Cadillac Lyriq vs Genesis Electrified GV70 Comparison

Electrification makes a whole lot of sense for luxury brands, but how Cadillac and Genesis have gone about it is very different.

The Lyriq is the American brand’s first EV, built from the ground up on a dedicated platform. It’s stylish, powerful, and efficient, the tip of the spear for a new era. Meanwhile, the Electrified GV70 is the third battery-powered model from the brand in as many years, and the second to be adapted from an existing internal combustion model. Its strength lies in the basic package: the GV70 is a front-runner in the segment, and this one just happens to be electric.

We spent a week with this pair driving (and charging) them both. It was a week of contrasts, with each vehicle having its own distinct strengths—but there can be only one winner.

Cutting a dramatic profile and looking resplendent in a deep red, the Lyriq has a gravitational effect on passersby. Parking the two together it’s no question where the eyeballs are pointing. Cadillac has done well to merge the past and the present: the low nose, wide faux-grille, and ultra-thin lights are bang up to date, while the taillight design nods to the fins of yore. Okay, the tailgate sort of looks like two different car models sitting on top of another, but there’s no denying there’s a bravery to the Caddy’s design.

By contrast the E-GV70 is, well… a GV70. If you aren’t familiar with the looks of Genesis’ best-seller by now, then you’ll be hard-pressed to tell the difference when this one wafts by. The grille is filled in, there’s a unique front bumper, and there are no exhaust tips. Done up in a suitably subtle Savile Silver, the GV70 is comparably invisible.

Bottom line: Perhaps you prefer the discretion of the Genesis, and that’s totally understandable. For us, the Lyriq’s confident styling is a return to form for Cadillac, pushing the boundaries of design. We dig it.

General Motors’ Ultium platform serves as the basis for the Lyriq. With 102-kilowatt-hour (gross) battery, it has a substantial advantage over the 77.4-kWh pack found in the floor of the Genesis. Both vehicles have dual motors for all-wheel drive, but it isn’t so clear-cut there. The Lyriq has more horsepower (500 beats 429) but less torque (450 versus the Genesis’ 516 pound-feet). The Genesis also has a Boost mode, which unlocks 483 hp in 10-second doses.

Despite that power advantage, the Cadillac is the laidback (Laidbaq?) option in this pairing. It’s still plenty quick, but it puts its power down in a calm, linear way. In fact, it’s as if the engineers dialed in the accelerator to feel as ICE-like as possible. There’s no jerkiness like some other EVs, making the Lyriq easy to maneuver in tight underground carparks.

The Electrified GV70 is the comparative hotrod of this pairing. It might not be the most athletic trim—gas GV70s come in numerous Sport flavors—but against the Cadillac, the Genesis always feels eager. Partial credit must go to the significant weight advantage: at a hair under 5,000 pounds (2,268 kilograms), the Genesis is hauling around 595 fewer pounds (270 kg). This is all before the driver thumbs that Boost Mode button too, which has the GV70 lunging forward. Here the accelerator pedal is more of an on-off switch; in other modes it isn’t quite as smooth as the one in the Caddy, but it isn’t far off.

Efficiency is basically a wash: according to the EPA the Genesis will spend 37 kWh to travel 100 miles, while the Cadillac will do 38 kWh. That works out to 23.0 and 23.6 kWh/100 km, respectively. However, that extra 32-percent battery capacity gives the Cadillac more range: 307 miles (494 km) to 236 miles (380 km). In our hands—not to mention ideally early-summer weather—we found it reasonably easy to beat both vehicles’ official ratings.

Bottom line: The Cadillac has a big range advantage and a calmer—read, more luxury-leaning—power delivery. The Genesis offers more fun, but you’ll end up with significantly less range while having it.

As is the case with the powertrain, the Lyriq takes a more laidback approach. The weight no doubt plays a part, as does the sheer size: it’s nearly a foot longer, after all. With most of that extra length going into the wheelbase, the Lyriq has a calm and secure feel on the road. The steering is consistent and has a good amount of weight, enough to remind you this is a big, chunky vehicle. Cadillac includes a little paddle behind the wheel for regenerative braking control; hold it, and the car can come to a full stop. Should you use the traditional brakes, the hand-over between the two is smooth. One-pedal driving is on the menu: it requires some infotainment digging, but it persists through the Lyriq being turned on and off. There are a few different driving modes, and although the sportiest tighten up the responses, it’s when the Lyriq embraces its cruiser roots that it feels best.

Falling into a pattern, the Genesis is the pointier and more engaging drive. It’s quicker to change direction, and does so while maintaining a flatter stance. Not only does the E-GV70 feel lighter through these direction changes, there’s the sense of less unsprung weight in its more modest wheels. There’s just a bit more steering weight to lean on too, building driver confidence. Like the Lyriq, the Electrified GV70 offers its driver a few different drive modes, each one ratcheting up the aggression. With thoughtful Boost Mode activations, it’s a low-key hoot on backroads, quicker than the looks would suggest while being surprisingly flickable. Genesis includes a pair of paddle shifters, offering easy access to the different levels of regenerative braking. The catch is that full one-pedal driving doesn’t persist: you need to reactivate it not only every trip, but every time the E-GV70 is shifted out of drive.

Bottom line: This one is more of a personal preference. The Genesis is distinctly sportier, which is pretty typical of this segment, EV or not. The Cadillac can do the sporty thing if you push it, but it works best in that most traditional Cadillac way: as the cruiser.

With its long wheelbase and big range, the Lyriq asserts its dominance early here. Even rolling on big 22s, it sails over bumps large and small. The suspension tuning prioritizes comfort, and paired with the insulated glass, it’s a calming space. Well, almost: the rear suspension does transmit a lot of noise into the cabin, and like the Blazer EV we recently drove there is an interior rattle, coming from a trim piece somewhere in the back row. It’s an annoying blemish on an otherwise excellent ride.

The Cadillac seats are generally comfortable but lack the thigh support and bolstering of the Genesis. Cabin space is to the Caddy’s advantage, though it’s not by as much as the exterior measures would suggest. Front headroom is an identical 38.6 inches (980 millimeters) in both vehicles, but that swoopy roofline means second-row passengers lose around an inch (25 mm). The Cadillac has a solid three inches (76 mm) over the Genesis in legroom, in both rows, affording it proper stretch-out space.

The Genesis’ strengths lie in place of the Cadillac’s weaknesses. There’s less road and suspension noise, and zero squeaks or other issues inside the cabin. As mentioned, its seats are better too: more supportive to start, with a more natural driving position. The bolsters will still gently hug the driver when selecting sport mode, too. The E-GV70’s shorter wheelbase has it feeling ever so slightly less planted on the highway, but we’re talking fractions here.

As the smaller vehicle the Genesis does feel that way, but not as much as the tape measure suggests. The biggest disadvantage is rear-seat legroom, but 36.6 inches (930 mm) is a) still plenty decent for adults and b) only a fraction less than the gas-powered GV70. The rear quarter-window might be behind the headrest, but it breakes up the thick C-pillar better than the layout in the Lyriq, helping the E-GV70 feel just as spacious.

Cargo capacity is very similar in both vehicles. The Lyriq’s load space is squarer and slightly shorter, with 28.0 cubic feet (793 liters) with the seats up. The smaller Genesis just pips it, eking out 28.7 cu ft (813 L). The gap reverses when the seats are folded flat: the Lyriq’s hold swells to 60.8 cu ft (1,722 L) while the Electrified GV70 tops out at 56.5 cu ft (1,600 L).

Bottom line: Both vehicles rightly pamper passengers with mature rides and minimal noise. The Cadillac offers more space, but quality issues and flat seats keep it from beating the Genesis here.

Both of these vehicles (thankfully) ditch the interior austerity a certain EV maker has made popular. The Cadillac’s combination of warm Nappa leather, textured metal, and tasteful bits of ash wood signal a new era for the American brand, a confident design that shows little apparent parts-sharing with lesser brands. It’s a pleasure to sit in and touch. The afore-mentioned trim rattle aside, the cabin all feels firmly screwed together. The seats barely whir as they glide into different positions; if that isn’t luxury, what is?

The Genesis is similarly bold, its own Nappa leather in a pretty (and undoubtedly tough to keep clean) glacier white. The bit of copper stitching only elevates the look, one that isn’t shared with any gas-powered GV70 model. The center console is a little taller, for a snugger, cockpit vibe. Genesis goes the distance with bits like the knurled aluminum stalk-ends, little details to elevate it beyond any corporate siblings. Going this big on an oval motif might scare anybody who had to live with a late ‘90s Taurus, but there’s a restraint and classiness to how the Genesis pulls it all together. Plus, light-up door armrests!

Bottom line: Neither vehicle can be accused of being boring, providing a proper premium experience for folks in both rows. Simply put, these are two of our favorite interiors under six figures. It’s a draw.

Cadillac wowed us with that 33-inch screen when it debuted two years ago. Merc might’ve one-upped it with Hyperscreen, but there’s no denying how slick this setup is because it isn’t three screens under a shared piece of glass: it’s one. From the moment its too-cool welcome image appears, the Caddy’s screen impresses, with a straight-forward menu structure that takes little time to learn. We don’t love the reliance on touchscreen controls for the lights to the left of the wheel, but the rest of it works. Physical controls for climate keep that simple too.

By contrast, the Genesis’ pair of screens is… fine. The touchscreen works well enough, a bit of a stretch if you’re touching it but easy to scroll through the main tiles by way of the center console rotary dial. Going much deeper than that becomes harder to accomplish, especially if you ever want to manually enter an address. Just don’t. The instrument panel is 3D; a gimmick sure, but it works well. Based on our first drive of the 2025 GV80, it won’t be long for this world…

Both audio systems are excellent, but to these (admittedly untrained ears), the Caddy’s 19-speaker AKG system just pips the Lexicon in the Electrified GV70. The Cadillac has wireless Apple CarPlay and Android Auto; the GV70 still requires a cord. Both have powerful heated and ventilated front seats as well.

While both vehicles’ driver assist suites are suitably extensive, including things like a 360-degree camera, rear cross-traffic alert, and different levels of auto-parking, the Cadillac has the distinct advantage of Super Cruise. It remains the best hands-free setup on the market, using hundreds of miles of pre-mapped highway data for a trustworthy experience. Better still, the current iteration supports automatic lane changes, and it’ll only get better thanks to over-the-air (OTA) updates.

The Genesis does have the useful vehicle-to-load (V2L) function, something yet to appear on the Lyriq.

Bottom line: Oh, the Cadillac easily nets it here.

In America, the Cadillac has the initial price advantage with the entry-level Lyriq, ringing in at $58,590 including destination. That is an excellent deal for a 300-plus mile range, 340-horsepower rear-drive SUV, and that’s before we factor in the brand’s current $7,500 Ultium Promise cash. This top-shelf Sport 3 AWD tester is at the other end of the spectrum; with a smattering of options it comes up to $81,420, again before the $7500 bonus cash.

By comparison, the Genesis Electrified GV70 offers fewer choices. The entry point is the $67,800 Advanced trim, though that nets buyers the same dual-motor AWD setup as this tester, giving it an edge over the more affordable Cadillac. Graduating to the Prestige trim is an additional $6,800, and after that the only option is premium paint. All-in, this car has an as-tested price of $75,250.

In Canada, the Lyriq starts at $68,999 CAD, while this tester rings up at $95,479 CAD. There’s just one flavor of Electrified GV70 in the Great White North: the Prestige starts and ends at $84,500 CAD all-in, with optional matte paint adding $1,700 CAD.

Bottom line: Even with the high price, the Lyriq is a great value in the EV space. The Genesis crams a whole lot in for an even better sticker, though it is smaller and lacks range. In America, where the Ultium Promise exists, the Cadillac is the easy winner. The $11k CAD difference in Canada is much harder to accept.

This was one of those fun comparisons to head into, as we had no idea which vehicle was going to win.

The 2024 Genesis Electrified GV70 is the current Electric SUV of the Year, according to the Automobile Journalists Association of Canada (AJAC), of which I am a member. I can’t argue with that: it feels special inside, it’s great to drive, and it’s a relatively good value. If it had an extra 62 miles (100 km) of range, it’d be almost perfect.

Yet the Cadillac impressed me more. It feels like the start of a new generation for the brand, a chance to focus on its current and past strengths, redefining American luxury through a modern, electrified lens. The slight quality niggles can be worked out; the tech beats the Koreans, and the efficiency is impressive. In America, where it’s also currently the more affordable choice? The Lyriq wins.

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