Tested: 2023 Cadillac Lyriq vs. 2023 Genesis Electrified GV70 Luxury EVs Compared

The Cadillac Lyriq and Genesis Electrified GV70 do things differently. They’re both luxurious electric SUVs with appetites for performance, but they were born from two very different ideas. The Genesis disguises its all-electric powertrain under a body that mimics the gas version that debuted in 2021. The Cadillac is a fresh start, an all-electric entrant that’s part of GM’s EV assault. Despite their different approaches, these two luxury EVs are fairly closely matched. But they have different strengths and weaknesses, and one emerges the winner.

The Electrified GV70 looks nearly identical to the gas-powered version. Its shiny grille, which also houses its charging port, smiles big whereas many EVs present a tight-lipped face to the world. If not for the exclusive 20-inch wheels and lack of potato-shooter exhaust outlets, it might be impossible to tell if the GV70 you’re looking at burns hydrocarbons or chugs electrons. Even inside, the only immediate clue is that the ignition button says “EV Start/Stop” instead of “Engine Start/Stop.” Its rear electric motor takes the place of the gas SUV’s spare tire under the rear cargo floor, but cargo space is still nearly identical. A tiny frunk is found where pistons and connecting rods used to dance. Genesis bulked up the Electrified GV70 with more structural rigidity to handle its 5060-pound mass, which, compared to the gas version, gives you 476 pounds more GV70 to love. The Electrified GV70 discreetly plays the role of an EV without making its entire identity about its powertrain.

The Cadillac Lyriq is more obviously an EV, with a fresh design that’s distinct from the brand’s gas-engine models. Size-wise, it slots in between the gas-powered XT5 and XT6 but is far more stylish than either. In fact, during our photo shoot, the Caddy’s illuminated faux grille attracted so much attention it caused a traffic jam in downtown Detroit. (No one so much as looked at the GV70.) Under the Lyriq’s skin is a version of GM’s modular Ultium battery pack, similar to the larger one that’s employed in the GMC Hummer EV.

Power and Acceleration

Rather than flashy looks, the all-wheel-drive Electrified GV70 proves its worth through action. Its party trick, exclusive to the Electrified model, is a Boost button mounted on the steering wheel that unleashes all 483 horsepower for 10 seconds. The Boost mode shaves a claimed half-second off its 60-mph time, knocking it down to 3.8 seconds, and shrinks its leap to a quarter-mile to just 12.3 seconds. That makes the electric GV70 1.1 seconds quicker to 60 mph than the 375-hp gasoline-drinking GV70 3.5T and leaves it only a few tenths behind a Porsche Macan GTS.

Unlike the dual-motor-only GV70, the Lyriq offers both single- and dual-motor versions. The dual-motor, all-wheel-drive model we tested has 500 horsepower and 450 pound-feet of torque (160 horsepower and 125 pound-feet more than the single-motor version). Despite the Caddy’s power advantage over the Genesis, its 4.6-second sprint to 60 and 12.9-second race through the quarter-mile are both slower. An antithesis to Genesis and its fun button, the Lyriq restrains maximum output until 40 mph, even with the pedal fully mashed. Call it a latte anti-spillage system, but the delay really zaps the excitement of having 500 horses under the hood.

Range and Charging

The Electrified GV70 may pack a harder punch, but the Lyriq can go for more rounds. The EPA estimates the GV70 has a range of 236 miles, versus 307 for the Lyriq. Our real-world 75-mph highway range test showed a lesser difference. The Electrified GV70 went 190 miles while the Lyriq (wearing its standard 20-inch wheels, not the optional 22s) managed 220 miles.

The Genesis, though, makes a comeback at the charger. At the DC fast-charger, the GV70’s 77.4-kWh battery pack can charge at up to 240 kilowatts, while a slower 10.9-kW onboard charger handles AC charging. The Lyriq’s 102.0-kWh battery pack can refill at up to 190 kilowatts when DC fast-charging and up to 11.5 kilowatts from its standard onboard AC charger (a 19.2-kW unit will be optional for 2024). Unfortunately, in two attempts, we never got a complete 10 to 90 percent charging test for the Lyriq. In the first, the car was charging exceptionally slow, and during a second attempt, the Electrify America charging station quit at a 76 percent state of charge. Still, we have enough data to tell most of the charging story. The Electrified GV70 recharged at a rate of up to 239 kilowatts, averaging 166 kilowatts for the 24 minutes it took to go from 10 to 90 percent, one of the fastest charging speeds of any EV. The Lyriq had a lower max rate of 181 kilowatts and a lower average of 111 kilowatts and took 40 minutes to charge to 75 percent.

Comfort Compared

There’s no real loser in the battle of luxury, but the Genesis’s interior is noticeably more upscale than the Cadillac’s. The Lyriq certainly shows effort, with a spectacular startup animation across its 33.0-inch curved display. It even uses a similar rotary infotainment dial and knurled volume scroll wheel as the GV70, but the execution and tactile feel is not as good. While the Caddy’s greater rear passenger headroom and leg space are a plus, we’d still rather be chauffeured in the Electrified GV70’s plush heated rear seats, which our Cadillac lacks. Our test Lyriq didn’t even have climate control back there. The electric GV70 also avoids EV gimmicks such as Cadillac’s odd touch-activated door handles that complicate a simple task.

The sweetness is felt at the steering wheel too. Like the gas version, the Electrified GV70 feeds a craving for fun by tackling curvy roads without breaking a sweat. Its Michelin Primacy Tour A/S tires are as wide as the Caddy’s Michelin Primacy All Seasons, but the GV70 takes full advantage of its slightly better all-season rubber. Highway cruising is really where the Lyriq’s more relaxed personality shines. Its frequency-dependent dampers marvelously soften up the ride over bumps and quickly return firmer damping in sharp curves.

With technology at the helm, the Lyriq should have the advantage with its standard Super Cruise, GM’s much-touted driver-assistance tech that offers hands-free driving. The GV70’s driving assist is not entirely hands-free. But we found Super Cruise to be glitchy on a stretch of I-94, just minutes from GM’s headquarters, where it would work one day and not the next. We also couldn’t find an adjustment for the volume of text notifications that erupt through the powerful 19-speaker AKG audio system.

Cadillac Lyriq AWD
HIGHS: A lot of EV for the price, has the edge in range, loads of rear passenger space.
LOWS: Its 500 horses are hobbled, mediocre DC charging, less-than-Cadillac level of luxury.
VERDICT: Not quite the Escalade of EVs.

If this contest were decided by price alone, the Lyriq would secure a knockout victory. Our mid-trim Lyriq Luxury plugged in with a $65,615 as-tested price, the only option selected was Stellar Black Metallic, which is just a fancy way to describe spending $625 for black paint. Still, it’s nearly $10,000 cheaper than the Electrified GV70’s $75,275 as-tested price, which included a $6800 Prestige package that nets all of the upscale interior materials and $925 for the Makalu Gray Matte paint that we were a nickel short of discovering whether it was the same stuff on scratch-off lottery tickets.

Genesis Electrified GV70
HIGHS: The epitome of luxury, the quickest GV70, doesn’t scream electric car.
LOWS: Higher price, lower range, no wireless smartphone mirroring.
VERDICT: Tops its rival and its gas-powered siblings.

As if the two were wearing boxing gloves, these EVs traded punches with pros and cons. The GV70 has a snazzier cabin, but it costs more, and the Lyriq has more space. The Lyriq goes farther on a charge, but the GV70 recharges more quickly. Ultimately, the Electrified GV70 ekes out a victory with superior luxury, more exciting driving dynamics, and just enough range. In this matchup, creating an EV from an existing model rather than a purpose-built architecture proved to be no handicap.

Associate Editor

Yes, he’s still working on the 1986 Nissan 300ZX Turbo project car he started in high school, and no, it’s not for sale yet. Austin Irwin was born and raised in Michigan, and, despite getting shelled by hockey pucks during a not-so-successful goaltending career through high school and college, still has all of his teeth. He loves cars from the 1980s and Bleu, his Great Pyrenees, and is an active member of the Buffalo Wild Wings community. When Austin isn’t working on his own cars, he’s likely on the side of the highway helping someone else fix theirs.

Source: www.caranddriver.com