There are some festive tricks with the all-new, all-electric Genesis GV60 that you won’t find on the Hyundai Ioniq 5 or Kia EV6, which it shares its platform with – suggesting that this is much more than badge engineering.
The first and most obvious? This is the first car I’ve ever driven and it didn’t require me to carry the key or its encrypted details into my smartphone. Once your information is set into the vehicle’s secure computer, the doors will open through 3D facial recognition from a camera in the exterior door pillar. The engine will start to recognize fingerprints from a sensor on the console. There are two key chains, but you can leave them in a drawer at home.
(You can expect to find this technology in most cars within a few years. It’s already on most smartphones, after all. The camera recognizes dimensions, so it doesn’t matter if you’re wearing a beard or wearing sunglasses or makeup, you can fool around with a photo .)
The second is the elegant crystal ball in the console that flips when the engine is active to become a large transmission dial, to adjust Drive, Reverse or Park. More importantly, it morphs back into a mere sphere, illuminated by an internal laser beam, when the engine is turned off. It’s hard to tell if the electric car is on or off – there’s no vibration or noise either way – so the ball is a graceful confirmation.
And the third, once you’re actually moving on the road, is the boost button on the steering wheel. This only comes with the more expensive Performance model, but it’s the electrical equivalent of Porsches’ boost buttons. Press it to get 10 seconds of maximum power.
Basically, it sends blocks of extra battery power to the motors that won’t be sustainable for very long, but do well for those 10 seconds when overtaking or trying to impress friends. Genesis says the boost button allows for 360 kW, or about 483 horsepower. I ran twice from standing in opposite directions and accelerated to 100 kilometers per hour in less than four seconds in each direction. You’ll push your eyeballs back and keep going like a spaceship in hyperdrive.
But these features in this great car come at a cost. There are only two versions – the Advanced Edition, which costs $71,000, and the Performance Edition, which costs $79,000. There will be no rebates from any government level at these rates, but they include everything but taxes – up to five years of basic maintenance and concierge delivery included in the price. Compared to its rival from Tesla and German makers, it’s actually quite reasonable.
If you can afford one and dread waiting two years for an Ioniq 5 or EV6, both of which start a hair under $45,000, you can probably collect a GV60 in a year if you buy now. The company says that about 1,500 Canadians have so far placed refundable deposits, invisible and visible prices, and this is for a year’s supply.
I was expecting the GV60 to be an upgraded version of its Hyundai and Kia stablemates, but it is distinct. It looks different, with a sleek side profile, a clamshell hood and distinctive double horizontal stripes to illuminate the front and rear. Some might call it a hatchback, though Genesis calls it a “CUV coupe,” despite its four-doors.
The platform itself is the same, with similar dimensions for these two all-electric SUVs, but the four-wheel drive Genesis could be considerably more powerful. The Advanced version has a 74 kW motor at the front axle and a 160 kW motor at the rear, similar to the all-wheel drive versions of other South Korean cars, but the Performance version has 160 kW motors in both. axes.
Its range suffers from that extra strength and weight, though not by much. The maximum claimed range, on a warm day, for the Advanced is 399 kilometers, and the performance is 378. Some will consider these distances to be insufficient, especially compared to the more than 500 kilometers of most Teslas cars, but its operation depends on your actual daily driving needs. .
The GV60 has an 800-volt electrical system that allows for a superfast charge of about 100 km in five minutes, but good luck finding any public stations in Canada that can deliver a proper charge. Most stations will provide 50 kilowatts, which will take 73 minutes to charge the battery from 10 to 80 percent.
The drive itself is ergonomic and comfortable, and the fit and finish quality can’t be faulted throughout. The GV60 doesn’t confuse you with its technology, but it’s pretty much the same, and it’s available via a widescreen digital display that spreads across half of the cabin. And unlike most electric cars, it’s easy to forget that this is an electric car.
“The transition to electrification, as we see it at the industry level, has been a completely digital process,” said Lawrence Hamilton, CEO of Genesis Motors Canada. “We see a lot of competition coming in with a lot of cars loaded with tech, and iPads that are big, very crisp, very monochrome, very neutral.
“But that’s not what Genesis is about. It wasn’t what we set ourselves as a brand when we broke up [from Hyundai] We formed ourselves in 2015. We have always said that we want to be a true luxury brand. The GV60 is a true luxury electric vehicle.”
2023 Genesis GV60
Base Price / As tested: $71,000 / $79,000
engine: 74 kW or 160 kW front; 160 kW rear
to cut: All Wheel Drive
battery and capacity: Li-ion, 77.4 kWh
Claimed range: 399 kilometers advanced; 378 kilometers performance
Alternatives: Mercedes EQS, Audi Q4 e-tron, Tesla Model Y, BMW iX, Ford Mustang Mach-E EV, Volvo XC40 Recharge, Hyundai Ioniq 5, Kia EV6
The sleek, low-key GV60 isn’t in the SUV class. There are 12 exterior colors and three interior color schemes, all of which can’t be hampered by their quality and application.
There is plenty of space thanks to the flat floor and the floating center console. The drive can be completely silent, or you can program three different sounds from the motor at three different levels, one of which sounds like a motor. I closed them all after a while.
Both versions come with padded seats in nappa leather; Genesis says a vegan alternative is in the works. The Performance Edition includes fully reclining seats for both driver and passenger to sleep while charging; For some reason, GV60s sold in the US don’t offer this to the driver.
Like all electric vehicles, the GV60 holds most of the weight of its batteries low, so it takes curves with very little impact. There are electronic driving modes for Eco, Comfort, Sport and Snow, which alter engine response, steering control and stability. If you have a Performance model, they also control the suspension and limited-slip differential.
Regenerative braking levels can be controlled via the paddle shifters, and there’s a true one-pedal setup, which can feel like turning down to slow through corners. And while it’s not mentioned in the owner’s manual, there’s even an Easter egg in drift mode: put it in sport mode, hold the paddles for three seconds, then unleash hell. Very few Genesis owners will do this more than once.
You name it, it’s available, except for automatic lane change on the highway. The Surround View Monitor and Blind Spot Monitor are only available with the Performance Edition, but the GV60 will still beep if something gets in your way.
The impressive technology is in the 800-volt electrical system, it’s still only shared with Hyundai and Kia and much more expensive than the Porsche Taycan. It proves the car into the future by allowing ultra-fast charging rarely found in Canada, until now.
There is 680 liters of luggage space behind the rear seats and 1,550 liters when these seats are folded flat. There is also a small box (front box), big enough for a mobile phone charging cord.
The Genesis GV60 is impressive in all respects, including its value compared to competitors.
The writer was a guest on the automaker. The content is not subject to approval.
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