2023 Genesis Electrified GV70 Review: First Drive

Genesis Fast forward to a full electric future, and while the brand is building the Bespoke EV platform, it seeks to electrify the built-in internal combustion platforms as a stop-gap.

We had the opportunity to drive briefly to the new Genesis Electrified GV70 To get an initial indication of what it would be like if it finally sold out on a closed track near Sydney Later in 2022.

The car we drove was a pre-production car, so while most of the car was in perfect condition, there were some components that could be different for the final production version we will be getting in the coming months.

What is the price of Genesis Electrified GV70?

Prices for the Australian market have not yet been announced, but we expect the Genesis Electrified GV70 to be priced around $ 110,000 when it sells here after 2022.

While this is not a negligible amount of money, it is more affordable than all the premium-brand competitors, including the BMW iX3 ($ 114,900), the Audi e-tron 50 quattro ($ 139,900) and the Mercedes-Benz EQC 400 4Matic ($ 42,300).

It’s worth noting that all of these competitors are based on a combustion-powered platform like Genesis, although only iX3 takes the same path as Genesis in keeping with an existing nameplate. The e-Tron is based on the same MLB architecture as the Q5, although it wears its own sheet metal, and similarly for EQC, which shares most of its DNA with existing GLC.

Further, the Electrified GV70 is significantly more powerful than both Audi and BMW. Although the EQC 400 offers a comparable 300kW and 760Nm from its dual-motor drivetrain, the Benz GV70 lasts half a second compared to 0-100 times.

How about Genesis Electrified GV70 on the inside?

One of the best things about electrifying an internal combustion platform is that you can maintain the look and feel of a ‘normal’ internal combustion. As a result, the interior of the electrified GV70 looks virtually identical to the regular GV70.

The glasses are being finalized for the Australian market, we will only have one specification available. This specification will be similar to what is currently available with luxury packs and will be highly specified.

When you look inside the price tag it looks like it has been cooked down by $ 50,000. It feels very, very luxurious – especially with the luxurious package that adds fancy quilted napa leather seats and 12.3-inch 3D digital instrument cluster to the massage.

Note that the car we tested was a pre-production car that was not fitted with the features of the luxury package.

Compared to a BMW X3, an Audi Q5 or a Mercedes-Benz GLC, it feels much more premium by a long shot.

And look, it’s needed. It’s a new player on the market and it’s the low-key mentality that drives Genesis to work harder to make the GV70 feel special inside.

The 14.5-inch infotainment display in the middle of the dashboard looks nicely installed and doesn’t stand out like the iPad stuck in the dashboard.

It can be operated as a touchscreen or alternatively via a BMW iDrive-esque controller in the center stack – although sometimes it’s easy to mistake the gear shifter for the infotainment controller. I’m sure it’s something that would become second nature if you own a vehicle.

One thing that is still quite frustrating with Hyundai, Kia and Genesis vehicles in general is the lack of wireless smartphone mirroring in premium models. While entry-level models are capable of mirroring wireless smartphones, premium models like the GV70 require a physical cable connection.

As a charging enthusiast I am quite religious about a phone charging schedule and it triggers my anxiety whenever I have to plug in for an hour to use CarPlay (okay, it’s not that bad, but you understand what I mean) .

These brands need to keep pace with the times and go for wireless smartphone mirroring for all their vehicles without built-in navigation and not just entry level trim (for Hyundai and Kia).

The GV70 is the only car in the segment that uses a fingerprint scanner to help retrieve driver settings – an innovative system and a different way to recall settings.

It also looks luxurious in the second row – they are not excluded in materials or features.

The leg and headroom in the second row is great for both kids and adults with plenty of room to stretch. There is a third zone of climate control, as well as seat heating for two outboard seats.

The second row has two outboard seats with ISOFIX points and three top-tier points.

Boots you will get 542L Cargo capacity, including usable second row seats, is expanding 1678L Fold with them. Beneath the cargo floor is a space-saver spare tire, with storage for cargo blinds.

What’s under the bonnet?

The electrified GV70 uses a dual-motor electric drivetrain fed by a 77.4kWh Battery pack.

Each electric motor (one on each axle) produces 160kW of power and 350Nm, which is the maximum system output. 320kW And 700NmWith 360kW Available in boost mode (available for 10 seconds). Off boost, peak torque figure is quoted at 605Nm.

Genesis claims that the electrified GV70 will travel 0-100km / h 4.5 secondsWhich is 0.6 seconds faster than the existing 3.5T AWD Sport Twin-Turbo V6 model.

On the charging front, the Electrified GV70 has the same 400 / 800V charging architecture as the Hyundai Ioniq 5 and Kia EV6. That means AC charging up to 11kW and DC charging up to 350kW using three phases.

In addition to charging, the Electrified GV70 enables V2L with a power output of 3.6kW. The drive range for the Australian market has not yet been confirmed, but we expect it to be more than 450 kilometers.

How does Genesis Electrified GV70 operate?

If you’ve missed this before, we’ve driven pre-production versions of the Electrified GV70 and Electrified G80, so some components of the drive may not be final.

In terms of standard EV stuff, the Electrified GV70 does all the fun things you would expect from an EV. It increases stiffness, calms down and provides the full scope of brake revival, from the coast to the ‘i-pedal’, which allows the car to come to a complete stop using regenerative braking, giving the advantage of one-pedal drive.

Boost mode takes it up to 320kW and up to 700Nm with a groove available on the tap for 10 seconds. Although it seems to be infinitely repetitive – meaning when your 10 seconds of fun is over, you can press the boost button on the steering wheel again for another increase in torque.

We noticed high levels of torque steering and lack of traction from the front edge – especially when you punch the throttle from an angle.

We were told it was a calibration issue with the pre-production car. If true, not a big deal, but if this kind of experience enters the production version, then this is a go I want to clear.

Aside from the traction issue, it’s not hard to see the extra mass hidden by the electrified GV70 in the petrol and diesel variants. This is a big downside to electrifying an internal combustion platform.

It’s not the end of the world, but the electric version of the GV70 doesn’t look as glamorous or sporty as its turbocharged V6 siblings. With a full complement of batteries and electric motors replacing a combustion-powered drivetrain, it just tipped scales below 2300kg.

On the steering front, there is enough feeling through the wheels and enough communication through the driver.

With all the bells and whistles attached to it, the electric version of the GV70 adopts adaptive suspension damping and a forward-facing camera capable of adapting the suspension response depending on its proximity to the road surface. It works well with a compliant ride on large 20-inch alloy wheels fitted to our pre-production tester.

The ride is smooth, the plush equal, and the body control in general is good. Genesis is not tuning in to any local rides and management for the Australian market, but the company is on track to select a tune that includes a mix of other markets to create rides for us. Although the car we drove didn’t have the final suspension material, we were impressed with how smooth and quiet it was.

The brake pedal feel is also good, blending seamlessly with friction brakes. The only thing to call is in i-pedal mode, when the car stops it does not apply the brakes like Tesla. Instead, it retains its position with slight movement back and forth – as if the car were parked without a handbrake.

CarExpert’s tech on Genesis Electrified GV70

Our drive for the Genesis Electrified GV70 was only brief, but revealed some positive early indications. If Genesis decorates the pre-production Gremlin, it will be a fun SUV to drive.

One of the most interesting things about it to me is that it looks and feels just like the Combustion-powered GV70. There is no compromise in the luxury you feel from the petrol powered GV70.

When the Tesla Model Y finally lands in Australia, the 115,000 price point you will probably get a faster version of the Model Y with more range, but in the end Genesis feels significantly more upmarket.

While you’ll compromise on straight-line performance and range compared to the Tesla, that bridge has become empty with one of the best SUV interiors on the market.

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