We like
Generous aftersales support, GT-like road feel, cabin space and layout, keen acceleration, close to as-advertised driving range, extremely quiet ride

Room for improvement
Price over related and excellent Ioniq 5, carryover Hyundai switchgear and screens evident, gimmicky gear selector, doughy steering in Sport mode

Overview

 

GENESIS has launched its first all-electric model based on its Electric-Global Modular Platform (E-GMP) in Australia this month, the GV60 Luxury Package AWD and Performance AWD duo available from $103,700 and $110,700 plus on-road costs respectively.

 

Being based upon E-GMP underpinnings, the GV60 shares much of its design and mechanicals with the Hyundai Ioniq 5 (from $75,900 in AWD form) and Kia EV6 (from $71,990 in AWD form) albeit with Genesis’ ‘distinctly Korean’ coupe-SUV visuals and in-cabin décor flourishes.

 

The Hyundai Groups’ E-GMP architecture supports both two- and all-wheel drive chassis configurations, but for the GV60 we find all-wheel-only delivery, a 77.4kWh battery, 470km driving range, and output of either 234kW/605Nm in the AWD variant, or 360kW/700Nm in Performance AWD trim.

 

The 0-100km/h dash can be dispensed in as little as four seconds.

 

What’s more, fast charging (up to 350kW DC) enables the GV60 to be buzzed from 10 to 80 per cent capacity in as little as 18 minutes, though most Aussie chargers will offer just 200kW DC, meaning a charging period of around 40 minutes is more likely.

 

The GV60’s striking, coupe-inspired body is smartly packaged around Genesis’ EV-specific framework and provides a spacious interior that brings some clever design elements – as well as a few familiar Hyundai-sourced screens and switches. It also features a uniquely Genesis crystal-ball-like gear selector that, although quite novel, is somewhat gimmicky when all is said and done.

 

On the plus side, the GV60’s flat floor, compact dash and floating-style console do provide a roomy lounge-like space from which to enjoy the ride. The cabin is exceptionally quiet and inviting and offers surprisingly generous cargo capacity that seems to defy the car’s coupe-like silhouette.

 

The lighter upholstery hues bring a sense of ‘premiumness’ that is well suited to the model’s persona, and like all Hyundai-based vehicles is paired to a user-friendly yet feature-packed array of technology we find pleasurable to use.

 

OK, the digital mirrors are a little quirky, but they are a lot clearer and better placed than some we have sampled… how necessary they are, though, is another point entirely.

 

All Genesis Electrified models are offered with a five-year/unlimited-kilometre warranty with complimentary servicing and Genesis To You valet program. The high-voltage battery is warranted for eight years, while the navigation system is updated free of charge for 10 years.

 

Genesis also offers 10 years’ roadside assistance within the purchase price, and the option of either a five-year subscription to Chargefox or home AC charger installation.

 

 

Driving Impressions

 

The GV60 immediately grabs your attention with its futuristic aesthetics, which it must be said are less polarising than those of the Ioniq 5, but every bit as striking. It’s a clean look – inside and out – that should speak to premium buyers in a way few others in the segment do. There’s nothing derivative about the GV60’s look – and its drive is just as innovative.

 

Like most EVs on the market the GV60 is brisk and quiet. We drove the AWD (standard) variant on launch and found the acceleration both thrilling and wonderfully responsive. Even in its normal setting the GV60 is urgent when summoned, with no lag, no shift points and (seemingly) no top-end tail-off.

 

And even without the tricky differential found in the AWD Performance variant the GV60 is a grippy little bugger. Yes, it’s a heavy vehicle, and there is a point where the car begins to push the adhesion limits of its tyres. But really, these limits are well beyond what most would consider sensible.

 

The ride, to this tester at least, is more rounded than that of the Ioniq 5 with a cleaner response to sharp inputs and broken surfaces. The patchwork tarmac found on the test loop did little to shake our confidence in the GV60’s road holding with even larger craters failing to unsettle the vehicle’s line – or upset the comfort of its occupants.

 

In a way, the GV60 offers a GT-like feel at the wheel. It isn’t out-and-out sporty like its looks might have you believe, and it isn’t ultra-plush, either. It’s quite simply a well sorted ride that fits the broadest possible scope of prospective owners, which we guess is exactly what the manufacturer had in mind.

 

Dial in on the way the GV60 feels, and a few traits become apparent. Pleasingly, pedal feedback – especially from the brake – and modulation has an authenticity to it many EVs do not. There’s no guess work in understanding what the car is trying to tell you, which really helps you to settle in and enjoy the experience.

 

For a large part, the same is true of the steering, which is accurate and appropriately tempered to the model’s trope. But in the sportier settings, the artificial weighting gives a doughy feel we just couldn’t bond with, but perhaps that’s more personal preference than fault per se.

 

The GV60’s one-pedal operation and adjustable brake regeneration system are among the better we’ve experience, and unlike some, offers go-to-whoa stopping, provided of course you allow sufficient stopping distance. The ability to modulate the regenerative force on winding roads provides an almost gear like feel in slowing for corners and pays modest dividends on recharging as well.

 

On the topic of ‘charge’, and though our test vehicle did have multiple drivers across the course of the day, we found the range figure fall at an acceptable rate considering the driving style employed, and a consumption average of around 23kWh/100km.

 

That’s inefficient by EV standards, but so was the driving style of all involved. With a little more consideration for economy we see no reason a fairer number could not be achieved (the World Electric Vehicle Database rates the all-wheel drive GV60’s power consumption average at 19.5kWh/100km).

 

From the front seat, the GV60 is well cushioned and the driving position close to ideal, however rear seat passengers may find headroom a little restrictive, while the centre position is best reserved for the armrest and not used as a seat.

 

We found natural visibility out of the car to be quite good considering its rakish rear-end, and though the digital mirrors are a little extraneous, they do help to eliminate blind spots.

 

As a rival to Tesla’s Model Y, and other luxury EVs from BMW (the iX2 is due soon), Lexus (UX), Volvo (XC40), etcetera, the Genesis GV60 gives prospective premium electric car buyers a thoroughly capable and valid choice to consider.

 

With a distinctive style, a no-nonsense human-machine interface, outstanding performance, and exceptional aftersales support there’s really very little not to like.

 

And if you’re worried the GV60 isn’t big enough, then worry not. Larger G and GV models from Genesis are just around the corner.