Ford Mustang vs Genesis GV60

What's the difference?

Having driven the latest example of the Mustang GT, I hope Bill Ford is true to his word and keeps the V8-powered Mustang for as long as possible. It isn’t the most razor-sharp sports car or the most powerful muscle car, but it offers the kind of driving thrills and enjoyment that have made the car an icon.

The price increase is steep but the new technology inside drags the Mustang into the modern era and will add more youth appeal to a car that is largely unchanged in concept for the past 60 years.

But now that I’ve driven it in the USA and France, I can’t wait for it to finally reach Australia.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

An electric SUV is certainly an unconventional choice for a halo model, and is unlikely to be a big seller, but that’s not really the focus for Genesis. Instead, the arrival of the GV60 Magma means something bigger for the brand.

It’s a clear sign of intent from Genesis that it means business with Magma and has a long-term plan for Australia and taking on the likes of BMW M and Mercedes-AMG.

But, as for the car itself, it’s undoubtedly a very nice proposition, with some genuine performance potential and an engaging driving experience - even if it is thanks to technology rather than simple mechanics.

To dismiss it as simple a ‘luxury Hyundai’ would be doing it a disservice, too, as it offers not only a more premium package but overall a different driving experience. It’s less outrageous than either the Ioniq 5 N or 6 N, but still outrageously fast.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

While this is considered a ‘new generation’ Mustang, the reality is this is more of a major overhaul than a complete, blank sheet redesign. As such, there’s a lot of carry over to the design, but that’s not to say there aren’t some significant changes.

For example, it’s still clearly a Mustang in its silhouette, sharing that with the sixth-generation model it replaces, as well as the now-iconic 1960s Fastback models, but the details are noticeably different.

To try and create more differentiation between the GT and EcoBoost models, Ford has designed unique front ends for each. Both are characterised by a strong horizontal line across the front of the more angular grille that meets the new ‘tri-bar’ daytime running lights.

The EcoBoost has an upper grille similar in size to the out-going model, the GT is a much larger upper section which incorporates a pair of ‘nostrils’ as well as a bonnet vent - both of which are functional for cooling and aerodynamics.

Down the sides Ford has lowered the beltline and created a more defined rear fender ‘shoulder’ that helps create the impression of a wider car. 

At the rear the famous ‘tri-bar’ lights remain and there are unique diffusers for each model, with the EcoBoost running two exhaust tips and the GT getting quad pipes.

But it’s inside where the biggest design changes have happened. The retro-inspired cabin of the sixth-generation - which features shiny silver plastic toggle-like switches and round air-con vents - has been overhauled.

The iconic ‘double brow’ design to the dashboard, which dates back to the original 1964 Mustang, has been dropped and replaced with a pair of digital screens. There’s a 12.3-inch display for the digital instrument cluster and a 13.2-inch multimedia touchscreen.

This change is designed to appeal to a younger audience but also allows for greater customisation and variety of displays, with Ford developing six different instrument panel options depending on the setting the driver chooses.

The primary three are the 'Normal', 'Sport' and 'Track' modes, which have been inspired by the GT supercar and the Mustang Mach-E electric SUV, while there’s also a 'Calm' setting, providing only the necessary data, such as speed, in a simplified format.

The final two have been created to tailor to fans of the brand’s 1980s ‘Fox Body’ Mustang, with digital versions of its round analogue dials in both a ‘Day’ and ‘Night’ mode, with the former using white graphics and the latter getting retro green dials.

The GV60 is somewhat of the ‘odd one out’ in the Genesis line-up, with its more aerodynamic shape giving it a distinct visual separation from its bigger SUV siblings, the more upright GV70 and GV80.

But like any self-respecting performance brand, Genesis has given the Magma version some major design upgrades to give it a more aggressive and dynamic look. In keeping with its ‘Unspoken Dominance’ pillar, the design team have added a new 'Magma signature' three-hole bumper plus a redesigned lower front bumper that improves air-flow and track-inspired, aerodynamic canard wings on the sides. 

There are new wheel arches and side skirts, which also have the three hole design element, that help accentuate the stance along with the new 21-inch alloy wheels.

Finally, the look is completed with a new rear bumper design and the unmissable rear wing. You could certainly argue the wing is a bit over-the-top but it completes the look and gives the GV60 Magma a purposeful appearance - even when standing still.

Inside has some obvious similarities to the Hyundai duo, namely the basic layout of the cabin, but there are some key differences to separate them.

The most obvious change is the overall higher level of design and finish, with the Magma featuring a lot of leather and suede, offset by contrasting Magma-orange stitching - with white stitching available as an option. The sports seats are a particular highlight, finished in a combination of leather and suede with the specific Magma stitching pattern.

Then there’s the new, unique, steering wheel and instead of the blue and red ‘N’ buttons, Genesis has included a multi-function ‘Magma’ rotary dial/button and a ‘Boost’ button that allow you to adjust the various drivetrain modes (more on those later).

Overall, despite some similarities, the more premium materials and finish certainly lifts the GV60 Magma over its Hyundai relations.

The sixth-generation Mustang copped a lot of criticism for its interior look and feel, and while it certainly wasn’t at European levels of quality it was more affordable than any European V8-powered coupe.

The introduction of the new digital displays certainly adds a more premium impression to the cabin when you get inside, but you can still see a lot of the previous generation in this model, in particular the doors and centre console.

It’s pretty practical, for a sports car, with a pair of cupholders and a lidded centre console box for small item storage. 

One noticeable issue with the screens is the control virtually everything to do with the multimedia, including the air-conditioning, so trying to make small temperature adjustments is more complicated than just pressing a physical button. 

Not surprisingly space feels very similar to the outgoing Mustang with supportive and comfortable seating up front that made long stretches behind the wheel feel easy, which is nice for a sports car.

As for the rear seats, they remain incredibly tight for space and are better for soft item storage rather than squeezing people into.

Despite the largely carried over body and interior, the boot is slightly smaller than the previous model, with the coupe measuring 376 litres compared to the 408 litres offered previously. 

The other glaringly obvious difference inside the cabin between the Hyundai pair and the Genesis is the latter’s signature 27-inch wide OLED multimedia display. Unlike many other vehicles that house two smaller screens in a single housing, Genesis offers an uninterrupted 27-inch display in high-definition.

It looks properly premium (especially when the map or other displays blend into the instrument section) and further accentuates that this is a luxury vehicle, even if much of the functionality is the same.

Accessing the Magma is possible either via the standard key fob or the latest generation Digital Key 2.0, which is able to be stored on your smartphone and even shared with others remotely.

Aside from the premium leather and suede finish, the cabin is quite practical for a performance car, with good space front and rear for up to four adults in reasonable comfort.

Again, the shared underpinnings - also known as the e-GMP architecture - is the Hyundai Group’s bespoke EV base so it has been designed to maximise interior packaging and it shows here.

Even though Genesis likes to compare the GV60 Magma to the Porsche Taycan as a performance EV rival, the reality is it sits closer to Porsche’s Macan on price and offers similar interior space despite being slightly smaller overall and slightly lower to the ground.

Of course, the commonality between the Hyundai pair and the Genesis means pricing the GV60 Magma is a challenge. 

It needs to be more expensive to cover its high level of equipment and finishes, but can’t be too much more expensive or customers are likely to stick with the Hyundai options.

The Hyundai Ioniq 5 and 6 N already cost $115,000, before on-road costs, which make them amongst the most expensive Hyundai’s ever offered in Australia. But Genesis is still a new-ish brand to Australian buyers, so it can’t charge significantly more, even if it does offer more luxury. Which is why the asking price of $130,000 feels like Genesis has hit the sweet spot.

At least for the car itself, but it leaves it in an isolated position in the broader market because there are no direct like-for-like, dollar-for-dollar rivals. There are several powerful, electric SUVs, such as the BMW iX3 and Tesla Model Y, but none are quite as performance focused as the Magma… except for the Hyundais.

For the asking price you get a unique bodykit for performance and visual differentiation from the standard GV60. There’s also 21-inch alloy wheels wrapped in Pirelli high-performance tyres.

Other Genesis-specific inclusions are suede and leather appointed seats, suede headlining, leather-appointed dash and door trims, a 10-way power adjustable driver’s seat, heated and ventilated front seats, remote start, fingerprint recognition, the brand’s Digital Key 2.0, a head-up display, connected car services and a 17-speaker Bang & Olufsen sound system.

During the top secret development of this seventh-generation model there were plenty of rumours that Ford was considering a hybrid system for this Mustang. Fortunately for lovers of old-school V8 engines that proved not to be the case.

Instead it’s powered by a 5.0-litre V8 that's an evolution of the ‘Coyote’ unit from the previous ‘Stang but now featuring some technical changes, including dual throttle-bodies and separate airboxes to help improve performance. In the GT it’s tuned to make 345kW and 550Nm.

It can be paired with either a six-speed manual gearbox or 10-speed automatic transmission, both sending all the power to the road via the rear wheels.

While Genesis has done a nice job separating the GV60 Magma from the Hyundai twins visually and in terms of specification, where the three models converge is underneath.

That’s because the GV60 shares the same dual-motor electric powertrain as the N models. And that’s no bad thing because it makes 448kW of power and 740Nm of torque in its standard setting and can stretch to 478kW and 790Nm when you engage Boost Mode.

In addition to that there is also a Launch Control function that allows the Magma to sprint from 0-100km/h in just 3.4 seconds and the company claims it takes 10.9 seconds for it to reach 200km/h. The top speed is limited to 264km/h.

It also comes with Virtual Gear Shift, the Genesis version of Hyundai’s N e-shift, which simulates gears by creating a false ‘rev limit’ so you can tap the paddles on the steering wheel and feel like you’re changing gears even though it has a single-speed transmission.

While it hasn’t been confirmed by Ford, the Federal Government's Green Vehicle Guide has the Mustang GT rated at 12.8L/100km. And while that’s quite a thirst for unleaded petrol, it shouldn’t come as a surprise given it’s a 345kW 5.0-litre V8 engine.

If you value efficiency in your American muscle car, the four-cylinder turbocharged EcoBoost is rated at 9.4L/100km. But based on previous evidence, Mustang buyers are likely to opt for power over saving petrol.

The claimed consumption figure translates to a driving range between fills of around 650km.

The Magma has the same 84kWh battery with what it calls High-Performance Battery Control (or what Hyundai calls N Battery) which are specialised heating and cooling systems designed to ensure the GV60 can withstand racetrack hot laps, as well as spirited on-road driving. This is a key selling point for the Magma, as it allows for extended high-intensity driving, which would otherwise drain the battery too quickly to limit any meaningful track use.

Not that Genesis is pitching the Magma as a ‘track car’ as that’s the domain of the Hyundai pair, but even for on-road driving in the dynamic settings having the battery capable of adapting to the different driving conditions is worthy of note and shows the evolution of the technology.

Overall, the range is rated to 425km, which is good for a performance EV but the low 400 kay range is starting to look a little low these days by broader EV standards. It’s also less than the Ioniq 6 N and 5 N, mainly because the Magma bodykit adds more drag and the extra luxury adds more weight.

In terms of charging, the key detail to know is, with the 350kW charger, you can go from 10 to 80 per cent charge in as little as 18 minutes, according to Genesis’ claims.

And despite being the performance hero, it remains an EV at heart, so it is equipped with vehicle-to-load (V2L), which allows you to draw 200V of power from the battery to power small electrical devices if you need; which is not something many performance cars can claim to be capable of.

As promised earlier, here’s how the Mustang GT felt powering through the French countryside…

But first, it’s worth acknowledging that, in truth, it wasn't hard work getting through the traffic even in the manual Mustang. While the clutch is on the heavier side, it’s got a smooth action and the engine's torque and flexibility make darting in and out of gaps in the traffic a breeze.

However,  once out on the open roads the Mustang really could run free. The V8 engine sounded fantastic bellowing out across the fields and through the quaint little villages we passed through.

As you'd expect, the V8 provides plenty of grunt, it's an incredibly flexible engine pulling hard right across the rev range and makes us appreciate even more that this now remains the last of its kind since the demise of the V8-powered Chevrolet Camaro and Dodge Challenger.

Driving the Mustang in conditions like this makes you understand why it has been such a popular sports car not only in Australia but around the world for decades.

While the manual transmission has fallen out of favour with Aussie buyers, the truth is it's the pick for this GT. The fact it has less ratios to choose from than the 10-speed automatic means it feels more urgent and (again) the flexibility of the engine allows it to shine.

Not that the auto is bad, it does a fine job, it just lacks the buzz and engagement the manual ‘box provides.

What arguably impresses even more than the engine is the handling. Having driven the Dark Horse last year and being so impressed by its handling, particularly with the 'Performance Package', there was some concern prior to driving the GT that it would feel less impressive and, dare I say, duller.

But that's far from the case. Instead, the GT feels responsive and well sorted across a variety of road conditions. While it may lack the precise handling characteristics of a European sports car, it’s clear Ford has made this latest Mustang better suited for the rest of the world, not just America.

Not that Ford has made the Mustang too serious, as the introduction of the Drift Brake demonstrates. This rally-style electronic handbrake allows you to, as the name suggests, snap the car into a slide - when the circumstances allow.

Ford finally gave us our first (official) use of the Drift Brake when it paid us up with stunt driving expert, Paul Swift, who taught us how to slide the Mustang into a parallel park.

Obviously this is not designed for road use but for those who want to take their Mustang to the track it will no doubt lead to a lot of fun and some shredded tyres.

One of my personal favourite elements of high-performance EVs is their duality. On the one hand they can offer immense speed and power, but at the same time they can glide along in near-silence. Even the best adjustable drive modes in an internal combustion engine hero model can’t match it for the sheer breadth EVs can manage.

The GV60 Magma very much defines this dual personality of performance EVs.

It is especially quiet, with changes from standard GV60, including insulating glass, active noise control, extra gear meshing and more, to ensure it is quiet and refined inside the cabin. Driving it in its Comfort setting is a very relaxed and quiet experience, which is just what you should expect from a $130K luxury SUV.

But once you get out of the city and onto some winding country roads, as we did on the outskirts of Canberra, this is where the Magma is designed to shine. Unlike Hyundai’s N models which are deliberately designed for track use, Genesis says Magma is more of a grand tourer, focused on spirited on-road driving.

So, when you find a road you like, you can select one of the more dynamic drive settings - GT, Sprint or MY (personalised) - and turn on the Virtual Gear Shift (VGS) and virtual sound (which is a single, V6-inspired engine simulation) and have some fun.

Much like the Ioniq N pair, the GV60 Magma is a technological tour de force.

Typically, too much interference tends to dull modern performance cars, leaving the driver feeling more like a passenger. But that’s not the case here, because despite all the technology, or rather because of the way it is deployed, it’s a lot of fun to drive.

That is perhaps the most important element Genesis has taken from Hyundai, even more than the hardware or software, is making an engaging performance car. 

Building a ‘fast car’ is easy, but building one that is enjoyable to drive is much harder and that sums up the GV60 Magma.

As you should expect from a premium vehicle, the GV60 Magma comes generously equipped with safety equipment, passive and active.

For starters there are 10 airbags, including a centre ‘bag between the front passengers, so all occupants are covered. There’s also ISOFIX points for the rear outboard seats, impact sensing auto unlocking doors and even a projected path light when reversing to warm pedestrians, on top of the surround view parking cameras.

Then there’s all the active safety features, which include autonomous emergency braking (AEB), driver attention warning, blind-spot collision avoidance, blind-spot view monitoring, intelligent speed limit assist, lane keeping assist, rear cross-traffic alert, smart cruise control and safe exit assist.

However, while it may possess all the systems expected in a modern car, unfortunately there are still too many beeps, especially without a clear reason why it is beeping. This is an area where the entire Hyundai Motor Group, including Kia, can do a better job of integrating and calibrating the safety technology to make it seamless.

The GV60 was crash tested by ANCAP in 2022 and received a maximum five-star rating, which remains valid today.

There are no details confirmed at this stage but there’s no reason to believe the Mustang won’t be covered by Ford Australia’s usual five-year/unlimited kilometre warranty.

Similarly, service intervals are likely to be 12 months/15,000km.

For reference, capped price servicing on the out-going Mustang GT came in at $299 for each of the first four services, up to four years/60,000km. Not bad.

Despite being in the market for more than a decade, Genesis is still finding its feet in Australia. Having started with a ‘Studio’ concept in the Sydney and Melbourne CBDs and finding that a challenging way to sell cars, the brand has been expanding its reach with more conventional dealerships.

There are now eight showrooms, or Showcases as the brand prefers to call them, and four service centres - one each in Sydney, Melbourne, Brisbane and the Gold Coast. So there is still clearly some work to do for the brand to have a truly national reach.

But while it may be behind its rivals when it comes to physical location, they try to make up for it with customer care. 

The GV60 Magma is covered by the brand’s standard five-year/unlimited km warranty but owners also get 10 years of roadside assistance.

They also get complimentary servicing for the first five years, with intervals scheduled every 15,000km or 12 months.

And while the brand is expanding its footprint it is sticking with its ‘Genesis to You’ program that will see a service team member come to a location of your choosing - home or office - and give you a loan car while they take yours away for a service.

So you don’t even need to live near the service centres, Genesis will do the pick-up and drop-off for you. It may sound like a small detail but it should make ownership a much easier proposition.