The Electrified GV70 (a name we don’t like, as ‘electrified’ usually implies partial electrification of the powertrain, such as a hybrid, while ‘electric’ means an all-electric car) doesn’t drive the dedicated E-GMP platform that underpins the Genesis GV60Hyundai Ioniq 5 and Kia EV6. Rather, it’s literally an electric version of the petrol GV70 as is the electrified G80 sedan, although Hyundai insists the architecture was designed with battery performance in mind. The battery itself rides under the floor, like most dedicated EVs, while the driver lives under the hood, leaving just enough room for a small cargo box (just a frunk in the name).
Genesis gave us a preview of the car ahead of its American debut at the Los Angeles Auto Show. But for the color, we could have looked at that our own GV70 3.5T endurance test car. The biggest visual difference is the grille plate, which is no longer needed as an air intake; Hyundai has cheekily placed raised diamonds where vents used to be (sort of an inverted grille – got it?). On the other hand, placing the charging port in the nose of the vehicle brings with it a few problems – namely chargers on the side of the vehicle, or, shall we say, lightweight ones Fender bends that may foul the port.
At the rear, a smooth panel covers the space where the engine’s large exhaust outlets would otherwise be located. The brake calipers are white, which we think would make them a magnet for collecting brake dust – but if the GV70’s regenerative braking works as well as it does on other EVs in the Hyundai group, there won’t be much brake dust to collect.
When you get behind the wheel, the view from the driver’s seat is much the same as the petrol car, save for the color scheme (an optional dark green and white palette already offered on other Genesis EVs) and a “boost” button in the center steering wheel spoke (which we imagine will have the same grinning effect as the GV60). What were once paddle shifters now change the level of regenerative braking, just like other Hyundai/Kia/Genesis EVs. The instrument panel includes slick 3D graphics with a power/regen meter instead of the tachometer. The back seat feels a little firmer; Genesis told us to expect a slight reduction in internal dimensions, which we’ve already noticed with the Electrified G80 compared to the gas-powered model. And while the gas GV70 has a spare tire under the cargo floor, the electric version uses that space for, er, electrical stuff.
Structurally, Genesis was able to simplify the body structure of the Electrified GV70 compared to the petrol engine version because the battery box offers great rigidity. The suspension components have been strengthened to compensate for the extra weight. When we first drove the Electrified G80, we found that the handling characteristics were largely the same as the petrol one, and we expect the Electrified GV70 will emulate the driving dynamics we enjoyed on the combustion engine version.
As for the mechanical parts, Genesis has no official details to share, but did note that the car is already available in other markets, which they pointed out while blinking in a comically exaggerated way. The electrified GV70s from the rest of the world have a twin-engine, all-wheel-drive drivetrain with a total output of 320kW, which for us Murican equates to 429hp, and happens to be the same power output as the twin-engine GV60. The battery is listed as 77.4kW, again the same as the GV60.
They’ve told us the Electrified GV70 has the same 800-volt system as the E-GMP vehicles, and that means we should see the same fast charge rates. The Hyundai Group likes to boast that their E-GMP cars can charge from 10% to 80% in 18 minutes (assuming you can find a 350kW fast charger), a claim we have repeatedly verified. That’s a good thing for the Electrified GV70, because based on the numbers we’re seeing, its EPA range will likely be slightly less than that of the smaller, dedicated EV-GV60 – 240 miles would be our educated guess. We were hoping for something closer to (or better than) the 282-mile range of the Electrified G80 sedan, but that’s the caveat when working with a dedicated non-EV platform. There just doesn’t seem to be room for the G80’s 87.2kWh battery, let alone something bigger.
The Electrified G80 will be the first Genesis model to be assembled in the US, at the same Montgomery, Alabama, plant that builds the Hyundai Elantra, Santa Cruz, santa feand Tucson. State assembly is a criterion the GV70 must meet in order to qualify for the revised federal electric vehicle tax credit. the others concern the contents and assembly of the battery (still an unknown, at least for us) and the price, which must be under $80,000 for SUVs.
Based on our estimate based on the premium Genesis fees for the Electrified G80, and throwing in some extra money for the target fee and next year’s price increases, we think the electric GV70 will likely cost around $75,000. Steep, yes, but remember that owners of an electrified GV70 will never have to buy gas or change the oil. je.
We’re making a lot of speculation here, but we should have facts soon. The Genesis Electrified GV70 is slated to start production in the next few weeks and it shouldn’t be much longer before it’s available from retailers (and hopefully retailers too). engine trend Parking spot). Given our high regard for the gas-powered GV70 and the company’s other electric vehicles, we’re excited to try it out.
Looks good! More details?