Driving Report Genesis GV60 Sport plus
After the Kia EV6 and Hyundai Ioniq 5, the Korean engine manufacturer launches the Genesis GV60, the third electric car according to the E-GMP platform. The e-crossover cuts down on good figures as well as two tech brothers.
Showmanship is part of the car manufacturer today. Starting with the car’s front and rear headlights, which turn into a light bulb, go through the available info on the infotainment menu. Now even those sane Koreans are doing a great show. As soon as you turn on the Start GV60, the ball in the center position rotates 180 degrees and provides automatic control keys. Of course, Crystal Sphere (yes, there are commercial acrobatics in South Korea as well) is cunning, it is very strange if you take it seriously, but we love the small festival even in the tenth performance. Just one question for us: What exactly happens when a system goes on strike?
More on that later. We will now focus on the interior, which is more attractive than the plastic environment of the VW ID.4 GTX, which has a laminated texture and leather. However, since Genesis considers itself the first brand, the Audi Q4 50 e-tron quattro is more competitive. But the interior of the Genesis GV60 is also impressive in comparison to the premium electric car from Ingolstadt. Fine leather and small pleasing items such as the fact that the software on the doors are color-coded and jacket hooks are made of sturdy chrome steel.
The concept of the Genesis GV60 display is different from that of the Audi. In Korean, the cockpit and infotainment touch screen are 12.3 inches. Great movie. In the Audi Q4 e-tron, the cockpit has a mobile-sized screen behind the steering wheel, but instead is a XXL head display that throws arrows flying across the road in front of the driver. On the GV60, windshield displays are standard, but can still be controlled. You could say that Asian craftsmen cannot get rid of their skin when you want to adjust the length of the HUD. Instead of an attractive and clear “height” it adjusts the display as a coordinate system on the “Y-axis”.
Display panel panel displays are clear and, if necessary, also modern with round instruments, which we love the most. Since Korean designers were allowed to act with a long rope and cross the computer Start, you can display the car by painting in infotainment menus. The service is impressive. You slide your finger through the tiles and select the corresponding menu item. But why there are two different points of contact for connecting to a smartphone is not clear to us. So you connect smart phones via Apple CarPlay or Android Auto in one dot, but not wireless, which is somewhat surprising due to the obsession with Start Engineer technology, and the traditional Bluetooth connection under another. It would be best to combine both options under “Phone”.
Initially the GV60 is based on the E-GMP (Electric-Global Modular Platform) architecture of Hyundai Motor Corporation and thus shares technology with Hyundai Ioniq 5 and Kia EV6. This also means 800 volt charging technology and thus faster charging than possible for the 400-volt Audi Q4 e-tron variant. So a 77.4 kilowatt hour battery is charged from 10 to 80 percent in 18 minutes on a 350 kW fast charger. If the power station manages 50 kW, it takes 73 minutes and in an 11 kW wall box from 10 to 100 percent 7 hours 20 minutes. When connected to an AC household socket, the battery is recharged after 34:20 hours.
Starting GV60 is only available with all-wheel drive but in two versions. In the sports version it is 160 KW / 218 PS rear and 74 kW / 100 PS front (plus 234 kW / 318 PS). In the Sport Plus model we drove, both axles have 160 kW / 218 PS power supplies, which results in a 320 kW / 435 PS system output, which on the GV60 Sport Plus can be amplified using the boost button. The steering wheel can be increased from 20 KW / 37 PS per motor to 360 kW / 490 PS for ten seconds. Despite its 2,145 kg E-SUV weight, it offers more than just good driving performance: After four seconds, this GV60 breaks the 100 km / h mark and keeps rumbling up to 235 km / h. Due to the speed motors, the E-Crossover can do this with direct input. Basically, the GV60 is a rear-wheel drive with electronic variant (E-LSD). The front axle is turned on at lightning speed only when required. Because of this concept, the Korean e-crossover also has a fun slippery slope. You automatically turn it on to “P”, turn off ESP in game mode and simultaneously pull both steering paddles for three seconds. While driving, you set the recovery power with two paddles or leave the system in automatic mode. Powertrain works differently in the three modes of operation Eco, Comfort and Sport, but even in Eco, where things are stored in sync, the two engines play their power when you press the acceleration pedal, which can be important for safety.
With all its playback, the Genesis GV60 is comfortably designed, with no chassis being completely split and therefore no synthetic driving experience. Despite the 21-inch wheels, the flexible chassis handles the road surface smoothly easily, even in the Game app, without irritation and without much difficulty. The steering doesn’t have to compete with the Porsche Taycan either, but it does offer enough feedback that you can let the GV60 fly. We are pleased to note that the side seats are air-conditioned if necessary and provide additional side support. Our experimental vehicle had optional external digital mirrors (cost an additional 1,460 euros), which work well with door monitors, including distance paths and an invisible component. It is not absolutely necessary.
These details and other accessories increase the price of the Genesis GV60 Sport Plus test car from 71,010 euros to 84,730 euros. Significantly higher than the entry level price of the Audi Q4 50 e-tron quattro, which costs at least 53,600 euros, on which the GV60 sports variant (56,370 euros) depends. Genesis mentions the 466-kilometer range for the GV60 Sport Plus, with us the computer on board showed 333 kilometers. It should be noted that this value always depends on the profile of the previous driver. Typical consumption is 19.1 kWh / 100 km, we came up with 19.6 kWh / 100 km during our test drive. And this despite the fact that Genesis does not participate in aerodynamic battles for percentage points at any price and offers a decent car with a drag rating of 0.29. Finally, there is the answer to the question asked at the beginning, what happens if the Crystal Sphere does not spin. I mean nothing. This is the same when the automatic lever is stuck. Then the workshop should go.