2024 Genesis Electrified GV70 AWD Prestige – Review by Auto Journalist David Colman +VIDEO

Stunning Design and Acceleration Meets Range Anxiety

David Colman

Photos and Story by Auto Journalist David Colman
Special Correspondent to THE AUTO CHANNEL

It's not often you see a manufacturer use the word "Electrified" in the official title of a vehicle. But Hyundai's luxury division, Genesis, has done just that with a battery-powered version of their excellent GV70 sports utility vehicle. In place of the gasoline-fueled 3.5 liter V6 which propels the still available internal combustion GV70, the Electrified GV70 uses front and rear electric motors to power all four wheels.

While the turbocharged gas fed GV70 makes 375hp and 391lb.-ft. of torque, the Electrified GV70 we tested ups those numbers substantially, producing 483hp and 516lb.-ft. of torque. But the EV's liquid cooled lithium battery pack adds a whopping 476 pounds of extra curb weight compared to the gasoline-propelled model. So if you decide to go electric, be forewarned that you'll be toting the equivalent of three extra passengers on every trip you take.

In addition to the weight gain, there's another consideration to evaluate when going the electric route. The predicted range of the fully charged GV70 is just 236 miles, which is fine if you have a home recharge unit and make short local trips. But it's not so fine if you have to rely on working, available chargers when driving long distances cross country. At least the 77.4kWh battery pack and on board 10.9kWh charger will top your battery off fairly quickly if you do manage to snag an operative charger. Genesis estimates that the Electrified GV's onboard charger can replenish the GV's battery from 10 to 80 percent in "less than 20 minutes" when using a 240kW DC charging station.

If range anxiety woes mark the downside of the current EV experience, incredible acceleration tops the list of EV rewards. Our test Genesis catapulted to 60mph from a standing start in 3.8 seconds, and blasted through the quarter mile in 12.3 seconds at 113mph. Not too long ago, those numbers would have won you a trophy at an NHRA national Super Stock event. The Electrified GV70's straight-line performance is truly electrifying. The first time I nailed the throttle to pass a slower car on a two-lane back road, the Genesis jumped forward with such unexpected ferocity that it caught me off guard. Compared to its gasoline fed cousin, the EV/GV70 is 1.1 seconds quicker from 0 to 60, and 1.2 seconds and 10mph quicker in the quarter mile sprint. Plus, you never have to shift the one-speed EV, unlike the 8-speed gas fueled GV70.

In order to handle the explosive ferocity of the twin motor drive unit, Genesis has upped the suspension tuning of the Electrified. Where the gas model rides on 19 x 8-inch alloys fitted with 235/55R19 radials, Genesis fitted our test GV70 with 20 x 8.5-inch alloy rims mounting upsized, lower profile 265/45R20 Michelin Primacy Tour A/S rubber. This wheel/tire combo coped effortlessly with the EV's 516 pound-feet of torque and 5,060 pound curb weight. We never sensed any squirm from the Michelins during twisting back road sprints. The Genesis handled the worst pavement with studied aplomb thanks to its standard electronically controlled suspension which matches ride height and shock absorber deformation to constantly changing road conditions. Genesis may not market this SUV as a back road burner, but rest assured, there's very little out there that can keep this Genesis in sight on nasty asphalt. What wasn't up to snuff was brake feel. The regenerative nature of the system subtly altered the engagement point and left us wondering just how hard to press the pedal for any given stop. This uncertainty was definitely a buzz kill to the otherwise rewarding driving experience.

Most customers will not, however, be purchasing this luxurious vehicle for its performance chops. Rather, they will be captivated by its elegant design, exceptional interior, and luxury touches. The "Prestige Package" adds $6,800 to the EV/GV's already elevated base price of $65,450. However, if you want the full Genesis treatment, you'll opt for the Full Monty because it replaces ordinary leather with Nappa leather, covers the upper instrument panel in leatherette, uses microfiber suede for the headliner, bumps the 3D Digital Instrument Cluster to 12.3 inches, and equips the sound system with booming Lexicon Premium Audio. Our test car's Glacier White interior, white leather rimmed steering wheel and white alloy brake calipers all looked great when new. The net effect of all this detail refinement is a stunning product that is too pristine for daily usage. Regardless of practical considerations, the only word that applied to our Genesis was "stunning."

2024 GENESIS ELECTRIFIED GV70 AWD PRESTIGE

MOTORS: Permanent Magnet Synchronous AC Front and rear
HORSEPOWER: 483hp
TORQUE: 516 lb.-ft.
BATTERY PACK: Liquid Cooled Lithium, 77.4kWh
Fuel Economy: 98MPGe City/83MPGe Highway
DRIVING RANGE: 236 Miles
PRICE AS TESTED: $75,020

HYPES: Beautifully Crafted, Slingshot Quick

GRIPES: Squishy Brakes

STAR RATING: 8 Stars out of 10

* REVIEW BY By DAVID E COLMAN
Auto Journalist
Biographic Profile

Dad jumpstarted my automotive career by taking me to the Indy 500 ten years in a row. During that decade he generously bought me a trio of new cars to drive: a C1 Corvette followed by two XKE roadsters. By 1970, I purchased my first new Porsche, a 911S Targa. The Porsche immersion has continued with a succession of newer models: 1970 914-6GT, 1983 944, 1987 944T, 2003 911 Turbo X50 Aerokit, 2011 911 GT3 RS and 2016 Cayman GT4. This "buy your own press fleet" exposure helped launch my literary career when I co-founded Excellence Magazine in 1987. I have written hundreds of reviews and profiles for Excellence over the past three decades.

I also covered motorsports for The Wheel, SCCA's San Francisco Region newspaper, as well as racing events for the Marin Independent Journal. Other outlets over the years have been The San Francisco Chronicle, Autoweek, Bimmer, Forza and Sports Car International. I started a weekly new car review in 1986 at the Marin IJ and subsequently continued it with the San Francisco Examiner. I am currently a Senior Writer for Vintage Motorsports magazine, and have written numerous race reports and feature articles for that publication.

My weekly reviews first hit the internet at CarReview.com and play today only on TheAutoChannel.com. I was a co-founder of the Western Automotive Journalists (WAJ), a press group formed to track-test vehicles at local road racing circuits. Since 1986, I have driven and evaluated a manufacturer-provided new vehicle just about every week of every year.

I have also been a long time competitor in Porsche Club and SCCA track and autocross events. I was sponsored by BF Goodrich tires for a number of years, and later by Yokohama Tires. My record book at the SCCA's annual Solo 2 National Championship event shows ten consecutive years of entries and trophy successes in a variety of classes. I also earned Top Time of Day at the Porsche Club of America's annual Parade Driving Event in my one owner 914-6GT.

I learned to write proper English in Sidney Eaton's English class at the Noble and Greenough School in Dedham, Massachusetts. Later, I majored in American Literature at Middlebury College (AB) and subsequently earned two Master of Art Degrees from the University of California: English (UC Santa Barbara); History of Art (UC Berkeley). So I'm a pump jockey and a word jockey.