2023 Genesis Electrified GV70 First Drive: Raising An Already High Bar

Apart from its shiny, reverse-pattern grille and lack of tailpipes, you’d be hard-pressed to tell the 2023 Genesis Electrified GV70 from its gas-powered siblings. Step behind the wheel, however, and it’s immediately clear that the Korean automaker has taken an already-good combustion-powered vehicle and turned it into an even better electric one. Unlike the regular GV70, it’ll be a little pricier than many of its competitors, but like really tasty bulgogi, this is a recipe likely to satisfy.

The Electrified GV70’s visual similarity to the regular GV70 is, of course, entirely intentional. As the brand will go fully electric by 2030, its current EVs are about translating what customers already like into an electric format. “The platform was developed to be able to accommodate both gas and electric power without compromise,” says Genesis product planner Yanny Pyo. 

To wit, aside from about a 1-inch reduction in headroom from the gas version, the insertion of a 77.4 kWh battery pack under the floor has had a negligible effect on passenger or cargo space in the Electrified GV70. As a 6-foot-4 person myself, there’s still lots of room for tall folks front or rear, and the vaguely Bentley-esque interior carries over unchanged aside from color choices.

Not unlike the path Mercedes-Benz took with the EQB, Genesis has made it easy for customers to adapt to EV life while getting what they wanted in the first place. There’s no ultra-spartan interior, weird yokes or touchscreen overkill.

The real differences are in the structure, and how the Electrified GV70 drives. Wheeling the posh crossover through the rolling hills of Georgia’s Piedmont region, it quickly became clear that despite the extra weight of an electric powertrain, the GV70 is even more satisfying when the electrons are flowing and that Genesis’ fast charging and range claims aren’t hype.

The Fastest GV70, and the Quietest

Battery packs mean weight, historically the enemy of both performance and handling, but the Electrified GV70 weighs only about 500 pounds more than the V6-powered GV70 3.5T despite the battery pack weighing 1,063 pounds all by itself. To compensate, the Electrified GV70 uses many more aluminum parts than the gas version and its structure is comprised of fewer, but stronger, parts. 

“It has a 24% improvement in body rigidity compared to the gas model,” says Pyo, so the structure isn’t just lighter for efficiency, but tighter for handling and better able to dissipate energy in a crash. The front and rear subframes, which hold the electric motors and suspension, were also reinforced and the stabilizer bars relocated to improve cornering. The battery pack’s position lowers the crossover’s center of gravity and the gas GV70’s “road preview” adaptive suspension is standard. 

The Electrified GV70 comes with a pair of 160 kW units front and rear. Their combined muscles equate to 429 horsepower and 516 pound-feet of torque, but as in the GV60 and some other EVs, there’s also “boost mode,” which provides 10-second bursts of 483 hp, meant for jackrabbit launches and highway or two-lane passing. “Pushing that button just gives exhilarating performance,” Pyo says, adding “It definitely puts a smile on my kids’ faces.”

There’s no wait to recharge, either. Push the boost button, whoosh up to triple-digit speeds, and push it again and again, if you dare, until you’re down to about 25% of battery capacity. Genesis does not quote zero-to-60 times, but my unscientific analysis suggests the Electrified GV70 will reach that speed in a little over 4 seconds. That’s slightly faster than the V6 3.5T, but with the instant rush of electric torque, it feels quite a bit more rapid.

Genesis’ chassis and structure changes mean the Electrified GV70 handles just as well, if not better, than the gas version. While not as athletic as a BMW X3 M, the steering is precise and the suspension is communicative without compromising ride quality. Twisty roads are easily dispatched without howls of protest from the tires, there’s lots of grip and not too much understeer. It’s about being comfortable as much as having fun, but the Electrified GV70 is always subtly encouraging fast driving. 

When it’s time to stop, the brakes haul it down quickly and without drama, though you might not use them in a conventional way. Like other Genesis EVs, the Electrified GV70 has a couple of levels of brake regeneration but happily includes a one-pedal mode (called i-Pedal). While EV newbies might find one-pedaling disconcerting for a day or two, it’s how most EV drivers use their vehicles and it maximizes range by recapturing as much energy as possible.

Ohm on the Range

Speaking of energy, the Electrified GV70’s official range is now 236 miles. It comes only with standard 20-inch wheels for the moment, but Pyo and Genesis’ PR department have suggested that other wheel combinations may come online later, possibly improving range. Still, 236 is more than the 196-mile range of the Lexus RZ on 20-inchers, about even with the Mercedes-Benz EQB and Audi Q4 e-tron Quattro and just a little shy of the Jaguar I-Pace. 

At present, the longest-range ride in the class is the Tesla Model Y with anywhere from 279 to 330 miles of range, but the Y’s official range isn’t easy to achieve.

By sharing electrical architecture with the company’s other recent EVs, the Electrified GV70 also offers quick charging speeds. 

Most owners will charge at home on a Level 2 charger but for longer journeys, Genesis claims an 18-minute charge time from 10% to 80% on a 250 kW or higher fast charger and 73 minutes for the same charge on a 50 kW unit. Having tested it on both 100 kW and 350 kW chargers, the automaker’s claims seem more or less correct or only slightly shy of the mark. Genesis also partners with Electrify America to offer buyers three years of complimentary 30-minute fast charging sessions.

Made in America, But Not Available Everywhere

Production of the Electrified GV70 began earlier this year at parent company Hyundai’s factory in Montgomery, Alabama. It’s the first Genesis model to be built in the U.S., which at present means it qualifies for a federal tax credit of up to $7,500. But as production is still ramping up, it also means a limited selection of configurations for the moment. 

While the regular GV70 is configurable in some wild color combos including purple and green interiors, the Electrified GV70 comes only in black, gray or silver, and only with a black or white interior. Like the 20-inch wheels, these colors were chosen to highlight the design while production ramps up, but more choices will likely become available in the future. 

Genesis also won’t be selling it in all 50 states, at least not yet. The automaker’s EV rollout to its relatively small dealer network has been slow and deliberate. 

“We have a very robust EV certification program for our retailers,” says senior PR and communications manager Jarred Pellat. States don’t open up for EV sales until there’s a critical mass of support for the vehicles, Pellat adds, but the Electrified GV70 will be sold in 15 states, up from four when the GV60 debuted last year. This is a distinct market differentiator for Genesis and other “legacy auto” brands over Tesla (notorious for underperforming on service) and startups like Rivian and VinFast.

So How Does the Electrified GV70 Compare?

The regular GV70 is one of Forbes Wheels’ favorite small luxury SUVs, and the Electrified version is a similar overachiever. While its rated range is not as impressive as it could be, it’s still more than adequate for 90% of drivers and the fast charging capabilities make it workable for long trips too. If anything, it’s more fun to drive than the gas model and more stylish and fun than most of its direct competitors.

There are two trims, the base Advanced ($66,975 including a $1,125 destination fee) and the top Prestige ($73,775). Both are loaded with equipment, but they are about $6,000 pricier the gas GV70 3.5T.

A panoramic sunroof, heated and ventilated front seats, a flotilla of active-safety features including the automaker’s Highway Driving Assist II system, three-zone climate control and vehicle-to-load power capability are all standard. Prestige models bring Nappa leather, active noise control, heated rear seats, rear sunshades and a head-up display.

Equipment-wise, that puts Genesis about even with Lexus and Tesla, but ahead of Audi, Mercedes and Jaguar, though both Germans’ starting prices are considerably lower. Of the similarly sized set, the Electrified GV70 is a better performer than all but the Tesla Model Y Performance. While style is subjective, the GV70’s curvy parabolas and pretty details are the most distinctive of the lot. 

If you’re going to stretch on a luxury ride, it ought to be one that looks and feels special. The Electrified GV70 inherits its standout style from its gas sister and ups the ante on performance while addressing one of the gas GV70’s few weaknesses: so-so fuel economy.

At the time of this writing, Electrified GV70s are already en route to dealerships in Arizona, California, Colorado, Connecticut, Louisiana, Massachusetts, Maryland, Nevada, New York, New Jersey, Texas, Utah, Virginia, Washington and Wisconsin. Chances are good they’ll find buyers pretty quickly.

Genesis provided lodging and meals to enable us to bring you this first-person report. Although Forbes Wheels sometimes participates in manufacturer-hosted events, our coverage is independent, unbiased and aimed at offering consumers an objective view of every vehicle we test.