Genesis GV80 vs LDV ET60

What's the difference?

The Genesis GV80 Coupe is a rare breed – it comes packed to the gills with features, has great ownership benefits and can easily accommodate a large family in comfort.

The fuel economy isn’t great but it looks and acts the part of a true luxury SUV. My husband and son were impressed and enjoyed all of the features it has.

The eT60 presents as an electric vehicle clearly converted from a combustion vehicle to take advantage of being first in our market. 

It comes with some significant downsides, from the lack of key specifications and safety equipment to the downright average drive experience, but in other areas it’s specified right, with decent charging specs, and surprisingly good software on that centre multimedia screen. 

In some ways, these impressions are a reflection of how far the ute market has come in Australia in the last few years, with many commercial offerings now feeling just as complete as passenger cars in terms of specification and driving prowess.

LDV has left open the door for future tweaks and improvements to the eT60’s spec, ride, and features, and we’re keen to get it in for a longer test in the near future. Either way, though, the brand says it has no shortage of buyers lining up to be a part of the zero emissions future of commercial vehicles.

At first glance, there’s not a lot that separates the external styling of the Coupe and SUV, at least in the front.

The biggest difference is obviously in the rear and it's here Coupe's design shines. The SUV sibling looks nice but is a little boxy at the rear and features a dicky-looking window. The Coupe's rear is pinched but it’s rather softly done compared to some rivals.

It manages to look sleek and sexy as coupes tend to be without losing any of its large road-side presence.

The 'Storr Green Matte' paintwork on our test car highlights the high-end feel, as does the huge LED external lights and chrome accents.

Head into the cabin and you'll find design elements which accentuate the width of the car – like the long air vent strip that runs the length of the dashboard, a wide centre console and the huge 27-inch OLED technology screen that houses the media system and instrument cluster. Even the touchscreen control panel for climate and seat functions is big.

Our test model has a cream-coloured suede headliner and quilted Nappa leather seats that look plush. Contrasting stitching and the seatbelts are a bright red (or dark orange, depending on who you ask) and the panoramic sunroof adds a bright and cheery element.

The ambient lighting surrounds a lot of the features, like the cupholders and the crystal rotary dials. In fact, when you pop the car into reverse, the light changes from whatever it was to red, which is neat.

As far as luxury cars go, this totally looks the part and while design is very subjective, I love how this looks inside and out. Let us know what you think of it in the comments.

The eT60 is hard to tell apart from its combustion equivalents from the outside. If you were expecting a blanked-out grille, aerodynamic wheels, or some other special EV-specific design flair, you’ll be surprised to find there are none.

To that end, the eT60 shares the exterior appeal of the combustion range, with a big, tough-looking grille, modern LED DRLs, sturdy looking alloy wheel designs, and enough chunky personality from the wide stance and additional bits like the sidesteps and sports bar.

Peeking underneath reveals the housing for the batteries, notably no spare wheel, and the tray is utilitarian with the spray-in tubliner. At least the ute scores colour-matching bodywork all around.

The same goes for the inside, which certainly feels like a commercial offering. Again, all the items in there mirror its base combustion equivalent, with the only giveaway of its electric nature being the dial-shifter which replaces the lever on the centre console.

The cabin surroundings are largely hard-wearing plastics, including the steering wheel, making the swish touchscreen with surprisingly fast software look somewhat out-of-place.

The analogue dash cluster, for example, looks a bit old-school for an EV, and in terms of look and feel, the T60 generally feels a bit behind the pace compared to its traditionally more expensive rivals.

While it lacks in some areas, though, it is worth something that this dual-cab flies under-the-radar. Fleet operators won’t need to worry about a strange-looking ute with unnecessary frills, and common body panels with combustion versions will make repairs easy, too.

With all of its features offering comfort and luxury, practicality is pretty high for the GV80 Coupe.

The cabin feels almost cavernous up front for my 168cm height. As mentioned, the seats are very comfortable and there is a stretching function that briefly comes on during a longer journey to ease any fatigue in your lumbar.

The rear row is almost as large as the front and there's a limo-like quality to the legroom that taller individuals will enjoy. The headroom is good for the outboard seats but a taller adult will be hunched when sat in the middle. Keep that for a kid!

Amenities in this row are excellent with the powered outboard seats that feature heat and cooling functions, directional air-vents, climate control and retractable sun-blinds (my son's favourites). 

The individual storage is a little less than you might expect for such a large car, especially up front, as all options are on the shallow/small side.

There is a middle console (think of it as a tray), glove box, two cupholders, two drink bottle holders and a phone cubby that can be closed to keep things looking neat.

The rear row sees two map pockets, two cupholders and a storage cubby in the fold-down armrest, as well as some shallow bin storage.

Technology looks stellar, is easy to use and found throughout.

You're spoiled for choice when it comes to charging as there are four USB-C ports, three 12-volt sockets and a wireless charging pad to choose from. 

And new for 2025 is the UV-C feature, which sterilises whatever you place inside the middle console. Handy for anyone who wants to disinfect small items, like a phone, keys or wallet.

The multimedia system takes a while to get used to as the tech has been updated but once you do, it’s an easy system. You can access the media system via the touchscreen or the rotary dial. Climate control and seat functions are accessed via the large control panel that sits underneath, which is handy for when you're on the go. 

The GV80 Coupe has built-in sat nav, wired Apple CarPlay and Android Auto, as well as, a 12-inch colour head-up display.

Because of the sleek rear shape, the boot space sits at 644L when all seats are in use. It’s large enough for my gear and weekly errands and I like the powered tailgate's proximity feature. As long as you have the key fob, it will open when you stand at the rear. Great for when you have your hands full.

The loading space is level and the rear seat has a 40/20/40 split, which opens up storage options. But underneath the floor, there are heaps of cubbies for extra storage of smaller items and it’s here the tyre mobility and roadside assistance kits are housed.

Your burning question here will be how much the eT60 can tow and haul. With the same suspension set-up as the Pro version, this ute is capable of carrying a 1000kg payload, or tow 1000kg braked.

This is limited, but when you consider its 2300kg kerb weight due to the addition of those batteries, reasonable.

Operators should keep in mind that the 330km driving range is unladen, so you can expect half of that or less when loaded to capacity.

Tray dimensions come in at 1510mm wide (1129 between the arches), 1485mm long, and 530 high. Axle load capacity at the rear is 2100kg, and the eT60 has a GVM of 3300kg.

The approach and departure angles, as well as the clearance are mostly the same as the combustion version, coming in at 27 degrees, 24 degrees, and 187mm respectively.

Technical stuff aside, the cabin is as hard-wearing and practical as you would hope for a working ute, with a total of six cupholders and four bottle holders, a glove compartment, and sunglass holder, two USB 2.0 ports, two 12V outlets, and the welcome addition of a full-size 220V household power outlet.

The synthetic seat trim is so-so for comfort, and the seat bases are quite high, leaving someone at my 182cm height quite close to the roof.

The lack of telescopic adjust for the steering wheel is a shame, but not unusual for products from LDV’s SAIC parent company (this problem is shared with the MG ZS, for example).

The rear seat continues to offer comparatively good space for this segment, even behind my own driving position, although it would be predictably quite tight with three abreast.

As this was a brief test, we can’t tell you what it looks or feels like when loaded up, but the spray-in tubliner is better than offering the eT60 with simply a painted tray, as it’s good-to-go from day one.

The eT60 is expensive. Shockingly expensive. The single variant which will initially arrive in Australia wears a before on-road costs price tag of $92,990.

To put that in perspective, its specification is equivalent to that of the base-model ‘Pro’ combustion version, which now wears a price-tag of $43,148.

Do the math. You could literally have two T60 Max Pros for the same cost as one of these electric versions, given the latter's price premium of $49,842.

To make matters worse, the eT60 is rear-drive only, and with its nearly 90kWh battery pack offers just 330km of driving range, and that’s without being loaded-up.

This price is puzzling for more than one reason, however. For a start, 90kWh of batteries certainly doesn’t cost nearly $50,000 (if you take the average price of a lithium cell per kWh in 2022, the battery should cost closer to $20,000).

In fact, even the electric Mercedes-Benz Vito van with a similarly-sized battery comes in at $85,353 before on-road costs.

To this you could argue many things, but perhaps the most salient point is the fact that big corporate commercial fleets with zero emissions targets are seemingly obliged to pay up given the eT60 has become the only zero-emissions option in the ute space.

Standard gear is mostly shared with the Pro grade of the combustion T60, but there are some real oddities.

Good things include 17-inch alloy wheels and a slick 10.25-inch multimedia touchscreen with Apple CarPlay connectivity, synthetic leather interior trim with six-way electric adjust for the front passengers, LED DRLs, and a sports bar over the tray, which itself has a spray-on tub liner pre-applied, and side-steps to make it easier to hop in and out.

A big bonus is the household-sized 220V power outlet on the back of the centre console, which can be used to power tools and charge devices.

Then things get a bit strange. For example, this is the only fully electric car I’ve ever driven which has a turn-key ignition (as opposed to a push-start system).

It also has an analogue dial cluster, a plastic steering wheel with no telescopic adjust, halogen headlights (in 2022, really?), a manual handbrake, and the example we drove didn’t even have a dedicated park gear. To exit the vehicle, you leave it in drive or neutral, rip the handbrake on, and turn it off. Very odd.

There’s some welcome items here, and it’s also nice that despite LDV’s clear focus on commercial buyers, the eT60 is a dual-cab, so you can actually use it for more than just hauling stuff, but there are just some things (the lack of a park gear in particular) which make it feel a bit pieced together on a tight budget. Rough for a vehicle which costs nearly $100K.

The GV80 model facelift sees all variants enjoy a powerful 3.5L twin-turbo petrol V6 engine that produces 279kW of power and 530Nm of torque.

The Coupe is an AWD, features an eight-speed auto transmission and can do a 0-100km/h sprint in just 5.7 seconds.

It also has different terrain modes and a braked trailer towing capacity of 2722kg. Whether you’d use this car for that sort of stuff is another matter.

The eT60 is rear-wheel drive only, with an electric motor producing 130kW/310Nm. That’s nowhere near as punchy as the 160kW/500Nm outputs of its punchy twin-turbo 2.0-litre combustion equivalent.

There are three driving modes - 'Power', 'Normal', and 'Eco', and driving performance seems tame. Again, as this was a quick spin in what was described as a pre-production vehicle, we didn’t have a chance to try it out with extra weight in the tray.

Suspension is the same as the combustion T60 Pro, consisting of ‘heavy duty’ coils at the front, and a leaf-sprung set-up in the rear. There are disc brakes all-round.

Aye, here's the rub, as the hefty power comes with a thirsty gullet.

The official combined fuel-cycle consumption figure is a hefty 11.7L/100km and my real-world usage came out at 11.4L/100km after doing a lot of open-road trips this week.

I haven’t held back using the power but it's thirsty compared to its rivals which mostly sport mild-hybrid powertrains.

Based on the large 80L fuel tank and official combined fuel cycle consumption figure this car's theoretical driving range is 684km.

The eT60’s WLTP-rated energy consumption figure comes in at 21.3kWh/100km, which for a passenger car wouldn’t be great, but seems about right for a commercial vehicle of its size and aerodynamics. As already mentioned, this gives it an official driving range of 330km.

LDV says the fleet buyers it has lined up for the eT60 understand its range is “more than adequate for their daily requirements”.

There is some good news on the charging front, with the eT60 being sensibly specified from the factory. The DC charge rate maxes out at 80kW, for a claimed 20-80 per cent charge time of 45 minutes on a compatible charger, while the slower AC charging rate (important for back-to-base operators) is 11kW, meaning a nine-hour 5.0-100 per cent charge time.

On a single-phase charger (maxing out at 7.2kW, but cheaper to install) the 5.0-100 per cent charge time is a claimed 13 hours. Expect more like a 40-hour charge time on a standard wall socket.

The GV80 Coupe has a deep well of power to dip into and fantastic pick up. The power delivery feels effortless and it’s easy for urban and open-road driving.

The GV80 isn't as dynamic on the road as some of its rivals when it comes to the ‘sporty’ factor and you notice that the most when you hit high winds or tackle a tight turn, as there is some roll, but on the whole it’s a smooth ride. Think of it as more ‘stately’ than sporty.

The cabin is mostly quiet but wind noise can creep in at higher speeds.

The wide windows and high ride mean the visibility is very good and so is the sound quality from the 18-speaker Bang & Olufsen audio system. Every school run is a concert!

The GV80 Coupe is large car and will fill out a parking space but it’s not hard to park because the 360-degree view camera system is so good and the projected parking guidelines add assurance in a tight spot. 

There is a remote parking assist feature, where you can move the car remotely from your key fob, which is great for those times someone parks a bit too close and there’s not enough door clearance to get in.

I said some of the standard equipment on this car is odd. This continues through to the drive experience. Keep in mind that LDV reminded us that there were some pre-production quirks about the vehicle we briefly drove on this launch.

Setting off, the eT60 emits a rather unappealing artificial buzzing sound to alert nearby pedestrians of its presence. While the audible aid is welcome, particularly for a commercial vehicle which may be frequently operating in areas shared with pedestrians, does it have to be so grating?

Even the Mifa 9 electric people mover makes a more appealing science-fiction-inspired noise. Perhaps the eT60’s noise was designed to mirror the tone of a diesel engine?

The seating position leaves a lot to be desired for someone of my height and I would also love to have telescopic wheel adjust, although visibility out of the cab is good all-around, and the reversing camera is relatively high-quality.

Manoeuvring at low-speeds is only tarnished, then, by heavy steering, which annoyingly, also gets a bit vague at higher speeds.

Higher speeds also reveal this ute’s main weakness which appears to be its ride. Keep in mind we’re driving a completely unladen pre-production example. But the ride was harsh, busy, and unsettled in our short drive, which covered a portion of freeway and some bumpy side roads.

The suspension from the combustion T60 Pro appears to struggle with the additional weight of the batteries in the eT60. Harsh bumps were easily transmitted to the cabin, whilst undulations had it jiggling and bouncing around side-to-side.

Power from the electric motor seemed sufficient, but not exciting, with tame acceleration off-the line. The obvious benefit being instantaneous response without the need for a transmission.

It is hard to tell whether the 310Nm on offer will feel too heavily burdened when the ute is loaded up. In some instances, electric motors don’t feel additional heft at all, so stay tuned for a follow-up load test.

Unlike this car’s Mifa 9 or eDeliver 9 relations (which use an electric motor with identical outputs), the eT60 does not have adjustable regenerative braking, with a single strong tune, which cannot even be turned off.

While it is welcome for extending the ute’s range and reducing the stress on the disc brakes, it is not a single-pedal driving mode.

The three driving modes don’t alter the experience much, with the Power mode making the electric motor more responsive, and Eco mode taking the wind out of its sails.

Its maximum speed is limited to 120km/h which is more than can be said for the eDeliver 9 which is limited to 90, a recipe for freeway frustration.

We’re keen to spend more time with the eT60 in the future to better evaluate its range claim and how it deals with more commercial duties. Hopefully it can shape up a little better than it did our quick and less-than-ideal testing environment.

The eT60 lags behind the competition here with a notable lack of active safety equipment, now considered industry-standard.

There’s no auto emergency braking, lane support equipment, active cruise, or blind spot support. Instead, this ute has the standard array of six airbags, electronic stability and traction controls, with the addition of hill start assist, roll movement intervention, and hill descent control.

While combustion versions of the T60 have a five-star ANCAP rating from 2017 (before active items like AEB were considered necessary), don’t expect the same from the eT60.

The GV80 Coupe comes with a five-year/unlimited km warranty and complimentary servicing for five-years or 50,000km, whichever occurs first.

There is also complimentary roadside assistance through Assist Australia for five years.

Since this is a turbo, the servicing intervals are a little annoying at every 12 months or 10,000km but it’s rare for a car brand, let alone a luxury one, to offer anything for free. What Genesis offers is a real plus.

Ownership is a better story. The eT60 is offered with an industry competitive five-year/160,000km warranty, with five years and 130,000km of roadside assist. There is also a separate eight-year and 160,000km warranty for the battery (supplied by CATL).

The service intervals might be the most appealing attribute, with the eT60 only needing to visit a workshop once every 24 months or 30,000km.

Even better is the cost, which will set owners back an approximate average of just $145.80 per year for the first 10 years of ownership.