2023 Genesis GV60

2023 Genesis GV60

Right Vehicle At The Right Time

Episode 4204
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Genesis’ first foray into the world of battery electric vehicles was a modified version of their G80 sedan; and while it was a fantastic effort, getting the full benefits of an EV requires a dedicated EV chassis. So, you can probably see where this is going, this GV60 is their first to ride on Hyundai’s electric global modular platform, yet another new beginning for Genesis.  

The 2023 Genesis GV60 may be the brand’s first dedicated BEV, but it’s not entirely new to us, as it’s based on the Hyundai IONIQ5 which we tested a few months back and were quite impressed with. And like the IONIQ5, the GV60 is a capable handler, has good overall balance, a smooth ride, and swift acceleration; all things that help you enjoy driving, no matter what the power source. 

The interior is uncluttered and modernly simple, due mostly to the open floorplan, but still highly luxurious; though the tall floating center console keeps it from feeling as roomy as it could. Materials are a mix of sustainably sourced plant-based leather and fabrics made from recycled plastic. A 12-inch high-def touchscreen for infotainment is standard, as is a 17-speaker B&O sound system and a fixed glass panoramic roof. 

Just an LCD panel for gauges, which is typical these days, as are the touch-sensitive controls; but there are some unique features and controls to be found, like a boost button on the front of the steering wheel and brake regen paddles behind. We’re generally not fans of rotary style shifters, but when its disguised as a crystal ball, well it’s hard not to be entranced or look for answers. Will this car get to 60 in less than 4–seconds?

Well, all signs point to yes, as this all-wheel-drive GV60 Performance features a 160-kW electric motor for each axle; outputting a total of 429-horsepower and 516 lb-ft. of torque. The standard Advanced edition has a smaller 74-kW motor up front for a 314-horsepower output, but gets the most range, at 248-miles. Our Performance tester is rated for just 235-miles, but there was an indicated 257 available at 100%. We drove conservatively, doing our best to drain the battery, and were indeed on pace to get 259-miles before needing to plug in. No surprise, the GV60 Performance also has a good efficiency rating of 36.8-kWh/100 miles. 

Now, few would call the IONIQ5 gorgeous, but Genesis has certainly taken it in a new direction; with a smooth and purposeful design that showcases the “athletic elegance” side of the brand. Genesis hallmarks such as the barely there parallel lines for headlights and Crest grille remain; but the jagged-line chrome trim, rear spoiler, and color highlights, clearly take it in a sportier direction. Less obvious, is the new wing logo, made thinner to enhance aerodynamics, along with the pop out door handles. And if you happen to forget your key fob, you can access the car and get moving simply with facial recognition.  

Since the crystal ball didn’t provide any answers, it was off to the track to get some hard numbers. And there was a tremendous amount of power delivered at launch, with a unique spaceship-like soundtrack along for the ride as we sprinted to 60, taking that full 4.0-seconds. Hitting that boost button on the steering wheel gives you max torque and the sensation that you just engaged warp speed.

Power delivery stayed pretty intense until we hit 80 miles-per-hour, at which time it leveled off for a more serene finish to the ¼-mile. Our best time was 12.4-seconds at 112 miles-per-hour. The GV60 Performance clearly lives up to its name there, but a little less so when it comes to handling.  We could really feel this utility’s weight through the cones, and it doesn’t seem to carry that weight as low as most EVs. 

For now, all GV60s are all-wheel-drive, with the base Advanced starting at $59,985; the Performance at $68,985. 

So, while the Genesis brand hasn’t been around all that long, big changes are already taking place. Jumping into the EV world with their G80 sedan was a fantastic start, and following it up with this 2023 GV60 utility seems to be the right vehicle at the right time.  And, even in the automotive world, timing is indeed everything.


  • Motor Setup: Dual Motor
  • Horsepower: 429
  • Torque: 516 lb-ft
  • 0-60 mph: 4.0 seconds
  • 1/4 Mile: 12.4 seconds at 112 mph
  • EPA Range: 235 miles
  • MW Range: 259 miles
  • Efficiency: 36.8-kWh/100 miles
2024 Subaru Solterra 3/4 Front

2024 Subaru Solterra

The Solterra Gets Subaru Into The EV Game

Episode 4339
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

You could say that Subaru is one of the more conservative brands out there. So, it’s no surprise it took them a little longer than most to venture into pure EV territory. But now that they’ve staked a claim with this Solterra, it’s time for us to see if Subaru buyers should plug in.

The Subaru Solterra is indeed the brand’s first full battery-electric vehicle; and while it took partnering with Toyota to make it happen, as we’ve seen with the BRZ and GR86 sport coupes, that partnership can lead to some great things.

So, we’ll start there; the Solterra’s counterpart is the Toyota bZ4X, and they do share most powertrain elements, specs, and features; but Subaru has done a few things to establish some unique vibes for their brand. That starts with the drivetrain, as all-wheel drive is standard here as in most Subarus, and in similar tradition, power won’t overwhelm you, it’s more safe and familiar feeling than overpowering as some EVs can be. Called StarDrive, this Subaru’s dual-motor setup rates 215 horsepower and 249 lb-ft of torque. Subaru loves to tout that their drivers are second only to Jeep owners when it comes to venturing off pavement, so capability is a must.

2024 Subaru Solterra Dead Front
2024 Subaru Solterra 3/4 Front
2024 Subaru Solterra Headlight
2024 Subaru Solterra Front Emblem
2024 Subaru Solterra Wheel
2024 Subaru Solterra Profile
2024 Subaru Solterra Dead Rear
2024 Subaru Solterra 3/4 Rear
2024 Subaru Solterra Rear Detail
2024 Subaru Solterra Badge
2024 Subaru Solterra Charge Port
2024 Subaru Solterra Dead Front2024 Subaru Solterra 3/4 Front2024 Subaru Solterra Headlight2024 Subaru Solterra Front Emblem2024 Subaru Solterra Wheel2024 Subaru Solterra Profile2024 Subaru Solterra Dead Rear2024 Subaru Solterra 3/4 Rear2024 Subaru Solterra Rear Detail2024 Subaru Solterra Badge2024 Subaru Solterra Charge Port

We did find Solterra as competent as every other Subaru. Their X-Mode has been programmed to work seamlessly with the electric motors, and its 8.3 inches of ground clearance is higher than the bZ4X; plus, you can use Grip Control to moderate speeds and maximize traction.

While most new EVs seem to be hovering around 300 miles of range, max here in the Solterra from its 72.8-kWh battery pack is 227 miles, 222 here in Touring trim. Our results were much less than that, on pace for just 172 miles in our driving loop. But that may be a fluke since we managed 210+ in our bZ4X test.

Only 100-kW max for DC fast charging. But even though it has only been on the market for a year, they’ve already cut down charging times for ‘24 models. An upgraded battery conditioning system, needs 35 minutes for an 80% charge. Subaru always seems to come out on the right side of being cool while remaining authentic, and the Solterra’s styling works, as does its beefier roof rack for ’24 which now holds up to 700 lbs. for tents and the like. Touring trim comes with some great looking 20-inch alloy wheels and there’s lots of body protection, but they did go a little overboard with all of the EV badges everywhere.

We found ride quality to be quite good, and handling spunkier than expected.

In addition to being a good-looking small SUV, it’s a highly functional one too with plenty of room for 5, durable materials, and a bridge-type center console with lots of storage space underneath, though there is no traditional glove box. Subaru also claims it was designed to be dog-friendly, so that’s a plus too. It does have the roomy feel of an Outback, and rear cargo capacity is pretty close, too, at 29.0 cubic-feet.

We found ride quality to be quite good, and handling spunkier than expected. It really shined in the handling course at our Mason-Dixon test track; the EV low center of gravity giving it a very planted feel through the cones. There was minimal body roll and great all-wheel-drive grip; though when it came to us getting a grip on the steering wheel. Well, it’s an oddly shaped steering wheel that took some getting used to. It’s another thing that separates it from the bZ4X, though it seems a little bit like just being different for the sake of being different.

2024 Subaru Solterra Dashboard
2024 Subaru Solterra Instrument Cluster
2024 Subaru Solterra Central Display
2024 Subaru Solterra Shifter
2024 Subaru Solterra Front Seat
2024 Subaru Solterra Rear Seat
2024 Subaru Solterra Trunk
2024 Subaru Solterra Dashboard2024 Subaru Solterra Instrument Cluster2024 Subaru Solterra Central Display2024 Subaru Solterra Shifter2024 Subaru Solterra Front Seat2024 Subaru Solterra Rear Seat2024 Subaru Solterra Trunk

On the other hand, while not insanely fast like some EVs, there was good punch off the line; enough to get us to 60 in 6.2 seconds. And rather than rolling back the power, the Solterra kept it consistent the whole way down the track. We finished the quarter-mile in 14.8 seconds at 93 mph. There wasn’t much feel coming through the brake pedal, but panic braking stops were fade-free with an average amount of nose dive; our stops from 60 averaged 120 feet.

Using 33-kWh of electricity per 100-miles, the Solterra earns a good efficiency rating. Pricing starts at $46,340 for the base Premium, and tops out with Touring at $53,340, with Limited in between.

Being the rugged and lovable outdoor types, Subaru owners have proven to be willing to sacrifice certain things for the good of the environment they spend so much time enjoying. Whether that will translate to them going all-in on the 2024 Solterra remains to be seen. It’s no surprise Subaru has finally gone all-electric, and it shouldn’t come as a surprise they’ve entered the EV game conservatively. Something tells us Subaru owners wouldn’t have it any other way.


As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 72.8-kWh
  • Horsepower: 215
  • Torque: 249 lb-ft
  • EPA Range: 222 miles
  • 0-60 mph: 6.2 seconds
  • 1/4 Mile: 14.8 seconds at 93 mph
  • 60-0 Braking: 120 feet (avg)
  • MW Test Loop: 172 miles