2022 Genesis Electrified GV70 review: Prototype first drive

• Things we like
• Not so much
• Things we like
• Not so much
• Pricing and features
• On the road
• Space and comfort
• 2022 Genesis GV70 specifications

8.1/10Score

Things we like

• Polished all-round drive
• Excellent performance
• Familiar GV70 vibe
• No quirky EV weirdness

Not so much

• It’s pricey against its ICE stablemates
• Lacks some EV styling distinction
• Smaller boot than ICE versions

8.1/10Score

Things we like

• Polished all-round drive
• Excellent performance
• Familiar GV70 vibe
• No quirky EV weirdness

Not so much

• It’s pricey against its ICE stablemates
• Lacks some EV styling distinction
• Smaller boot than ICE versions

For all of the slog of its progressive brand-building and range broadening in Australia, Genesis is about to lob its foray into full electrification with a larger thump. Three EV models – including the 2022 Genesis Electrified GV70 tested here – will launch during Q3, each distinctly different in positioning and pitch.

The Electrified G80 four-door limousine, the clear niche offering, embraces Genesis heritage the strongest. Meanwhile, the newcomer GV60 nameplate, with its Ioniq 5-related E-GMP electric platform, serves as the conspicuously forward-thinking figurehead.

And so to our Electrified GV70 test subject, the practical, sensible, more broadly appealing and arguably most palatable of the EV trio. And an amalgamation of an existing and familiar family-hauling formula with a sizeable enough electric performance kick up its backside to foist it into flagship status in range, well above its very feisty twin-turbo six-cylinder AWD kin.

Of the three-prong Genesis electric assault, it’s perhaps most important that the ‘eGV70’, for brevity, hits its mark truest.

This is the prototype. But there’s no camo, shrouded features or gruelling R&D rash. And bar its suspension spec and analogue instrumentation – a digital cluster will come as standard – what you see of our test vehicle is pretty much what customers will get.

The eGV70’s grille is sealed, its tail shaves redundant tailpipes and the design of its 20-inch rolling stock is unique. But otherwise, there isn’t so much as a suggestion of electric branding or even badging. Trainspotting apart, it looks like any ICE variant at even a long glance. Clearly, familiarity is a key drawcard.

Elegantly straightforward is the Electrified branding prefix, strongly suggesting the technical make-up: The existing ICE-centric DNA converted for electric, right down to the existing GV70’s RWD/AWD platform. The truth isn’t quite so simple as the architecture was futureproofed for EV facility from the get-go.

And the slim 77.4kWh battery laid between the axles facilitating the 800-volt electric system and its dual-motor drive present some major engineering differences.

There ought to be tangible differences, too. At 2310kg tare, it’s over a quarter-tonne heavier than its 3.5TT AWD twin. But at 360kW and 700Nm, it’s measurably more potent. And its 4.5-second 0-100km/h claim for Aussie spec, while slower than the 4.2 claimed in some markets, is six-tenths quicker than internal combustion’s fittest offered locally.

So far so fine. But the big hurdle the eGV70 must negotiate is the same for any electrified formula applied to an established ICE-based format: perception. Or, more specifically, countering the stigma that technical applications of its ilk are inferior, cobbled-together patch jobs compared with machinery hewn of EV-platform purity.

And so much of negotiating that hurdle neatly and cleanly lies in the tangible experience, beyond much else.

Pricing and features

At the time of our prototype drive, Genesis was still evaluating final pricing – as in not telling – if suggesting it’ll land between $105,000 and $115,000 for what will be a single trim and spec. At most, it’ll be around $30K up on the 3.5T AWD Sport. At least, it’ll sit about $15K beyond the all-you-can-eat Luxury-optioned turbo-sixer.

The latter figure is a fairer measure, given the eGV70’s single spec will load in Luxury-grade features and appointments that are cost options further downstream in the ICE-powered GV70 range.

Confirmed are goodies such as Road Preview camera-based electronically adaptive steel sprung suspension, a 12.3-inch digital instrument cluster, 14.5-inch HD touchscreen, ‘Ergo motion’ massage function for the 18-way electric front seats, 16-speaker Lexicon audio and a panoramic glass roof, to cherry-pick some of the juicier indulgences.

Some regions offer signature Electrified interior detailing that includes fancy, soft-lit Mountain Graphic Mood Lighting door panels, fog brushed aluminium highlights and a mix of Nappa leather and 30 per cent wood fabric trim. It remains to be seen if these frills make it Down Under.

Extended leather appointment (dash, console, door trim), three-zone climate, a hands-free tailgate and other regular GV70 niceties will undoubtedly migrate to the local-spec electric flagship.

While the eGV70 will fit a “full suite of safety features,” according to Genesis Australia, the current five-star ANCAP rating is for four-pot ICE variants only, doesn’t apply to the electric newcomer and it is, at the time of writing, unrated.

On the road

Let’s jump to the big question of the eGV70’s main drawcard: How does it drive? And in very short summary, it does exactly what a fine EV should. At least at the helm.

Dual motors, one per axle, each plying individual peaks of 180kW and 350Nm for a total of, you guessed it, 360kW and 700Nm. But that’s reserved for Boost mode, which is accessible for a maximum of 10 seconds, from a standstill or on a roll, via a push of a button at the bottom of the steering wheel rim.

Otherwise, the drive system defaults to 320kW and 605Nm as default peaks though, says Genesis, it’s not that simple. Outputs do vary between its selectable Eco, Comfort and Sport modes, with exact figures unconfirmed at the time of our prototype drive. But all will be revealed at the production version’s debut.

Whatever the stats may be, the lift in enthusiasm and throttle response is quite marked when cycling through mild-to-wilder presets, offering a nice, wide breadth of driveability for most on-road situations. At least, that is the underpinning sense when sampling the prototype in the confines of a tight and twisting off-street test loop, with its short straights, zero run-off and no margin for misadventure.

Even in Eco, response is immediate, torque fulsome and on command, if tempered with a nice roundness that makes it a doddle to control motion accurately at low speed. But bury the throttle and the flat plane of unrelenting thrust it drums up is surly enough for even the trickiest on-tap overtaking or merging demands.

It’s wholly quiet, too, bar a faint and pleasing low hum as its soundtrack – apparently, this sonic accompaniment is adjustable to taste.

Comfort mode is perhaps the apt label for the eGV70’s happiest default mood. It’s wonderfully progressive in part-throttle modulation then dials up precise and downright heady acceleration in perfect concert with right foot application.

Pinned, the pace it suddenly builds verges on antisocial. And the torquey undertow feels so unstressed and ever-present that it almost completely masks the SUV’s considerable heft. Yes, there are two hotter drive settings you can access, but the real depth in quality is that Comfort is so broadly flexible and cooperative that Sport could be considered almost unnecessary.

Sport really gets the eGV70’s hustle on and on our tight test track, we spent more time gathering the SUV up for looming corners than we did digging much into its intoxicating thrust. Still, it’s docile and obedient enough for around-town driving, for those accustomed to carving holes through traffic.

But Sport mode is perhaps best served as a proper back-road attack mode, where it certainly delivers more than ample and satisfying pace, even if it deserves some sort of added sonic fanfare to complement the fiery velocity.

Just why the Boost button isn’t within a thumb’s reach with two hands firmly at nine and three on the wheel is a headscratcher. Because, thus armed, the instant hit of additional peak output when you mash the loud pedal is enough to send the front axle shimmying and scrabbling in wheelspin as the SUV pins you hard into fine Nappa leather.

Quick? Damn right it is. Genesis puts the front axle scrabbling down to pre-production calibration but, frankly, I like it. It adds a sense of occasion, focuses the driver’s attention and maintains a planted, grippy rear end for optimum thrust. No downsides, really.

And, like all fine EVs, the eGV70’s instantaneous roll-on thrust is damn impressive and downright addictive. Ten seconds of Boost mode mightn’t sound like much, but given triple figures arrive well before five seconds from a standstill you’ll rarely (legally) want for a longer duration.

Sport, and its torque delivery, masks the SUV’s 2.3 tonnes best. But it’s also surprisingly lithe in handling character. Most of the heavy EV hardware is set low, axle to axle, and the low centre of gravity is matched well with a flat stance, ample grip and surprising agility.

The steering is crisp and direct and, at least on this tight test track, the point-and-shoot pace is downright impressive. Less clear, though, is how much the considerable lateral inertia weighs against its dynamic talent once you up the corner speed in a more flowing environment.

Complementing the breadth of drivability talent are the well-judged, adjustable regeneration modes. At its lightest, the eGV70 seems to almost freewheel with no perceivable ‘motor braking’ whatsoever. Cycling through light to heavy settings presents large, useable steps of regeneration, the middling setting perfectly calibrated for balanced driving.

And its strongest i-pedal setting decelerates assertively enough for brakeless one-foot convenience in any peak-hour situation you might imagine – a feature absent in the likes of Audi’s e-Tron S.

Recharge claims are competitive enough for the current state of EV play, with a best-cast of 10 to 80 per cent battery capacity in “around 20 minutes”, Genesis says, for its 77.4kWh battery and 400V/800V multi-charging system when using a 350kW DC ultra-rapid charging source.

Range is “450 kilometres plus,” says Genesis. We’ll test the accuracy of these claims in the real world once the production version lobs in a few months.

Ditto the Road Preview adaptive electronic control suspension, the familiar steel-spring strut front and multi-link rear design of the ICE versions in an Australianised tune not fitted to our prototype, comprising a specific component spec sourced from the global Genesis menu from a test programme conducted in and around Sydney.

Space and comfort

“The cabin is essentially the same as the ICE GV70s,” I’m told by Genesis in my introductory walkaround of the Electrified version.

Sure enough, bar some EV-centric content in the largely analogue not-for-Oz instrumentation and the inconspicuous Boost button, I’m hard-pressed to notice any difference at all.

The transmission control is the familiar rotary type used for petrol power – though the ‘transmissions’ are single-gear reduction drives on each axle – and the paddleshifters function to adjust the regeneration up and down, as is becoming customary in EV-land.

Hopefully a few little bespoke EV touches, such as the tricky Mountain Graphic Mood Lighting offered overseas, will bring a bit of surprise and delight to the production spec. There will be three interior scheme choices (as well as nine paint colours plus four optional matte hues) to choose from.

As sampled, the prototype’s cabin continues the fine, upmarket form of the ICE GV70. It’s welcoming and – that word again – familiar, nothing ‘E-weird’ and no learning curves required.

If you’re after a conventional vibe and ambience, one bereft of concept-car-like showboating and conspicuous new-school EV window dressing, then you’ve come to the right place. The V2L – or vehicle to load – functionality is handy and the eGV70 offers both cabin and exterior connectivity.

One compromise to the eGV70 packaging is that it loses 39 litres of boot space, dropping luggage capacity to 503L thanks to a slightly raised floor shelf.

Ownership

As yet, Genesis hasn’t released any details for warranty and servicing for any of its forthcoming electrified offerings. But given that a privileged ownership experience is a big part of the Genesis pitch, it is hard to imagine a flagship EV would offer slimmer credentials than their more affordable ICE counterparts.

Currently, Genesis offers five years of unlimited-kilometre warranty on regular GV70s. And it also throws in five years of free servicing and roadside assist as well. Then there’s Genesis You, the company’s free valet service for metro Sydney, Melbourne and Brisbane while your vehicle is being serviced.

Question marks? Will Genesis offer free periodic DC fast-charging as its premium contemporaries do? What’s the warranty on the high-voltage aspects of the package? And will its EVs be part of its guaranteed future value program enjoyed by its ICE variants? We’ll find out at launch.

VERDICT

I’ve driven a few prototypes over the years and this eGV70 is easily the most well-sorted sample. It might be pre-production, it mightn’t be final spec. But holistic execution of the driving experience is polished enough that Genesis could simply copy and paste it into showroom form.

Impressive is just how natural and organic EV motivation feels in what has been, until now, an ICE format with a platform that worked a treat with an internal combustion driveline.

And yet electrification fits the GV70 so neatly that you sense it was always meant to be. And according to Genesis, that was certainly the case.

The Genesis EV range

A dedicated EV platform? It certainly doesn’t want for one.

Its strength is that it does feel oh-so familiar. For a combination offering as much output as Mercedes-AMG C63 S in a package weighing as much as a 300 Series LandCruiser, it’s still distinctly a top-line GV70 in character. Just quicker. And quieter.

If there’s any shortcoming, it’s the same as virtually any EV; it would neat to add some sort of synthetic sonic drama to match the sort of pace they drum up when called to march. One you could switch on or off, depending on the user’s whim.

2022 Genesis GV70 specifications

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