XC40 with a little less space
Engine design in front
performance in front
Rear engine design
overall peak performance
test car tires
Range (WLTP combined)*
Consumption (WLTP combined)*
battery capacity net
Charging power AC/DC
trailer load used/unused
Length Width Height
Basic price (before funding)
Test car price (is evaluated)
350/350/700 Nm (boost mode)
360 kW (490 hp) (boost mode)
Michelin Pilot Sport EV
432-1550L + 20L front
Michelin CrossClimate 2 SUV
419-1295L + 31L front
Compared to the Genesis, the XC40 offers slightly less space. No problem at the front, everything is very spacious here, but it gets uncomfortable in the tight rear. Especially because of the very short edition of the rather spartan rear seat.
In the noticeably more spacious rear of the GV60 you sit better – but also not optimally, the rear seat is mounted too low above the ground. Oh yeah, the batteries are underneath. But there is a lot of encouragement for the very comfortable armchairs in front.
GV60 with 490 hp in boost mode
But the (configurable) instruments on the 12.3-inch display in front of the driver are simply beautiful, as are the graphics on the 12.3-inch touchscreen for multimedia. And Genesis has lovingly designed every button, every window winder, every switch, everything is simply a feast for the eyes.
The driving performance is, you can’t put it any other way, in the sprint in the range of super sports cars: The GV60 sprints to 100 km/h in a whopping 3.9 seconds. In addition, unlike many other e-mobiles, it runs well over 200 km/h , manages 235 km/h relatively effortlessly.
Typical Volvo XC40 with a top speed of 180 km/h
No, the XC40 can’t keep up with that, as is typical for Volvo, it runs at a maximum of 180 km/h anyway. But still, it manages the sprint from 0 to 100 km/h in a remarkable 4.8 seconds. The XC40 is powered by two 204 hp electric motors on the front and rear axles, the torque is 330 Nm each, the battery has a capacity of 75 kWh.
The system is very easy to dose, the gas pedal reacts very sensitively and can also be used in one-pedal mode – until you come to a standstill. This works well, but the recuperation cannot be further adjusted, unlike the Genesis.
Intermediate sprint 60-100 km/h
Weight distribution v./h.
Turning circle left/right
Braking distance from 100 km/h cold
from 100 km/h warm
Interior noise at 50 km/h
at 130/160 km/h
Average of the 155 km test lap (deviation from the WLTP specification)
With the GV60, the system can be tuned in many ways, we recommend the clever i-Pedal mode, the one-pedal driving also works well here up to a standstill, perhaps not quite as sensitively as with the Volvo.
Genesis with adaptive chassis
Unlike the XC40, the GV60 has an adaptive chassis with a look-ahead function, a front camera that observes the road. Genesis has agreed to him bindingly, he takes transverse joints quite heartily.
With its direct, not too easy steering, the excellent traction and of course the crazy performance, it drives tight, very quickly and quietly. The tunable artificial sound is fun, there is (almost) everything there between subway and cruisers of Starfleet.
But it certainly has a longer range, Genesis promises 466 kilometers for the 490-hp GV60, in the test it came to 320. The 408-hp Volvo managed 325 – instead of the promised 433. Well, that’s probably the status of the Technology.
The test Volvo is in the list at 64,450 euros. A lot of? You think Genesis would like to get another 10,000 euros paid for the GV60 with 74,300 euros. Pretty confident for the newcomer to the market.
1. Genesis GV60: 555 points
Aesthetically a pleasure, technically up to date. Top driving performance, plenty of space, high quality. Five year guarantee.
2. Volvo XC40: 545 points
Well-functioning electric drive, a little less space than in the Genesis. Google Android with many functions.