2023 Genesis GV70 Electrified Review

2023 Genesis GV70 Electrified - Genesis GV70 crossover now offers an electrified twin


Genesis, the stand-alone luxury brand of South Korea’s Hyundai Motor Group, officially launched in 2015. Beforehand, the Genesis name graced a rear-wheel drive ultra-premium sedan within the Hyundai division line beginning in 2008.
Since 2015, this value-driven luxury name has introduced a gaggle of new sedans, crossovers and now electric vehicles (EVs) at a frenzied pace to better battle longer established posh imports from German and Asian.
Our tester this week, the GV70 Electrified compact crossover debuted in the 2023 model year. It’s a shared platform with the internal combustion gas version of the GV70 debuting a year prior, welcoming visually similar exteriors, but distinctive motive-generating technologies.
It’s a similar marketing strategy Genesis utilizes with the G80 full-size sedan also offering a pure electric counterpart, the G80 Electrified.  Genesis’ third available EV, the diminutive GV60 differs in the sense that no internal combustion twin is currently offered.  It’s based on a dedicated EV platform shared with other Hyundai Motor Group EVs such as the Hyundai Ioniq 6.  Thus, it’s marketed as GV60 instead of GV60 Electrified.
For those wishing to go electric with a traditional-looking two-row crossover, GV70 Electrified fits the bill perfectly.  Hyundai Ioniq 6’s flashier exterior, by contrast, promotes ‘going green’ to the next level.
Genesis is rolling out all electric vehicles in phases to its growing dealer network across the U.S. Genesis announced in October of 2023 that GV70 Electrified and its two other EVs are now available in 33 states, including Illinois, Indiana and Wisconsin.  Earlier In March of 2023, the number of states sat at 22.
The Genesis Alph-Numeric name game breaks down as follows: The omni-present “G” denotes the brand itself.  If the G stands alone, the body style defaults to a four-door sedan with a larger numerical suffix signifying a larger sized platform. When a ‘V’ gets added after the G, this indicates ‘versatile,’ or a five-door body style.
The 2023 GV70 Electrified comes in an Advanced trim and Advanced trim with Prestige Package. Both include all-wheel drive standard, which in the EV world usually means two onboard traction motors, one on the front axle and one rearward. Both generate 160 kilowatts for a total of 320 motivated by a 77.4 kilowatt-hour, lithium-ion polymer battery pack.  It’s the same SK On manufactured battery pack design found in Hyundai’s Ioniq 5 crossover and Ioniq 6 sedan. The 320 kilowatts translates to an impressive 429 horsepower working in tandem with 519 lb.-ft. of torque.
Motivated starts from a standing stop are hallmarks of electric vehicles and the GV70 Electrified delivers in a quiet fashion zooming from zero to 60 mph in a scant 4.2 seconds when employing the handy ‘Boost’ button cradled at 6 o’clock on the three-spoke steering wheel.  Boost mode temporarily kicks up horsepower to 483 horsepower for 10 quick seconds, a great zero-to-60 toy.
That said, the five-seat G70 Electrified tilts towards luxury rather than track-ready performance similar to the conventional G70’s internal combustion choice.  The direct-current battery pack adds more than 1,000 pounds and it’s felt if cornering aggressively.
With the long battery pack (containing individual cells comprised of nickel, cobalt and manganese which than group into modules) fully charged, expect a 236-mile range, slightly under the industry average. However, think of the 236 figure as a guide, not a hard number as automakers tend to underestimate optimal range. One reason: the evolution of regenerative braking.
This technology helps extend electric vehicle range. Introduced into mainstream consciousness almost a quarter century ago with the advancement of gas-electric hybrid vehicles (now often referred to as HEVs, or hybrid electric vehicles) this technology recycles kinetic braking energy into electricity for later reuse. Stop-and-go traffic generates more friction than highway travel, so multiple around town jaunts potentially extend the 236-range estimate.

As regenerative braking evolved during the past two decades, it became much more refined utilizing driver input.  Braking resistance, felt when the driver lifts his/her foot off the pedal, adjusts by differentiating degrees up or down in GV70 Electrified’s case through a pair of steering wheel paddle shifters.
The left paddle with a plus (+) increases resistance while the right (with a minus -) tones down friction pressure.  This is where the concept of one pedal driving comes into play.  Increase friction capacity enough and G70 Electric coasts to an eventual stop once lifting the foot off the accelerator pedal.  It’s a new driving art within EV culture.
Paddle shifters found in many internal combustion vehicles serve a different function. Instead of braking resistance, the paddles increase or decrease shift points in traditional 6, 8 or 10-speed automatic transmissions.
The GV70 Electrified also marks a first for Genesis; it’s the first product from the luxury automaker assembled in the United States.  This provides GV70 Electrified with a huge sales advantage against most import EVs currently assembled outside the U.S. as it now qualifies for the $7,500 Inflation Reduction Act (IRA) incentive. One of the many stipulations for EV’s to qualify for a portion or all of the $7,500 incentive is that assembly take place In the U.S. Purchasers finances must also must fall below certain income qualifications.
Also easing confusion and financial interplay, beginning January 1, 2024, this incentive can be applied at the time of purchase rather than waiting months to receive benefits redeemable during tax filing time.
Yet another perk for Genesis owners, three years of 30-minute complimentary charging from Electrify America franchises of fast charging stations nationwide.
An Advanced GV70 Electrified trim starts at $65,850. Our tester included one a-la-carte option, the premium exterior Makalu paint ($575) while the Prestige Option Package ($6,800) brought the bottom line to $74,350 including a $1,125 destination charge.  The Prestige Package adds: head’s up display, 12.3-inch three dimensional instrument panel, premium audio, second row heated seats and manual rear door shades.  Advanced trims offer few options or option packages. Prices do not reflect the $7,500 IRA incentive savings.

The stylish front light housing design includes two narrow rows of bejeweled headlights separated by a turn signal bar flashing in amber-color fashion when in use. Also separating the bulbs, narrow bands of hazed/streamed/frosted LED daytime running lights.  The pair flank a large, solid grille with a diamond pattern upon a chrome-like background which Genesis describes as an ‘Inverted G-Matrix Pattern.’ At night, side-view mirrors beam down the Genesis logo to the pavement below.
Look closely towards the right on the grille matrix; a hinged door built into the pattern swings open to reveal the plug port connecting to the on board charger helping supply additional charged electron troops via Level 1 (120-volt household AC current), Level 2 (240-volt household AC current) or DC (direct current) commercially available fast charging stations.

This slight of hand provides GV70 Electrified four smooth fenders with no swing-out doors hiding plug ports.  Currently Genesis relies upon a Combined Charging System port/plug (CCS) design when recharging at or away from home.  That changes in the fall of 2024 when Genesis EVs (as well as Hyundai and Kia EVs) adopt to the North American Charging Standard (NACS) utilized by Tesla-branded vehicles.

What does this mean for consumers? Basically, considerably more charging locations. Tesla boasts 12,000 Superchargers across North America and when away from home base; a positive outcome for Genesis. Other automakers including General Motors, Ford Motor Co. and Toyota also announced in 2023 the switch from CCS to Tesla’s NACS.

Expect a posh interior. The Prestige Package’s Glacier White Nappa Leather covered seats include black highlights with white stitching and bushed-aluminum accents.  It closely mimics that of the gas version. The electronic push button ignition, on the dash with little to no interference from the steering column or wheel, conveniently if the EV is on or off.
For those new to EVing, it’s a silent process once pushing the button.  With internal combustion technology, quiet-running engines are associated with luxury.  The quiet GV70 interior builds up the luxury theme.

Longtime Glen Ellyn resident Dr. Harvey Simsohn rode shotgun for an evening EV ride.  “Soft ride and quiet,” was the quick response when asked to comment.  One of our stops included a visit to a DC fast charger tucked away in the Baker Hill Shopping Center allowing the science-minded Good Doctor to experience a refill of charged electrons while sitting in the car.

The hatchback design includes 60/40 split second-row seatbacks opening up additional cargo-carrying opportunities When prone, a fold-down arm rest folds down and includes dual beverage holders.

The three dimensional, all-digital 12.3-inch instrument cluster (eight inches and two dimensional in Advanced trims) changes design dependent upon the EV drive mode selection via a chrome-like push tab between front buckets. Always visible no matter the drive mode, two large orbs including a left-side speedometer. Always visible in the lower corner is a digital readout/countdown of remaining electric miles.

Our tester included a blind spot view monitor, a user-friendly safety feature utilizing side blind spot cameras to broadcast a live video feed of what’s lurking side wise into the instrument panel. Activate the left turn signal and driver side live-action activity gets fed into the IP’s left-side orb.  Signal right and passenger side activity gets highlighted.  Once the turn or lane change is complete, the orbs return to speedometer or EV functions.
A sizeable, multifunction, rectangular-in-nature 14.5-inch Infotainment flat screen jetting up from the central dash makes a modern statement.  To the high-definition, LCD display’s left, a half-moon shade structure houses the animated instrument panel.  Downstage from the screen, the dash slopes downward meeting up with a narrow, stylized horizontal strip serpentining the mid-dash and home to rectangular air vents.
Apple CarPlay and Android Auto connectivity come standard with port-plug activation; two USB ports in front and a pair in row two.  Wireless interplay with the high-def screen is not yet available. Bluetooth comes standard welcoming hand’s free cell phone activity.
Climate controls operate from multiple points including slinking through the Infotainment screen.  A more efficient means is through a well-marked touch-sensitive push pad along the lower central dash flanked by dual front zone temperature dials with digital temperatures listed inside. Finger tapping the fan icons takes the fan speed higher or lower.
Screen interaction operates with touch commands, but its positioning makes it a stretch for drivers and/or shotgun passengers to utilize the touch function, making the case for a control dial.
As with the gas-exclusive GV70, lots of dials and brushed aluminum scrolls between the supportive heated and ventilated front buckets await commands from drivers.  Expect a large Infotainment screen control orb in front of the slightly smaller transmission dial.  This larger dial summons an in-screen curser, assisting interaction with the multi-function screen.  Push down the dial to select a screen command while a twist motions the in-screen sensor.
A row of large chrome quick-select tabs along the lower dash below the HVAC region quickly selects such categories as ‘map,’ ‘navigation,’ ‘radio’ and ‘media’.  No conventional twist dials exist for on/off, volume control or station selection.  Instead, two chrome thumb scrolls handle these duties in addition to secondary steering wheel controls.
The smaller, rearward transmission dial includes a P in the center for choosing park with a push down movement. The dial rotates to select reverse, neutral and the forward drive mode, each illuminating a R, N or D in bright red when selected. In general, a majority of EVs utilize a single-speed transmission teaming with a reduction gear mechanism used to sync the electric motor revolutions per minute with wheel rotations.

While not being able to independently judge, Genesis claims a very tidy time frame when utilizing DC fast charger rated at 350 kilowatts (or 800 volts).  Not all DC fast chargers are rated identical as kilowatt ranges now fall between 50 and 350 kilowatts with these stylized electron pumps. Keep in mind not all EVs themselves are rated/able to accept 350 kilowatts and instead settle for a lessor capacity. To date, the 350-kilowatt capacity that GV70 Electrified permits, is one of the most generous offered, significantly shortening the time needed to re-energize.
Locate a publicly available 350 kilowatt rated DC fast charger and GV70 Electrified is capable of charging from zero to 80 percent in less than 20 minutes if all variables fall into place.  By contrast, a publicly available DC fast charger rated at 50 kilowatts would require approximately 73 minutes to a zero to 80 percent charge. Be forewarned, there’s a price to pay for speedy DC fast charging, almost double that of at-home wall-charging.  If charging at home with a Level 2 (240 volts rated at 48-amps) wall charger, expect a full charge in less than 10 hours from a depleted state.

2023 Genesis GV70 Electrified

Price as tested:  $74,350
Battery: 77.4-KWh Lithium-Ion Polymer
Electric Motor Output: 320 kilowatts (429 horsepower)
Electric Range: 236 miles
Wheelbase: 113.2 inches
Overall Length:  185.6 inches
Overall Height:  64.2 inches
Overall Width:  75.2 inches
Curb weight: 5,060 pounds
EV system warranty: 10-years/100,000 miles
Assembly: Montgomery, Alabama

Dave Boe

Dave Boe, a lifetime Chicago area resident, worked at the Daily Herald, Illinois' third-largest daily newspaper, for 24 years. In 1989, the Daily Herald began a weekly Saturday Auto Section and he was shortly appointed editor. The product quickly grew into one of the largest weekend sections in the paper thanks to his locally-written auto reviews, the introduction of a local automotive question-and-answer column, a new colorful format and news happenings from Chicago area new-car dealerships.

Five years later, a second weekly auto section debuted on Mondays with Boe adding an industry insight column and introducing a "Love Affair with Your Car" column where readers sent in their own automotive memories for publication. During the next 10 years, the number of weekly auto sections Boe edited and coordinated grew to five and featured expanded NASCAR racing coverage, a dealer spotlight/profile feature and a Car Club Calendar where grass-roots automobile clubs could publish upcoming events for free. Boe also introduced more local automotive columnists into the pages of the sections, all of whom were seasoned members of the well respected Midwest Automotive Media Association. In 1997, Boe earned the Employee of the Year award from the Daily Herald.

Boe is a founding member and current president of the Midwest Automotive Media Association. He has degrees in Journalism and Business Administration from Northern Illinois University.