By now we know that Genesis is Hyundai’s luxury brand (as Lexus is to Toyota), with its own dealership and service network; Hyundai is Korean (not Chinese) and it also owns Kia; and Genesis models, such as the G90 sedan and GV70 and GV80 sport-utes, are some of the most refined and satisfying, yet value-priced, vehicles around.

This new GV60 compact SUV is another ground-breaker, the first all-electric Genesis, and it too is drawing rave reviews. Because of this—and the microchip shortage plus the need to train service departments—Genesis says the GV60 presently can be found only “at select retailers, with extremely limited availability.” A week behind the wheel makes it clear why people want them.

Beneath the sheet metal lies the basic architecture of the Hyundai Ioniq 5 and Kia EV6 electric cars, but we’d never know it because the GV60’s high-tech design and details are unique. Genesis offers two trim levels, Advanced and Performance, both with an electric motor powering each axle and with the same 77.4-kWh battery pack.

Advanced is rated for a combined 314 horsepower and 248 miles of range, Performance for 429 horsepower (and 516 lb-ft of torque) and 235 miles of range. In January in Maine, the actual range of our Performance GV60 was a little more than 200 miles, but there’s no overlooking the extra power or the electronically controlled, adaptive suspension. It’s a gratifying ride. A nearly complete fast charge at a rest stop on I-95 took a little over 20 minutes and cost about $35.

The GV60 has some cool features: Push the ignition button, for example, and a lighted crystalline ball in the console rotates to reveal the P-R-N-D-L selector knob. The large sunroof has a two-piece shade that opens and closes (electrically) from the center. The door handles lie flush when the car is locked. And the e-brake engages and disengages automatically. Naturally, there is a full suite of active safety systems also, controlled by easy-to-decipher switches in the steering wheel.

Oddly, since an electric car has no need of a gearbox, there are “shift” paddles on the wheel; but they control the degree of regenerative braking. That is, they in effect apply friction to the wheels by connecting them to a generator. On the open road, use the paddles to “shift up” for what feels like free-wheeling, and then in town or traffic “shift down” to slow the car without resorting to the brakes, which waste power. I’ve been using three “gears” between highway speeds and in-town traffic. (The computer can do this automatically, but I like to have something to do.)

The large center display can show a variety of screens, all of which are attractive and easy to decipher. In fact, the entire suite of Genesis computer functions and apps is notably user-friendly, even to us users of a certain age. Since battery-electric propulsion is still a novelty to me, I’ve been driving around with the “EV” panel on the screen. It depicts the vehicle on what amounts to a bar graph, heading from left to right and indicating how much charge remains, as a percentage and as miles of range. Two figures are shown: one with climate control on, the other with climate control off, for maximum range.

In northern new England in January, not only do I have the HVAC system on “auto” at 70 degrees, but I’m also using the steering-wheel heater and one or another of the three seat-heat settings. The indicated difference in range so far has been at most some 10 to 12 miles,  and that only on the coldest days. The EV screen can also show the home-charging schedule (which can be set to take advantage of off-peak electric rates, and to take an upcoming trip into account) and, comfortingly, the location of the nearest public charging point.

New EV drivers may find themselves watching the range figures with trepidation. Of course, in a “normal” vehicle with an ICE, internal combustion engine, range also drops with every mile driven—but we’re usually confident that a gas station is never too far away. In a few more years, we will be as confident that a charging station is nearby, and we won’t be watching this screen so carefully.

(Or maybe our batteries will constantly be fed by an electrified roadway, since nuclear fusion has made electricity abundant and free . . . well, we can dream.)

For me, living with an EV means learning to back into the driveway so that the charging cable can reach the port at the rear, where the gas filler used to be. (When I eventually buy an EV, I’ll install a Level II fast charger in the garage and keep the car inside.) It also means using the key fob to unlock the electric plug so it can be detached, each time I want to drive off. And, when I plug in the GV60, it means getting used to a disembodied mezzo-soprano female voice that gravely announces, “Charging started.” Otherwise, once we’re accustomed to regenerative braking, which can provide golf cart-like one-pedal driving, there’s no significant learning curve.

The GV60 Advanced starts at $60,385 (including the $1,095 destination fee) and the Performance model at $69,385. To some extent, these prices may be offset with EV subsidies. Long-term ownership will see savings on fuel and maintenance; and, like parent company Hyundai, Genesis offers the best warranties in the business: Powertrain coverage for up to 10 years or 100,000 miles and free scheduled maintenance for three years or 36,000 miles.

In November, the GV60 was named “Car of the Year” in the premium category in Germany, of all places. Little wonder that the GV60 is back-ordered.