Genesis GV60 2022 Review

The 2022 Genesis GV60 might be the most significant model the neophyte Korean luxury brand has yet launched in Australia.

Okay, that’s not saying that much considering Genesis has only been active here as a stand-alone brand since 2019.

The GV60 is a five-seat compact battery-electric vehicle, but what really marks it out is it’s the brand’s first EV not tethered to an internal combustion engine (ICE) model and the first to be based on the Hyundai Motor Group’s EV-specific E-GMP architecture.

So while all-electric versions of the Genesis G80 luxury sedan and Genesis GV70 mid-size SUV also launch in September, they are extensions of an existing ICE model range and platform.

The path GV60 is defining is the future for the brand. Genesis intends to stop launching new ICE models in 2025 and stop building them altogether in 2030.

There are two GV60 models on sale in Australia: the GV60 AWD priced from $103,700 plus on-road costs, and the GV60 Performance AWD that starts at $110,700 plus ORCs.

Both vehicles have an electric motor on each axle supported by a 74.4kWh lithium-ion battery pack under the floor.

As its name suggests the Performance AWD has more power and torque and some tastier mechanical bits (we’ll get into the detail further down) and that’s why you pay more.

The promotional hook is Boost Mode that delivers max power and torque for 10 seconds and a 4.0sec 0-100km/h time. That’s BMW M4 territory.

Externally, the GV60 twins are differentiated by elaborate alloy wheel designs (20-inch for the AWD and 21-inch for the Performance AWD) and different-coloured brake callipers – silver for the AWD and black for the Performance.

The coupe-SUV’s exterior styling picks up a Genesis-first clamshell bonnet, a lightning bolt motif on the rear C-pillar that signals its electric motivation, a glass roof and roof rails.

Inside, the two GV60 models share heaps of stuff. Key items include Nappa leather seats, leather trim with real stitching for the dashboard, doors and console, ambient lighting and dual-zone climate control with a heat pump to reduce charge on the high-voltage battery.

There’s also an 18-way powered driver’s seat with massage function and a 12-way powered front passenger seat (both are also heated and ventilated), a power tailgate with hands-free opening and powered reach and rake steering adjustment.

Then there’s a mountain of tech. Headline acts include the digital cameras that act as exterior rear-view mirrors, a fingerprint authentication system and two 12.3-inch screens sitting together within a single frame for infotainment and instrumentation.

This is the same hardware as the E-GMP-based Hyundai IONIQ 5 and Kia EV6, but the contents have been individualised by Genesis.

Cabled Apple CarPlay and Android Auto come with the system as does wireless smartphone charging.

There’s a 17-speaker Bang & Olufsen audio system and embedded satellite navigation with augmented reality. That means nav instructions overlay live vision supplied by a forward-looking digital camera displayed in the instrument cluster.

There are two USB-C outlets up front and two in the rear.

Another star of the show is the gear selector that rolls over to become a crystal sphere when the car is switched off. It looks like something a fortune teller might peer into.

So what’s missing? There’s no spare tyre, just a mobility kit. Good luck with that.

Nor is there a smartphone app so you can remotely start your car or find it or whatever, which is a surprise as the cheaper Hyundai and Kia sister brands are rolling their telematics systems out now. It also means Genesis is years away from over-the-air (OTA) updates for performance and features.

Nor is there wireless smartphone connection. That’s the result of a dispute between Hyundai and Apple that’s been going on for ages.

GV60 buyers get the choice of a five-year Chargefox subscription or a home AC charger and installation.

The GV60 comes with a five year/unlimited-kilometre warranty, five years’ complimentary servicing, an eight-year high-voltage battery warranty and 10-year roadside assistance and map updates.

The 2022 Genesis GV60 comes with three key safety features ticked off: a five-star ANCAP safety rating, an autonomous emergency braking (AEB) system and eight airbags.

The GV60 picked up excellent scores from ANCAP in the high 80s for adult occupant and child occupant protection as well as safety assist. Vulnerable road user protection dropped into the low 60s.

The AEB system offers car, pedestrian and cyclist detection, operates at junctions and crossings, during lane changes and when encountering oncoming and side traffic. It has an evasive steer function built in.

The airbag count includes a centre head airbag to prevent front passenger head-knocks.

The GV60 has an extensive list of other driver assist systems, such as blind spot view that provides vision in the instrument cluster when the indicator is activated. Ignore the hazard and the vehicle will autonomously try to avoid a collision.

There’s also lane keeping and following, rear cross traffic alert and crash avoidance, and adaptive cruise control with stop-and-go function.

Parking is a story in itself. Not only does the GV60 have the expected surround and reversing cameras and front and rear sensors, but it can also provide automated assistance when the driver is behind the wheel or even remote from the car.

The GV60 reads traffic signs and warns if the car is going too fast. It monitors driver attention and rear seat occupancy. It even locks the door if someone tries to exit when a vehicle is approaching from the rear.

The GV60 also has a 12.0-inch head-up display to help keep the driver looking ahead. And it has LED headlights with an intelligent function that allows the continued use of high beam without dazzling oncoming vehicles.

The 2022 Genesis GV60 is categorised as a compact SUV but it’s got tech spec more like a sports car.

Both models have permanent magnet synchronised electric motors mounted on each axle, fed by a 77.4kWh lithium-ion battery pack. Drive to the wheels is via a single-speed reduction gear.

The GV60 AWD makes a combined 234kW and 605Nm, while the AWD Performance ups that to 320kW/605Nm without boost and 360kW/700Nm when that button is pressed.

The AWD claims a 0-100km/h time of 5.5 seconds, a top speed of 200km/h, a range of 470km and an average electricity consumption rate of 18.8kWh per 100km.

The equivalent numbers for the Performance AWD are 4.0sec (4.6 without Boost), 235km/h, 466km and 19.1kWh/100km.

In real-world driving our numbers came out at 18kWh/100km for the AWD and 23kWh/100km for the Performance AWD. Must have pushed that Boost button a few too many times.

Exploiting the E-GMP architecture’s 400V and 800V charging compatibility, Genesis says the GV60 can recharge from 10 to 80 per cent of capacity in just 18 minutes using DC fast-charging. That translates to a rate of about 180kW per hour.

Plug into 240V AC at home and the GV60 will take more than 34 hours to recharge from 10 to 100 per cent, while the onboard 10.5kW AC charger completes the task in just under eight hours.

The GV60 comes with a CCS Combo2 plug to allow both DC fast-charge and slower AC charging.

The car can also be recharged on the road via three levels of regenerative braking controlled by paddles on the steering wheel. Single-pedal driving is also available.

As per other E-GMP models, the GV60 can provide what’s called V2L (vehicle-to-load) charging at a rate of 3.6kW. There are plug-in points both inside and outside the car to run devices such as laptops.

I can tell you from personal experience that’s a very handy feature during a power blackout if you’re a motoring journo on deadline…

The GV60 is underpinned by MacPherson strut front suspension and multi-links at the rear. Steering is electric-assist rack and pinion with a variable gear ratio. Ventilated disc brakes all-round are clamped by four-piston front and single-piston rear callipers. Tyres are Michelin Pilot Sport EV.

The Performance AWD’s additional mechanical specification includes a limited-slip mechanical rear differential and adaptive suspension that can prepare for impacts courtesy of a camera that reads road conditions ahead.

The driver can adjust the behaviour of the car’s powertrain, steering and stability control (also suspension and LSD in the Performance) through three modes including Eco, in which the front motor can be disconnected and the GV60 becomes rear-wheel drive to save charge.

You can also tune the audio of the powertrain. It can be ultra-quiet like an electric motor, sound like a spaceship or even a petrol engine (why?). There’s also active noise cancellation to banish road noises from the cabin. It works; this car is quiet, even for an EV.

Compared to the Hyundai IONIQ 5 and Kia EV6, the Genesis GV60 is the heaviest and the shortest. The Genesis and Kia have the same 2900mm wheelbase, while all three have the same width and ground clearance.

Genesis claims a 432-litre boot capacity for the GV60, expanding to 1460 litres with the rear seat split-folded.

The claimed braked towing capacity is 1600kg.

So let’s deal with the party trick of the 2022 Genesis GV60 Performance AWD. Hit the Boost button on the steering wheel over about 80km/h and there is a very definite kick in the pants as you hit the throttle.

It’s very fast, fun and constantly repeatable. You could literally tape the button down and drive round with max power and torque on tap all the time. So it’s a gimmick, basically. I’d rather have all the power and all the torque all the time by pressing the throttle alone.

The GV60 AWD also feels like it has heaps of squirt. Acceleration from down low is strong as per electric motor norms and a solid response as it revs up means you won’t be lacking for zip from the lights or between corners.

In Eco mode things get a bit duller, while single pedal really works best in city stop-go traffic. The recharge pedals provide a pale imitation of gear steps. But at least they give you something to adjust in the absence of a gearbox.

A low centre of gravity courtesy of that big and heavy battery aids the GV60’s handling control. But the long wheelbase and substantial tare mass (2160/2210kg AWD/Performance) mean it’s not as nimble as a 4515mm overall length would suggest.

The electric steering isn’t particularly tactile. It does the job, but not intimately. It feels too heavy-set in the default Comfort mode. An overly-fat steering wheel rim and huge spokes get in the way of fingers and thumbs. The reach adjustment does not extend far enough for me, either.

As trick as the Performance AWD’s adaptive suspension sounds, there doesn’t feel to be that much change through the different modes. The entry-model AWD’s passive set-up provides a decent compromise between ride and handling. A tad firm to ensure good control but without getting lumpy.

All of which makes the GV60 more of an all-rounder than focused sports vehicle. Driving it through city gridlock being soothed by its zero emissions and ultra-quiet cabin is as satisfying as the Boost button and arguably more useful.

And what of the digital mirrors? They’re a bit weird in their resolution, but they work. The hardest adjustment is remembering to look for them at the base of the front A-pillar inside the cabin.

Speaking of the cabin, the first impressions are of plush materials and modernity. The double screen we’ve already mentioned, while another E-GMP signature is the diving board centre console that protrudes out from the lidded bin between the front seats and the flat floor.

Despite the maximising of interior space allowed by E-GMP, the GV60 still feels pretty cosy inside. It’s understandable knee-room in the rear isn’t that generous given the overall length, but elbow-room feels tight too. Headroom is better, despite the pano glass and curving roof.

There’s plenty of storage spaces front and rear, and rear seat passengers also get adjustable air-con vents.

The level of tunability available through the touch-screen and instrument cluster is overwhelming. In the latter you have choices of cluster colours, design themes and information.

Over in the touch-screen there are two home screens to navigate before you even start going through the sub-menus.

Making changes can be done by various means including touching the screen, pushing buttons and handwriting. Using fingerprint recognition allows you to drill deeper to achieve greater degrees of personalisation.

By the time we get to 2030 and only battery-electric vehicles populate Genesis showrooms, the 2022 Genesis GV60 will be pretty much a footnote.

As it is, given limited awareness of the brand, limited supply available from Korea and its $100K-plus pricing, the GV60 isn’t going to flicker up on the radar of too many new car buyers.

That doesn’t mean the GV60 is unworthy. Like the E-GMP models that have come before it, this car gives us the very clear message that Hyundai Motor Group is right on the ball when it comes to EVs.

Overlaying the excellent base, Genesis has developed a convincing electric small SUV that should please and entertain owners.

If the GV60 AWD had a clearer price advantage over the Performance AWD it would be easy to nominate it as the preferred choice.

The reduced powertrain outputs and other technical omissions don’t seem to have impacted its overall capabilities, which make it an enjoyable, comfortable and well-equipped drive.

But the pricing gap is so small there’s little point in sacrificing the extra gear and performance – as well as a crystal ball and that Boost button.

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