It’s always fun to stomp the gas pedal on an electric vehicle. We’re hooked on the rush of instantaneous propulsion, and the ability to boost that propulsion at any time only adds to our addiction. Boost mode can be addictive and may trigger spontaneous acceleration, hence a warning label will be required for the 2023 Genesis Electrified GV70.

To increase the electric GV70’s peak output from 429 to 483 horsepower for up to 10 seconds, press the Boost button located at the bottom of the steering wheel. You can easily squeeze by other slow drivers using that expansive opening. As we discovered lately while driving around Atlanta’s highways and roads, it’s excellent for making people laugh but terrible for maintaining the 77.4 kWh battery’s charge.

Electric GV70

In addition to the smaller GV60 SUV and the Electrified G80 sedan, the Electrified GV70 is Genesis’s third electric model to be released in the past year. There are now 15 states where you may purchase the trio, and that number is steadily growing.

When the Overboost Is Overused

Although though the Electrified GV70 isn’t a performance-focused variant, it offers a superior driving experience compared to the GV70 3.5T Sport Prestige that runs on gasoline. Both versions are nearly indistinguishable at first glance, but the new electric one can be recognised by its closed-off grille (with a hidden aperture to access the charge connector), in addition to its unique 20-inch wheels and redesigned bumpers. Moreover, it lacks exhaust pipes and instead makes eerie humming noises to draw the attention of pedestrians.

The GV70 is essentially a carbon duplicate of its gas-powered relatives; however, after getting behind the wheel, we found that electric equals better performance. With its battery pack situated on the floor, the EV has a lower centre of gravity than the 3.5T and the same Michelin Primacy Tour A/S all-season tyres. Yet if the friction and regenerative braking systems aren’t well blended, the brake pedal can feel unsettling at times.

With its 483 horsepower, the Electrified GV70 more than makes up for that oversight. According to Genesis, there is no limit to the number of times the overboost function can be activated; the game is over when the battery dies. If you decide to take the southern route like we did (for a while), you should probably contact a tow truck before you get the Genesis’s estimated range of 236 miles. As compared to the Tesla Model Y (up to 330 miles), that number is significantly lower, while the Lexus RZ has a far better range (196 or 220 miles, depending on wheel size). It also has a longer range than the 2023 Genesis GV60 Performance, with which it shares an all-wheel-drive powertrain, according to EPA estimates.

We started the drive high on the thrill of the Electrified GV70’s explosive takeoffs and were a little too generous with Boost mode, but we quickly came to our senses as we saw the range indicator plummet. We have personally confirmed that a GV60 can be charged from ten to eighty percent in just eighteen minutes when hooked up to an 800-volt DC fast-charger. We had to resist the temptation to keep mashing the Boost button and flooring it because Genesis’s planned driving route didn’t include any charging stops.

Torque steer plagued our strong launches in the electric GV70’s Boost mode, but releasing our right foot from the accelerator solved the problem. Our efforts to reduce our carbon footprint led us to experiment with four different levels of brake-regen control using paddles on the steering wheel. We found the strongest choice to be the most pleasant for driving with only one pedal, while the intermediate and weaker options were nearly indistinguishable.

Is it a Good Idea to Not Use Gas?

The Electrified GV70 is a significant upgrade over the gasoline version in terms of cabin quietness, thanks to its sturdier construction and increased sound deadening. It’s possible that the silence is deafening, since we heard the wind through the A-pillars at high speeds and could hear nothing else.

Apart for the EV-specific options on the digital gauge cluster and the large infotainment screen, the inside of this Genesis barely hints to its electric propulsion. It would be nice if Genesis, which currently requires a cable for Apple CarPlay and Android Auto, would introduce wireless versions of these systems.

Fortunately, there aren’t many drawbacks to choosing the EV. Both the ICE and electric models offer almost the same amount of interior and cargo space, at 29 cubic feet behind the rear seats. Both versions of the GV70 can tow up to 3,500 pounds, though doing so will significantly cut into the vehicle’s range. Moreover, the EV has vehicle-to-load capacity, allowing it to function as a tiny generator capable of supplying up to 1.9 kW to run auxiliary equipment.

First Genesis vehicle not assembled in South Korea is the Electrified GV70. Since it is a sport utility vehicle (SUV) with a base price of less than $80,000 and is produced at Hyundai’s Montgomery, Alabama assembly plant, it is currently eligible for the maximum $7,500 federal tax credit provided by the Inflation Reduction Act. Nevertheless, if the government finalises its battery-sourcing regulations, that price cut might decrease to $3750.

When comparing the Electrified GV70 to the nearly identical GV60 Performance in terms of price, size, and powertrain, the government rebate provides an additional incentive to choose with the Electrified GV70. According to Genesis, the GV60 is designed to entice people who are already curious about electric vehicles, while the GV70 is better suited to win over those who prefer internal combustion engines.

The base price of an Electrified GV70, the Advanced model, is $67,550 before any discounts are applied. At $74,350, we were able to drive the more luxurious Prestige trim, which comes standard with features such as a 3-D digital gauge cluster with a head-up display, nappa leather upholstery, heated rear seats, a premium Lexicon sound system.