2022 Genesis GV70 vs Lexus NX

What's the difference?

If you’re looking for a primarily design-led SUV which marries the ownership and value promise of a mainstream automaker with the look and ambience of a luxury model, look no further, the GV70 hits the mark.

There are some areas where it could improve behind the wheel for those seeking a sportier on-road presence, and it's odd that a brand would launch an all-new nameplate into this space without a single hybrid variant. But fresh metal, with such a strong value proposition, putting the established luxury players on notice, is great.

The NX 450h+ is a leading example for plug-in hybrid models. It’s a big ask for a buyer to switch to this technology at a correspondingly higher price, and others could follow the example set by this car as it nails the brief for core offerings.

It has a long range, charges relatively quickly, and the hybrid system is easy to use, yet is also customisable to allow keen users to extract the most out of the technology.

The NX does all of this whilst also being a big step forward for the brand in terms of its interior design, technology, and features. 

What remains to be seen is if there’s a big enough target market for PHEV tech when Lexus sells an even easier-to-use standard self-charging hybrid version.

The GV70 is stunning. Like its GV80 larger sibling, this luxury Korean makes more than a statement on the road. Its signature design elements have matured into something which sets it, not only far above its Hyundai parent company, but something which is also distinctively unique.

The large V-shaped grille has become a signature of spotting Genesis models on the road, and the twin strip lights which match height at the front and rear draw a strong bodyline across this car’s mid-section.

A wide, muscular stance at the rear alludes to the GV70’s sporty rear-biased underpinnings, and I was surprised to find the exhaust ports which stick out the rear on the 2.5T were not just plastic claddings, but very much real. Cool.

Even the chrome and black garnishes have been applied with notable restraint, and the coupe-like roofline and overall soft edges suggest luxury, too.

It’s tough to do this. It’s tough to make a car with a design which is truly new, distinctive, and communicates both sportiness and luxuriousness in equal measure.

Inside, the GV70 is properly plush, so if there was any confusion as to whether Hyundai can pull of a proper premium spin-off, the GV70 instantly puts them to bed.

The seat trims are plush no matter which grade or option pack is selected, and there are more than generous soft-touch materials running the length of the dash.

Design-wise its leaps and bounds from previous-generation Genesis products, and almost all the shared Hyundai equipment has been replaced by larger screens and chrome embossed switchgear which give the Genesis its own high-end feel and personality.

I'm a fan of the unique two-spoke steering wheel. As the prime touchpoint, it really helps separate luxury variants from sporty ones, which instead get a more traditional three-spoke wheel.

So, is Genesis a genuine premium brand? To me there’s no question, the GV70 looks and feels just as good, if not better in some areas than all of its more established rivals.

The design of the new NX is perhaps the thing I love the most about it. I was no fan of the prior model, which seemed a pretty average re-imagining of the previous Toyota RAV4 on which it was based. This new one, though, is a stratospheric leap into the future.

It thoroughly owns its appearance inside and out, leaving hardly a hint that it might share its underpinnings with the RAV4, and moving the Lexus brand forward in so many ways.

It has a newfound imposing stance thanks to its significantly expanded dimensions, with the signature Lexus descending roofline, massive wheels, and expansive grille.

While I wouldn’t call it ‘elegant’ it’s certainly contemporary, with the contours running down the bonnet, and particularly the ones surrounding the rear wheel arch cutting strong, post-modern lines.

It looks distinct, and importantly, far more resolved than its predecessor, to my eyes for the first time truly earning its place as a Lexus.

Interesting touches this time around also include the typeface across the rear, and sharp LED light clusters front and rear.

If you agree the exterior is an impressive step forward, wait until you see the inside. Lexus has clearly re-thought its entire approach to interior design, with the dash a clean slate exercise.

Immediately dominating the design is that massive touchscreen, which has an entirely new and much easier to use interface. Some clear thought has also been given to ergonomics, as, despite its size, even the furthest elements are easy to reach for the driver. And the clumsy touchpad interface which plagued the previous car has finally been consigned to the bin.

There’s also no doubt the NX reaches into the premium realm, with soft touch materials and tasteful grey finishes everywhere. There are even some clever elements, like a padded leather strip running alongside the centre stack for the driver’s knee, and largely tasteful application of piano black finishes.

The digital dash and wheel design is aesthetically pleasing, while maintaining a driver-oriented approach, which can sometimes feel a bit lost on some other new designs which replace an indented cluster with a single continuous panel for the dash and multimedia functions.

There’s also a distinct lack of buttons to clutter up the design, which ties into the practicality of the space which we’ll look at next.

The GV70 is as practical as you’d hope. The usual refinements are all present, large door pockets (although I found these to be height limited for our 500ml CarsGuide test bottle), large bottle holders on the centre console with variable edges, a large centre console box with an extra 12V outlet, and a flip-open tray with a vertically-mounted wireless phone charger and dual USB ports.

The front seats feel spacious, with a nice seating position which strikes a good balance of sportiness and visibility. Adjustability is easy from the powered seat to the powered steering column.

The seats are comfortable to sit in, and offer improved side bolstering over previous-generation Genesis products. The seats in the base and Luxury Pack cars I tested could have done with extra bolstering on the sides of the cushion, however.

The large screen has sleek software, and although it sits quite a distance from the driver is still able to be operated via touch. The more ergonomic way to use it is via the centrally mounted dial, although this isn’t ideal for navigation functions.

The positioning of this dial right next to the gearshift dial also leads to some awkward moments where you grab the wrong dial when it comes time to change gear. A minor complaint, sure, but one that could mean the difference between rolling into an object or not.

The dash layout and customisable systems are super slick as we’ve come to expect from Hyundai Group products. Even the digital dashboard’s 3D effect in Luxury Pack equipped vehicles is subtle enough to be non-intrusive.

The back seat has plentiful space for an adult of my size (I’m 182cm/6'0" tall), and the same plush seat trim continues regardless of variant or pack chosen.

I have plenty of headroom despite a panoramic sunroof, and amenity-wise standard fit includes a bottle holder in the door, two coat hooks on either side, nets on the backs of the front seats, and a drop-down armrest console with an extra two bottle holders.

There’s a set of USB ports under the centre console, and every variant also gets dual adjustable air vents. You’ll have to splash out for the Luxury Pack to get a third independently controlled climate zone with rear heated seats and a control panel back there.

To make things easy, the front passenger seat has controls on the side to allow rear occupants to move it if need be.

Boot space comes in at a very reasonable 542 litres (VDA) with the seats up, or 1678L with them folded flat. The space fit our entire CarsGuide luggage set with the seats up with space to spare, although for larger objects you’ll need to keep an eye on the coupe-like rear window.

All variants bar the diesel have space-saver spares under the boot floor and the diesel makes do with a repair kit.

The NX is much bigger than before, meaning it has a lot more cabin space, but what cabin space is on offer is also more efficiently used. 

A prime example is the centre stack and armrest console. The latter is simply huge and features the brand’s signature top with a trick hinge so it can be opened both ways. 

The lack of clumsy controls featured in previous cars, as well as a tidy fly-by-wire shifter, means a lot more space in the centre console for two huge bottle holders.

Under the climate controls is a neat, floating, wireless charger, which slides back into the dash to reveal yet another large storage area and 12V power outlet. Front passengers can also make use of a choice of USB 2.0 or USB-C for connecting to the multimedia suite. Nice.

Moving onto the touch panel itself, and the basic dual-zone climate functions are controlled via big shortcut touch units, as well as the smart inclusion of physical dials for temperature. There’s also a physical dial for audio volume in the centre, and shortcut buttons for instant de-fogging. Smart.

There are big bottle holders with a small bin in the doors, and the space on offer for front passengers is great. The seating position is quite high, but the excellent seat trim which Lexus has built a reputation for is still present. The F-Sport seats in this variant offer unexpectedly good side-bolstering, too.

The rear seat continues with the lovely seat trim, and the 60/40 split backing has two states of recline. 

The space offers plenty of room for my 182cm tall frame, featuring ample airspace for my knees and head. Oddly though, it doesn’t feel as big as its Toyota RAV4 relation. 

This could merely be perception, as the interior trim consists of dark leather with dark headlining and a deep tint for the rear windows.

For storage, pockets feature on the backs of the front seats, alongside a decent bottle holder in the doors and an armrest console with two more. 

Amenities include dual adjustable air vents with a lock-off (but no independent third climate zone), as well as dual USB-C outlets and a 12V socket.

Finally, there’s the boot. Volume is decent, with 520 litres on offer. The loading lip and floor is quite high, though, and it’s notable that 60 litres have been lost to this car’s design when compared with the RAV4. 

It fits the three-piece CarsGuide luggage set with a little space to spare, but the luggage cover had to be removed to accommodate the height.

Under the boot floor there is no room for a spare, but a small storage cutaway, perhaps for your charging cables, as well as a tyre repair kit and a compartment which houses the 12V battery.

The NX 450h+ is the most expensive NX ever, wearing a before on-roads price-tag (MSRP) of $89,900. It’s some $6000 more than the well-received NX 350h 'self-charging' hybrid and offers a huge battery with an unusually long range for a PHEV.

We’ll look a little more closely at the detail behind that in a moment, but you should also know that in the context of its PHEV competition the value equation is not as alarming as it first seems.

The Mercedes-Benz GLC300e wears an MSRP of $95,700, and incoming new PHEV versions of the BMW X3 (xDrive 30e - $101,971) and Volvo XC60 (Recharge - $97,990) are significantly more expensive.

It seemingly takes a lot to convince a buyer to switch to PHEV technology, so Lexus has quite cleverly positioned the NX 450h+ under its rivals, while also playing to the brand’s hybrid history.

Standard equipment is also excellent, with the NX range a huge leap forward for Lexus, the 450h+ only being available in the top F-Sport trim.

This includes a brand new and enormous 14.0-inch multimedia touchscreen with Apple CarPlay, Android Auto, and built-in nav, an 8.0-inch digital instrument cluster, head-up display, wireless phone charger, 14-speaker premium audio system, full synthetic leather interior trim, dual-zone climate control, power adjustable front seats with heating and ventilation, keyless entry and push-start ignition, 20-inch alloy wheels, colour-matching F-Sport bodykit, fully adaptive LED headlights, and a power tailgate.

Adding further value on top of the standard F-Sport equipment mentioned above, Lexus throws in the sunroof, heated steering wheel, and digital rear-view mirror which are optional lesser variants.

It doesn’t end there, though, with the NX featuring the full suite of active safety items offered by Lexus, as well as a particularly large hybrid battery (18.1kW) which allows a claimed NEDC range of 87km. 

It also throws in the polite inclusion of a Type 2 to Type 2 charging cable, which you’ll need to charge up at public AC locations.

So yes, the 450h+ is the most expensive NX ever made and will still be too tall an order for many, but it’s actually a lot better value than it first seems in the context of its rivals.

There are two petrol engine options and one diesel engine option in the GV70 range. It’s surprising Genesis has launched a brand new nameplate in 2021 without a hybrid option, and its range appealing to a traditional and enthusiast audience with rear-biased combustion options.

The entry-level choice is a 2.5-litre turbocharged petrol engine producing 224kW/422Nm. No complaints on the power front here, and it can be chosen in either RWD or AWD.

Next up is the mid-grade engine, a 2.2-litre four-cylinder turbo-diesel. This engine produces significantly less power at 154kW, but slightly more torque at 440Nm. The diesel is AWD only.

The top-of-the-range choice is the 3.5-litre turbo-petrol V6. This engine looks to appeal to those who may consider performance variants from AMG or BMW’s M division, and puts out 279kW/530Nm, again only as an AWD.

Regardless of which option you choose, all GV70s are automatic by way of an eight-speed (torque converter) automatic transmission.

Standard fully independent sports suspension comes on all variants, although only the top-spec V6 is equipped with an adaptive damper package and a correspondingly firmer ride.

The top-spec V6 as well as Sport Line equipped cars add a sportier brake package, Sport+ drive mode (which switches off ESC) and large exhaust finishes integrated into the rear bumper for petrol variants.

Okay, this is where it gets tricky. You ready? The Lexus NX 450h+ has a combustion engine up front. It’s a 2.5-litre four-cylinder engine producing 136kW/227Nm which runs on the Atkinson cycle, meaning it sacrifices some power in favour of efficiency.

The idea is that the slack is taken up by the electric motors, of which this car has two. It has one more powerful unit on the front axle, producing 134kW/270Nm, and a second unit on the rear axle facilitating the all-wheel drive system, producing 40kW/121Nm.

The combustion engine, meanwhile, can only drive the front wheels via a continuously variable automatic transmission.

The electric motors are, in fact, the same ones used in the ‘regular’ 350h hybrid, however the higher voltage 18.1kWh battery pack in the 450h+ allows a full range of motion in the fully electric driving mode, up to 135km/h without any assistance from the combustion engine.

Combined power is rated at 227kW, but no system peak torque figure is given. Lexus claims the NX 450h+ will sprint from 0-100km/h in just 6.3 seconds.

With no sign of a hybridised variant, all versions of the GV70 proved to be somewhat thirsty in our time with them.

The 2.5-litre turbo will consume 9.8L/100km on the combined cycle in rear-drive format, or 10.3L/100km in AWD. I saw over 12L/100km on my testing of the rear-drive version, although it was a short test of only a few days.

The 3.5-litre turbo V6 is claimed to consume 11.3L/100km on the combined cycle, leaving the 2.2-litre diesel as the most fuel efficient of the bunch, with a combined figure of just 7.8L/100km.

I scored much closer to the claim in my time with the diesel model, at 9.8L/100km. In lieu of a stop/start system, the GV70 has a function where the engine can be decoupled from the transmission when the vehicle is coasting.

It needs to be manually selected from the options panel, and I did not test it for long enough to tell if it makes a meaningful impact on consumption.

All GV70s have 66-litre fuel tanks, and petrol variants require a minimum of 95RON mid-shelf unleaded petrol.

The 18.1kWh battery pack which features in the NX 450h+ grants it an unusually long range for a PHEV, at a claimed 87km. This is to the more lenient NEDC testing cycle, however, and in our real-world driving the car reported around 62-65km of pure electric range at close to 100 per cent charge.

That’s still the longest real-world range of any PHEV I’ve tested, which bodes well for the usefulness of this system.

Unlike some PHEVs, the NX 450h+ has flexible options for controlling the drivetrain. The car defaults to EV mode, but with a flick of the switch it can be driven as a parallel hybrid (like any other Toyota or Lexus hybrid system) which does a great job of maintaining the battery level.

Or you can switch to charge mode, which constantly runs the engine using excess idle power to charge the battery.

The only thing I wish you could control here is the regenerative braking, which has a single mild state of tune. The ability to control it with the paddle-shifters would make for a more efficient EV.

Claimed fuel consumption for the 450h+ is just 1.3L/100km, and after my testing, covering several hundred kilometres in a few drive modes, on the freeway and around town, I came to a final figure of 3.9L/100km. 

That's pretty good, but if you were able to make more use of the EV drive mode, it could easily be less.

In terms of charging, the NX uses a European-standard Type 2 charging port. Importantly, the NX can charge at a rate of 6.6kW, double that of many PHEVs.

This means despite a relatively large battery you can get to 100 per cent charge on a public AC charger from the reserve level in just 2.5 hours. A more realistic proposition for those who only have on-street or apartment parking and cannot charge at home.

Total range can theoretically be in excess of 1000km with a full charge and tank of fuel. The NX takes 55L of fuel but notably requires mid-shelf 95RON premium.

The GV70 is accomplished in some areas, but there are others where I was left wanting. Let’s take a look.

First things first, for this launch review I sampled two variants. I had a few days in a base GV70 2.5T RWD, then moved into a 2.2D AWD with the Luxury Pack.

The Genesis is lovely behind the wheel. If it does anything right, it’s the luxury feel of the whole package.

The two-spoke wheel is an awesome touchpoint, and the standard ride on the cars I tested (keep in mind the V6 Sport has a different tune) was excellent at soaking up what the suburbs had to throw at it.

The other thing which immediately took me aback was how quiet this SUV is. It’s damn near silent. It does this through plenty of noise dampening, but also active noise cancellation via the speakers.

It’s amongst the best cabin ambiance I have experienced in a long time. Better than even some Mercedes and Audi products I have tested recently.

This car has an identity crisis, however. While its ride and cabin ambiance nail a luxurious feel, the available drivetrains suggest a sportier bent which just doesn’t come across as clearly.

First, the GV70 doesn’t feel as agile as its G70 sedan sibling. Instead, it has an overall feeling of heft and the softer suspension leads more tilt in the corners, and not as engaging as the engines make it feel in a straight line.

The steering also misses the mark, feeling heavy and a bit dull when it comes to feedback. This is odd because it’s not as though you can’t feel the car respond through the steering, as is the case in some electrically assisted systems.

Instead it's as though there’s enough of an electric tweak to stop it short of feeling organic. Just enough to stop it from feeling reactive.

So, while the punchy drivetrains suggest sports luxury, a corner carver the GV70 is not. It’s great in a straight line though, with all engine options feeling punchy and responsive.

The 2.5T has a deep note to it, too (assisted in its delivery to the cabin by the audio system), while the 2.2 turbo-diesel ranks amongst the most refined diesel drivetrains I’ve ever driven. It’s quiet, smooth, responsive, and ranks up there with VW Group’s very appealing 3.0-litre diesel V6.

It’s not quite that punchy, or as powerful as the petrol options here. Compared to the 2.5 petrol some of the fun is removed from the top-end.

The feeling of weight generates on-road security, which is enhanced in the all-wheel drive cars. And the eight-speed transmission offered across the range proved an intelligent and smooth shifter in the time I spent with the four-cylinder models.

I did not have a chance to test the top-spec 3.5T Sport for this review. My CarsGuide colleagues who did get a go report that the ride from the active dampers is quite firm, and the engine is hugely powerful, but nothing has been done to abate the dull steering feel. Stay tuned for future reviews to get more in-depth on this one.

Ultimately then the GV70 nails the luxury feel but maybe misses the sporty mark on all but the V6. While a little work seems to be required on the steering and to a degree, the ride, this is still a solid debut offering.

The NX feels entirely different from the previous model. The new car feels bigger, wider, heavier, almost as though you’re driving the previous-generation RX, a full size up.

It’s also a completely different beast from the RAV4 on which it is based. Visibility is still excellent with expansive glass on all but the rearmost window, while the refreshed cabin design feels spacious but more luxurious, too.

The steering is heavy, regardless of drive mode, making the NX feel substantial, but not inconvenient or artificial, with some organic feedback letting you connect with the road.

The hybrid drivetrain is the real star of the show, however, with Lexus putting its decades of experience on full show. 

The car defaults to EV priority mode, moving primarily as an electric car at up to freeway speeds without needing the combustion components. 

In hybrid vehicle mode, the components (which are the same as the standard hybrid, anyway) do an excellent job of mimicking the series/parallel drive of other Lexus and Toyota hybrid models.

The key brilliance of this system is how drive to the wheels is managed by the transmission, so it is imperceptible to the driver when the engine is assisting (aside from distant noise at higher loads). 

The mastery of this tech is such that it is still the leading hybrid drive on the market for smooth power transfer.

The NX also has a charge mode, where it will operate primarily as a combustion vehicle with less electrical assistance. The idle time from the engine is used to charge the battery via the transmission. 

While it’s not an efficient way to use the energy, it may be useful for where you want to maximise the amount of energy saved during a freeway trip in order to have a full charge for emissions free motoring at your destination.

The only area of drivetrain customisation I wish the NX had is in regeneration. The stock regen tune is quite mild, so I feel as though it could get even more range out of EV priority mode if you were able to maximise this.

The NX is also quite fast in a straight line, with Sport and Sport+ modes allowing you to eke otherwise hidden performance out of the electric motors. 

Raw acceleration does make the 6.3-second claimed 0-100km/h time feel like a realistic proposition, but I wouldn't put this SUV in amongst its performance rivals.

While its electrified straight-line performance is impressive, the each-way suspension tune and weight of 18.1kWh of batteries leaves a little to be desired on the handling front. 

This car feels its weight in the corners and comes with a fair bit of body-roll to keep it out of the same league as German sports machines like the GLC53 or BMW X3 M40i.

The suspension tune was another source of disappointment. For context, the ride is generally very good, but I found the large wheels, low profile tyres, and new adaptive suspension package give the NX a ride with a harsher edge than I was expecting. 

This is perhaps more notable because its RAV4 relation is particularly good for ride comfort. Seems odd that the relatively affordable Toyota-branded SUV rides with more grace than its Lexus luxury equivalent.

The same goes for road noise. Not bad, but it could be better on coarser chip surfaces, where you can hear the difference the big Lexus wheels and low-profile rubber makes.

Where does that leave us? This is a more luxury-oriented model when it comes to its ride and handling than some of its price-equivalent sporty rivals, but leans into its electric features to provide a customisable platform for energy-efficient adventures.

It’s silky smooth around town but leaves you with the confidence to have some battery left at the end of your trip without making it too complicated. I’d argue the ingredients on offer here are what more manufacturers should be combining to get people into PHEVs.

As the top-spec car, the NX 450h+ comes with the full suite of modern active safety, including freeway speed auto emergency braking with pedestrian and cyclist detection, a new intersection assist feature, a new emergency steering feature, blind spot monitoring with rear cross traffic alert, lane departure warning with lane keep assist, adaptive cruise control, road sign assist, safe exit warning, and panoramic reversing camera.

It also packs a whopping 10 airbags alongside the standard array of brake, stability, and traction controls, as well as dual ISOFIX and three top-tether child seat mounting points across the rear row.

At the time of writing, the NX was yet to receive an ANCAP safety rating.

Genesis not only brings the mainstream ownership mindset from Hyundai with a five year and unlimited kilometre warranty (with matching roadside assist) but blows competitors out of the water with free servicing for the first five years of ownership.

Yep, that’s right, there’s no cost to service a Genesis for the length of the warranty. You can’t really beat that, especially in the premium space, so full marks it is.

The GV70 needs to visit a workshop once every 12 months or 15,000km, whichever occurs first. It’s built in South Korea, in case you were wondering.

Lexus offers a five-year/unlimited kilometre warranty but goes one step further for its hybrid and electric models to offer an industry-leading 10-year/unlimited kilometre warranty for the high-voltage battery components.

Service costs are very competitive for the luxury market, too, with every NX costing just $495 a year for the first three annual visits.

Good value considering the PHEV is more complicated compared to standard combustion variants.

Specific ownership boons offered to buyers of the PHEV model include complementary home installation of an AC charging terminal, alongside a three-year membership to the Lexus Encore Platinum service.

Benefits include invites to various events and discounts with partnered venues and fuel stations. But perhaps most importantly, access to the 'Lexus on Demand' service which lets users swap their car for another model for up to eight days at a time.

This is a fairly generous ownership initiative which keeps Lexus ahead of its luxury rivals.