Yahoo Autos Tested: 2023 Genesis Electrified GV70 Generates Giggles without Gas
05/18/23 UPDATE: This review has been updated with instrumented test results.
Stomping on an EV's go pedal never gets old. We're addicted to the thrill of instant thrust, which gets even harder to resist when it can be amplified at any time. That's why the 2023 Genesis Electrified GV70 needs a warning label that reads: Boost mode can be habit-forming and may cause bouts of spontaneous acceleration.
Hit the Boost button at the bottom of the electric GV70's steering wheel and the dual motors' peak output jumps from 429 to 483 horsepower for up to 10 seconds. That window is wide enough to dart past other drivers dilly-dallying on the highway. It's also great for generating giggles but bad for preserving the 77.4-kWh battery's state of charge, as we recently found out on the freeways and roads around Atlanta.
The Electrified GV70 is the third electric model Genesis has launched in the last year, joining the smaller GV60 SUV and the Electrified G80 sedan. The trio is currently sold in 23 states, and availability continues to expand.
Overdosing on Overboost
The Electrified GV70 isn't a performance-oriented model, but it's arguably more fun to drive than the gas-powered GV70 3.5T Sport Prestige. While they look almost identical, you can identify the new electric version by its closed-off grille (with a hidden opening to access the charge port), as well as specific 20-inch wheels and restyled bumpers. It also lacks tailpipes, instead emitting strange humming sounds to alert pedestrians of its presence.
While this GV70 is an electrified copy of its gas-fed siblings, from behind the wheel, we discovered that means it's more athletic. The EV shares Michelin Primacy Tour A/S all-season tires with the 3.5T, and its floor-mounted battery pack lowers the center of gravity, adding an extra dash of stability. The electric model posted 0.85 g of cornering grip on our 300-foot skidpad, slightly less than the 3.5T model managed in topping out at 0.86 g. While the EV's brake pedal isn't always reassuring—a byproduct of poor blending between friction and regenerative brakes—it stopped from 70 mph in 183 feet. That's a bit longer than the 3.5T's 167-foot stop, showcasing the fact that the electric version, at 5060 pounds, is 477 pounds heavier.
What really makes the Electrified GV70 a good time is its 483-hp punch, with Boost mode helping to rocket the SUV to 60 mph in 3.8 ticks. The 375-hp GV70 3.5T was nearly a second slower at 4.6 seconds. The EV's thrust didn't fizzle out at higher speeds either, as it clipped the 100- and 130-mph marks 2.7 and 3.2 seconds quicker, respectively, than the 3.5T. With Boost mode activated, our tester noted a roughly 0.3- to 0.4-second improvement in the EV GV70's acceleration times to 60 mph and through the quarter-mile, which took 12.3 seconds at 111 mph.
Genesis says there's no limit to how many times the overboost function can be triggered; the fun is only done when the battery runs out. Drive like we did (for a while) down south and plan on calling a tow truck before reaching the Genesis's estimated range of 236 miles. That figure is notably lower than the Tesla Model Y (up to 330 miles) but higher than the Lexus RZ (196 or 220 miles, depending on wheel size). It's also one mile better than the EPA-estimated range for the 2023 Genesis GV60 Performance, with which it shares its all-wheel-drive powertrain. On our 75-mph highway-range test, the EV GV70 traveled 190 miles on a full charge; the GV60 Performance went 200 miles.
Intoxicated by the exciting takeoffs the Boost function allows, we were gratuitous with it at the start of the drive but sobered up as we watched the Electrified GV70's indicated range dive at an alarming rate. Hooking up to an 800-volt DC fast-charger can restore roughly 60 miles in five minutes or take the battery from 10 to 80 percent in 18 minutes, a feat we've already verified ourselves with a GV60. In our 10 to 90 percent DC fast-charge test, the Electrified GV70 need just 24 minutes to charge.
A more relaxed right foot also ended our wrestling match with the electric GV70's steering wheel, which was riddled with torque steer during Boost mode's hard launches. Our focus on conserving electrons instead had us toggling through four brake-regen settings while using the steering-wheel-mounted paddles. The strongest option provided comfortable one-pedal driving, but we could barely differentiate between the middle two.
Worth It to Pass on Gas?
Compared with its gasoline counterparts, the Electrified GV70 has a stiffer structure and additional sound deadening, both of which improve on what was an already serene cabin environment. However, it might be too quiet because there was nothing to drown out the wind noise we noticed coming from the A-pillars at highway speeds.
Inside, there's almost nothing that differentiates this Genesis as an EV, aside from the menus in its digital gauge cluster and wide infotainment display. We also wish Genesis would add wireless Apple CarPlay and Android Auto—the fact that they still require a cord is a bummer.
Thankfully, opting for the EV doesn't require too many sacrifices. Interior and cargo space are virtually identical between ICE and electric, with both providing an identical 29 cubic feet behind the rear seats. The two GV70 variants also have the same 3500-pound tow rating, but any trailering will substantially diminish range. The EV also has vehicle-to-load capability, so it can double as a small generator and supply up to 1.9 kilowatts to power ancillary devices.
The Electrified GV70 is the first Genesis model to be built in America and not in South Korea. While it's an SUV that starts under $80K and is assembled at Hyundai's factory in Montgomery, Alabama, it doesn't qualify for the federal tax credit under the Inflation Reduction Act. The same goes for the extremely similar GV60 Performance, which is all but identical to the GV70 in price, size, and powertrain. Genesis tells us that the funkier-looking GV60 is meant to appeal to those already interested in an EV, while the GV70 will do a better job convincing the ICE crowd.
Without incentives, the Electrified GV70 starts at $67,550 for the Advanced trim level. We drove the fancier $74,350 Prestige model, which adds a 3-D digital gauge cluster with a head-up display, nappa leather, heated rear seats, and an upgraded Lexicon stereo. Due to production limitations, Genesis will only offer four grayscale paint colors to start (we dig the lone matte finish).
Neither Electrified GV70 is a great value, especially compared with the sub-$45K four-cylinder model. Things look different when the 375-hp twin-turbo V-6 gets involved. The V-6 version begins at around $56K, and opting for the fancy Sport Prestige trim adds nearly $10K to the bottom line, thrusting it into the EV's price bracket.
The fuel-sipping GV70 is already one of our favorites, evidenced by its spot on our list of the 10Best Trucks and SUVs for 2023. We'll need to spend more time with the new electric version before bestowing equal praise. Still, its unexpectedly fun personality helps its odds, and anything that makes us giggle without gas gets extra kudos.
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