2023 Genesis Electrified GV70

An overachiever right from the start, the Genesis GV70 has been on sale for less than two years but has already become the Korean luxury brand’s best-selling model and our favorite small luxury SUV. Not content to rest on those laurels, 2023 brings the Genesis Electrified GV70, which swaps out the gas engines for dual electric motors and a 77.4 kWh battery pack. The Electrified has the same sinuous styling, swanky interior and boatload of features as the gas models, but it’s faster, quieter and arguably more enjoyable to drive. 

That last bit is also true compared to many of its electric rivals. The two motors make 429 horsepower, but there’s also “boost mode,” which unlocks 10-second bursts of up to 483 hp and speed that nips at the heels of the Tesla Model Y Performance. Most of the Electrified GV70’s rivals are a little more sedate, and none have its visual flourish, but they are sometimes cheaper. Although less expensive versions might come later, there are only two Electrified GV70 trims, the $66,975 Advanced and the $73,775 Prestige (including destination fees).

While there aren’t as many luxury EV crossovers as gas ones, the Electrified GV70 still faces off against a tough crowd. The Audi Q4 e-tron, Cadillac Lyriq and Mercedes-Benz EQB are similarly new, while the Jaguar I-Pace is a veteran and the Tesla Model Y was 2022’s best-selling EV. While style is subjective, the standard dual-motor Electrified GV70 is faster than the new entries and boasts similar range (236 miles) compared to the dual-motors from Audi and Mercedes. Tesla offers more room and more range, but the Genesis is far more luxurious, inside and out.

With 14.4% more power and 32% more torque than the V6-powered GV70, the Electrified is just plain faster even before boost mode, and it’ll hit 60 mph in about 4 seconds. Genesis also beefed up the SUV’s structure and suspension for the heavy battery. These tweaks, and the lower center of gravity, mean it handles as well as it accelerates. It also does this at a fraction of the energy cost of the V6 GV70, with the EPA estimating an $800 annual “fuel” cost to $3,050 for the V6.

Inside, the panoramic-roof-topped, Bentley-esque cabin of the gas version is ported over entirely. Fine materials and beautifully made pieces are everywhere and the Electrified GV70, like its gas sister, just feels more expensive than it is. Its back seat is not the biggest, and Tesla is the winner there, but there’s room for four adults and the seats are comfy all day. Driver and passenger get heated and ventilated power seats, and the driver gets Genesis’ Ergo Motion massaging system. Cargo space is also equal to the gas version and very good for the class.

Its infotainment system is straightforward and easy to use, too. It’s not perfect, but this is a major advantage in a class of vehicles filled with digital and touchscreen overkill. As with the gas GV70, Genesis piles on standard equipment, including a hefty suite of active-safety features. All told, the Electrified GV70 makes an extremely compelling case for itself. Genesis has limited availability to 22 states for now, but being made in America, it’s eligible for federal tax credits. Tesla still wins on range, but the Electrified GV70 is a more satisfying and distinctive, vehicle.

Performance: 13/15

Although the Electrified GV70 is about 500 pounds heavier than the gas-powered V6 version, you’d never know from behind the wheel. EVs are heavy, and in some cases, like the three-ton Mercedes-Benz EQS SUV, that weight is really hard to disguise. The Electrified GV70 instead hews closer to the BMW iX. While it isn’t as athletic as the Bimmer, it’s fun to drive and light on its feet.

The Electrified GV70 pair of 160 kW electric motors split power evenly between front and rear, and make 429 horsepower and 516 pound-feet of torque. That compares to 375 hp and 391 lb-ft V6 GV70. Then there’s boost mode, which allows 10-second bursts of 483 hp (torque stays the same) if the battery is more than 25% charged. 

This rush of speed evokes the Tesla Model Y Performance, and the Electrified GV70 nips at that vehicle’s heels in terms of both acceleration and passing power. Also, with zero-to-60 times of about 4 seconds, as little as 3.8 in my unscientific testing, it’s a full second or more faster than the V6. The Electrified’s lower center of gravity and stiffer structure mean it handles just as well if not better than its petrol siblings. Apart from the Model Y, none of the other alternatives are this quick or engaging.

Big brakes haul the Electrified GV70 down quickly, although the pedal feel is a little odd when you’re not using the more aggressive regeneration modes. Most drivers will put it in one-pedal (called I-Pedal here) mode for maximum regeneration and leave it there, and that works just fine.

Although few owners will take their GV70 (Electrified or gas) off-road and it only has 6.9 inches of ground clearance (fractionally less than the gas model), this distinctly on-road-oriented SUV actually does have some modest terrain talent. With dual motors, AWD is standard, and the suspension and terrain system are more than capable of light moguls and dirt. Don’t try rock crawling, but don’t be afraid of the occasional dirt road, either. Towing capacity is similarly modest, matching the gas GV70 at 3,500 pounds.

Range, Energy Use & Charging: 11/15

While the gas-powered GV70, particularly the V6, struggles on fuel efficiency the Electrified GV70 offers very low energy costs. The SUV has an official 236-mile range from its 77.4 kWh battery pack, and it will return 91 MPGe combined. That’s about on par with the Audi Q4 e-tron Quattro, Jaguar I-Pace and Mercedes-EQB, but the Cadillac Lyriq has about 80 more miles of rated range. The Tesla Model Y Long Range has nearly 100 miles more rated range and does 122 MPGe, so it’s more efficient. It isn’t always easy to duplicate that range in the real world, however.

The Electrified GV70 currently comes only with gorgeous 20-inch rims, which is a limiting factor on range. However, 18-inchers, possibly coming later this year, would probably boost the range by 10% or more.

The Genesis also offers very rapid charging speeds “out in the wild,” comparable to Tesla though without the built-in Supercharger network. Most owners will charge at home on a Level 2 charger (about eight hours to 100%) and will be happy not to ever visit a gas station again. For longer journeys, Genesis quotes an 18-minute 10% to 80% charge time on a 350 kW fast charger and 73 minutes for the same charge on a 50 kW unit. 

Having tested it on both 100 kW and (harder to find) 350 kW chargers, the automaker’s claims are more or less correct. Going from 52% to 80% on the Electrified GV70 took just 9 minutes on a 350, and it will charge even faster if the battery is more depleted. Genesis also partners with Electrify America to offer buyers three years of complimentary 30-minute fast charging sessions. 

Safety & Driver Assistance Tech: 14/15

The Genesis Electrified GV70 hasn’t yet been tested by the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS), but the latter agency gave the regular GV70 a Top Safety Pick+ rating in 2022. (The top designation was dropped for 2023 under more stringent testing requirements.) The SUV also earned a top five-star rating from the European New Car Assessment Program (EuroNCAP), an EU agency that performs similar tests. There eight airbags and the Electrified GV70 also boasts a beefed-up structure (created for the battery pack) that aims to better dissipate energy in an impact relative to the gas-powered model.

The Electrified GV70 is also particularly strong on active-safety features. Forward collision avoidance, automatic emergency braking with pedestrian detection, blind spot collision avoidance, rear cross-traffic alerts with automatic braking, driver attention warnings, safe exit assist and adaptive cruise control with lane centering (called “lane following assist” here) are all standard. 

The automaker’s Highway Driving Assist II (HDA II) system is also included. It now includes some new features including lane placement adjustments and cut-in response for when a vehicle suddenly cuts into your lane. HDA II uses machine learning to adapt to your driving style. It’s a good system, but not as comprehensive as General Motors’ Super Cruise.

Comfort & Room: 13/15

The Electrified GV70 is a very comfortable place to be, particularly in front. The seats are supportive and well-padded, heated and ventilated. The driver’s seat can even actively increase the side bolstering during aggressive driving and gets the automaker’s Ergo Motion massaging and posture system. The system can even actively increase seat bolstering during aggressive driving (like when you hit boost mode).

The Electrified GV70 loses about an inch of headroom and a half inch of legroom from the gas models. Its 36.6 inches of rear legroom compare to 35 in the Jaguar I-Pace, but 37.6 in Genesis’s own smaller GV60, 38.1 in the Mercedes-Benz EQB and 40.1 in the Tesla Model Y. It’s true that the GV70 does not have a huge back seat, but even after an hour of riding in the back, I wasn’t uncomfortable or cramped, and I’m 6-foot-4. 

On paper, this is a weak point, but in the real world, it doesn’t seem any smaller than the gas GV70 and doesn’t really feel “small.” On top-spec Prestige models, there are also rear sunshades and heated rear seats. Once underway, you’ll marvel at how quiet the cabin is, especially in the Prestige, which features active noise cancellation.

Infotainment: 14/15

While many EVs suffer from touchscreen overkill, the Electrified GV70 ports over the regular GV70’s easy-to-use, intuitive infotainment system virtually unchanged. It can navigate to charging stations and has a couple of additional menus, but other than that it’s the same. It also uses lots of finely crafted knobs and buttons or important functions and puts the HVAC controls on a separate, smaller screen. 

It’s about the easiest-to-learn system in this class, and its responses are quick. The system is controlled either by the rotating dial on the console or the screen itself, though there isn’t a steering wheel control as at Mercedes-Benz. This is a much easier adaptation than Tesla’s big screen with a million little icons and menus, and the experience is much less distracting.

Unlike Tesla, Genesis also builds in Apple CarPlay and Android Auto compatibility, but sadly, they both require cables. There’s also no Wi-Fi hotspot, though a 3D digital gauge cluster and head-up display are included on the Prestige model. It’s a small flaw, but, while the rotating dial works well, it’s easy to mistakenly grab the similarly shaped shifter right next to it instead.

Cargo Space & Storage: 14/15

Amazingly, despite fitting a giant battery pack and two electric motors, the Electrified GV70 is just as practical a cargo hauler as the regular gas version. There are 28.7 cubic-feet of cargo space behind the Electrified GV70’s rear seats, and 56.5 cubic-feet with them folded, virtually identical to the gas model.

This is more than both the I-Pace and the EQB, but Tesla’s space-efficient Model Y still has more cargo room at 30.2 and 76.2 cubic-feet behind the rear seats and with them folded, respectively. Of course, the Tesla’s taller and longer body helps. Compared to gas-powered SUVs of similar size, the Electrified GV70 tops the BMW X3 and X4 on space behind the rear seats, but the Volvo XC60 and Jaguar F-Pace have more overall. Both the Model Y and the F-Pace are larger vehicles overall, if only just, and tiptoe right up to the edge of midsize territory.

There is a tiny frunk in the Electrified GV70, but it’s so small as to be useful only for holding the bare essentials and charging cables. You can’t expect F-150 Lightning-like frunk space from any EV SUV in this class, but the Model Y is definitely a leader here.

Style & Design: 10/10

From a distance, it’d be hard to tell the Electrified GV70 apart from the gas version, but that’s no bad thing. These sinuous lines would look great with any powertrain, and the GV70 just looks athletic and sleek, avoiding any SUV boxiness or spaceship-like EV cliches. The only real differences from the gas model are the inverse diamond-pattern grille up front and the wheels. 

Style is subjective, but this is easily the most distinctive vehicle in the class, and it stands out in all the right ways, and it isn’t quite as eccentric a design as the GV60.

Inside, it’s the same. The gas GV70’s interior is ported over entirely but have no fear, this is the nicest interior in the class. Genesis’ attention to detail, rich-feeling materials and fine craftsmanship are impossible to miss. While Audi, Jaguar and Mercedes-Benz offer very nice interiors, Genesis’ execution here is just better, and it’s light years ahead of Tesla’s minimalist cabin and iffy quality.

Is the 2023 Genesis Electrified GV70 Worth It? Which Electrified GV70 is the Best Value?

Yes. The Genesis Electrified GV70 is absolutely worth it. While many buyers won’t consider it expensive, some aspirational or first-time luxury buyers will. If you’re going to stretch yourself on a premium vehicle, this one definitely won’t make you feel like you spent the money in vain. It’s fast and satisfying to drive, it looks and feels expensive, it comes with lots of features and it’s built with amazing attention to detail. Although some of its EV competitors offer longer-rated ranges or bigger back seats, few have this deft blend of style and substance.

Also, despite its higher prices relative to some of its Electric competitors and the gas models, the Electrified GV70 currently qualifies for a $7,500 federal tax credit, which puts the overall outlay even with the top-trim V6 GV70s.

There are two ways to get your Electrified GV70, at least for the moment. The base Advanced starts at $66,975 while the top-tier Prestige rings in at $73,775, both including a $1,125 destination fee. The lower-end trims on the gas GV70s are not offered on the Electrified version, at least not yet. Also, the crossover will only be available in 22 states to start: Arizona, California, Colorado, Connecticut, Georgia, Illinois, Indiana, Louisiana, Massachusetts, Maryland, Minnesota, Nevada, New Jersey, New York, North Carolina, Pennsylvania, South Carolina, Texas, Utah, Virginia, Washington and Wisconsin.

Genesis has taken a very deliberate approach to rolling out its electric models, and won’t put a vehicle on sale in a given state until stores and service centers are ready. This suggests a good service network for owners, something notoriously not enjoyed by Tesla.

The Advanced model comes very well-equipped. Leather seats, the big suite of active-safety features, a panoramic sunroof, three-zone climate control, the adaptive suspension and vehicle-to-load power capability are all included. Step up to the Prestige and you add Nappa Leather, active noise control, heated second-row seats, the head-up display, rear sunshades and an upgraded Lexicon audio system. 

The Electrified GV70 does start at a higher price than the Mercedes-Benz EQB ($53,900), Cadillac Lyriq ($58,590) or the Tesla Model Y Long Range ($54,630*), but it’s also a dual-motor machine by default, and it undercuts and outperforms the Jaguar I-Pace ($72,575). It’s also much less expensive than one-size larger electric SUVs like the Rivian R1S and BMW iX. 

*Price at the time of this writing

How Much Does it Cost to Insure the Genesis GV70?

The Genesis Electrified GV70 is brand new, so insurance costs are still fluid, but it should cost about the same to insure as the V6-powered gas model. According to our data, the average 30-year-old female driver with a good record can expect an average annual premium of $2,700. A similar Jaguar I-Pace would ring in at $3,200, an Audi Q4 e-tron around $3,000, a Mercedes-Benz EQB about $2,650 and the Tesla Model Y about $3,150. To get a more accurate picture of your potential insurance expenses, see our car insurance calculator.