efficient family hauler, it’s a quiet and comfortable machine that can add some peace and quiet into the chaotic world of being a parent on the go… and save you some real dollars and cents in the process.