Performance & drive
What it’s like to drive, and how quiet it is
The GV60 is available in three guises – Premium, Sport and Sport Plus. So far, we’ve had the chance to test the Premium and Sport Plus versions on European roads.
Sport Plus is the car's most potent offering, and has an electric motor on each axle for four-wheel drive. In normal driving, each motor works at 160kW, but there's a Boost button on the steering wheel, and when you push it, that figure rises to 180kW, delivering a combined 483bhp. That’s at least 100bhp more than any Kia EV6.
The GV60 appears to have straight-line speed sorted, then, but what about when things get twisty? Well, it would appear that the GV60 is well-covered in this department, too.
From the get-go you can tell that it's been set up for a sporty driving experience. It's evident from the car’s handling, which is composed for a heavy electric SUV. It grips well and body lean is mostly minimal. However its heavy weight doesn’t help on that front when things get more twisty. And while the steering is accurate, there isn’t much in the way of feel. This leaves you without much of an idea of what the front wheels are up to.
Still, it’s clear that Genesis has made an effort to add some drama to the driving experience. When you toggle Sport mode – the sharpest of the three driving modes, with a quicker accelerator response and more weighty steering – the gauges glow red and the seat bolsters tighten to grip you into your seat. For more daring drivers, all models come with a Drift mode too, and this is enabled via switching off the traction control button.
Comfort is the default driving mode, which the car automatically enters upon start-up, and provides the smoothest progress. Eco, meanwhile, does as its name suggests and does its best to maximise range. You can also adjust the strength of the regenerative braking via the paddles on the steering wheel. Level 1 is the weakest and Level 4 or ‘I-Pedal’ is the strongest and most aggressive, enabling the electric motor to recuperate more energy back into the battery.
While the ride is on the firm side, it doesn’t feel harsh, and the suspension is well-controlled over bumps and potholes. Of the models we tested, the entry-level Premium version was the most comfortable, thanks to its smaller 19in wheels, and the Sport Plus was a little harsher with its larger 21in wheels and low-profile tyres. The mid-level Sport comes with 20in wheels as standard, however we are yet to drive this version.
Of course, you have to take all those numbers with a pinch of salt when it comes to real-world driving, but the Premium should go further than the Hyundai Ioniq 5, the Jaguar I-Pace and the Volkswagen ID.4. It even has a higher official range than the Tesla Model Y Long Range, although that's a very efficient car so it remains to be seen whether the GV60 can beat it.
Being electric gives the GV60 the obvious advantage of creating no engine noise, except for the whine of the motors when you put your foot down. At motorway speeds, it remains refined, with some wind and road noise but nothing that’ll ever become annoying.