[Taboleo] High-Class Speed... The Thrill of Driving the 'Genesis GV70'

Genesis GV70 Electric Model Test Drive
Luxury of Steering Wheel and Seats Remains
Quiet Ride and Explosive Acceleration
Reduced Interior Noise and Focus on Driver Sensibility
Price in the 70 Million Won Range Without Options Is Burdensome

GV70 Electrified Model

[Asia Economy Reporter Choi Dae-yeol] It is not easy for latecomers to gain recognition in the market. The longer the market has existed or the more expensive the products involved, the higher the barriers become. This is because the hegemony of existing suppliers is solid, and consumers tend to be reluctant to open their hearts to newcomers.

In this context, there is much interest in the automotive industry regarding how Hyundai Motor's premium brand Genesis will be evaluated. In the over 100-year history of automobiles, the high-end and high-performance market has been dominated by European makers, including Germany, the home of this segment. American and Japanese makers, known for producing many and good cars, have been persistently trying to enter this market, but it is not easy.

In the current major transition period of the automotive industry, where the focus is rapidly shifting from gasoline cars to electric vehicles, global automakers are busy calculating their strategies. It is uncertain whether a premature transition will be harmful or a proactive response will be beneficial. However, for emerging premium brands like Genesis, which have nothing to lose, there is a greater opportunity. They can attempt bolder initiatives.

Genesis has announced a vision to launch only electric vehicles from 2025, just three years away, and to eliminate carbon emissions from all vehicle production processes by 2035. Although they are a few steps behind in internal combustion engines, they aim to be a step ahead in the era of motors. One of the results of this effort is the GV70 electrified model. It is the electric vehicle version of the mid-size sport utility vehicle (SUV) GV70, which was released in 2020.

A demonstration of the V2L function using the car battery to power external appliances with the GV70 electrified model. It can use up to about 620 kWh, which is approximately 80% of a fully charged battery. Assuming the use of five appliances commonly used during camping, such as a monitor and speakers, it can operate for about 60 hours.

- At first glance, it seems not much different from the existing GV70. What do you think?

△ That's right. As an electric vehicle, the front grille is closed off, the charging socket is hidden, and there is no exhaust pipe, but aside from these, it is almost identical to the existing internal combustion engine model. The wheels and instrument panel are exclusive to the electrified model. The interior ceiling is finished with materials made from recycled PET, maintaining a luxurious feel. The premium materials used on the steering wheel, seats, and various convenience features that passengers touch and see are generally regarded as comparable to, if not better than, many foreign brands and even high-end imported cars.

- Since it is a derivative model, is the interior cramped?

△ Unlike the younger sibling GV60, which was built on a dedicated electric vehicle platform, this is a derivative of an existing internal combustion engine model, but it does not feel particularly cramped. Considering the large battery under the vehicle, the thickness of the chassis floor was reduced to secure space. The trunk size is almost the same, and there is a frunk (front trunk) under the hood that can store small items. The rear seats fold manually and provide enough space for an adult of moderate size to lie down, although they do not fold completely flat.

- How is the driving performance?

△ It is good. This was the main point emphasized by the company when launching the new car. The combined power of the front and rear motors (320 kW, 720 Nm) is comparable to similar high-performance models. The electric vehicle’s characteristic of delivering instant power when the accelerator is pressed is fully utilized. Using the boost mode temporarily increases output, providing a stronger surge. The time to accelerate from 0 to 100 km/h is 4.2 seconds.

Interior of the GV70 electrified model. It is almost identical to the existing internal combustion engine model, with some electric vehicle characteristics reflected.

The ride felt quieter thanks to the active noise control technology, which is an active noise cancellation feature. Sensors and microphones analyze incoming noise during driving and emit sound waves of opposite phase through speakers to reduce interior noise. Separately, for those who miss engine sounds, there is a function that allows the driver to hear unique sounds inside the vehicle. It can produce sounds similar to engine noise or futuristic sounds reminiscent of science fiction movies. This technology reflects the current trend of valuing driver emotions.

The front camera monitors road conditions, and the navigation system reads map information to automatically adjust suspension damping. This helps quickly suppress bouncing when passing over bumps. Although it does not feel underpowered, the heavy battery mounted underneath makes the steering less sharp when twisting through curves. The curb weight is 2,245 kg (based on 20-inch tires), which is over 400 kg heavier than the lightest existing internal combustion engine model. Although I have not personally tested it, the terrain mode, which controls wheel drive power according to road conditions such as snow, sand, and mud, has been applied for the first time in an electric vehicle to suit its characteristics.

Rear seat of the Genesis GV70 electrified model. The center tunnel is slightly raised, but the middle seat is still comfortable enough to sit. The rear seats fold manually.

Genesis GV70 electrified model charging socket. The maximum driving range on a single charge is 400 km, and with a 350 kW ultra-fast charger, the battery capacity can be charged from 10% to 80% in just 18 minutes.

- Is it easy to adapt to regenerative braking?

△ Regenerative braking, which recharges the battery using the vehicle’s momentum, is a unique feature of electric vehicles. Drivers accustomed to the coasting of internal combustion engines may find it awkward at first, but most adapt quickly. This car has four levels of regenerative braking. Especially, the i-Pedal mode allows acceleration, deceleration, and stopping using only the accelerator pedal without the brake. Once accustomed, driving becomes more convenient and helps extend driving range.

- The price is burdensome. How much subsidy can one receive?

△ The most frequently criticized point after launch is the high price. The base price, after a 3.5% individual consumption tax and tax benefits, is 73.32 million KRW. Adding just a few popular options easily pushes the price beyond 80 million KRW. The test vehicle on this day, equipped with all options, was about 87.41 million KRW. Considering the national subsidy of 3.32 million KRW (for 20-inch tires; 3.49 million KRW for 19-inch) and the Seoul municipal subsidy of about 940,000 KRW, the price approaches 70 million KRW even without any options.