2023 Genesis GV 60 SUV First Drive 7

2022 Genesis GV60 electric SUV review: First International Drive

The things we love

  • Appearance, build quality, cool factor
  • Powerful performance, easy to manage and matching efficiency
  • 800V system ensures fast charging
  • Elegant and luxurious equipment
  • Decent ride, very low noise level

not much

  • Packaging is not up to the level of stable comrades in Hyundai / Kia
  • Expensive no matter what you compare it to
  • Steering, chassis and brakes need more fine-tuning

The is Genesis GV60 Packages up to 365 kW and five stars in a compact package.

Please welcome the new brother of the Hyundai Ioniq 5 and Kia EV6. Although the three cars share the same E-GMP architecture, they are very different in character and appeal.

The Ioniq is the practical choice – roomy, durable and convenient, yet features the same 800V fast charging system and long-range battery. The Kia is more of a driver’s car, especially in the form of the 436 kW GT.

Genesis splits the pair with its GV60, but by trying to be exactly what? Certainly more famous, better equipped, and more elegant inside and out. It’s also somewhat more expensive (in Europe, with Australian prices still going), undermining the base BMW i4 by a few shekels with matching 405kW i4 M50 xDrive on arrival fully loaded like our Uyuni White test car.

Similar money also buys the high-end Tesla Model 3 (again, in Europe) which is faster and faster, while promising more range per charge than all of the above.

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Ordering a new car is a painful anti-climax these days. Prices keep rising at an alarming rate, delivery times are increasing by the hour, and placing a special order can compound problems and increase frustration.

Hyundai/Kia/Genesis is a notable exception to this experience. The waiting list for most Korean electric vehicles is less than nine months, and the GV60 may turn out for faster delivery because the brand’s personal assistants are currently selling batches of pre-selected vehicles en route to various ports around the world, which could be with customers before June 30.

In stark contrast, the arrival date of the new Audi Q4 e-Tron for European customers is November 2023. We are also talking about 2023 in terms of electric vehicles by BMW, Mercedes, Tesla, Polestar and even Volkswagen.

The GV60 is available in a 237kW/605Nm Sport and 325kW/700Nm Sport Plus version pictured here. Both four-wheel drive models share the same 74.2 kWh battery and 800V system, can with specified ranges of 470 km and 466 km and consume a claimed WLTP power of about 19 kWh/100 km.

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The Kia GT is being introduced with an additional power of 112 kW and 40 Nm, but it will be more expensive and will not be launched for at least another three months. Despite the numerous price increases, the 383 kW Tesla Model 3 AWD Performance remains the undisputed leader in value for money, the king of performance and the champion of the range. A comparison of the base prices confirms the advantage of 10,000 euros ($15,000) for the German-made bestseller.

Double that when you meet a fully loaded GV60 like the Princess Snow White, which features sing-and-dance massage seats, headliner and steering wheel all trimmed in white leather or suede. It’s also equipped with a non-retractable panoramic glass roof (is there any more silly?), digital door mirrors and a great B&O sound system.

Clamp the pedal to the metal, and the snowball will radiate itself in four seconds flat from 0 to 100 km/h. Although a perfectly acceptable top speed of 235 km/h, please clap for a moment to check the numbers given in the competition.

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BMW quotes the marginally faster i4 3.9 seconds, and Tesla claims a supersonic 3.3 seconds and 261 km/h for the 3 Performance Model. scopes? Over 465 km for the Genesis, 521 km for the i4, and 547 km for the Elon Baby. The consumption derby also ends with an image finish. On paper, the Tesla (16.5 kW / 100 km) outperforms the BMW (18.0) and the GV60 (19.1).

Returning from a two-hour loop around Frankfurt, the onboard computer showed a less impressive efficiency reading of 29.1 kWh/100 km that would cut more than 150 clicks from the nominal range. Say what you will, but as long as Germany does not impose a speed limit on the motorway, it is better for electric vehicles to extend their legs elsewhere.

A heat pump is standard on the Genesis, which should take the sting out of the cold onset of winter by driving with lights, radiators and fully functional heating. The pre-equipped battery can be seriously charged from 10 to 80 percent in just 18 minutes, but only when you’re lucky enough to discover an available 350kW charging station.

Get the wallbox, and be prepared to wait more than seven hours for the same result. The problem is that the satellite navigation system at this point is not yet able to show charging stations, prices, and final delays synchronized with the selected route. This can lead to questionable situations when the car is empty.

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Having said that, the Technicolor cockpit is full of power-flow animations, torque distribution readings, actual and average consumption bar graphs, remaining range indicators and whether your driving style is still your spoiled gasoline driving style.

The Genesis Digital Scientist runs a 2-meter circle around the vehicle. Insert it, and facial recognition through a tiny camera in the B-pillar will open the flush-fitting door handle and unlock the car. At the same time, the black box identifies one of two saved user profiles before adjusting the seats, climate control, music and mirrors to your liking.

A fingerprint scanner integrated into the power button activates the Go signal and detects the gear selector. Sound familiar? About 20 years ago, Audi introduced a similar system only to have it checked out again after several customers were stolen by the tip of their fingers in a series of brutal auto thefts. But back to the GV60, which has several new assistance systems in store for us.

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The most useful is the highway assistant complete with automatic lane guidance, distance control and speed discipline control. Also of note is the easy entry/exit feature available for the driver and front seat passenger as well as an eye tracker that gives you access to 3D tools.

At 4,510mm, the GV60 is 120mm shorter than the Ioniq 5, and lowers the EV6 by a more substantial 170mm. This results in a certain lack of rear legroom, not helped by the fact that the lower front seats leave little room for needy toes.

The trunk volume of 432 liters isn’t worth writing home about either, but the Genesis has a 20-liter secondary storage bin where the engines used to sit. While the seats feel huge and very comfortable, dimensions and support aren’t its main strengths.

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Call us old fashioned, but the miniature door mirrors are clearly more like a TV. why? Since the screens sit on the interior door frames below the A-pillars, being completely out of sync with the visual axis, we’re used to reprogramming the brain which is really painful.

There is absolutely nothing wrong with the two large panoramic screens on the dashboard but things get worse, a second screen and several shiny silver buttons come into battle.

Add to that a very crowded multifunction steering wheel and you might agree that this cockpit was designed by the digital devil.

There is a strange object that is illuminated at night and transparent during the day, in the wide center console. It is called by many names, among them the Crystal Sphere, the Orb, the cuddler, the glowball and the double-headed Janus-face. When you enter the car, the globe shows only its clear upper half.

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Now start the car and watch Janus rotate along its longitudinal axis until its other face, the aluminum rotating gear selector, locks in place. A slight twist determines the direction of movement, and thrust activates the electric parking brake. The driving mode is selected by a button on the steering wheel.

We start in Sport mode to calm the nervous right thumb, which can’t wait for the boost feature to finally fire the full 365kW for ten seconds. Since the Electronic Stability Program (ESP) will only release the additional grunt when grip and stability allow, calling the center-corner exaggerate position delays the desired effect until the driver begins to unlock.

Handling and road possession? Here we are on thinner ice than previous experience with sister models might suggest. True, the GV60 takes off like greased lightning, willingly punching 700 Nm of instantaneous torque into the 24/7 single-speed transmission and ramping up thrust hard even on the other side of 160 km/h.

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But that’s only one side of the medal. Flip it over and you might soon start arguing with the i-pedal, which is a real spoiler because it keeps the car idling on takeoff even on the lowest regenerative braking setting.

Since there’s no way the driver can convince the system to go on demand, fighting the current—which gets worse at one-pedal antics—quickly becomes tiring second nature.

As expected, choosing Eco turns the GV60 into a toothless tiger. At the other end of the excitement scale, Drift mode awaits, but engaging in it is a complex four-step procedure that requires a more patient operator.

Fortunately, the 21-inch wheels and tires refrain from ruining low-speed driving. Backed by adjustable dampers and expertly tuned springs, it actually allows for an unexpected degree of compliance. This is the good news. The bad news starts with the car wanting the tram and leads directly to off-road directional stability when it is handled enthusiastically.

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AWD, mechanical rear variance locking, or electronic guards don’t seem to be able to do much about this basic variability. Still on the suspicious side of things, the front end displays a fair amount of brake plunge, roll and tilt while also conveying a full acceleration squat effect.

The steering is light and properly oriented, but feels artificial for most of its range of motion. Even with angles with reasonably consistent radii, frequent minor corrections are the rule rather than the exception.

Although the brakes bite hard, the pressure increases under high loads and the module suffers as a result.

Unlike most automakers, Genesis has few dealers and sells most cars online at fixed, uncompromising prices. Customer benefits include a five-year warranty package complete with no-cost maintenance, automatic pick-up and delivery, a free car and a wide range of personalized mobility services.

On the heels of the GV60, the brand will launch two additional electric vehicles later this year, the G80 and GV70. Although they still offer a selection of diesel and petrol models, PHEVs are an ineffective solution to bridge the gap.

From 2025, new Genesis models with combustion engines will be in the past, and by 2030 the entire fleet will be CO2 neutral.

But for now, Genesis’s all-electric offering is pricey, dynamically unconvincing as the numbers suggest, and puts bling above function.

The things we love

  • Appearance, build quality, cool factor
  • Powerful performance, easy to manage and matching efficiency
  • 800V system ensures fast charging
  • Elegant and luxurious equipment
  • Decent ride, very low noise level

not much

  • Packaging is not up to the level of stable comrades in Hyundai / Kia
  • Expensive no matter what you compare it to
  • Steering, chassis and brakes need more fine-tuning


#Genesis #GV60 #electric #SUV #review #International #Drive

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