Cadillac Lyriq vs Genesis GV60

What's the difference?

The Lyriq Luxury combines handsome styling and luxurious appointments with responsive yet supple ride quality, the choice of relaxed driving or exhilarating performance as desired and a decent driving range. Its lack of towing ability may be a deal breaker for some, but it's certainly worthy of consideration by prestige SUV buyers with a penchant for electric power and (for now at least) sub-$100K drive-away pricing.

It’s still a tall order. There’s no getting around the fact this is a lot of money to part with for a weird looking electric car from a brand so new to the luxury space.

While I wasn’t convinced going in, the way this car unites some of the best attributes of its Ioniq 5 and EV6 relations, while bringing with it such a unique look and feel, has swayed me.

I understand this car a lot better now, and this is maybe the biggest catch; you need to spend some time with this car to decide if it’s for you, because I don’t think it will be for everyone. That said, if you like what you’ve seen or read here, give it a try, you might be surprised by what you find.

The Lyriq has a generous 3095mm wheelbase, is more than five metres long (5005mm) and almost two metres wide (1977mm, including mirrors). Its 1620mm roof height is relatively low for a large SUV, resulting in a sleek and sporty profile combined with a muscular surefooted stance fronted by a finely-etched solid grille.

It rides on five-link independent suspension with GM’s ‘passive plus’ dampers, plus there’s electric power-assisted steering and big Brembo disc brakes in each corner featuring classy Cadillac scripts on the calipers. Turning circle is 12.1 metres, which is to be expected for a car of this size.

The interior design is an elegant blend of soft-touch materials and discreetly textured surface finishes with an emphasis on chrome and satin chrome highlights. It’s also spacious as you’d expect, with the panoramic sunroof creating a bright and airy feel.

We applaud Cadillac’s adherence to tradition with physical buttons and knurled dials and knobs for controlling key cabin and driving functions, in preference to annoying and distracting touchscreen menus. There’s also nice attention to detail with small jewel-like Cadillac emblems and scripts contributing to its prestige look and feel.

All of these features are impressive, but you have to be on board with the way this car has been styled. It’s a tad confronting, with its curvy, bulbous look, and an unfamiliar version of the Genesis face.

It’s not as traditionally appealing as the rest of the brand’s range, and I think it’s a bit risky. Then again, this car has to do something dramatic to slot in alongside the outrageously styled Hyundai Ioniq 5, and sporty Kia EV6 with which it shares its underpinnings.

My take: I’m not sure I love it, but there are bits I like. The ‘deconstruction’ 21-inch alloys look incredible and fill this car’s wheel arches, the Genesis signature light fittings pair nicely with the chrome highlight stripe running down the roofline, and the integrated spoiler accentuates the rear hatch.

What gets the concept car cred is those digital wing mirrors. In my time with the car they attracted the most attention from onlookers, and cement the futuristic Genesis brand theme.

An interesting factor of this car’s design is how small it looks. From the outside it looks a fraction of the size of the Ioniq 5 or EV6, and inside it feels the most like a hatch, despite the dimensions being close between the three siblings.

It may have a tight, low-slung feel, but thanks to its platform, the interior remains expansive. The light theme in our test car helps it feel airy and spacious, although my advice is to go with the darker of the three interior colour themes as it will probably age better.

Either way, the flat floor, low dash, and plentiful window space makes for an open-feeling area.

The floating centre console piece is closest in design and execution to the one in the EV6, but with its own kind of showmanship. It’s finished in a metal casing, with the highlight being the crystal gear selector.

With the car on, it exudes an ambient light and is surrounded by silver, but with it off, it flips over to become a luminescent crystal ball. 

One part of me says this is completely ridiculous and over-the-top, but then so are many of the interior elements going into rival vehicles (like the Mercedes ‘hyperscreen’, for example, or BMW’s similar use of crystals for key control items, or the Lexus RZ’s holographic diamond pattern projected into its door frame) which are just as attention-grabbing for the sake of it.

There’s a lot to like, and I think importantly for buyers it’s a unique take.

Genesis has imprinted a lot of its identity in this car’s cabin, which only serves to set it apart from its rival luxury players. It won’t be for everyone, and maybe that’s okay.

The Lyriq’s 2687kg kerb weight (largely due to its hefty propulsion battery) and 3200kg GVM results in a modest 513kg load capacity, which could easily be used up by five large adults before you could think about loading their luggage. It’s also not rated for towing in Australia which limits its appeal as a recreational vehicle.

Driver and front passenger enjoy palatial space and comfort plus ample storage with a bottle-holder and bin in each door. There's also a large glove box, pop-out drawer in the dash and a ‘floating’ centre console equipped with a lower tray, three USB-C ports, a 12V socket, wireless phone charging and a felt-lined box at the back with padded lid that doubles as an elbow rest.

The rear doors open wide for easy entry to the rear bench seat which even for tall people (I’m 186cm) offers ample room for knees and feet, enhanced by a flat floor with no transmission tunnel for centre passengers to straddle.

However, the top of my head brushes the roof lining and the unusually high floor height (we assume caused by the underfloor battery) results in raised thigh angles that concentrate more weight on the lower back.

Given the rounded lower backrest cushions, which integrate with the ISOFIX child seat anchorages in the outer seating positions, also protrude into a passenger's lower back region, the rear seat provides less than ideal comfort for tall passengers in contrast to the sublime luxury up front.

Even so, rear passenger storage is well catered for with a bottle-holder in each door, pockets on both front seat backrests and two cupholders in the fold-down centre armrest. The rear of the centre console offers two more USB-C ports, adjustable air vents and adjustments for numerous comfort settings.

The power tailgate provides access to the fully carpeted rear luggage area, which offers up to 793 litres (almost 0.8 cubic metres) of load volume with the rear seats upright and up to 1722 litres (almost 1.8 cubic metres) with the seats power-folded flat. This provides a versatile space for carrying everything from a mountain bike to flatpack furniture.

The luggage area also has four tie-down hooks, a 12V socket and a hinged floor section which when opened reveals an underfloor bin ideal for storing charging cables (see image).

As already mentioned, the front seat is a spacious, open environment, with plenty of practicality offered for occupants.

The floating centre console offers two centre cupholders and a shallow armrest box, and while it doesn’t shift back and forth like the unit in the Ioniq 5, it does have a netted storage compartment underneath.

There are plenty of additional storage areas, including a small bay under the USB-C outlets on the floor, a set of two sunglass holders (one under the climate unit and a second in the roof), large pockets with integrated bottle holders in the doors and an interesting slide-out drawer in place of a glove box.

The back seat feels just as spacious, with plenty of width and a flat floor making it a reasonable proposition for seating three adults across. Headroom is its least appealing dimension, with the roof dipping slightly to allow for the sliding sunroof cover.

Amenities are also plentiful, with adjustable vents in the pillars, a bottle holder in the door card, or a cupholder in the armrest, a further two cupholders in the padded drop-down centre piece, hard shell map pockets on the backs of the front seats, USB-C outlets on the back of the centre console, and a huge netted storage area underneath.

Perhaps the most welcome addition, though, is the full-size household-style power outlet under the rear bench, which lets you use the rear space as a mobile office or a comfortable, air-conditioned place to read while charging.

The boot measures in at 432 litres. It’s on-par for the mid-size SUV segment, but like its Ioniq 5 and EV6 relations, the floor is quite high leading to a wide but height-limited area. To fit the three-piece CarsGuide luggage set, for example, I had to remove the roller cover.

Underneath, there’s a small area for the storage of charging paraphernalia and the tyre repair kit. A tiny frunk also exists, best for the storage of similar items.

For this review we’ve grabbed a top-spec GV60 AWD Performance, and the range has just received an update with some eyebrow-raising new features, which should pair with its dedicated 800-volt electric platform and wacky styling to set it apart from the luxury crowd.

How much are we looking at here? There are just two GV60 variants - a standard all-wheel drive, which costs from $107,100, before on-roads, or this car, the Performance version, which costs from $114,700.

Both grades get the same 77.4kWh battery pack, but only one gets a boosted set of electric motors.

Rivals of a similar size, price-point, and range include the BMW iX3 ($104,900), the just-launched Lexus RZ ($123,000) and the Mercedes-Benz EQC ($128,000).

This immediately makes the GV60 look like good value. Unlike its rivals listed there, it has an 800-volt architecture (allowing record fast charging times), and some unique additions.

Standard stuff at this price is as expected for a luxury vehicle and then some. The GV60 gets 21-inch alloy wheels, full LED headlights, tail-lights, and ambient interior lighting, quilted Nappa leather interior trim with suede roof lining, heated and ventilated front seats with heated rear seats and a heated steering wheel.

There are dual 12.3-inch screens for the digital dash and multimedia suite, plus wired Apple CarPlay and Android Auto connectivity, a head-up display, dual zone climate control, a fixed panoramic sunroof, flush door handles, and even fully digital rear vision mirrors.

Updates for the 2023 model year include a connected services suite, allowing phone app connectivity, emergency assistance, live traffic and weather, EV charging station search functions, voice commands, and a fingerprint scanner for unlocking and starting the car.

Elsewhere, this updated version also gets two additional airbags for enhanced safety, new brake caliper covers, a fine particulate filter for the climate control, and by far the strangest addition, a ‘virtual gear shift’ which makes the electric motors behave as though they have a traditional transmission.

The Lyriq features drive units with single-speed transmissions located at the front and rear which provide permanent all-wheel drive. Each is equipped with an electric motor, which combined produce 388kW of power and 610Nm of torque. There are also numerous selectable drive modes. Claimed 0-100km/h acceleration time is a rapid 5.3 seconds.

The two GV60 grades share the same 77.4kWh battery pack. The standard all-wheel drive version offers a combined 234kW/605Nm, while the Performance AWD as tested puts out a massive 360kW/700Nm at its peak, using a temporary ‘Boost’ mode.

Suffice it to say this is more than enough power. It’s more powerful than (at a similar price) the BMW iX3, Lexus RZ and Merc EQC and you’ll need to spend significantly more to get into something which can best it from the traditional luxury space.

Perhaps also consider the Tesla Model Y Performance ($91,400) if going absurdly fast in a straight line is what you’re all about.

GMSV claims official combined consumption of 22.5kWh/100km and up to 530km of driving range from the Lyriq’s 102kW lithium-ion propulsion battery.

When we collected our test vehicle the dash display was showing 100 per cent charge and an estimated driving range of 583km.

We drove 239km over five days and still had 52 per cent charge and 300km of range remaining when we did an overnight charge at home using the supplied AC charger with a domestic three-pin plug.

However, after 15 hours the charge only increased from 52 to 65 per cent for just 76km of extra driving range, so we would recommend installing a dedicated wall box for faster home charging.

In total we covered 297km across our usual mix of suburban, city and highway driving with average energy consumption just under the Cadillac's official figure, so based on our test results a driving range of around 500km per charge is credible.

GMSV claims 7.4kW AC charging can add up to 43km of range per hour, which increases to 94km with 22.1kW charging. And up to 128km of range can be added in just 10 minutes using 190kW DC fast charging.

Driving range for the Performance all-wheel drive is 466km, slightly less than the standard AWD version which can travel 470km between charges.

Again, it’s slightly better than you might expect from its most direct rivals, so an easy win there for Genesis. A 450km+ range is generally enough to be free from ‘range anxiety’ on almost all trips.

One of the reasons the GV60 is able to achieve a better range than its rivals with a similar battery capacity is efficiency. Like other Hyundai Group products, the GV60 is impressive.

Despite its huge power outputs, the official combined cycle energy consumption, according to the more accurate WLTP standard, is 19.1kWh/100km.

And in my time with the SUV, I managed an even better overall number of 18.9kWh/100km over several hundred kilometres of what I would consider ‘mixed’ driving conditions.

Charging is an even better story, with the 800-volt architecture underpinning this car allowing one of the fastest charging times on the market of just 18 minutes (10 - 80 per cent) on a compatible 350kW charger, provided you can find one.

On the far more common 50kW DC units you can expect a 73 minute 10 - 80 percent charge, while on the slower AC standard, the max rate is 11kW, indicating a charge time of around seven hours.

The driving position is supportive and comfortable with multiple power-adjustment of the seat and steering wheel ensuring people of most heights and girths can enjoy luxurious travel.

The low dashboard height ensures vision to the front of the bonnet and its array of physical buttons, knurled dials and knobs minimise touchscreen use, which makes driving far less distracting than having to search through digital menus.

It’s very quiet given its electric drivetrain. Most noise emanates from the tyres but that is also minimised by the audio system’s noise cancellation technology and the cabin’s effective acoustic insulation.

Ride quality and handling are excellent thanks to the Lyriq’s suspension refinement and close to an ideal 50-50 weight distribution mostly influenced by the positioning of its drive battery.

This battery’s considerable heft (we reckon it weighs at least half a tonne) also creates ample sprung weight to assist the suspension in smoothing out bumps and its underfloor location ensures a low centre of gravity for surefooted cornering.

Standing start acceleration is more than impressive for a luxury car weighing almost 2.7 tonnes, with instantaneous torque from its two electric motors helping to propel the Lyriq to a neck-straining 100km/h in about five seconds.

This spirited response creates a sporty and engaging drive that belies the vehicle’s weight, particularly in Sport mode with its sharper throttle response and firmer steering feel.

We also like the choices for regenerative braking which include ‘One Pedal Driving’ mode with 'Normal' and 'High' settings, both of which make the quartet of disc brakes largely redundant (the High setting feels like heavy pedal braking) while optimising battery charge. There’s also a small paddle on the steering wheel which increases regenerative braking in response to the amount of finger pressure applied to it.

Our only criticism from a driver’s point of view is the absence of a head-up display (HUD) and traffic sign recognition (TSR), both of which are notable omissions for a prestige vehicle in this price range.

As someone who has spent significant time with both the Ioniq 5 and EV6, I wasn’t sure what to expect from the Genesis take on this formula. I’m happy to say, though, I was pleasantly surprised.

Yes, the GV60 is stupendously fast in a straight line, faster than any car needs to be, but it’s the subtleties which have been built into its ride and handling that make it shine.

While the Ioniq 5 is playful and comfortable, but soft enough it’s sometimes boaty, and the EV6 is hard and determined, but at times a tad harsh and heavy, the GV60 does a remarkable job of uniting the best attributes from its siblings.

The ride is hard enough to grant excellent control and a nice feel for the road, whilst still being forgiving over harder bumps and frequent corrugations. I was particularly surprised to feel its soft edge given its giant 21-inch wheels and slinky performance tyres.

An amount of give in the corners and a traction control system which allows a little slip lets you throw the weight of this car around a bit, mimicking the playful feel of the Ioniq 5. Something which you can enhance if you want by toying with the many soundscapes the GV60 offers.

One of the more surprising things which struck me about driving this EV is how relatively compact it feels. It doesn’t feel as though it has the heft of the EV6 nor the expansive feel of the Ioniq 5. Credit to the brand for making a car with the same chassis and hardware having such a distinct feel.

There’s also the bizarre 'virtual gear shift' feature which has been added for this year’s GV60 update. It makes the electric motors behave as though they’re being channelled through a torque converter transmission.

In the ‘automatic’ mode, the car provides revvy feedback and the feel of shifts between gears, while in the manual mode, the speed will be limited and the gear feedback provided by regen when you lift off, until you shift up.

Bizarre. Can I imagine using this in the day-to-day? Not really, it’s a bit annoying after a while. A gimmick, perhaps, to show your friends.

The same goes for the weird digital wing mirrors, although credit to Genesis, I became used to them quickly. I can’t say the same for the comparatively frustrating digital rear-vision mirrors fitted to Audi’s e-tron.

Unfortunately, they're standard in the GV60. I'd prefer they were optional and live without them.

Yes, it’s tech for tech’s sake. In fact, a lot of things in this car seem to lean this way, but underneath it all there’s a solid electric car, one which manages to unite some of the best features of the Ioniq 5 and EV6 while adding the unique look and feel of the Genesis marque.

The GV60 comes packed with safety equipment regardless of which variant you pick, and for the 2023 model year, the brand has even added a second set of side airbags for rear occupants, bringing the total count to 10.

Active safety features include the full array of auto emergency braking (works to freeway speed and detects vulnerable road users), lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert (as well as a blind-spot camera in the digital dash), adaptive cruise control with stop and go, safe exit assist and driver attention alert.

With the always-online suite it also includes an emergency call feature in the event of an accident.

The GV60 was awarded a maximum five-star ANCAP safety rating to the 2022 standards.

The Lyriq comes standard with a five-year/unlimited km warranty including five years' of roadside assist, while the propulsion battery is covered by a separate eight-year/160,000km warranty.

Scheduled servicing is every 12 months/12,000km whichever occurs first, with costs for the first five years of scheduled servicing or five scheduled services included in the vehicle’s purchase price. These servicing terms are generous for this segment, although some rivals offer similar enticements like Audi’s six-year ‘complimentary’ servicing for its Q8 e-tron.

GMSV has a national network of 45-50 dealerships across most capital cities and some regional areas but not all offer vehicle servicing.

Are you ready for a jumble of numbers? Genesis offers a five-year/unlimited kilometre warranty, eight years/160,000km for the battery, and 10 years of roadside assistance.

The eyebrow-raising stuff here though is the five years of free servicing, combined with the choice of either a five-year Chargefox subscription or complimentary installation of a home charger.

Yep, theoretically, the GV60 can be free to run for the first five years. Like Lexus, Genesis also offers a complementary loan car at service time.

I don’t think any brand can beat it right now from an ownership perspective.