Tesla Model Y vs Genesis GV70

What's the difference?

Completely putting aside the Elon Musk factor, there’s no question the Model Y was in need of an update to keep it fresh and attractive to buyers. On a purely automotive level, the changes they’ve made have been almost universally positive.

Tesla has had to adopt the traditional car company plan, which is out of character, but the new look and tweaks to the ride and specifications make it feel fresh, new and better - which is exactly what the brand needs to continue to grow its market and win back those who have started to look elsewhere.

Whether that’s enough in the face of both the Musk element, slowing EV market and increased rivals - especially those from China - remains to be seen. But if Tesla sales remain in decline, at least it won’t be for a lack of trying to make the Model Y better.

The GV70 was already a pretty good thing, and aside from some small annoyances in the new safety tech, the update has made it a better car to drive.

It’s quieter, packs a few more features in, and still looks stylish and stands out on the road.

Even with its price increasing, its value is hard to deny, especially when it comes to post-purchase ownership.

It’s hard to say if the update will entice more customers away from rivals, but the GV70 continues to earn its place as Genesis’ most popular model.

Tesla’s original game plan was to focus on software updates to keep its cars fresh and appealing, rather than the traditional facelifts and specification tweaks that other car companies use. But, in what should probably not be a surprise, it turns out the rest of the car industry hasn’t been doing mid-cycle facelifts and updates for every other car for no reason - it did them because they worked.

To that end, this ‘new’ Model Y isn’t all-new, but rather the existing platform with refreshed styling. It takes Tesla’s latest design cues taken from the Cybertruck and Cybercab concept, with a new-look front end that is dominated by this LED lighting that runs across the entire width and wraps around the corners into the headlights.

There’s a new, flatter bumper, which takes styling inspiration from the Cybertruck but the company claims it’s also more aerodynamic. While at the rear there’s been an equally extensive redesign, with new lighting and tailgate. Tesla claims the new rear light bar that runs the width of the car is one of the longest of its kind in the industry.

I’ll leave it to each individual reader to decide whether they like the look of the 2025 Model Y, but objectively speaking it certainly looks different enough from its predecessor that it could entice existing owners to upgrade or attract new buyers.

Inside the changes are less noticeable, with some subtle but significant tweaks. Visually the biggest change is a new wrap-around ambient light strip that runs from door to door across the front of the dashboard.

But the rest of the layout is largely what was there before, with one notable exception. Tesla has taken its ‘minimalist’ design to the next level and removed the gear selector stalk on the right-hand side of the steering column. Instead you need to use the central touchscreen to get the Model Y moving.

To be candid, I don’t like this, it makes for a less convenient, less tactile and less initiative way to change gears, while also making the central screen even busier. Aesthetically, with the left-hand indicator stalk still there, it makes an asymmetrical design element in an otherwise symmetrical cabin. Which is where it starts to feel less like a design choice and more like a cost saving decision.

In fact, despite the good quality materials used throughout the cabin and good build quality, personally I find this almost-buttonless, so-called minimalist cabin just looks and feels cheap with so little in the way of details and design flourishes. Especially against the wave of incoming similar-sized and sometimes cheaper Chinese electric SUV rivals, that either look very similar (Deepal S07) or have similar technology and add some more design flair (BYD Sealion 7).

One design element of note is the lack of any Tesla badging on the front. There’s no ‘Tesla’ or even a ‘T’ badge, which is in keeping with the Cybertruck design but is another meaningful change from the previous Model Y.

If you’re familiar with the GV70 the design changes aren’t going to seem revolutionary, but they do add a bit of subtle distinction.

For example, new 'Micro-Lens Array' headlights come in a slimmer design. Plus they bring more function, like a welcome light sequence.

They flank a tweaked grille with a 'dual weave’ mesh, plus the bumper has been altered for a low, wide look.

Even the Genesis logo is a bit different, now as a flat imprint.

There are new wheel designs, sizing of course depending on variant, as well as whether some of the trim comes in dark chrome or not.

At the back, the exhaust mufflers are hidden behind a redesigned bumper (unless you’ve got a Signature Sport) and there’s a new rear spoiler with lighting that complements the new tail-lights.

Inside, the styling hasn’t changed massively, either. 

There are some updated materials and new trim garnishes, but the biggest updates are more functional than visual.

From a space perspective, the Model Y offers good room front and rear for an SUV of this size. The addition of the rear heated seats and small touchscreen that can support two Bluetooth headphones is very nice. 

There’s plenty of small item storage thanks to a large centre console between the front seats, with space for two wireless smartphone charging pads, two cups or bottles and a pair of large lidded storage spaces (albeit with only a single USB-C input).

In terms of luggage space, the Model Y does a nice job, thanks to its 117L front boot (or frunk), while at the rear the boot has a claimed 854L of cargo space with underfloor storage. However, that big boot comes at the expense of any sort of spare tyre or even a puncture repair kit. Instead, Tesla offers roadside assistance and brings you a spare wheel and tyre or takes you to a tyre store. Which is fine if you have a flat in an urban area and a Tesla service vehicle can drop off a spare in short order, but if you’re in a regional spot you may be waiting a while for a job that some people can do in 15 minutes or less.

As for the in-car technology, there’s no question that Tesla has created a good infotainment system and it runs quickly on the big, hi-resolution screen. However, once again Tesla’s desire to be different and not conform to the industry norms rears its head.

There’s no Apple CarPlay or Android Auto compatibility, because Tesla wants to only run its system and not deal with third parties. And, yes, you can still pair your phone and get very similar functionality, but it is not the same functionality and seems like a compromise for customers.

The Model Y still has plenty of the ‘Easter eggs’ that are a much-talked about part of Tesla lore. And honestly, they’re fine, a nice little bonus, but the truth is, like so many other car ‘surprise and delight’ features, they don’t add any meaningful long-term value to the ownership or user experience. I used to get excited by them when I first drove Teslas, but within a few days you tend to forget about them.

On a positive note, the Tesla App is a great feature, allowing you to keep in contact with your car, and access cameras and other features remotely, while also using your phone as a key. Which is good, because otherwise you have to use a key card, which allows keyless entry but the card has to be pulled out of your pocket and placed on the wireless phone charging pads in order for the car to start, which just seems unnecessarily complex.

Of course, it’s hard not to spot the giant 27-inch integrated multimedia and driver display unit, its OLED screen similar to other plush models in the Genesis and Hyundai range.

While the move to make more functions screen-based rather than using physical buttons can be a little annoying, the system here is still easy to use and there’s a climate control panel, so not too much messing around in menus. 

There’s a bunch of other stuff carried over from before, like the huge sunroof and the fact the front seats are heated and ventilated. And they’re proper leather.

From the wireless phone charger to the ambient lighting, the interior is stacked with bits and features that aim to make the cabin feel extra comfy.

The storage and space feels well thought out, there are plenty of places to put things and you don’t feel cramped, even in the second row.

Behind that, there’s a 542-litre boot which is in the same ballpark as the X3, NX and GLC.

Starting from $78,500, before on-road costs, the entry-grade Genesis GV70 is now $8000 more expensive than before, but is a much higher specification. Pricing now creeps up to $100,000 for the top variant, which used to be a $92,200 offering.

The base model is now all-wheel drive as standard and is called the GV70 Advanced. Two higher variants, Signature and Signature Sport, are available with the same 2.5-litre turbo engine or a turbocharged 3.5-litre V6 which is also carried over.

Key updates to the GV70 include the addition of a large 27.0-inch screen unit that incorporates the driver and multimedia displays.

Wireless Android Auto and Apple CarPlay are also now included, while a climate control touchscreen and over-the-air updates round out the key interior tech changes.

The Signature adds niceties like a Bang & Olufsen sound system, second-row climate control and a scent diffuser and an 'Intelligent Front-lighting System' for the LED headlights.

V6-equipped GV70s also get ‘Preview’ suspension control which predicts road surfaces and adjusts accordingly as well as an electronic limited-slip differential.

The top-spec Signature Sport adds styling changes like dark chrome, larger air intakes, sports seats and a sports steering wheel.

The only cost option in the range is matt paint, for $2000.

Even with the sticker price going up, pricing is pretty darn sharp compared to rivals from Europe where options would start to nudge that figure proper north of the $100,000 mark in high specification.

For all the difficulties Tesla has been suffering lately, and amid all the new challengers, one area where the brand remains in a strong position is its powertrains and battery technology. It is still among the best in the business, and should be the reason you buy a Model Y more than its ‘Easter eggs’ or buttonless interior.

Tesla is notoriously cagey when it comes to its power and torque figures, but all indications are the motors haven’t been changed. That means the RWD makes 220kW/420Nm, while the Long Range we’re in has a theoretical 331kW/559Nm.

What Tesla has confirmed is the new Model Y is faster, thanks to a software update, with the RWD a full one second faster from 0-100km/h - now taking 5.9 seconds - and the Long Range is two-tenths quicker at 4.8 seconds.

While the GV70 is now all-wheel drive only, two engine options remain. 

All three variants can be had with a turbocharged 2.5-litre four-cylinder petrol engine that makes 224kW and 422Nm, driving all four wheels via an eight-speed automatic transmission.

It carries over from before the update, as does the twin-turbo 3.5-litre V6 which makes 279kW and 530Nm and uses the same transmission.

The V6 isn’t available in the base Advanced grade, and while its outputs aren’t sky-high compared to the four-cylinder, it has a much thicker peak-torque band.

While it may not be more powerful, Tesla has extended the range on both the RWD and Long Range.

The RWD has been stretched to 466km, an improvement of 11km, and the Long Range lives up to its name with a 551km range - an 18km increase over the old model.

In the real-world though, we noticed quite a dramatic decrease in battery percentage on relatively limited urban driving, so much so we’d need a longer evaluation period to confirm whether you could consistently get more than 500km from a single charge. Even working from home, and driving a second car during the week we had the Model Y, I was on course to have to recharge within a seven-day period.

When you do need to recharge, Tesla operates its own Supercharging network, so in addition to being able to use the growing number of public chargers, you can probably find one of Tesla’s 110 Superchargers near you.

Charging is nice and easy too. You can upload your credit card to the car so you only need to plug in and it will automatically start replenishing the batteries.

Genesis claims the GV70 will sip 10.3 litres per 100km of driving in four-cylinder guise, or 11.3L for the V6, both tested under the standard combined (urban/extra-urban) cycle.

The GV70 needs at least 95 RON fuel but is E10 compatible, and has a 66-litre fuel tank.

During the launch drive, we didn’t get a chance to properly test fuel consumption but noted the trip computer for the four-cylinder showed 12.1L/100km since its last reset 1400km prior.

With that figure, you could expect to travel about 540km in the four-pot (likely a little less in the V6) before needing to refuel, though theoretically there’s 640km of range in the tank for the four, and 580 in the V6.

One of the most significant mechanical changes for this new Model Y is retuned suspension. The previous Model Y was criticised for its uncomfortable ride, especially in the rears, and Tesla has acted to change that. 

The ride is more comfortable but still on the firm side as it needs to control the weight of all the batteries. Overall the changes have brought a positive impact and helped improve one of the weak points of the Model Y.

Tesla has also added lower rolling resistance tyres and acoustic glass, both of which help refinement and make for a quieter cabin. That was an early problem with the Model S, the amount of road noise and mechanical groans and squeaks that were audible without an engine to mask them. Tesla has worked hard over the years to make a much more refined and quieter electric vehicle.

From a driving perspective, the Model Y is nice without offering anything class-leading or particularly stand-out. Tesla claims the new tyres help improve handling, but there's no real evidence of that from behind the wheel.

In fact, the Model Y doesn't really have any element of the driving experience that stands out amongst its newer rivals. The motors offer good, effortless performance, but the driving character - the steering, the chassis handling - just lacks any above-average quality.

One area where Tesla has caught up to some of its EV rivals is adding a different level of regenrative braking, with a relaxed setting that allows for a more conventional two-pedal driving experience than the standard regen, which is quite strong.

Still, it's hard to give Tesla any more points for its Driving score because it simply feels very much average for the current class of EV SUVs.

On the road, the updates might not be immediately obvious depending on which GV70 variant you’re in.

While it was already a capable and comfortable thing, I can’t recall having noticed in the past specifically how quiet the GV70 is when moving, and that’s something the update seems to have improved.

Even on some of the rougher roads, the active sound cancelling and physical noise and vibration improvements are certainly noticeable.

As before, the 3.5-litre V6 is a sturdy unit. It doesn’t feel like it’s working too hard but gets things moving quickly enough that it doesn’t feel lazy, either.

Cars fitted with the V6 also get slightly better suspension, adding to the quiet nature of the cabin and providing a refined ride that Genesis should be proud of.

The four-cylinder needs a little more encouragement, but it’s no slouch, either, even if it doesn’t sound quite as nice or come with the same upgraded suspension.

Dynamically, the GV70 feels a little bit muted, but no less capable because of it. Steering is light and a little numb, but that’s okay, it’s not really trying to be a sports car.

In sharp, twisty roads, the GV70 will let you get away with slightly more than you expect, but once you start approaching the limit will gently let you know you’re headed for danger if you push too much further.

The safety standard was already pretty high in the GV70, with a maximum five-star ANCAP rating from 2021, plus eight airbags including dual front, side chest, curtain, a driver knee airbag and a front centre bag.

Plenty of advanced active safety kit like blind-spot avoidance, lane-follow and lane-keep assist, rear-cross traffic avoidance and even a surround-view parking camera were already standard.

Now, the GV70 also comes with updated highway driving assist, forward collision avoidance assist, parking collision avoidance, nav-based smart cruise control, an in-cabin camera for driver monitoring and remote parking assist.

The downside is, like other Hyundai (and Kia) models, elements like the speed limit warning and driver attention warning can be overzealous and ultimately distracting.

But Genesis Australia has followed Hyundai by implementing a steering wheel shortcut button to adjust these settings.

Tesla has a relatively short warranty for the Model Y, at least by modern standard, at just four years and 80,000km. However the battery and drive units are covered for eight years, so you do get more peace of mind that any battery issues will be resolved.

However, there are different mileages for the RWD and Long Range models, and Tesla says the batteries only need to retain 70 per cent of their performance to be within their limits.

Servicing is another non-traditional area for Tesla. The company doesn't offer fixed-service intervals, but rather the car will alert you when it needs a service. BMW and Mini also do this.

Naturally, there are less lubricants and other consumables to maintain as you’d find on a petrol-powered SUV, but there are still parts like brake fluids and air filters that need to be looked at by a technician.

Genesis has a five-year, unlimited kilometre warranty which is about standard for the industry, and relatively good for a premium brand.

It gets better, though.

The brand offers a generous five-year or 50,000km complimentary scheduled servicing plan with 12-month or 10,000km intervals.

And there’s more.

Genesis offers 10 years of free roadside assist if you service your car with Genesis (it’s five years otherwise), and there’s five years of Genesis’ concierge and courtesy vehicle program.

Not needing to pay for anything for at least five years is a slam-dunk when it comes to ownership prospects.