While the Hyundai Ioniq 5 and Genesis GV60 share a branch on their family tree, the final product is two very different electric cars. Which one makes the most sense?
We finally have a decent variety of electric cars offered in the Australian market.
Hyundai Motor Group – parent company to Hyundai, Kia and luxury arm Genesis – has been drip-feeding EVs into Oz over the past two years. Now the pace is beginning to ramp up.
On top of the biggest allocation of 2023 Hyundai Ioniq 5s being made available to Australian customers late in 2022, Hyundai also took the chance to update its funky electric vehicle with more battery, more spec, and more models in the range.
Around the same time, Genesis introduced its new fully electric 2023 Genesis GV60 too. It’s another funky but more premium take on electric cars.
Both are built on the same – and arguably best – electric vehicle platform available today. However, the sum of their parts results in two very different-feeling cars.
Which one should you be considering for your garage?
How much does the Hyundai Ioniq 5 cost in Australia?
The Hyundai Ioniq 5 range has been updated for 2023.
Prices now start from $72,000 plus on-road costs for the entry-level 2023 Hyundai Ioniq 5 Dynamiq RWD – up $2100 over the 2022 model to account for the specification changes. New standard kit includes a larger 77.4kWh battery pack on all models that enables over 500km of range, up from 72.6kWh and 451km of range.
There’s more power too, as the single-motor and rear-wheel-drive Dynamiq model also receives an 8kW bump – now producing 168kW and 350Nm.
The Hyundai Ioniq 5 remains capable of supporting 400- and 800-volt charging infrastructure, with the capacity to DC fast charge at up to 350kW – enough to replenish the battery from 10 to 80 per cent in a claimed 18 minutes in optimal conditions.
Next in the model line-up is the 2023 Hyundai Ioniq 5 Techniq priced from $79,500 plus on-road costs. This model is all-wheel drive, develops 239kW and 605Nm (up 14kW versus launch), and has an official driving range of up to 430km.
Aside from more power and all-paw traction, Ioniq 5 Techniq models also receive 20-inch wheels, ventilated front seats with a ‘relaxation mode’ recline setting and heated rear seats.
Up top of the range is a model for 2023 dubbed Ioniq 5 Epiq. It starts from $85,000 before on-road costs and features a standard-fit glass roof, and the exclusive option of digital side cameras in lieu of mirrors (with internal viewing screens).
How much does the Genesis GV60 cost in Australia?
There are two variants in the Genesis GV60 line-up, the ‘regular’ GV60 AWD and the GV60 Performance AWD. Both are offered in a single ‘Luxury’ specification.
Priced from $103,700 before on-road costs, the regular GV60 offers 234kW and 605Nm output with a claimed energy usage of 18.8kWh/100km – it’s no slouch and can complete the 0–100km/h sprint in 5.5sec.
Stepping up to the $110,700 GV60 Performance AWD reduces that time to 4.0 seconds thanks to the hefty 360kW/700Nm output in BOOST mode.
Trim and equipment levels are largely the same, with the Performance model running on 21-inch wheels (to the regular GV60’s 20s), as well as offering adaptive ‘road preview’ electronic damper adjustable suspension.
All cars include a fixed panoramic roof, heated and ventilated seats, and even a heated steering wheel. Matte paint finishes attract a $2000 premium, and they are the only way you can add more spend to your GV60.
| Key details | 2023 Hyundai Ioniq 5 | 2023 Genesis GV60 |
| Price (MSRP) | $72,000 Dynamiq RWD $79,500 Techniq AWD $85,000 Epiq AWD (before on-road costs) |
$103,700 AWD $110,700 Performance AWD (before on-road costs) |
| Colour of test car | Lucid Blue | Hanauma Mint |
| Options | – | – |
| Price as tested | $79,500 before on-road costs | $110,700 before on-road costs |
| Drive-away price | $87,298 (VIC) | $120,305.91 (VIC) |
How much space does the Hyundai Ioniq 5 have inside?
Hyundai’s clean-sheet design approach means the Ioniq 5 was created without the need for internal combustion engine nuances. Provisions for fuel tanks and lines, tailshafts, gearboxes and the like have all been deleted to better improve packaging.
This new thinking is best seen in the Ioniq 5’s huge 3000mm wheelbase. Not only are the tyres farther apart than an eight-seat Hyundai Palisade, but are also literally placed at all four corners, in turn creating unusual amounts of interior space.
Opening the door reveals a large, airy cabin complete with a flat floor and uniquely proportioned dashboard. Whereas most other cars have a lower section of cabin that surrounds the footwell areas and divides the space, the Ioniq 5 does completely the opposite. The lower section of its dashboard is open and free, so if the roof were higher, or I were shorter, I could easily walk through it perpendicularly.
A sliding centre console moves fore and aft to better service each row of seating. Speaking of which, even the rear 60/40 split three-seat bench is electrically adjustable and with its own memory setting on the two high-grade variants, which makes the Ioniq 5 hard to get uncomfortable in.
In fact, it appears it’s been Hyundai’s mission to make it as comfortable as possible. On Techniq and Epiq models, the front seats feature a gimmicky ‘zero gravity’ mode that at the press (twice) of one button become flat and prop up your calves. Instead of deliberating the conundrum of suspending yourself as your electric car charges, I instead found myself out of the car, and in search of a beverage, when it was on charge.
I tried to operate the system while driving, which the car politely declined. More seriously, however, the second row of seating is equally as comfortable and spacious as the first, but with more relevant solutions for today’s problems. That includes pop-up sun blinds in its doors (except Dynamiq), stacks of power points including a 240-volt domestic socket, and heaps of storage for your kids.
In the boot you’ll find 527L of storage space with five guests, or 1587L with the second row folded. Under the boot floor lies a small and shallow storage area with room for a small tyre repair kit, shoes, and a laptop at best.
In the under-bonnet area, storage space differs between rear- and all-wheel-drive versions. Our Ioniq 5 AWD has a 24L under-bonnet storage tub, or just enough for some charging gear and the ‘vehicle to load’ 240V adaptor with domestic socket that comes with the car. If you go for a rear-wheel-drive Ioniq 5, you’ll receive a 57L front storage tub instead, which brings its total cargo capacity up to 1644L.
Stepping into the GV60 for the first time should elicit a genuine ‘wow’ moment.
Whether it’s the LCD screen side mirrors, copper trim highlights, optional green dashboard, or even the diamond-stitched seats in crisp and clean white that get you first, the glowing Crystal Sphere will close the deal.
Representative of the drive mode the car was most recently set to, the sphere pulses and glows (blue for Comfort, red for Sport, green for Eco), until you turn the car on, when it flips over to reveal the rotary-style gear selector.
It’s all very next-level, but as well as being a bit of kitschy fun, the sphere actually serves the purpose of letting you know when the car is on and active to drive. Silent idle EVs and all that.
Buyers can choose from three interior colours on each grade, and as far as we can tell you can mix and match to your heart’s content. Mauna Red exterior over Torrent Navy Blue Nappa leather seats? Go for it!
In fact, the personalisation and trim discovery journey is one of the purchasing elements that Genesis uses to differentiate itself from the higher volume brands, with interactive ‘studios’ in shopping centres, rather than traditional vehicle showrooms, how the brand wants you to interact with, and design your car.
The single ‘Luxury’ equipment grade keeps inclusions high, but more importantly, standard across both powertrain options.
The GV60 has all the bells and whistles you could want, from heated seats in both rows, driver and passenger massage seat function, integrated rear door blinds, head-up display and a Bang & Olufsen sound system among the inclusions.
Everything, especially with the white interior, is light and airy, with the GV60 feeling very Korean in terms of design and implementation.
As yes, if you’ve experienced any recent Hyundai or Kia products, there are similarities in terms of trim and layout, but the material selection and general implementation of the cabin is premium, stylish and up-market.
Up front, space is good with a large central console providing good storage by way of a cubby, netted-storage pockets, cup holders and a convenient phone charge pad. There’s a glovebox ‘drawer’ as well, plus a strange scent dispenser on the passenger side, should you wish to waft the aroma of potpourri through the cabin.
The seating position is mostly good, with plenty of adjustment available, it just didn’t go low enough for my liking.
That said, it goes almost too low for rear seat passengers who have limited toe room under the front seats. This is all due to the floor being higher due to the battery packs underneath.
It means that longer-legged occupants will find their thighs sitting higher than the bench, as your tootsies struggle to find somewhere to rest. Like the Ioniq 5, the GV60 is built on the same dedicated electric vehicle platform, so is free from lumps and bumps in the floor to accommodate internal combustion hardware.
There is good shoulder and headroom in the back, thanks to a scallop in the sloping roof line, with a pair of ISOFIX points on each outside seat and a trio of top-tether points behind.
Rear passengers have heated seats and integrated window blinds, as well as two USB-C ports, a central armrest with cupholders, more holders integrated within the doors themselves, and vents conveniently placed on the B-pillar edge.
There’s a handy 250-volt mains-style outlet below the bench too.
Boot space isn’t as big as the Ioniq 5 at 432L, but you can expand this to 1460L by folding the 60/40 split rear seat. There’s a 20L sealed storage unit under the front bonnet too.
For day-to-day use, there’s a neat integrated cargo net to help keep things from moving around, and clever compartmentalised storage under the floor to keep all your recharge cables and other goodies in their place.
There is no remote folding function for the rear seats, but there’s a cargo blind, 12-volt outlet, plus a manual override to unlock the powered charge port cover.
| 2023 Hyundai Ioniq 5 | 2023 Genesis GV60 | |
| Seats | Five | Five |
| Boot volume | 527L seats up 1587L seats folded 24–57L front storage |
432L seats up 1460L seats folded 20L front storage |
| Length | 4635mm | 4515mm |
| Width | 1890mm | 1890mm |
| Height | 1647mm | 1595mm |
| Wheelbase | 3000mm | 2900mm |
Does the Hyundai Ioniq 5 have Apple CarPlay?
Despite sounding high-tech, the Hyundai Ioniq 5’s infotainment system feels rudimentary in ways. Up front, there are two 12.3-inch displays – a first for Hyundai – that are integrated flush behind a glass cover. The binnacle-less set-up looks great and feels on track with the car’s vision, but also happens to be burdened with legacy software from yesteryear.
The interface feels identical to an internal combustion car, which will divide the crowd. Personally, I’m all for ergonomics and not reinventing the wheel, so the fact the Hyundai Ioniq 5 feels familiar to internal combustion heathens means it has merit. However, it appears future thinkers are drawn to the infotainment power and configurability found in Tesla’s portrait display, which the Ioniq 5 can’t match.
Another jab landed on the chiselled jaw of the Ioniq 5 is that Hyundai’s Bluelink smartphone app, available overseas, hasn’t yet been added to the equipment list in Australia. That means all the fun and interesting electric car things you could do from your phone – like preconditioning the cabin, sending navigation instruction to your car, remote unlocking, or simply checking charge – are not possible.
Bluelink technology should arrive in due course, however, with a spokesperson from Hyundai saying it’s “actively working on a plan to bring Bluelink technology to Australia, not just on the Ioniq 5, but across the broader Hyundai range”.
All cars come with a factory-fitted Bose eight-speaker audio system with a dedicated amplifier. It sounds fantastic, with its brightness and largeness proof that some clever audio engineers took a different approach.
Not only is the cabin’s shape totally different to a regular petrol or diesel car, but also eerily silent too. The speakers are placed in the right positions, and in line with the overall cabin’s comfort, with the execution well-considered.
The Ioniq 5 range also features a colour head-up display with augmented reality navigation functionality.
Screens. Screens. Screens!
The primary infotainment and vehicle operation functions are managed by a pair of 12.3-inch LCD displays that sit under a single glass panel, similar to that of the Ioniq 5.
A colour head-up display is also included as a pair of LED monitors to replace the side mirrors, but more on them in a tick.
The software running the main infotainment system has been updated and features menu images ahead of a more refined and cleaner interface design. There’s even a clever, interactive three-dimensional representation of the car that lets you find the settings pane through contextual elements.
It’s all supported by a 17-speaker Bang & Olufsen sound system.
The software is well featured, with integrated navigation and DAB digital radio all part of the standard kit. It also includes some fun elements like the ability to use or create a custom sound design should you tire of the silence the electric drivetrain provides.
What is strange, however, is the lack of wireless Apple CarPlay or Android Auto device projection, though there is wired access. There’s no mobile-app connectivity either.
We know the wider Hyundai/Kia/Genesis technology family has the capability to offer both, so find it strange that even with the revised user interface the Genesis misses out. Something to keep for a future update perhaps?
And then the digital mirrors.
Bottom line, glass mirrors work well. We didn’t really need to replace them.
While the digital mirrors of the GV60 are better than the implementation on the Audi E-Tron, and clear enough for lane changes on the move, they are still tricky to get used to while parking, so I’d expect to see a few GV60s with scraped wheels early in the piece. This tech has now also been added to the Ioniq 5, too, but on the top-spec Epiq only.
Is the Hyundai Ioniq 5 a safe car?
The 2023 Hyundai Ioniq 5 wears a five-star safety badge after being scrutinised by Australian crash test authority ANCAP in 2021.Its adult occupant protection score is 88 per cent, child occupant protection 87 per cent, and vulnerable road user protection 63 per cent.
The GV60 has been tested by ANCAP receiving a five-star rating to the 2022 criteria.
It scored 89 per cent on both adult and child occupant protection, but 63 per cent in terms of vulnerable road user protection.
Essentially, the pair are as safe as each other.
| At a glance | 2023 Hyundai Ioniq 5 | 2023 Genesis GV60 |
| ANCAP rating & year tested | Five stars (tested 2021) | Five stars (tested 2022) |
| Safety report | ANCAP report | ANCAP report |
What safety technology does the Hyundai Ioniq 5 have?
As a fully electric car, the Hyundai Ioniq 5 is brimming with technology.
On top of the usual autonomous emergency braking and blind-spot warning systems, it’s the first Hyundai ever to feature evasive steering assist, junction crossing assist and perpendicular braking protection.
It means that if you try to cross an intersection and miss an oncoming car, the Ioniq 5 is designed to hit the anchors or provide steering assistance to help avoid the bingle.
What safety technology does the Genesis GV60 have?
A full suite of driver assistance technology is included.
Adaptive cruise control, autonomous emergency braking (AEB) and a lane-keeping aid all help make touring as easy as possible. Things go a little further thanks to the use of the front camera as an augmented reality navigation aid.
Here, the car will show you your path and have giant arrows animate to show the direction or have a Tron lightcycle-style barrier pop up if you stray from your lane. It will even flash orange and red if you are approaching a known speed camera location with a little too much vigour.
The assistance aids work well when you are on the move, giving you bells and beeps but allowing you to get on with the job.
How much does the Hyundai Ioniq 5 cost to run?
Service intervals occur every 12 months or 15,000km, whichever is first. The first three services are $220 each, though after five services you will have paid $1684.
Hyundai claims the Ioniq 5 2WD will use 17.9kWh/100km on a combined cycle, which our test car actually beat after returning a 16.4kWh/100km reading. That’s about on par with other electric vehicles we’ve driven, such as the Nissan Leaf.
That means the base car’s total range figure of over 500km should be achievable in the real world. The Ioniq 5 is equipped with 800-volt charging architecture, which was previously only found on cars such as the Porsche Taycan.
Ultra-rapid chargers should charge the Ioniq’s battery from 10–80 per cent in around 18 minutes. At home, the installation of a type 2 high-output alternating current (AC) wallbox system can charge the Ioniq 5 in roughly six hours.
Insurance costs come to $1990 per annum based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
How much does the Genesis GV60 cost to run?
Along with the option for complimentary charging or a home charger, Genesis offer five years of complimentary servicing to align with the five-year unlimited-kilometre warranty.
This makes the GV60 a compelling option for many buyers, with the potential for little to no hip-pocket expenditure for the first five years of ownership.
Energy consumption is claimed at 18.8kWh/100km for the regular GV60 and 19.1kWh/100km for the Performance. We found our use in the regular car hovered around the 20kWh/100km mark, meaning we’d operate to a range of around 387km (from the 77.4kWh battery), down from where a sustained 18.8kWh would get us (412km), and well down from the WLTP claimed range of 470km.
Insurance is on par with other vehicles in this segment at $3215.73 per annum. This is compared to $4328 for an iX3 and $2920 for the Tesla Model Y.
Insurance estimate based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2023 Hyundai Ioniq 5 | 2023 Genesis GV |
| Warranty | Five years, unlimited km | Five years, unlimited km |
| Service intervals | 12 months or 15,000km | 12 months or 15,000km |
| Servicing costs | $660 (3 years) $1684 (5 years) |
Complimentary (5 years) |
| Energy cons. (claimed) | 17.9kWh/100km | 18.8kWh/100km |
| Energy cons. (on test) | 16.4kWh/100km | 20kWh/100km |
| Battery size | 77.4kWh | 77.4kWh |
What is the Hyundai Ioniq 5 like to drive?
It’s easy to get caught up in the idea that electric vehicles lack soul and individuality.
However, it’s clear that the efforts of the world’s best and largest car companies debunk those ideas. Cars like the Porsche Taycan instantly come to mind, as the calibration and numerous mechanical efforts there – including a rear-mounted two-speed transmission – all create a car that’s fun, engaging and exciting to drive.
The Hyundai Ioniq 5 demonstrates similar thinking, albeit in a different way. After setting off via the twist-actuated column shifter – one that’s impervious to accidental neutral selections at intersections – everything feels natural. The steering ratio is long and with many turns lock-to-lock, unlike a Tesla Model 3 that’s rapid and swift with even the smallest inputs.
After the Hyundai’s steering has sunk in, and you’ve started to fiddle with the simple yet dedicated climate-control buttons, the experience doesn’t feel alien. Even moping about town, it’s easy to appreciate the quality of the platform. Extracurricular road testing with a friend’s Tesla Model 3 revealed the Hyundai to be quieter, smoother, and in turn feeling more sophisticated.
That’s before you begin to explore its engaging and fun character. When pressed through a string of good bends, the Hyundai Ioniq 5 will torque-vector its way around its 2100kg mass, seemingly shaking 500kg off along the way and rewarding the driver in return.
Underneath this layer of clever programming are some smart mechanical changes, like an ‘integrated drive unit’ that sees its regular constant-velocity joint (CV joint), hub and bearing combined into one unit, as per the Hyundai i20 World Rally Car. The brand claims its motorsport forays are empowering fun-to-drive road cars, and there’s some proof.
Another system is a smart Disconnect Actuator System (DAS) that uses clutches to uncouple the front axle at will. Of course, this system only features on all-wheel-drive models given rear-wheel-drive models lack a front power unit. The ability to lay clever programming here gives engineers another way to play, no doubt.
Then there’s the braking system, which in sport mode does Porsche-like things of keeping a consistent and firm brake pedal while recovering energy at the same time. To draw a long bow, you can save the planet (a tiny bit) while conducting dynamic driving.
Speaking of which, we timed a 0–100km/h run at 5.3sec, close to the official claimed time of 5.2sec. Performance is great off the mark but fizzles early, meaning in real-world, roll-on situations, an entry-level Tesla Model 3 feels faster and offers more to sustain its brutal acceleration.
Unlike some others in the wider Hyundai range, the Ioniq 5 did not receive a localised suspension tune. General manager of product planning, Andrew Tuitahi, explained the product was thoroughly validated locally, where it clearly cut the mustard.
The ride quality is smooth and compliant around town, while having the depth to become firm and controlled while in the bends. Hyundai’s choice of single-setting dampers is refreshing, as it’s still possible to get a vehicle’s suspension right in one go.
The cabin is also properly insulated and quiet, and with a refreshing amount of build quality making the experience feel premium. If there’s any negative, the car will demonstrate some slight rippling through its body after hitting steep, consistent ruts at pace. I believe it could be alleviated with a smaller and more efficient 19-inch tyre package, which the brand has alluded to possibly introducing to the range soon.
On the flipside, all Australian launch versions feature a performance tyre package complete with stunning 20-inch ‘fractal’ design wheels and new Michelin Pilot Sport EV rubber. Coming at a trade-off of electric range, the grippier tyre certainly gives the car stacks of control and composure in all conditions.
Even though its front and rear motors regularly dispatch 605Nm worth of torque to the tyres, it never feels uncouth or as if there’s any slip going on, making it easy to trust. If you like the idea of a family car that has some underlying good behaviour, but shows promise akin to a hot hatch, then you’re in the right place.
What is the Genesis GV60 like to drive?
Based on the same E-GMP underpinnings as the Hyundai Ioniq 5 and Kia EV6, the Genesis GV60 benefits from the class-leading 800V electric architecture, which supports a maximum 350kW charging capability and VTL output.
The GV60 features a 77.4kWh battery pack, which offers up to a claimed 470km range, and can be recharged from 10–80 per cent in around 75min on a 50kW charger or under 20min on a 350kW DC fast charger.
The GV60 Performance runs normally with 320kW and 605Nm output. Boost mode steps things up to 360kW and 700Nm – that’s more than a BMW M3!
To activate, you tap the large fluoro button on the steering wheel and use the ‘boost’ function for 10 seconds at a time. You can use it as often as you like.
To achieve this, the front motor is marginally bigger than in the ‘regular’ GV60, but at the end of the day, the regular 234kW car is more than adequate for running about town, so you do need to question if the extra spend is worth it.
Either way, performance is entertaining both off the mark and at a roll, with ride quality good throughout and the car exhibiting balanced and well-mannered behaviour during our drive with it.
Even putting the car into Sport mode can feel fun, with the seat bolsters automatically moving to grip you tighter in the seat.
While the dynamic dampers of the Performance model seemed to work, we didn’t drive both cars back to back so as to accurately compare the GV60 with and without the ‘road reading’ feature.
Drivers can use varying degrees of regeneration friction and even opt for a one-pedal drive mode to help recuperate as much energy as possible. These modes are easily changed and accessed via the paddles on the steering wheel.
As noted, we sat around 20kWh/100km during our drive, which was a mixture of all drive modes and situations. I did note that using more aggressive recuperation settings would slow down the energy consumption of the car as a whole.
It’s swift enough, solid enough, and entertaining enough to be a real fighter in the segment
| Key details | 2023 Hyundai Ioniq 5 | 2023 Genesis GV60 |
| Motor | Single motor (Dynamiq) Dual motor (Techniq and Epiq) |
Dual motor (Base and Performance) |
| Power | 168kW (Dynamiq) 239kW (Techniq and Epiq) |
234kW (Base) 320kW/360kW on boost mode (Performance) |
| Torque | 350Nm (Dynamiq) 605Nm (Techniq and Epiq) |
605Nm (base) Up to 700Nm (performance) |
| Drive type | Rear-wheel drive (Dynamiq) All-wheel drive (Techniq and Epiq) |
All-wheel drive |
| Transmission | Single-speed automatic | Single-speed automatic |
| Power-to-weight ratio | 83.2kW/t | 145kW/t (163kW/t Boost mode) |
| Weight | 2020kg | 2210kg |
| Spare tyre type | Tyre repair kit | Tyre repair kit |
| Tow rating | 1600kg braked 750kg unbraked |
1600kg braked 750kg unbraked |
| Turning circle | 11.9m | 11.9m |
Should I buy a Hyundai Ioniq 5 or a Genesis GV60?
It’s the Hyundai Ioniq 5 that gets the victory today.
In terms of value for money, the Hyundai Ioniq 5 leaps ahead. Its cabin is also more spacious too, with the Genesis GV60’s overt exterior styling actually coming at a cost to interior cabin room and general habitability – especially in the second row.
Both cars feel great to drive, but again the Hyundai Ioniq 5 holds the upper-hand here. Its comfort-aligned and more supple suspension results in a more comfortable ride across a large variety of surfaces, and any dynamic shortcomings stemming from its softness are simply invisible when driven appropriately on the road.
The main reason to pivot to the Genesis is for styling and maybe kerb appeal – both of which it has in spades – but that’s not enough to undermine the fundamentals that make the Ioniq 5 one of our favourite electric cars to date at Drive.
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