There’s only one battery option with the GV60, a 77.4kWh pack mounted in the floor. That is connected to a 229PS (168kW), 350Nm (258lb ft) rear-axle motor the basic Premium GV60. Sport AWD models get a 218PS (160kW) rear motor and an extra 100PS (74kW) front for a total of 318PS (234kW) and 605Nm (446lb ft). The top spec Sport Plus AWD GV60 gets two of the 218PS motors which combines to give 435PS (320kW) and a maximum 700Nm (516lb ft) in boost mode. Which, let’s be honest, is more than meaty enough.
Range, as always, changes depending on the model. A Premium will hit 321 miles on a full charge while the Sport Plus AWD brings that down to 292. The GV60 has 800v technology, so if you can find a 350kW charger it can go from 10 to 80 per cent charge in just 18 minutes – more than enough time for a trip to the services and a Costa.
Speed is delivered with alacrity in all three versions, we drove the Premium and Sport Plus models and found the former to actually deliver more than enough for a spirited drive (the Premium model will hit 62mph in 7.7 seconds and the Sport Plus in four flat). Genesis has fitted the GV60 with a suspension system that scans the road and sets the damping up dependent on what’s coming. This makes motorway cruising as smooth as a chilled beer on a hot day. The same is true round town, where it spots ruts and manholes and adjusts as such. Perhaps the downside is that, if you’re looking for performance, it can leave everything feeling a little anemic. As the suspension changes the wheel rarely weights up, and where the Kia EV6 has been blessed with a more rear-biased all-wheel-drive system, the AWD on the GV60 feels a bit more set for the middle – understeer will come, oversteer unlikely.
This is where the cheaper Premium model perhaps excels over its more expensive sibling. The lack of front motor feels a little nicer to the right foot, the front tyres are a teeny bit less stressed by loads through them and the slightly lower weight (1,975kg rather than 2,145) is noticeable. The fact that the Premium’s rear motor is slightly more powerful only helps it feel a little more alive.
Finally, we need to talk gimmicks, because we wouldn’t be in an EV if there weren’t some. First up there’s drift mode (only on the Sport Plus), which if you have it sends more power to the back to allow you to execute long drifts at relatively slow speeds. Did we had a chance to try it on the roads around Frankfurt? No. Then there’s BOOST mode. In a move similar to Porsche’s Sport Response button, this bumps power up for a short period – ten seconds of an extra 20kW – for overtaking and the like. You may well use the latter; we’d almost put money on you never touching the former more than once.