Genesis GV60 Magma: the future of Luxury High Performance

If you are planning to reinvent yourself, doing it in lurid orange on the grid at a French racing circuit seems as good a way as any. Ladies and gentlemen, this is the future of Genesis.

It begins here: the Genesis GV60 Magma (pronounce it mahg-ma, in your finest Austin Powers ‘Dr Evil’ voice). It is the first production model from Genesis’s new performance division, and the first instalment of what the firm rather loftily describes as its coming decade of “Luxury High Performance”.

Genesis has been quietly introducing the Magma concept for some time. We have seen a vivid orange GV80 Coupe Concept, G80 Magma editions, the outrageous X Gran Berlinetta concept and several prototypes circulating at venues including the Nordschleife. The GV60 is merely the first occasion on which its engineers have been permitted to put their ambitions on the road with a number plate and offer them for sale. For the first time, we now have the full details.

Genesis GV60 Magma: design and performance

Beneath the alterations, it remains the compact electric crossover that shares its underlying platform with the Hyundai Ioniq 5 and Kia EV6. However, in the manner of the N and GT variants of those cars, the Magma receives a long list of performance-focused revisions intended to take Genesis in a fresh direction. The altered stance would reveal its intentions even without the eye-catching orange paintwork.

The Magma rides 20 mm lower and has a broader track, with enlarged wheelarches housing 53 cm forged wheels and 275-section tyres. The regular GV60 was already a smart piece of work from the studio of the celebrated Luc Donckerwolke, whose credits include the Lamborghini Murciélago and Bentley Flying Spur, and who helped turn Hyundai from a visual punchline into a serious Korean automotive force.

The front bumper now incorporates deeper intakes and a small three-aperture motif, which also provides additional cooling. Meanwhile, the side skirts and rear bumper have been formed to channel air where the engineers require it, rather than simply where designers believe it will look attractive.

At the rear, there is a prominent wing and a functional diffuser, both of which create downforce. Genesis is eager to point out that its aerodynamic work was approved in a wind tunnel rather than a marketing meeting. It does, after all, have a WEC programme from which to draw.

The performance figures are far from understated, particularly for this type of body. Dual electric motors provide all-wheel drive, delivering 609 bhp and 545 lb ft as standard, rising to 650 bhp when the Boost button is pressed. Genesis claims a top speed of 264 km/h, while 0-100 km/h takes 3.4 seconds with Launch Control engaged, assuming you are prepared to grit your teeth and hold on.

Cabin, chassis and driving modes

Inside, it feels less like track-day cosplay and more like a restrained private members’ club. That, according to Genesis, is its interpretation of luxury performance. Deeply bolstered front seats feature quilted, suede-effect upholstery, while orange seatbelts and stitching echo the exterior colour. Dark, low-reflection finishes replace the piano black that seemingly every other premium manufacturer is contractually required to fit. The twin displays, unusual rotating crystal gear selector and familiar Genesis technology remain, but the cabin gives the impression that somebody has carefully adjusted everything for a “driver who is concentrating on not crashing”.

Although boosting output and producing ridiculous figures is straightforward in the current EV era, Genesis insists that Magma prioritises assurance and control rather than intimidation. It says the performance should be accessible, rather than as aggressive or abrupt as that of the 5 N. Still, should you put one into a hedge, its orange paintwork will make it difficult to miss among the local scenery.

The chassis team has worked hard to prevent precisely that outcome. Its aim is handling balance and suspension geometry capable of dealing with the power, rather than merely increasing torque and trusting traction control to manage it. The suspension features revised roll centres, recalibrated dampers with dedicated end-of-travel components, and bushes that are firmer where necessary and more compliant where possible. Seriously large brake discs replace the originals, while body rigidity has also been discreetly increased. Genesis says the whole package has been tuned to retain its line at speed without making the car bounce like a pogo stick on everyday roads.

Bespoke Pirelli tyres have been developed specifically for the car, the sort of arrangement more commonly associated with hypercar manufacturers. Considerable effort has also gone into ensuring that the extra tyre width and mechanical hardware do not compromise refinement. After all, it must still operate as a plush Genesis around town while being rapid on a circuit.

As this is 2025 and a fast electric vehicle, naturally there is a dedicated mode. Press the Magma button and the digital instrument display changes to a three-dial arrangement showing motor and battery temperatures, a G-meter, lap timer and other treats for data enthusiasts. The head-up display prioritises speed and key information. There are also Magma-specific driving settings: Sprint for maximum attack, GT for high-speed touring, and an individual My Mode that allows adjustment of the e-LSD, ESC, steering, suspension and power distribution like a slightly obsessive racing engineer.

There is also the inevitable Drift Mode, which moves the balance towards the rear axle and relaxes the electronic systems, plus Hyundai’s renamed Virtual Gear Shift. Yes, as with the Ioniq 5 N and 6 N, this EV has simulated gears. The intention is to provide the rhythm and timing of a traditional performance car, fooling your brain as the Magma recreates a high-revving engine moving through fixed ratios, complete with synthesised powertrain noise and a rev limiter. Having spent extensive time with the 5 N and 6 N, it is a genuinely effective party trick.

Genesis Magma Racing and endurance competition

So far, then, it is an extremely hot crossover. Yet the loud orange road car is only one part of the story.

Genesis knows perfectly well that every manufacturer already has a performance sub-brand: BMW has M, Mercedes has AMG, Audi has RS and Hyundai itself has N. The world is hardly suffering from a shortage of badges designed to make cars quicker. Rather than present Magma as another “our Nürburgring time is better than your Nürburgring time” exercise, the Korean company is attempting to position it as something more expansive.

Within Genesis, Magma is described as the brand’s “superhero alter ego”, a phrase likely to make some people reach towards the backs of their throats. Its existing design philosophy is “Athletic Elegance”; Magma layers “Luxury High Performance” over it. There is also a new badge to identify the faster division. However, there is genuine motorsport involvement as well, and the second part of the strategy runs on slick tyres beneath a large rear wing.

Alongside the road-car programme, Genesis is establishing Genesis Magma Racing, an endurance-racing team that will campaign an LMDh prototype in the World Endurance Championship from 2026. The reasoning is familiar: endurance racing is punishing for machinery and can generate useful information for performance projects. Genesis has also already displayed several bold, rapid concepts.