Luxury electric vehicles are projected to be one of the biggest sellers in the passenger car market in the coming years. A segment spearheaded by Tesla over a decade ago, today every major premium car manufacturer has a dedicated line of EV offerings – BMW with its i models, Mercedes-Benz with its EQ range and Audi with its e-tron line-up.

While the big three are well and truly onboard the EV bandwagon, challenger brands like Lexus and Genesis have only just started. Lexus, the luxury offshoot of Japanese automotive giant Toyota, is banking on the new fully electric RZ 450e medium SUV for success against the Germans, following lacklustre response to its UX 300e compact SUV, the premium marque’s first EV launched back in 2022.

Genesis, the luxury spin-off of Korean car maker Hyundai, already has a dedicated EV model, the GV60 compact SUV, as well as an electrified version of the G80 sedan. There’s now another zero-emission variant in the form of the Electrified GV70 which is based on the regular engine-powered GV70 medium SUV.

If Tesla’s have become too common and the German offerings don’t float your boat, the Lexus RZ 450e and Genesis Electrified GV70 are both compelling alternatives, which is why we have gathered them here for a comparison review.

How much do they cost?

Both Lexus and Genesis are not restrained when it comes to pricing strategy. The RZ 450e and Electrified GV70 come with hefty price tags, which makes their segment positioning a little blurry.

The RZ 450e is available in two variants, the base spec Luxury which is priced at $123,000 and the upper spec Sports Luxury costing $135,000. The latter can be had in a two-tone finish for an extra $4,200.

Meanwhile, the Genesis Electrified GV70 is offered in a single spec only with a sticker of $127,800. All prices exclude on-road cost.

The pricing positions both the RZ 450e and Electrified GV70 just below rivals like the Polestar 3 and BMW iX, but significantly above models like the BMW iX3, Mercedes-Benz EQB and Tesla Model Y.

They might as well because in terms of dimensions they slot in the same way amongst those competitors. Between the RZ and GV70 though, the former is longer while the latter is wider.

Is there anything interesting about the design?

The RZ 450e is by far Lexus’ boldest looking model, apart from the super sexy LC coupe and the iconic LFA supercar. There’s a lot to take in, from the black accented front bumper and swept back lines to the floating roof and rear light bar. But somehow they all come along harmoniously, producing a design that is very unique, futuristic and sophisticated.

The Sports Luxury model tested here boasts striking multi-spoke 20-inch wheels tucked within black painted wheel arch mouldings.

The Electrified GV70 is much more conventionally styled as compared to the RZ 450e. Granted, it’s based on the regular GV70 which in itself is a pretty sweet looking luxury SUV. Unlike the engine-powered models, the grille is sealed with the charging port neatly concealed within. In the rear, the absence of tailpipes is the only giveaway of its electrified propulsion.

Our test vehicle rolls on standard 20-inch wheels and is draped in the optional $2,000 matte green paint which looks amazing.

How is the interior like?

Echoing the exterior, the RZ 450e’s interior radiates a very modern and contemporary feel. It’s unlike the usual warm, rich and luxurious cabins we have been used to seeing in Lexus models. In fact, the RZ’s cabin looks so cool it’s not very Lexus-esque at all.

That’s because the RZ cabin focuses on sustainable construction, with heavy usage of environmentally-friendly materials including a vegan upholstery called Ultrasuede (on Sports Luxury model), a sustainable suede material made partly from biomaterials and recycled PolyEthylene Terephthalate (PET).

If you’re skeptical about this type of upholstery, afraid not because it feels supremely comfortable. Applied on the seats and doors, it looks very high end, too. Our tester is trimmed in the two-tone interior colour scheme called Storm (exclusive to Sports Luxury) which pairs light bluish grey suede seat upholstery with white synthetic leather door and centre console trim. The dashboard is a matching grey colour. The combined effect is an open and airy cabin feel.

Speaking of which, the RZ features some next level tech in its panoramic glass roof to control cabin lighting and temperature. At the push of a button the clear roof turns opaque to block out some light, eliminating the need for sunshade. It’s one of the coolest things we’ve seen in a vehicle.

The cockpit of the RZ consists of a massive 14.0-inch touchscreen display infotainment system. The interface is a big step up from previous Lexus systems in terms of screen resolution and intuitiveness. It supports wireless Apple CarPlay and wired Android Auto.

Not as impressive is the digital instrumentation cluster which is so small that it only takes up half the cluster space. The graphics aren’t that crisp either.

Taking on a very different approach, the interior of the Electrified GV70 is sheer opulence and indulgence. It feels much more expensive and sophisticated than the Lexus, with higher grade materials and more delicate switchgear throughout. The cabin mood lighting, changeable in colours, truly lifts cabin ambience at night.

The seats, upholstered in fine Nappa leather with white contrast stitching, look more premium than those in the RZ, though they’re not as cocooning.

Matching the RZ in screen size is the 14.5-inch touchscreen wide display infotainment system which can be operated by touch or a remote control in the centre console. While the screen itself is superbly sharp and very responsive to the touch, the remote controller can do with some improvement. Because the control combines a rotary dial, arrow buttons and a round touchpad all into one, it is confusing to use. It needs to be simplified. You can use touch but the screen is quite a stretch. Wired connectivity for both Apple CarPlay and Android Auto is supported.

Ahead of the driver is a 12.3-inch 3D instrument cluster that gives a sense of depth to the virtual gauges. While it doesn’t offer much customisability, it’s still leaps and bounds ahead of the RZ’s cluster.

How much space is there inside?

Packaging is slightly better in the Lexus than in the Genesis. In the former, the seats and door cards are less chunky, resulting in more interior space. The floor is also flatter in the back of the RZ, giving more leg space to the middle rear passenger. Both cars can accommodate five people quite comfortably but those seated in the Lexus will have just a little more room to move about. But when there’re three adults seated across the rear bench, they’ll have more shoulder room in the Genesis thanks to its slightly wider cabin.

Built from the ground up as an EV, the RZ’s interior is not shared with other non-EV Lexus models and so there’s more freedom to carve out more storage space, taking advantage of the drive shelf-less nature of EVs. The open lower storage pan in the centre console is an extra storage space in the RZ 450e that the Electrified GV70 lacks due the latter having to share its cabin with fuelled versions of the car. However, the RZ doesn’t have a glovebox which can be a little inconvenient.

Boot space is larger in the RZ at 522 litres compared to the GV70’s 503 litres. It’s another story when the rear seats are folded, with the Genesis packing 1678 litres against the Lexus’ 1451 litres.

How do they drive?

Both EVs are motivated by dual electric motors, with the RZ 450e packing a combined output of 230kW/435Nm, up against the Electrified GV70’s much more potent 360kW/700Nm. There’s certainly quite a big difference in power output but not in the way they drive.

Lexus prides itself on making some of the most refined and quietest cars in the market. You can only expect its first from-the-ground-up EV to be even more serene and hushed. And that’s exactly how the RZ 450e drives. It is literally whisper quiet in all proceedings, be it accelerating, cruising or braking. Unlike other EVs or hybrids, there’s a distinct absence of whine from the electric motor, with the silence pierced only by wind and tyre noise, but even that is very much suppressed.

With a highly insulated cabin, the Electrified GV70 is very much muted as well but it’s no match for the Lexus, for there’s still a very slight whine from the electric motor – if you pay enough attention.

With a belly full of batteries, both SUVs are heavy vehicles weighing over two tonnes. And so neither cars are particularly sharp to drive, with weight a constant companion around tight corners. They aren’t clumsy per se, as they still thread through corners nicely. They just don’t like to be rushed.

That said, the RZ 450e’s lighter and more responsive steering tune does give a sportier and nimbler driving feel. Overall control is also better in the Lexus, thanks in part to the amazing grip and response from its ‘Direct4’ all-wheel drive system where driving and braking force is distributed individually to each wheel.

Where the electrified GV70 triumphs over the RZ is in acceleration. Nudging 100km/h from standstill in 4.2 seconds, the Electrified GV70 sprint time is over a full second quicker than the RZ’s 5.3 seconds. Maxed out, the Genesis tops 235km/h which also trashes the Lexus’ 160km/h.

Both cars deliver high levels of ride comfort but the GV70 feels just a little smoother at low speeds over rougher bitumen.

How about efficiency and charging?

The RZ 450e’s reported driving range fluctuates quite a bit depending on how you drive, meaning it’s tricky to know how much actual range is remaining. On paper, the RZ is good for 395km (WLTP) on a full charge, but we think that’s optimistic. The Electrified GV70 has a longer range of up to 445km (WLTP) and it does seem to deliver quite close to that figure.

Indeed, the reported real world efficiency is better in the GV70 at 19.3kWh/100km compared to the RZ’s 20.8 kWh/100km. This comes as a surprise as the Lexus is lighter and rides on skinnier tyres.

Both cars support the usual domestic 1.8kW AC, 11kW/22kW AC and 50kW DC charging, but the RZ’ charging rate maxes out at 150kW while the GV70 is capable of up to 350kW. The Lexus’ DC charge time is noticeable slower as well, the smaller capacity battery is to blame.

The RZ’s charging port is located at the base of the A pillar making it hard for charging cable to reach at public charge points. The GV70’s charging port in the grille is much easier to get to.

Verdict

The Lexus RZ 450e and Genesis Electrified GV70 may not be the most efficient or sportiest EVs around. Their pricing isn’t that attractive either. But if you value longevity and reliability, both vehicles may have the advantage over their European competitors.

As a bespoke EV model in Lexus’ line-up, the RZ 450e boasts unique styling that’s backed by a wonderfully refined drivetrain and decent dynamics. However, it’s let down by a dated and small digital instrumentation cluster and short driving range.

In contrast, the Electrified GV70 impresses with an ultra luxurious cabin with a modern cockpit, while delivering a greater driving range. It also costs over $7,000 less than the Lexus.

When the brief is about mid-size premium electric SUV, luxury and driving range is key, and the Electrified GV70 seems to have delivered across those fronts a little better than the RZ 450e.

Let us help you get the best deal on your next new car. Contact us.

Pricing and Specification

The post 2024 Lexus RZ 450e vs Genesis Electrified GV70 Review appeared first on ForceGT.com.

There is no shortage of electric cars to choose from these days with nearly every manufacturer offering at least one fully electric vehicle on their showroom floor.

Sales of battery-vehicles are also up approx. 345 per cent year-to-date with Tesla continuing to dominate with its Model Y SUV and Model 3 sedan duo, followed by Chinese-built BYD and MG which are also making significant in-roads.

Kia and its sister brand Hyundai have found relative success too with the EV6 and IONIQ 5 both making it into the Top 10 EV sales chart.

We pitted the two Korean EVs against each other earlier this year (you can read the Kia EV6 GT Line vs Hyundai IONIQ 5 AWD review here) and it was a close one that is hard to split, with both impressing with their built quality, driving range, technology and handling.

Now, we have another contender from the Korean giant. This time from Hyundai’s luxury brand Genesis.

The GV60 enters the ring riding on the same dedicated E-GMP EV platform but a bolder look and a price tag to match. There are two variants in the range, starting with the GV60 AWD priced from $107,700 plus on-road costs, before moving on to the GV60 Performance AWD from $114,700.

They are separated by their electric motors, with the standard all-wheel drive model getting a 74kW front and 160kW rear electric motors (234kW/605Nm combined), while the Performance variant as tested gets a pair of significantly more powerful 180kW front and rear electric motors (360kW/700Nm combined).

Suffice to say, this is plenty powerful and pips its cohorts such as the Lexus RZ 450e, BMW iX3 and Mercedes-Benz EQC.

However, there’s a challenger within its own camp in the form of the Kia EV6 GT. It too has all-wheel drive courtesy of a 160kW front motor, and 270kW rear motor that puts out a combined 430kW/740Nm, making it the most powerful Kia model ever produced.

So, does it make sense to fork out $15,110 more for less power but more luxury? Let’s find out.

Styling

Most would agree you wouldn’t describe the Genesis GV60 as good-looking. It’s curvy and bulbous look isn’t as appealing as the brand’s broader range and certainly no match for the Kia EV6 GT’s stylish and sophisticated sheet metal.

There are eye-catching elements however, such as the busy but smart 21-inch alloy wheels, and integrated rear spoiler that accentuates the rear hatch.

But if you are looking to stand out, the GV60 might fit the bill.

Subjectively, the Kia EV6 GT on the other hand is the classier of the two, although your neighbour would be hard pressed to know you’ve dropped six-figures on your new EV.

Compared to the GT-Line, the full-fat EV6 GT is only distinguished by a set of five-spoke 21-inch wheels behind which hide a set of Neon Green four-piston brake callipers, slightly different front grille and lower front bumper, matrix LED headlights and sequential turn indicators (front and rear), and a rear aero spoiler.

Inside, the GV60 wins with its more dramatic interior, especially the showy rotary gear selector that flips over to become a luminescent crystal ball when the car is off. Its futuristic digital side mirrors and fingerprint authentication system (including starting) will also appeal to younger tech-heads which the car is targeted at.

Circles are certainly the dominant theme here with the door handles, mirror and infotainment controls all taking the circular form.

The 12.3-inch digital instrument and infotainment screen are almost identical to the one in the EV6 (and IONIQ 5) though its unique Genesis skin takes on a lighter tone as opposed to the Kia.

The ‘Neon Green’ colour must be the hue for the season as it is applied to both cars on the seat piping.

Genesis has gone to great lengths to not only differentiate itself from its platform mates but also that of rivals. It’s unique but not to everyone’s taste although that’s not such a bad thing.

Space & Practicality

Both the GV60 and EV6 GT feel light and spacious due to their vast glass house and panoramic glass roof. Their floating centre console offers two cupholders and a storage bin under the centre armrest.

However, unlike the unit in the IONIQ 5, neither of them slides back and forth.

Both cars also have lots of storage areas front and back, including the sizeable space between the dashboard and the centre console, large door pockets with integrated bottle holders, and a fascinating slide-out drawer as a glove box in the GV60.

The cabins are also dotted with up-to-the-minute USB-C ports and a wireless smartphone charger pad at the front.

The second row of seats are just as accommodating and thanks to the electric cars’ flat floors, seating three adults across the bench isn’t as punishing.

There’s 432L of boot space in the GV60 and a more generous 480L in the EV6 GT with the second-row seats in place, which is ideal for family trips. With the second-row seats folded, stowage capacity increase to 1,460L in the GV60 and 1,260L in the EV6 GT. There’s a small frunk at the front for the charging cable, too.

We also like the full-size household-style power outlets under the rear bench of both vehicles, which are handy for plugging in your laptop or other devices to keep productive while charging the cars.

In terms of which is better, they are both good cabins to be in, with the GV60 being the more luxurious one as you’d expect. And while the EV6 GT might lack a few bling, it’s the sportier of the two.

Kia expects owners to take their cars to track-days, as such the front bucket seats are designed to allow for helmets to be worn. The lack of power adjustments also means they can be mounted closer to the floor compared to the higher seating position of the GV60.

In terms of seat comfort, the GV60’s front pew is the more comfortable of the two. The lack of lumber support in the EV6 GT’s driver’s seat means your lower back might start to complain after a few hours.

Features

The Genesis GV60 is the more richly equipped of the two, especially in our range-topping GV60 AWD Performance.

Novel features include Face Connect and Fingerprint Start technology that lets drivers unlock the car using facial recognition and start the vehicle via their fingerprint. The latter also recalls personalisation settings when set-up.

The Performance model also gain the following over the standard GV60:

• Rear limited-slip differential (E-LSD)
• Road-preview adaptive electronic suspension
• Boost Mode
• Virtual gear shirt
• Black monoblock front brakes

Other GV60 AWD Performance features highlight:

• Digital side mirrors
• 18-way power driver’s seat with memory function
• Ergo Motion Massage Function for driver’s seat
• 12-way power front passenger seat
• 3-inch digital instrument
• Head-up display
• Power tilt/telescoping steering wheel
• Heated and ventilated front seats
• Heated outer 2^nd row seats
• Heated steering wheel
• Matrix LED headlights
• Power tailgate
• 3-inch HD touchscreen infotainment system
• Navigation with augmented reality (AR) and live traffic
• 17-speaker Bang & Olufsen sound system
• Digital Radio
• Wired Apple CarPlay and Android Auto
• Wireless phone charger
• Genesis Connected Services
• Over-the-air vehicle update

While not as extensively specced, the EV6 GT doesn’t feel under equipped either. Mechanically, it gets the following extra over the GT-Line:

• Electronic controlled suspension
• E-limited slip differential
• 21-inch alloy wheels with Michelin Pilot Sport 4S Tyres
• 380mm ventilated front and 360mm ventilated rear discs
• Four-piston front brake calipers

EV6 GT features highlight:

• Artificial leather and suede sports bucket seats
• Dual curved display (12-3-inch digital instrument + 12.3-inch infotainment)
• Augmented reality Head-up display
• Heated steering wheel
• Heated front seats
• Heated rear outboard seats
• Matrix LED headlights
• Sequential indicators
• Power tailgate
• Inbuilt navigation
• 14-speaker Meridian Sound System
• Digital Radio
• Wire Apple CarPlay and Android Auto
• Wireless phone charger
• GT Mode button on steering wheel

Both also come with the following EV specific features:

• Exterior charge status indicator
• V2L – Vehicle to load interior socket
• V2L – Vehicle to load exterior adaptor (Type 2 to Australian type socket)
• Regenerative braking control via paddle shifters (Levels 0-3)
• i-Pedal – One pedal driving function
• Charge management (scheduled charging)
• Utility mode function
• Active Sound Design

Safety

As the pinnacle of the range, both models are packed with safety equipment, including a comprehensive suite of driver aids.

Safety features common to both the GV60 Performance and EV6 GT are:

• AEB with Junction Turning
• Blind spot detection
• Blind spot view monitor
• Rear cross-traffic alert
• Lane Keep Assist
• Lane Following Assist
• Multi Collision Braking
• Intelligent Speed Limit Assist
• Smart Cruise Control with Stop and Go
• Tyre Pressure Monitoring
• 3D surround view camera
• Front and rear parking sensors
• Rear occupant warning
• Safe exit assist

Additionally, the Genesis also comes with Trailer Stability Assist, front centre airbag, rear side airbags and a techie digital wing mirror.

Under the bonnet

Both the GV60 Performance and EV6 GT share the same 77.4kWh battery pack and E-GMP EV platform.

As you know by now, the EV6 GT’s supercar slaying all-electric powertrain delivers a monstrous 430kW of power and 740Nm of torque, making it Kia’s most powerful production car ever.

That’s courtesy of a front-axle-mounted motor producing 160kW paired with a new rear mounted motor delivering 270kW.

Kia claims the GT can dash from 0-100km/h in a blistering 3.5 seconds on route to a top speed of 260km/h. On test, this feels about right as the launch is brutal, pinning you to your seat in complete silence except for the whirl of the electric motors shuffling electrons to the road.

For comparison, the popular Tesla Model Y Performance produces ‘just’ 330kW and covers the century sprint in 3.7 seconds.

Meanwhile, the GV60 AWD Performance pumps out a combined 360/700Nm of torque at its peak, using a temporary ‘Boost’ mode.

While it is nowhere near the power produced by the Kia, it’s more powerful than its similarly priced peers such as the Lexus RZ and BMW iX3.

Efficiency

The GV60 Performance has a driving range of 466km, while the EV6 GT’s range is 424km. Both decent enough to require only a weekly top-up for everyday use.

Like other electric vehicles from the Hyundai/Kia group, both models have a 77.4kWh lithium-ion battery located under the floor.

The 10.5kW on-board charger takes about 7.5 hours to charge from 10 per cent to full charge. With a 50kW fast charger, this is reduced to 73 minutes. That time will drop to just 18 minutes if you can find a 350kW fast charger.

Driving and performance

While they might share the same platform, both cars have been given their own personality to suit their market positioning.

If going stupendously fast is your thing, then look no further than the EV6 GT. The instantaneous torque launches the Kia effortlessly towards the horizon while pinning you to the form sculpting bucket seats.

It’s not one dimensional either, Kia Australia’s engineers have done an incredible job in imbuing the GT with the dynamic poise that will get the enthusiast driver’s tick of approval.

Sport mode is all you need to get the best out of the car on everyday roads, with the ferocious GT mode best left for the track.

Unlike the more focussed EV6 GT, the GV60 Performance brings a softer edge to the field. It’s still crazily fast in a straight line but in a more forgiving way. The ride is hard enough to provide brilliant control and road holding, while comfortable enough to fit the GV60’s luxury sport positioning.

Around town, the Genesis’ gimmicky digital wing mirrors takes a bit of getting used to but once familiarised, they aren’t too bad. I would still prefer the good old wing mirrors but alas, they are standard on the GV60.

Ownership

The GV60 comes with 5 years/unlimited kilometre warranty and 8 years/160,000km battery warranty. Genesis is also throwing in 5 years/75,000km of complimentary scheduled servicing, and either 5 years of Chargefox subscription or free home AC charger installation.

While Kia doesn’t offer any complimentary servicing, the EV6 GT costs just $1,371 to service for the first five years under Kia’s servicing plan.

It also comes with Kia’s renowned 7 years/unlimited kilometre new car warranty and 7 years/150,000km battery warranty.

Verdict

There’s no arguing the Genesis GV60 AWD Performance and Kia EV6 GT are both highly capable and amazing to drive. Both have decent enough range to only require a single weekly charge for everyday driving and the latest technology on-board to entice tech-heads.

As for the question of whether we’d fork out an extra $15,000 for the quirky looking GV60? Probably not, as the EV6 GT does everything the GV60 does with the bonus of being quicker and better looking.

As always though, if you are interested in one of these, it’s well worth going for a test drive to determine which one you connect with more.

Let us help you get the best deal on your next new car. Contact us.

Pricing and Specification

The post 2023 Kia EV6 GT vs Genesis GV60 Performance Review appeared first on ForceGT.com.

The thing with arriving late to a party is that you will need to pull off all sorts of tricks to get noticed. When the party is the mid-size luxury SUV segment, bring two times the tricks.

Facing off against a slew of established players, newcomer Genesis GV70 has no shortage of party tricks. It knows the competition set is tough and the segment is hot, with names like the Mercedes-Benz GLC, BMX X3, Audi Q5 and Lexus NX fighting to get into the heads of buyers in this space. Is there anymore room for another entrant?

For something that looks as sexy and suave as the GV70, we think so. Here’s an entrant from South Korea going up against traditional German and Japanese rivals, with a blank sheet to start off and no heritage guidelines to restrict. Creativity is allowed to run wild and the result is quite spectacular.

One look at the GV70 and is clear the designers had a main focus in mind – to create an identity and a strong presence that is unique to the model. They achieved this by giving the GV70 the ‘Genesis look’ – two lines of the quad lamps circumventing all sides of the vehicle, with the indicator light bar neatly integrated within, mixed in with that bold signature ‘Crest Grille’ and the sweeping roof line.

The base design is cool, but when further dressed up with big 21-inch wheels and a matte grey exterior paintwork like how it’s spec’ed up on our test vehicle, the effect is simply stunning. It’s bold. It’s sophisticated. It’s expensive.

As a first attempt at the medium luxury crossover, that’s a pretty remarkable effort from Hyundai’s luxury spin-off. If we were being picky, it would be that the standalone rear quarter window at first looked a little odd, but we did gradually warmed up to it.

The interior is an absolute knock out. Such luxurious and high quality is the cabin that it feels way more expensive than the GV70’s asking price of between $70k and $127k – which is not cheap to begin with. The ambiance mixes lux with contemporary and the designers have done such a great job. It exudes class, sophistication and quality that none of its rivals can match. The materials used throughout the cabin are top shelve stuff and every knob and button gives such lovely tactical feedback.

While it’s not as much of a tech feast as some European rivals, the tech on display is still pretty up-to-date. The standard instrumentation cluster combines a conventional analogue gauge with a LCD display, with the optional Luxury Package offering a super cool 12.3-inch 3D instrument cluster that gives a sense of depth to the virtual gauges.

Elsewhere, the 12.0-inch coloured Head-Up Display (HUD) is massive but we wish there was an option to hide the lane trace assist indication to minimise clutter. It also fades out too much behind polarised lenses, making readability difficult.

Central to the dashboard is a 14.5-inch widescreen infotainment display that can either be operated by touch or a remote control in the centre console. While the screen itself is superbly sharp and very responsive to the touch, the controls can do with a lot more improvement. Because the control combines a rotary dial, arrow buttons and a round touchpad all into one, it is confusing to use. It needs to be simplified.

Other tech standard in all GV70 variants include wireless (Qi standard) smartphone charging, 12-way power-adjustable heated and ventilated front seats, a panorama sunroof, DAB+ digital radio, Apple CarPlay and Android Auto connectivity, and a 9-speaker audio system.

Our tester is the top-spec GV70 3.5T AWD Sport with the Luxury Package option. With that it comes loaded with a 16-speaker Harman Kardon surround sound system, massage function for the driver’s seat, heated second-row seats and heated steering wheel.

Also part of the Lux Pack are the Nappa leather appointed seats with quilted stitching, complimented with dark suede headlining. The seats not only look good, but they are also very comfortable and supportive. The rear bench can accomodate two adults plus a child comfortably. Sitting three adults will be a bit of a squeeze. While head and leg room is fine, there is quite a large transmission hump which the centre passenger will have to put up with.

Cargo capacity with the rear seats up is 542 litres which is about average for this class of vehicle. Fold the rear seats and the space expands to 1687 litres.

The range of powertrains on offer includes a 2.5-litre 4-cylinder turbo petrol rated at 224kW and 422Nm, a 2.2-litre 4-cylinder turbo diesel producing 154kW and 440Nm, and a high performance 3.5-litre twin-turbo V6 petrol developing 279kW and 530Nm as found in our 3.5T AWD Sport tester. All engines are mated to an 8-speed automatic transmission.

The line-up has just recently seen the addition of a full electric variant that features a twin motor all-wheel-drive set up packing 360kW and 700Nm.

The twin-turbo 3.5L V6 is silky smooth with strong and linear power delivery right across the rev range. And it loves to revs. The sprint from 0 to 100km/h is rated at 5.1 seconds but it feels faster than that, mainly because of the enthusiastic soundtrack that accompanies a wide open throttle.

Despite weighing around two tonnes, this thing pulls like no body’s business. There seems to be an endless of wave of torque that will take you deep into three digit speeds and well pass the legal highway speed limit in a very short time. Don’t say you haven’t been warned.

If you do have a heavy right foot, be wary of the fuel gauge, too. The turbo V6 is a heavy drinker and frequent belting will see fuel consumption hovers around 16L/100km. Even driven sedately don’t expect the figure to drop below 10L/100km. Never happens and not even with lots of freeway driving.

Unlike its big brother the GV80 which is tuned more toward grand touring than sports, the GV70 – especially in the 3.5T AWD Sport trim – feels rather well balanced. The ride is not to say the plushes but it’s certainly compliant enough for our average roads, and the dynamics are pretty good as well. It feels tidy and composed around the bends. Yes, that heft is a constant company but the direct steering masks a lot of it out. The rigid chassis also gives a good feel of the road.

The cabin is very well insulated from road and wind noise, and the opulent cabin is a great place to be in for eating up the miles. The engine is muted on cruise, too.

It’s important to mention after sales service in a Genesis review because it’s one of the best in the business. All Genesis models come with free scheduled servicing for the first 5 years or 50,000km (70,000km for diesel), and one the segment’s longest warranty period at 5 years and unlimited kilometres.

On top of that, the Genesis Concierge Service will arrange for the pickup and delivery of your GV70 when it is due for scheduled maintenance or warranty services. While your car is serviced, a Genesis courtesy vehicle is left at your disposal.

For extra peace of mind, owners are also enrolled in a complimentary 5-Year 24/7 Roadside Assistance program.

Verdict

2023 Genesis GV70 3.5T AWD Sport pricing and specification

The post 2023 Genesis GV70 3.5T AWD Sport Review appeared first on ForceGT.com.

Genesis has unveiled its third and final X concept, the Genesis X Convertible, ahead of its official debut at the Los Angeles Auto Show.

Showcasing the luxury brand’s Athletic Elegance design language in its purest form, the concept shares its underpinnings and electric powertrain with the X Concept from 2021 and X Speedium Coupe concept from earlier this year.

On the styling front, the stunning concept features classic proportions with a long bonnet and short front overhang. Like all Genesis products, the brand’s familiar Quad Lights make an appearance at the front, forming an LED light bar and an outline of the Crest Grille.

Side on, its shallow glasshouse, low roof line, bulging wheel arches along with the pronounced crease line that stretches from the bonnet all the way to the lip spoiler on the decklid give the concept a classic grand tourer profile.

Dubbed the ‘Parabolic Line’, Genesis says it “emphasises the regal character of the profile, creating tension between the full surfaces through a gently rearward-sloping horizontal belt line”.

While it might have gone out of fashion of late, the concept features a folding hardtop with transparent moon roof above the occupants. Finally, the concept rolls on a set of complex G-Matrix pattern and concave alloy wheels.

Inside, the car’s interior is equally as impressive with a wraparound instrument panel and cabin materials made of a mixture of recyclable wool fabric and leather. It also features a sound system developed by sound master, Guk-il Yu.

The post Genesis unveils stunning X Convertible Concept appeared first on ForceGT.com.

Genesis’ GV70 mid-size luxury SUV has just gained a fully electric model. Sitting above the GV70 3.5T Sport All-Wheel Drive variant, the Electrified GV70 Performance features a twin electric motor system with all-wheel drive.

With twin 180kW, 350Nm electric motors – one driving the front wheels and one driving the rear wheels – the all-wheel drive Electrified GV70 delivers total maximum outputs of 360kW (with Boost Mode) and 700Nm, accelerating from rest to 100km/h in just 4.2 seconds.

A 77.4kWh power battery offers 445km (WLTP) of driving range and can charge from 10 to 80 percent in 18 minutes when plugged into a 350kW DC fast charger.

In addition, Electrified GV70 features the Genesis SUV-specific e-Terrain Mode, which enables “a stable driving experience across the spectrum of driving conditions”.

The application of a 400V/800V multi-rapid charging system lets customers utilise a variety of 400V and 800V charging infrastructures without the need for an additional converter.

A Disconnector Actuator System (DAS) in Electrified GV70 can automatically connect or disconnect the front motor and drive shaft in consideration of various conditions, such as driving mode and vehicle speed. The system enables seamless switching between RWD and AWD, reducing unnecessary power loss for optimum efficiency.

The fully electric SUV’s Smart Regenerative Braking system also optimises coasting efficiency by automatically adjusting the amount of regenerative braking in three stages, based on the speed of the vehicle ahead, the following distance, and navigation map road sign data such as the position of safety cameras.

An i-PEDAL (Intelligent Pedal) driving mode takes the level of regenerative braking a step further to let the driver accelerate, decelerate and stop using only the accelerator pedal.

The Electrified GV70 is offered in one highly equipped ‘Luxury Package’ trim grade, priced from $127,800 plus on-road costs. With the vehicle already fully spec’ed, there is only one option available which is matte paint costing $2,000.

Genesis Motor’s vision for electrification has now given rise to three new EVs this year, with GV60, Electrified G80 and Electrified GV70 all now available in Australia.

The post Electrified Genesis GV70 brings twin-motor AWD performance appeared first on ForceGT.com.

For decades, the BMW 3 Series and Mercedes-Benz C-Class have been battling it out in the compact executive segment. So dominant have those models become, that left field options have had little success in shaking up the status quo. 

Perfectly good cars like the Audi A4 and Lexus IS have tried to sway buyers for a long time, but they are often written off the list simply because they are not the 3 Series or C-Class.

Just when you thought brands giving up on the segment and leaving it to the mighty German duo, here comes another challenger. Well, it actually arrived back in 2019, but things have gotten a lot more serious with this refresh in 2022.

The challenger is the Genesis G70. For those who are not familiar with the Genesis brand, it’s the luxury arm of Hyundai that started in 2015, and the G70 is – currently – the entry point into the premium brand. If Genesis’ aim was for the brand to be discovered by more people, the G70 is the model tasked with achieving that goal.

2022 Genesis G70 price (excluding on-road costs):

2.0T: $63,000

3.3T: $76,000

Options:

Sport Line Package: $4,000 (standard on 3.3T)

Luxury Package: $10,000

Matte Paint: $2,000

Is there anything interesting about the way it looks?

The 2022 Genesis G70 has been given a major facelift, with the front fascia completely redesigned and the rear sporting new taillights and bumper. Bringing the styling more inline with the Genesis family look, the new G70 now features the company’s signature quad lamps that circumvent all sides of the car, with the indicator light bar neatly integrated within. The ‘Crest Grille’, the brand’s corporate face, sits bold and proud up front, giving it unmistakable road presence.

Being the G70 Sport, our tester boasts a host of sporty touches including dark chrome for the crest grille, black side air vents and those new style 19-inch gloss black wheels.

It’s amazing how a facelift – if done right – could transform the looks of a car. Not that the pre-update G70 was ugly by any means, if fact it’s already a handsome machine with good proportions, but this new model just elevates things up a level. It looks so much more premium and sophisticated. It is genuinely a great looking car.

Does the interior stack up?

Genesis has been churning out some truly exquisite interiors lately, like those seen in the GV70, G80 and GV80. Those new models feature the brand’s ultra posh cabin design which, unfortunately, isn’t seen here in the updated G70. 

And there’s a good reason for it. First launched in 2019, the G70’s cabin was penned before Genesis’ slew of new generation cabins were introduced. So, the original G70 interior, which is still nice and premium, has been carried over to this updated model largely unchanged. 

That said, Genesis did make the effort to update some essentials, such as the larger 10.25-inch infotainment unit and, if the $10,000 Luxury Package is optioned, a 12.3-inch 3D virtual instrument cluster.

It’s apparent the infotainment unit is straight out of a Hyundai, running the same interface as those used in its more mainstream cousins. While there isn’t much wrong with this interface other than those painfully small icons in map view, it just isn’t very ‘premium’. Genesis does have its own bespoke infotainment but it’s probably not compatible – at least for now – for an older Genesis model like the G70.

Our tester is fitted with the Luxury Pack and it gets the super cool 3D instrument cluster. If you’re wondering, no you don’t need 3D glasses. It works by using stereoscopic cameras under the instrument binnacle to locate the driver’s eyes and augment the fully LCD instrument panel to give a sense of depth to the virtual gauges.

Other luxurious touches for 2022 include richly tactile (if not a little old fashioned) cross stitched quilting and classy geometric patterned trim inserts.

Luxury Package further brings suede headlining and pillar covers, aluminium trim inserts, Nappa leather upholstery and sports pedals.

Also part of the Luxury Package is the 15-speaker Lexicon premium audio system. While it has good sound clarity, more work needs to be done to raise the bass as it’s seriously lacking. 

Elsewhere, interior ambient strip lighting, featured in all key rivals and a must have for any luxury car these days, is still missing in the G70.

Every G70 now comes with heated and ventilated front seats and an improved Qi standard wireless smartphone charger with an integrated cooling fan and increased output of 15W for quicker charge times.

Is it practical?

In terms of practicality and cabin comfort, the G70 can seat five, with plenty of room up the front but considerably tighter at the rear. Headroom is just enough for anyone under six foot, and while knee room is adequate toe room is seriously lacking.

All seats except for the raised middle rear seat offer good comfort and support, while twin cup holders are featured both in the front and rear (housed in the drop-down centre arm rest) to cater for occupants seated in those seats.

Unlike those big cupholders, the door pockets are small, and you will struggle to fit a standard water bottle in them.

Being rear-wheel drive, rear passengers will have to put up with the raised drivetrain hump which impedes on rear legroom.

Further back, the boot space of 330 litres is way down on all key rivals, not helped by the 60/40 split folding rear seats (usually 40/20/40 split for premium cars).

Luxury Package models now feature a power operated boot.

What’s under the bonnet?

Our tester is the flagship G70 3.3T Sport variant and packs a stonking twin-turbo 3.3-litre V6 producing 274kW and 510Nm. This places cars like the BMW 3 Series M340i xDrive, Mercedes-AMG C43 Sedan and Audi S4 squarely in the G70’s crosshair. 

The engine is paired with an eight-speed torque-converter automatic transmission which sends power to the rear wheels. 

If this drivetrain sounds familiar, that’s because it’s shared with the Kia Stinger GT. However, due to the G70’s lighter weight, the dash from standstill to 100km/h is quicker at 4.7 seconds.

How does it drive?

The twin-turbo V6 packs some serious grunt right from the start of the rev range, all while remaining beautifully refined and smooth. It’s a quiet unit, which is fine in normal driving, but in Sport modes you’ll be crying for some of those engine noise to piped into the cabin as it’s just too muted. 

The steering also feels a little numb even in Sport modes. There’s quite a lot of artificial weight without much real feedback from the road. 

These minor issues aside, the G70 3.3T can absolutely hold its own on a set of challenging back roads. The Australian-specific suspension tuning by Hyundai’s local engineers endows the G70 with highly tractable on-the-edge handling that inspires confidence. At 1765kg, It’s not a light car but it feels planted, composed and incredibly faithful to driver inputs.

The 3.3T variant is equipped with a mechanical limited slip differential (LSD) and Brembo brakes clamping ventilated discs all around. A Variable Gear Ratio steering rack makes the 3.3T model easy to manoeuvre at low speeds while maintaining stability at high speeds.

Also exclusive to the 3.3T are the adaptive dampers, which allow for comfort or sport biased adjustment. Ride quality in the softest setting is remarkably compliant, with bad surfaces rounded off nicely. In the sportiest setting, the ride is firm but not harsh. 

There is some road noise on coarser country roads, but for the most part the cabin is a serene and quiet place to be travelling in.

How safe is it?

The updated G70 introduces rear side airbags and a segment-first front centre side airbag, taking the total airbag count to 10.

An expanded Genesis Active Safety Control package now includes the following systems in addition to an already comprehensive suite of driver assistance technologies:

• Forward Collision-Avoidance Assist (FCA – Car/Ped/Cyc) – now with Junction Turning function (FCA-JT)
• Rear Cross-Traffic Collision-Avoidance Assist (RCCA)
• Blind-Spot Collision-Avoidance Assist Rear (BCA-R)
• Blind-Sport View Monitor (BVM)
• Lane Following Assist (LFA)
• Surround View Monitor (SVM)
• Multi Collision Brake (MCB)
• Safe Exit Warning (SEW)
• Rear Occupant Alert (ROA)

Verdict

2022 Genesis G70 3.3T Sport pricing and specification

Competitors: Audi A4, BMW 3 Series, Jaguar XE, Lexus IS, Mercedes-Benz C-Class, Volvo S60

The post 2022 Genesis G70 3.3T Sport with Luxury Package Review appeared first on ForceGT.com.

The Genesis G70 is one of the most under appreciated models in the highly competitive mid-size luxury sedan segment. The reason? As you might have guessed, its be-winged badge.

In the premium world, brand heritage is almost more important than the car itself. It has taken Australians a few decades to come around to the idea that Korean cars are more than just cheap A to B transport with long warranties. They now compete almost on an equal footing with long established Japanese marques and is currently the top five car manufacturers in Australia.

However, are we ready to splash Mercedes-Benz C-Class and BMW 3 Series money on a young premium off-shoot from Hyundai? Only time will tell but for intrepid few who dare to venture away from the Germans, the G70 is a seriously convincing alternative.

Updated recently to bring it in line with the rest of the brand’s model line-up, the new G70 scores Genesis’ bold new face with distinctive quad lamp design first introduced on the GV80 SUV. In fact, the entire front facia is brand new, including its new signature Crest grille and restyle front bumper. It’s a similar story at the back, with new taillights, bootlid and rear bumper design. It’s a striking facelift. One that turns heads wherever you go.

Underneath however, the sports sedan remains largely unchanged except for a modest power increase on the G70 3.3T tested here.

How much is the Genesis G70?

Unlike the previous 6-tier line-up, Genesis has streamlined the updated G70 range with just one trim level per powertrain.

Kicking off the range is the $63,000 Genesis G70 2.0T, with the V6 3.3T Sport starting from $76,000 – both before on-road costs.

The 2.0T can be optioned with the $4,000 Sport Line package to match the sporty looks of the 3.3T Sport, while both the 2.0T and 3.3T Sport are available with the $10,000 Luxury Package. Matte paint is a further $2,000.

Is the Genesis G70 well equipped?

The answer is yes.

All variants come with the following as standard:

• Updated and larger 10.25-inch touchscreen infotainment system with split-screen functionality
• Wired Apple CarPlay and Android Auto
• Satellite navigation with life traffic update
• DAB+ digital radio
• Bluetooth connectivity
• 9-speaker sound system
• Updated 8-inch LCD and analogue cluster
• Heated and ventilated front seats
• Panoramic glass sunroof with power sunblind
• Improved Qi wireless charger that accommodates larger devices and quicker charging
• Keyless entry and start
• 12-way power front seats including 4-way driver’s lumbar support
• Passenger walk-in switch
• Genuine leather upholstery
• 60:40 split rear seat
• Auto high-beam
• Dual-zone climate control
• Tyre-pressure monitoring
• 19-inch alloy wheels
• Electro-chromatic wing mirrors

The optional Sport Line Package (standard on the 3.3T) adds:

• 19-inch Sport style dark-finish alloy wheels
• Mechanical limited-slip differential
• Brembo brakes
• Dark chrome grille surround and black grille inserts
• Dark chrome window surround
• Sport leather seats (Nappa when paired with Luxury Package)
• Suede headlining/pillars
• Aluminium pedals and trim

The optional Luxury Package adds:

• Forward Attention Warning
• Intelligent front-lighting system
• Acoustic laminated windscreen and front door glass
• Nappa leather appointed interior
• 16-way adjustable driver’s seat with memory function
• Suede headlining/pillars
• Electrically operated steering column
• 3-inch fully digital 3D instrument cluster
• Heads-up display (HUD)
• Heated steering wheel
• Heated outboard rear seats
• 15-speaker Lexicon premium sound system

There are also new capacitive door locking and unlocking pads that are incorporated into the G70’s front door handles, replacing the conventional buttons, while Luxury Package brings a power operated boot. 

How safe is the Genesis G70?

Reassuringly, the 2022 G70 comes with a five-star crash rating from ANCAP.

It also brings additional Genesis Active Safety Control over the superseded model:

• Forward Collision Avoidance with Junction Turning Collision Avoidance function
• Blind Spot Collision Avoidance Assist
• Rear Cross Traffic Collision Avoidance Assist
• Blind-Spot View Monitor
• Safe Exit Warning
• Rear Occupant Alert
• Lane Following Assist
• Surround View Monitor
• Reverse Light Guide
• Driver Attention Alert (Luxury Package)

The G70 is also one of the first models to come equipped with a front-centre airbag that, when deployed, prevent the two front passengers from hitting each other in a side on collision.

Together with its unique Blind-Spot View Monitor which presents the driver with a convenient live video feed of the left or right blind-spot in the instrument cluster, the G70’s safety equipment is on-par and in some instances, better than any German rivals.

What is it like on the inside?

And while the G70’s exterior has been extensively revised; its interior has not received as much attention.

Headlining the update is a larger 10.25-inch high-resolution infotainment screen with satellite navigation, while new luxury touches include richly tactile G Matrix quilting and classy geometric patterned trim inserts. The red seat belts and stitching also add a touch of sportiness to the interior

The novel 3D effect instrument cluster might feel gimmicky to some but brings a point of difference to the car and we really liked it. Both it and the infotainment screen are almost HD-like in crispness and highly responsive to inputs.

Nevertheless, overall the interior remains good with a sound driving position with tonnes of adjustment in both the fabulously comfortable and supportive seat, and the electrically telescopic steering wheel.

Unlike some of its European rivals, the G70’s controls are logically laid with big buttons and old school dials instead of being buried within the touchscreen or frustratingly difficult to use touch-sensitive buttons. Here’s hoping common sense prevails with Genesis.

However, some material choice remains questionable. The silver window buttons, centre console switchgear and paddle shifters might look like metal at first glance but lay your fingers on them and the plasticky feel immediately betrays the initial perception.

The lack of wireless Apple CarPlay is also a big letdown when it’s standard on a $30k Hyundai i30 Sedan.

While the front seats are adequately spacious, the rear seats feels a little cramp for taller passengers, particularly headroom and footroom under the front seats. The 330L boot space is satisfactory though certainly not class-leading and well under the close to 500L of its rivals.

What’s under the bonnet?

The 2022 G70 gets carried over powertrains.

The 2.0T features a 2.0-litre turbocharged four-cylinder petrol engine delivering 179kW of power and 353Nm of torque.

The 3.3T Sport is powered by a twin-turbo 3.3-litre V6 producing 274kW and 510Nm of torque, the former an increase of 2kW compared to the pre-facelift model thanks to a new variable exhaust system.

Both models are rear-wheel drive and connected to an eight-speed torque-converter automatic transmission.

What is it like to drive?

Our test car for this review was the 3.3T Sport with Luxury Pack and with 274kW on tap, it certainly is powerful.

As befitting a premium car, the powertrain is smooth and responsive with hardly any low-down lag. Power and torque come on hard all the way through to the redline, making the G70 an effortless cruiser. Genesis could have made the 3.3-litre sound a little better, but it isn’t a deal breaker and certainly not unpleasant.

The eight-speed automatic does a respectable job of channelling power to the tarmac via the rear wheels and is decently quick when left to its own devices. Flappy pedals are available for those who wish to take a little more control but the transmission programming is clever enough in most situations to figure it out on its own.

The G70’s steering wheel is relatively sharp and direct, while its adaptive suspension is compliant in Comfort mode and perfect in ironing out road pimples but gets noticeably firmer in Sport mode for some corner carving fun in the twisties.

Speaking of which, the driver’s seat bolsters also inflate to grip you better in Sport mode.

What is the G70’s running costs?

Genesis claims the G70 3.3T uses 10.2L/100km on the combined cycle, which, for the first time ever, is matched by our real-world average of 10.2L/100km.

All Genesis models are covered by a five-year, unlimited kilometre warranty with five years, or 50,000km free scheduled servicing.

Owners also benefit from the Genesis Concierge Service which picks up your vehicle from your house and leave you with a Genesis loan car if you live within 70km of a Genesis Studio.

Verdict

2022 Genesis G70 3.3T Sport pricing and specification

Competitors: Audi A4, BMW 3 Series, Jaguar XE, Lexus IS, Mercedes-Benz C-Class, Volvo S60

The post 2022 Genesis G70 3.3T Sport Review appeared first on ForceGT.com.

Korean premium brand, Genesis, is definitely on the march, introducing its first-ever GV60 all-electric vehicle – ahead of Japanese rival Lexus.

Based on the same E-GMP (Electric-Global Modular Platform) found under the Hyundai Ioniq 5 and Kia EV6, the GV60 is of course, cloaked in a more luxurious and premium outfit compared to its more affordable relations.

At the front, the GV60 sports Genesis’ easily recognisable design language, thanks to its ‘Quad Lamps’ headlights and the marque’s Crest Grille, which has been toned down for the EV.

Along the sides, the twin-stack indicators have made way for a clam-shell bonnet, while the traditional wing mirrors have been eschewed and replaced with cameras. There are also door handles that pop out as the driver approaches the vehicle.

Around the back, we can see the trademark twin stack LED taillights, along with a ducktail rear spoiler and raked rear windscreen for a coupe-like look.

Inside, the standout feature in the GV60 is no doubt the Crystal Sphere. It forms part of the vehicle’s mood lighting when the vehicle is off, but rotates into a shift-by-wire shifter when it’s on.

The interior also features a large one-piece digital screen that combines the driver’s digital cluster with a prominent touchscreen infotainment system.

Genesis hasn’t announced any technical specification at this stage, although we suspect it would not deviate too far from that of the Ioniq 5 and EV6.

The post Genesis introduces its first GV60 electric SUV appeared first on ForceGT.com.

What do you do when you have mastered the art of making mainstream cars? You build luxury cars. But it is not as simple as it sounds. Toyota’s premium offshoot founded in the late 80s, Lexus, took a good part of two decades to establish itself as a formidable luxury player. Nissan’s Infiniti also started around the same time as Lexus but has had tougher luck. And let’s not forget the brands that did not make it altogether – Mazda’s Efini and Ford’s Merkur.

Now, it is Hyundai’s turn. The brand has been consistently one of the top 5 sellers in Australia, and after hinting their luxury intentions with the Hyundai-badged Genesis luxury sedan in 2015, the company is now going all in.

Once a name of a Hyundai model is now turned into a full-fledged, standalone luxury brand. Hyundai wants you to see Genesis as a true alternative to the dominant German trio of BMW, Mercedes-Benz and Audi. It now joins the ‘challenger’ camp consisting of existing players Lexus, Jaguar and Volvo.

Will it succeed? Only time will tell. But one particular model in the brand’s fast expanding line-up is already looking like it has got all the right ingredients for success – the GV80 large SUV.

Available as a five- or seven-seater, with rear or all-wheel drive, the GV80 competes against luxury heavy weights such as the BMW X5, Mercedes-Benz GLE, Audi Q7, Volvo XC90 and Lexus RX.

With Australian pricing ranging from $90,600 to $103,600 plus on-road costs, the GV80 is priced to undercut its European rivals, giving the newcomer a good head start. The appeal is lifted with a comprehensive list of equipment included as standard, along with the segment’s longest warranty at 5 years.

Exterior

If you think the GV80 has a whiff of Bentley in its design, you are not wrong. From the brand emblem and prominent “G-matrix” grille at the front, to the imposing side profiles and chrome detailing all around, there is more than a hint of Bentley Bentayga in its proportions and detailing.

But we are not surprised with the Bentley connection because Genesis’ current design chief Luc Donckerwolke was formerly the head of Bentley design.

Nevertheless, the GV80 is a handsomely styled SUV, and certainly better looking than the Bentayga. It features the Genesis ‘look’ – two lines of the quad lamps circumventing all sides of the car, with the indicator light bar neatly integrated within, and the ‘Crest Grille’ which is bold and big, giving it unmistakable road presence.

Down the side, the long sweeping parabolic line flows uninterrupted from front to rear, descending gently downwards as it nears the back of the car, where it is counterbalanced with a small lid in the tailgate. The Genesis word is proudly spelled out across the rear fascia, with the number plate neatly integrated into the rear bumper.

While being new on Australian roads might have been a factor, the GV80 never failed to turn heads whenever it went during the one week I had possession of it. And so, for sheer visual statement, the GV80 is hard to beat.

Interior

For me, the biggest wow factor is the interior. It has an even more luxurious and enticing aura than the finest cabin in the segment. In fact, it looks and feels like it belongs to a car that is twice the price. The materials – such as the open-pore birch-wood veneer and glass-topped rotary gear selector – are first rate, the fit and finish is flawless, and the vibe is ultra-plush, super-expensive. There is not a hint of its association with parent company Hyundai, though the organic lines on the door cards do remind us of those in the Lexus LC.

There is no shortage of technology, too. The 14.5-inch central infotainment display is the widest screen we have seen on any car. It can be operated by touch or through the remote controls in the centre console. While the screen itself has superb clarity and is very responsive to the touch, the remote control can do with a lot more improvement. Because the control combines a rotary dial, arrow buttons and a round touchpad all into one, it is confusing to use. It is like combining the BMW iDrive, Audi MMI and Lexus Remote Touch into one messy system.

Granted, the menu is structured for easy navigation, though some on-screen buttons are a bit small, and there is a lack of address suggestion for the sat-nav, requiring you to key in the full address.

Elsewhere, the 12.0-inch Head-Up Display is massive but I wish there was an option to hide the lane trace assist indication to minimise clutter.

The standard instrumentation cluster combines a conventional analogue gauge with a LCD display, with the optional Luxury Package offering a super cool 12.3-inch 3D instrument cluster that gives a sense of depth to the virtual gauges.

Other convenience and luxury features standard in GV80 include wireless (Qi standard) smartphone charging, 12-way power-adjustable heated and ventilated front seats, a panorama sunroof, DAB+ digital radio, Apple CarPlay and Android Auto connectivity, and a 21-speaker Lexicon surround sound system.

Cabin space is comparable to other full-size luxury SUVs in class, with both the first and second rows offering generous room. The third row has decent legroom but is tight in headroom, making them more suited to children than adults. Accessing the third row is as simple as pressing a button to slide the second row forward.

Further back, there is plenty of space for luggage. Cargo capacity is rated at 727L with the third row stowed away, expandable to a cavernous 2,144 with the second row folded.

Performance

In Australia, the Genesis GV80 is offered with a choice of two petrol and one diesel powertrains. Petrol-powered models consist of the 224kW/422Nm 2.5-litre turbocharged four-cylinder range-opener and the 279kW/530Nm 3.5-litre twin-turbo V6 flagship. The former is rear-wheel drive, with all-wheel drive available as an option, while the latter is all-wheel drive only.

The oil burner slots in the middle of the range and is propelled by a 204kW/588Nm 3.0-litre inline six-cylinder turbo-diesel driving all four wheels.

On test were both the rear-wheel drive 2.5T and all-wheel drive 3.0D. For most drivers, the 2.5T offers more than enough performance for its use as a family SUV. With a rated 0 to 100km/h sprint time of just 6.9 seconds, it is no slouch. Power delivery is linear for the most part, with a strong mid range thanks to peak torque arriving at a low 1650rpm and hangs on until 4000rpm.

The engine is whisper quiet and silky smooth, too. Paired with an equally refined eight-speed automatic transmission, the drive is luxurious and relaxing.

With slightly less power but more torque, the 3.0D offers similar levels of performance to the 2.5T but with better fuel economy – 8.8L/100km in the diesel against 9.8L/100km in the petrol. It is a low revving diesel, with peak power arriving at just 3800rpm and peak torque spread from 1500-3000rpm. Its effortless demeanor sees it nudging 100km/h from rest in just 6.8 seconds. Of course, being a diesel, the throttle response is not as alive as the petrol around urban settings, but for crunching the miles in the open road the 3.0D is the pick.

It also impresses in refinement, with virtually not a hint of clatter from inside the cabin. The diesel is matched with the same buttery smooth eight-speed automatic as the 2.5T but gets an electronically controlled limited slip differential in the rear axle.

Like the powertrains, which have been tuned more towards refinement than sportiness, the handling has also taken the same approach. The GV80 feels more luxurious than sport to drive.

It reminds me of luxury SUVs in the early days, crossovers that were supremely plush and comfortable before drivers started buying them to replace their sport sedans and makers were forced to dial up the sportiness in them.

The GV80’s soft suspension and big wheels soak up bumps and ruts with aplomb, delivering impressive compliance across all kinds of surfaces. It is very quiet on the inside, too, with hardly any road or wind noise.

The soft setup does mean the GV80 is not as taut around the bends as some sportier European rivals. That is not to say it is cumbersome. In fact, it is still very manageable and does not quite feel its size. Grip is excellent, the brakes are strong, and the steering is precise. The GV80 does a fine job in balancing handling and ride comfort.

Ownership

As a newcomer, Genesis needs more than good products to penetrate a market. And that is where the “Genesis Difference” comes in.

All Genesis models come with free scheduled servicing for the first 5 years or 50,000km (70,000km for diesel), and the segment’s longest warranty period at 5 years and unlimited kilometres.

On top of that, the Genesis Concierge Service will arrange for the pickup and delivery of your GV80 when it is due for scheduled maintenance or warranty services. While your car is serviced, a Genesis courtesy vehicle is left at your disposal.

For extra peace of mind, you are also seamlessly enrolled in a complimentary 5-Year 24/7 Roadside Assistance program once you take delivery of your Genesis.

Verdict

2021 Genesis GV80 pricing and specification

Competitors: BMW X5, Audi Q7, Mercedes-Benz GLE, Volvo XC90, Lexus RX

The post 2021 Genesis GV80 2.5T and 3.0D Review appeared first on ForceGT.com.

Imagine trying to land your first job fresh out of university. You are one of hundreds applying for a handful of graduate positions and the competition is stiff. With no prior work experience, your CV is your only credential.

Genesis, Hyundai’s luxury upstart, faces a similar challenge. Established in 2015, the brand started off with the mid-size Hyundai Genesis sedan here in Australia before dropping the Hyundai connection a couple of years later to be known simply as the Genesis G80.

Then last year, Genesis officially became a standalone brand with its own ‘studio’, aka showroom, and a second model, the highly likeable G70 small sedan.

While it may lack the heritage and prestige of more established rivals, Hyundai has spent the last decade or so transforming its reputation from paddlers of cheap cars that people just settle for, to purveyors of stylish, desirable and quality vehicles.

Hyundai is consistently in the top five brands in Australia, with the i30 sitting in podium position for much of the last two years.

Now that it’s being taken seriously in the mainstream, the brand is taking the next step to establishing itself in the premium segment, much like what Toyota did 30 years ago with its now successful Lexus brand.

The first generation Genesis G80 was a good effort with decent dynamics, up-to-date technologies and luxurious finish, but the second-generation is a genuine threat to the established marques like the BMW 5 Series and Mercedes-Benz E-Class, with a driving and ownership experience that put some of them to shame.

However, in our SUV mad market, luxury sedans just don’t appear on buyers’ radar as much as a high-riding equivalent does. Meet the GV80, the G80’s lofty SUV cousin and genuine litmus test for the fledgling Korean premium brand.

Available as a five- or seven-seater, with rear or all-wheel drive, Genesis can now finally take the fight to luxury heavy weights such as the BMW X5, Audi Q7, Volvo XC90 and Lexus RX.

Prices kick off from $90,600 plus on-road costs for the 2.5T powered by a 224kW/422Nm 2.5-litre turbocharged four-cylinder petrol driving the rear wheels. All-wheel drive and a third-row of seats add $5,000 to the price tag.

Standard equipment is plentiful, with LED headlamps, 20-inch alloy wheels panoramic sunroof, a cinematic 14.5-inch infotainment screen, thumping 21-speaker Lexicon sound system with Apple Car Play and Android Auto, head-up display, heated and electrically operated front seats and dual zone climate control all included.

Other luxury features include the easy access function where the driver’s seat and steering column move out of the way to allow easier entry and exit without rubbing your knees on the steering column.

Genesis is even throwing in the first five services up to 50,000km for free, which are potentially worth a pretty penny as a further enticement.

Sitting in the middle of the three-tier line-up is the 3.0D, which is expected to be the main seller. Priced from $103,600, it comes with a 204kW/588Nm 3.0-litre inline six-cylinder turbo-diesel driving all four wheels.

Topping out the range is the $108,600 3.5T powerhouse as tested in this review. It is powered by a brand new 3.5-litre twin-turbo V6 pumping out 279kW and 530Nm of torque sent to all four wheels.

All variants are connected to an in-house developed eight-speed automatic transmission.

While not equipped to our test vehicle, a $10,000 Luxury Pack brings electric folding second and third-row seats, quilted Nappa leather, rear climate control, heated steering wheels, soft-close doors, massaging driver’s seat, active noise cancellation and a 3D digital instrument cluster.

The GV80 also comes with a long list of safety equipment. All models are equipped with:

• Forward Collision Avoidance Assist with car/pedestrian/cyclist detection, junction turning function, lane-change oncoming/side function, evasive steering assist function
• Blind-Spot Collision Avoidance Assist
• Blind-Spot View Monitor (a cool feature that swaps the tachometer with a camera view of the turning side of the vehicle)
• Driver Attention warning
• High Beam Assist
• Lane Keeping Assist
• Lane Following Assist
• Pre-active front seat belts
• Rear Cross-Traffic Collision Avoidance Assist
• Rear Occupant Alert
• Safe Exit Assist
• Smart Cruise Control with Stop & Go and machine learning function
• Surround view monitor
• Centre airbags that prevent front passengers from hitting each other

The most common comment from others when you’re driving the GV80 is “it looks like a Bentley”.

We can’t agree more. From the dominant “G-matrix” grille and twin-stack headlights at the front, to the chunky side profiles and D-pillars, there is more than a whiff of Bentley Bentayga in its proportions and detailing.

There is strong family resemblance to the G80 sedan, too, with its elegantly long and shapely bonnet, and short overhangs. Matched with huge 22-inch alloy wheels on the 3.5T (and 3.0D), the GV80 certainly stands out on the road.

Fit and finish are excellent, with all panels consistently lined and gaps kept to a minimum. It’s even better inside.

The GV80 isn’t just festooned with acres of leather and wood paneling, its wrapped around interior is rich in detail and uses horizontal lines to emphasise its width. The slim line air-con vents are seamlessly integrated between the top and bottom layers of the dash, while the old school, two-spoke steering wheels feels great in the palm of your hands.

The high-quality switchgear in the GV80 is unique to Genesis as opposed to being pilfered from the Hyundai parts bin. The various knobs with knurled finish remind us of those found in Audi’s, while the rotary shifter is made of real metal and glass with embedded LED light that changes as you select reverse.

A huge 14.5-inch high definition widescreen colour touch display with supporting console dial sits at the top of the dash, while a 6.0-inch touchscreen with haptic feedback sits further down to take care of climate control functions.

The centre console-mounted control dial acts much like an old iPod thumbwheel that allows you to scroll through songs, contacts and radio much easier while on the move. We also applaud Genesis for maintaining physical controls for the volume and various menu shortcuts.

If there’s one area that the GV80 is related to a Hyundai, it’s the infotainment system, but that’s a good thing. It might appear a little fancier with a defused nightscape of Seoul in the background, but it’s essentially the same system you might find on the high-spec Palisade with layout and functionality that is a lesson in simplicity and user-friendliness.

However, unlike the latest BMWs and Mercedes-Benz’s, there is no fancy voice-controlled ‘personal assistance’ in the Genesis. You could still use Siri once your phone is connected to Apple CarPlay but that’s about it.

The GV80 is a tad longer than the BMW X5 and Volvo XC90 but sits lower. Room is aplenty both in front and in the 2^nd-row, and the seats are well contoured and comfortable, with electric adjustment at the front and memory for the driver.

Further aback, the third-row of seats come with decent legroom and are easily accessible by sliding the second-row forward although headroom back there is at a premium.

While we don’t have the cargo capacity figures when all three rows of seats are in play, cargo capacity is rated at 727L with the 3^rd row stowed away and balloons to a cavernous 2,144 with the 2^nd row folded.

However, it’s worth noting that there is no spare wheel in the AWD models. A tyre puncture repair kit is your only rescue should you get a leak.

Performance wise, our 3.5T is probably the variant you should aim for if you like driving. Besides an abundance of power (279kW/530Nm) from its muscular 3.5-litre twin-turbo petrol V6, it is also equipped with high-tech adaptive dampers that adjust their firmness based on information from a front-mounted camera.

The camera scans the road ahead and primes the dampers to tackle road imperfections, much like the one in the Mercedes S-Class. On our pock marked roads, it works relatively well, delivering a plush ride that fits the luxurious image of the SUV. Flick it into Sport mode and the suspension tightens up as expected for better body control around the bends.

Genesis’ engineers have also given the GV80 an Australian flavour through “one of the most comprehensive ride and handling programmes we’ve put cars through”, with particular attention to the dampers.

It’s by no means a hot hatch but you never feel as though it’s a bout to tip over. There’s a level of agility to its handling that belies its size, thanks to its precise steering, which is pleasantly weighted and isn’t over-loaded in Sport mode. However, on-centre feel is a little lacking.

Overall, the GV80 has a distinctly sporty feel to it but not at the expense of refinement or ride comfort. It doesn’t resort to a dizzying array of chassis configuration to achieve this, either, beyond the Sport mode’s more aggressive tip-in and the transmission’s preference for higher revs.

There are no squeaks or rattles in the car, a testament to Hyundai’s built quality and the rigidity of the GV80’s structure.

However, you do pay the price at the bowser, with the 3.5T returning a V8-like 14.7L/100km over our 500km mixed test, thanks to the absence of stop/start. It also requires 95RON premium juice.

Verdict

2021 Genesis GV80 3.5T pricing and specification

Competitors: BMW X5, Mercedes-Benz GLE, Volvo XC90, Lexus RX

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