Genesis Electrified GV70 Review & Prices

The Genesis Electrified GV70 is a luxurious electric SUV that’s perfect for people who don’t like to go with the crowd. It’s a bit like using a Linux operating system on your laptop, instead of Windows or MacOS.

That’s because while you could buy something like the BMW iX, Audi Q6 e-tron, or Polestar 3, the badge on the Electrified GV70’s bonnet will perplex passers by.

Not that Genesis is some unknown upstart. Sure, the brand has only existed for a decade in its home country of South Korea, and even less in the UK, but it’s the luxury arm of Hyundai and Kia, so it has well-established underpinnings.

It looks good, too. It’s a big old beast, yet sleek and curvy too. An update for 2025 brought minimal changes aesthetically, so you still get the double headlight design – complete with new LED tech – and a big grille, which also hides the charging port.

Changes are more obvious inside, thanks to a massive widescreen display – it looks like your typical two-screen setup, but is actually one 27.0-inch screen. It’s OLED, so the graphics are crystal clear, and it’s highly customisable – our test car had a widget highlighting the latest sports scores, for example.

Genesis Electrified GV70: electric range, battery and charging data

Range: 298 miles
Efficiency: 3.2 miles per kWh
Battery size: 84kWh
Max charge speed: 240kW
Charge time AC: 7h 55min, 10-100%, 11kW
Charge time DC: 19 mins, 10-80%, 240kW
Charge port location: Front
Power outputs: 490hp

More impressive though is just how luxurious the Genesis feels. Equivalent BMW and Audi interiors are lovely, and the Electrified GV70 feels at least on par, from the simple, classy design to the high quality materials throughout. The gear selector and some switches let the side down a bit, but only a bit.

Space is good up front, and there’s ample storage, but it’s less impressive in the back seats. There’s just about enough space for two adults, but it’s far cosier than the Q6 e-tron, iX and Polestar 3.

Boot space is about average. At 503 litres it’s basically the same as the BMW iX, roomier than the Polestar but smaller than the Audi Q6 e-tron. You do get a (very) small front boot, though.

Genesis keeps your power options simple with one motor and one battery. The official range is 298 miles, and efficiency of 3.4 miles per kWh during our test indicates this should be possible with careful driving.

All alternatives will go considerably further on a charge, though. Fortunately the Electrified GV70 makes up for this with ultra-fast charging speeds.

The lack of motor options doesn’t disappoint; with 490hp it’s almost unnecessarily quick for a car of this type. Keep it in its comfiest settings and, if you can resist the urge to call upon all those electric horses, it’s smooth and easy to drive. Rutted roads can unsettle the suspension, but for the most part this is a comfy car.

At no point does this car feel sporty, lumbering through corners with disdain for your attempted enthusiasm. Don’t let that power figure fool you, nor the inclusion of a Boost button for 10 seconds of warp speed power, nor the artificial gear shifts borrowed from the fantastic Ioniq 5 N. It’s like a luxury drag racer – keep your yobbish driving in a straight line, please.

Ultimately, if you’re looking for a posh electric SUV, this is a fantastic option that’s well worth considering alongside alternatives from BMW and Audi, even if you’re not trying to be different.

You can get a great price with Carwow’s Genesis Electrified GV70 deals, or browse Electrified GV70 lease prices for an alternative route to ownership. Our network of trusted dealers also have used Electrified GV70 stock, as well as other used Genesis models. And when it’s time to sell your car, Carwow can help with that, too.

In the company of the best posh electric SUVs, the Electrified GV70 looks like quite good value. The BMW iX and Polestar 3 both start around £70,000, while the Genesis is about £5k cheaper than that – yet still comes with a decent level of kit. The Audi Q6 e-tron starts at £5k cheaper again, though top-spec models are considerably pricier than a fully loaded Genesis.

That price range also puts it into the ballpark of the Kia EV9 – it’s a bigger car, and seats up to seven, but it’s worth considering as it won Carwow’s Outstanding EV award for 2025. It’s nowhere near as luxurious inside, but the cabin is cavernous.

There are three trim levels on the Electrified GV70, called Pure, Dynamic and Luxury. Standard kit includes adaptive cruise control, a wireless phone charging pad, and heated front seats and steering wheel.

Top-spec models feel like good value considering what you get – a Bang and Olufsen sound system, an electronic panoramic sunroof, ventilated front seats and active noise cancelling for a quieter, more refined drive.

Generally comfortable and relaxing to drive with monstrous performance, but can be a bit jiggly on rough roads

In town

Around town the Genesis Electrified GV70 has a slightly odd character. It’s smooth and the punchy electric motors make it ideal for nipping quickly into gaps in traffic, while the suspension copes quite well with speed bumps and other larger lumps in the road. However, over rough surfaces and potholes it can feel like the wheels are jittering about which knocks the serenity somewhat.

It’s a big car, but decent visibility all around means it’s not an intimidating thing to pilot down narrow streets. You get front and rear parking sensors, and a reversing camera as standard, but you need to step up to the mid-spec trim for the full 360-degree surround-view camera.

This trim also adds a neat feature called Remote Smart Parking Assist. This was present on the old Electrified GV70, but here it’s been improved. It’s great for parking in tight spaces where you might struggle to squeeze out of the door.

On the motorway

If you’re looking for a comfortable and refined motorway cruiser, the Electrified GV70 is up there with the best of them. The suspension settles down here and the big, comfy seats keep you feeling fresh even after hours behind the wheel. There’s little in the way of wind and road noise, either, and the powerful electric motors make overtaking a breeze.

You get adaptive cruise control, which maintains your speed and distance to the car in front, and lane-centring as standard. You need to keep your hands on the steering wheel at all times for this semi-autonomous tech, but the car can now sense your hands on the wheel so you don’t have to periodically tug it to let the car know you’re still in control.

Mid-spec models get the simple but clever camera-based blind spot monitor. When you indicate to change lanes, a live feed of your blind spot appears in the driver display so you can check if anything is coming. Meanwhile top-spec models get active noise cancelling to make the cabin even quieter at speed. That’s a lot of clever, useful tech for not crazy money.

On a twisty road

Despite the performance on offer, the Electrified GV70 is best driven in a sedate manner. Put your foot down, particularly in Sport mode, and you’re pinned back in your seat by the rapid acceleration. Maximum power comes from the press of the ‘boost’ button, not that you’ll ever be left thinking you need more after booting it in Sport mode.

However, there’s a lot of body roll, and the tyres feel like they’re never really up to the job of hustling this heavy SUV down a twisty road. If that’s what you’re after, the BMW iX is much, much better, as is the Polestar 3.

One neat thing is that it has the same nifty artificial gear change technology as the Hyundai Ioniq 5 N, which uses fake sound and manipulation of the motor’s power to trick you into thinking the car has a petrol engine. While it works fantastically well in that car, it feels a bit pointless in a car like the Electrified GV70. A fun party trick, but you won’t use it beyond showing your mates.

Spacious in the front with a pretty big boot, but rear seat space is disappointing

It’s easy to get into the right driving position, and even taller drivers should be able to get comfortable with plenty of steering wheel and seat adjustment. Those electrically adjustable seats are lovely, more like armchairs than car seats, and top-spec models can add optional extras that include a massaging function.

Good-sized door bins and glovebox, a pair of cup holders and a large under-armrest cubby hole mean there are plenty of places to put things, too. Another optional extra adds a UV-C sterilising light to the storage under the armrest, useful for putting your phone or other items that get mucky, such as a baby’s dummy.

Space in the back seats

It’s not quite so roomy in the back seats, which are a bit tighter than you’re expecting of a car this size. Kneeroom is just about acceptable for taller passengers, but there’s not much space for your feet either, so you have to sit quite upright and not shift position much, which can get tiring on a long trip.

Heated rear seats on top-spec models should help those in the rear forgive you, but there’s not much in the way of storage in the back either.

Bulky child seats should be just about fine, but locating the ISOFIX mounting points between the cushions could prove a bit fiddly.

Boot space

At 503 litres the Genesis Electrified GV70 should be roomy enough for most. That figure is a bit bigger than the BMW iX (500 litres) and Polestar 3 (484 litres), though if you do need more room the Audi Q6 e-tron gets 526 litres.

Actually, if space is your key priority and you’re not worried about sacrificing a little luxury, the Kia EV9 has a whopping 828 litres of space in five-seat mode.

The bumper is a little high but access is easy enough, and you have a large square space, though the parcel shelf isn’t particularly high, so carrying tall items could be a pain. There are levers in the boot to fold the rear seats easily, though.

There’s also a front boot, or ‘frunk’, under the bonnet, but at 25 litres it’s not particularly useful beyond being somewhere to store your charging cables. There’s a tiny space under the boot floor, too.

High-quality materials give the cabin a luxurious vibe, but a few cheap parts let it down

Modern car interiors tend to put such priority on sharp, modern designs and prominent screens that they can feel a bit cold and unwelcoming. The Electrified GV70 has no such issues, expertly blending the cosy atmosphere of your living room with all the tech you could want.

The main talking point of the latest Electrified GV70 is that ultra-widescreen display. It’s one 27.0-inch display that wraps around from behind the steering wheel to the centre of the car, showing driving information ahead of you and infotainment menus in the centre.

It’s highly configurable so you can have whatever info you want, almost wherever you want. The screens are crisp, quick and relatively easy to use, though finding some of the lesser-used settings can be far from intuitive.

You also get a separate display beneath this for your climate controls. It’s a bit fussy to use with lots of information on show, and being lower down means you have to look far away from the road to make changes, but you do get physical dials for the temperature, which are nice and easy.

For the most part, material quality is top-notch. All the surfaces are soft and squidgy, and our test car’s white cabin felt particularly classy. Until we trudged wet, muddy trainers through the plush carpets, of course.

There are also a few dials and switches that don’t quite feel up to scratch, such as the rotary gear selector and some of the buttons on the centre console. Not the end of the world, but they feel a bit cheap and plasticky, all the more noticeable when everything else is such high quality.

Whichever trim you go for, there’s just the one motor and battery. You get an 84kWh battery (up from 77kWh in the old model) that provides a range of up to 298 miles. The dual motor setup has 490hp in Boost mode, but even without pressing this tempting little steering wheel-mounted button, it feels ludicrously quick.

That range is down on alternatives. For Electrified GV70 money, you can go 438 miles in a Polestar 3, 391 miles in the Audi Q6 e-tron or 375 miles in a BMW iX.

Where the Genesis claws back some points is fast charging. Find a charger that supports such speeds and it has a peak of 240kW, meaning the 10% to 80% top up takes just 19 minutes. Typically you can be satisfied with anything under half an hour.

Another useful note is that the Electrified GV70 gets a heat pump as standard, which improves range in cold weather, useful for UK winters (and, let’s be honest, summers).

Being an electric car means that the Electrified GV70 qualifies for the lowest first-year Vehicle Excise Duty band, but its price is comfortably above the threshold for the so-called expensive car supplement, which you’ll have to pay in years two to six. It also falls into the lowest Benefit-in-Kind bracket for company car choosers.

Although the Genesis Electrified GV70 has not been safety tested by the experts at Euro NCAP, Hyundai and Kia EVs tend to score top marks, so you can be reasonably happy it’s a safe car.

Standard safety kit includes Highway Driving Assist, which includes adaptive cruise control and lane-centring, as well as a driver distraction warning and a system that can switch drive modes depending on the road surface automatically. Mid-spec models get a blind-spot monitor and some additional collision avoidance tech.

With Genesis being such a small brand it’s perhaps no surprise it doesn’t feature on the Driver Power owner satisfaction survey. However, sister brand Kia’s third place should be reassuring, even if Hyundai being down in 17th (out of 32 manufacturers) isn’t quite as comforting.

Genesis' unique selling point is the ownership experience. For example, all owners get a personal assistant who can answer any questions you have, and is your point of contact for any servicing or repairs. They will even organise for your car to be collected from your home whenever any work is required, and will provide a courtesy car, too.

This is all part of the unlimited mileage five-year warranty – or Care Plan, as Genesis calls it. That’s much better than what you get from other premium car makers, such as BMW, Audi and Mercedes, which each offer just three years of cover.