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Genesis GV60 road test review 2023: The luxury electric crossover arrives in Motown

ANN ARBOR, Mich. – The Genesis GV60 round out a new, most modern trilogy Electric Car are from Hyundai family. It follows excellence Hyundai Ioniq 5 and also excellent Kia EV6and built on the same electrical platform (known as E-GMP) with the same 800 volts the battery architecture industry. The GV60the first of two new ones tram are from Genesis high-end brand (Electrified G80 other), which aims to set itself apart from its brethren in terms of design, performance and level of luxury.

It definitely looks different from the others, although its lines are close to the sleek but still sharp EV6 more than the Ioniq 5’s wrinkled, futuristic aesthetic. Like the EV6, it boasts sporty proportions, with the wheels pushed further out into the corners. With a wheelbase of 114.2 inches, the GV60 is identical to Kia EV6 and smaller between the axes than the Ioniq 5. With an overall length of 177.8 inches, the Genesis is shorter of the two. The GV60 stands 62.4 inches tall, smack in the middle of its siblings, and like the taller Ioniq 5, seems even taller until you’re standing right next to it.

Inside, the GV60 is a place of elegant luxury, putting design and technology first. The first thing you’ll probably notice after climbing inside is the glass globe on the center console. When you start the car, this sphere will flip upside down to reveal a rotating gear selector. It’s a feature for Instagram and TikTok. The interior materials are of higher quality than the Hyundai and Thatand the overall atmosphere is more like traditional luxury than the minimalist modern atmosphere of the Ioniq 5 or the sports cabin of the EV6. In other words, it’s a proper Genesis. The compromise here is that the rear legroom of the Genesis GV60 is surpassed by both Hyundai and Kia. Goods volume, at 24 cubic feet behind the second row, is almost the same as the Kia EV6, but less than the Ioniq 5’s 27.7 cubic feet (though as we saw in Ioniq and Check baggage EV6specifications may not equate to real-world usefulness).

Like its cousins, the GV60 uses a pair of digital displays for the infotainment system and instrument panel. These are easy to use and responsive, but the GV60 places an emphasis on hard-button controls, which means less searching through menus to fiddle with settings. There are several hard buttons on the steering wheel and center stack that you can program as shortcuts to various menus or car features (like Quiet mode, mirroring the phone, or turning the screen on or off), plus spare knob controller as in GV70 and 2023 Electrified G80. There’s also a head-up display that gives you useful information like speed, navigation instructions and blind spot information without having to take your eyes off the road.

When you drive for the first time, it’s not uncommon for you to say “you’re getting used to it”. With GV60, the car will get to know you thanks to fingerprint and face recognition. Setting them up is a pretty straightforward process. The onscreen message prompted me to use the little button-like circle at the front end of the floating center console to scan different parts of my finger – sides, fingertips, center – until it has full print. Then, for facial recognition, it instructed me to step out of the car and look directly at an illuminated circle in column B until it turned green. Accomplished. Now I can unlock the car in a flash and start it with a single tap. At least in theory. I wasn’t ready to tempt fate by leaving the keys behind because my first outing in GV60 was a freeway trip to Detroit for a concert and I wasn’t interested in risking a heart attack. logistics nightmare near midnight.

With a handgun that was particularly susceptible to motion sickness, we left Ann Arbor and headed for Detroit. As compelling as the “Accelerate” button on the steering wheel (more on that later), acceleration and handling will be tested another day. However, the trip is supposed to keep the evening from vomiting. In Comfort mode, the GV60 rides softly and quietly thanks to the adaptive suspension – MacPherson struts at the front, five-link at the rear. Drawn from the Genesis’ pocket of tricks, the GV60’s Preview Electronically Controlled Suspension feature further improves things by using the front-facing camera and navigation system to assess road surface conditions and recognize things like speed humps to control the shock absorbers. The Mercedes-Benz The EQS is one of the few other cars on the road with similar technology, which is saying something for this much cheaper Genesis.

Currently, in the US, the GV60 offers a choice of two all-wheel drive systems (225 hp rear-wheel drive version won’t appear here). The Advanced version, which starts at $59,985 including destination, has a rear motor delivering 160 kilowatts (214.6 hp), while the front motor delivers an additional 74 kW (99.2 hp). . Total output is 314 hp and 446 lb-ft, roughly equal to the current top versions of the Ioniq 5 and EV6. Our tester, GV60 Performance, starts at $68,985, and delivers 160 kW and 258 lb-ft from each engine, for a total of 429 hp and 516 lb-ft of torque. Using the aforementioned “Boost” button boosts 483 hp in 10 seconds all at once.

However, there is no free lunch. Both have the same 77.4 kilowatt-hour battery pack as its E-GMT sibling, but with less range. Advanced offers an estimated 248-mile range according to the EPA, while Performance falls in at about 235 miles. The latter is a staggering number these days, and if range is a priority, the Electrified G80 and its larger battery rated at 282 miles will likely be the more appealing Genesis EV. Still, some would consider that mileage loss an acceptable sacrifice given Performance’s 115 ponies.

And when unencumbered by the comfort demands of a nauseous passenger, those numbers in reality translate into a comical acceleration experience, causing the front tires to spin and the speedometer to sweep past 60 mph. sooner than you might think to check (seems like a little 4 seconds, tops). Using Boost mode while underway instantly feels like you’ve cut off an anchor you’re pulling, allowing you to overtake a slower driver or shoot your way into the void. Traffic from highway on ramps. After 10 seconds are up, Boost mode is ready to do it all again, no cooldown required.

You can also choose from several driving modes: Eco, Comfort and Sport. There’s also a Custom mode, which lets you pre-select settings for the engine, steering, suspension, E-LSD, and stability control. For each of those individual settings, you can choose between Comfort and Sport. The engine setting also has an Eco option, while the E-LSD has an “Off” option. To adjust your regeneration brake While on the go, you can use the paddles on the back of the steering wheel. You can dial it down a coast or up to “i-Pedal” mode for one-pedal access to driving. However, like in the Ioniq 5, EV6, and Electrified G80, the GV60 won’t “remember” if you were using the i-Pedal the last time you drove. You have to reselect it each time.

Despite being the fastest of the E-GMP trio, the Genesis GV60’s handling isn’t as sharp as the EV6 and Ioniq 5. The sportiest (and most expensive). Ford Mustang Mach-E and Volkswagen ID.4 – like Ford, the GV60 is quick and smooth in a straight line, but is a bit uncomfortable to respond to steering wheel input. The ride feels great, with good weight and balance, especially in Sport mode, with good haptic feedback. It provides a good feel for the interaction between the tire and the road surface, which is always changing with this much torque to the touch. Entry is a bit slow, and the GV60 tends to roll a bit on its compliant suspension as you accumulate lateral g-forces.

The GV60 is also quick to give away its traction. When starting from a stop in Sport mode, with or without Boost activated, there will be a squeak from the tires before they start spinning for the first time. Then, if Boost, there will be another, longer clang after a while. Stick to some steering angle, and you get even more drama from the tyres. It’s fun when you want to warm up, but it won’t help with any lap… but that’s not what the GV60 is for.

Speaking of mismatches, Genesis thinks it will include a Drift mode in the GV60. There’s a little trick to activating it, no different than a video game cheat code. You put it in Sport mode, hold the stability control for about 3 seconds until it comes off completely, then hold both paddles behind the steering wheel at the same time for 3 seconds. If done correctly, you will get a message on the dashboard that the car is ready to give up some clamps and rubber. Your neighbors and owners of local parking lots probably won’t approve, but go ahead, drift away.

To add sexiness to the driving experience, the GV60 offers several artificial sounds – Active Sound Design, in Genesis terms – that correspond to the force you are feeling when accelerating. The “Futuristic” setting sounds like the most sci-fi of the three, with tones stacking up and down along with your speed. The “G-Engine” gives a rather convincing impression of the petrol engine, like a quieter version of the sports exhaust. The “E-Motor” offers a simple, familiar whine, like what you would hear if the GV60’s sound were deafening and the noise cancellation wasn’t as good as it originally was. You can choose between three volume levels for each sound, or you can choose to turn off fake noise entirely, which is what we usually choose.

Thanks to the platform’s 800-volt architecture, the Genesis GV60 is one of the fastest charging EVs. If you can find a working 350 kW DC charger, it can charge the battery from 10% to 80% in about 18 minutes, just like the Ioniq 5 and Kia EV6. No extension road trips During our week with the car, it was enough to just keep it full using the car’s portable charging cable and the Level 1 household outlet in the garage.

So the first Genesis EV was a success, at least in terms of execution. Time will tell how its price compares to other luxury EVs, but GV60 customers should be happy with their vehicle. It’s hard not to like a car built on top of the Hyundai Ioniq 5 and Kia EV6. Sharper handling would be nice, especially for the so-called “Performance” model, but not if that means sacrificing smooth, quiet ride or enhanced refinement. matching height of the vehicle. How about a trade for alternative Drift mode?

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