What is the specs for the 12v battery? Looking for 3rd party replacement

[Neogeo2]

ICCU died last week and just on a 2 week wait for parts.
Unfortunately it also led to the death of the 12v battery due to rapid discharge, which workshop argues its part of wear and tear with only 2 year warranty, price of replacement $560.
Trying to put forth the argument that it failed only due to the iccu failing. it's a consequential loss, not from wear and tear and I should be covered along under the Australian consumer law.

Despite that, I still want to replace the oem 12v.
Can't find a shred of info on it, is it some proprietary shape or design of the group 65 agm?

The whole HKG group seems to be riddled with this iccu (new vehicles still have the same part) and 12v battery issue, surprised there hasn't been some group action of sorts.

 

[NVQB10]

ICCU died last week and just on a 2 week wait for parts.
Unfortunately it also led to the death of the 12v battery due to rapid discharge, which workshop argues its part of wear and tear with only 2 year warranty, price of replacement $560.
Trying to put forth the argument that it failed only due to the iccu failing. it's a consequential loss, not from wear and tear and I should be covered along under the Australian consumer law.

Despite that, I still want to replace the oem 12v.
Can't find a shred of info on it, is it some proprietary shape or design of the group 65 agm?

The whole HKG group seems to be riddled with this iccu (new vehicles still have the same part) and 12v battery issue, surprised there hasn't been some group action of sorts.

Have you looked on the Hyundai parts site? I would imaging it is used on more than one model, including Kia. Also search for photos of battery installation. I finally identified the Korean manufacturer of my original GV80 "reverse terminal" battery via installation pics on various forums and YouTube. From there I found a local dealer and saved about $300 from what Genesis wanted for it. Not sure if it would help at all but the product name is "Rocket Battery" and is a large Group H9/49 for the GV80. I suspect the 12v on your GV60 is smaller. A lot of GV80 users have indeed switched to the Group 65 because it is easier to find in USA with the reversed terminals our vehicles need. I preferred not to do that due to the reduced CCA and reserve capacity, but if it is regularly used and kept in a climate controlled garage or in milder climes, then it should be fine but maybe not last as long. Are you not able to access the battery in your car to see what it looks like, specs, and product label? See pic for mine.

 

[NVQB10]

ICCU died last week and just on a 2 week wait for parts
Unfortunately it also led to the death of the 12v battery due to rapid discharge, which workshop argues its part of wear and tear with only 2 year warranty, price of replacement $560.
Trying to put forth the argument that it failed only due to the iccu failing. it's a consequential loss, not from wear and tear and I should be covered along under the Australian consumer law.

Despite that, I still want to replace the oem 12v.
Can't find a shred of info on it, is it some proprietary shape or design of the group 65 agm?

The whole HKG group seems to be riddled with this iccu (new vehicles still have the same part) and 12v battery issue, surprised there hasn't been some group action of sorts.

One other thing...If you have not already tried or determined it, before you spend the $$$ on a new 12v, I would take it out, put it on a good AGM charger and then test it when it reaches 100% (or whatever max it goes). That one may be perfectly fine even though it fully discharged.

 

[NVQB10]

One other thing...If you have not already tried or determined it, before you spend the $$$ on a new 12v, I would take it out, put it on a good AGM charger and then test it when it reaches 100% (or whatever max it goes). That one may be perfectly fine even though it fully discharged.

And dont reinstall it until they fix the ICCU.

 

[Neogeo2]

One other thing...If you have not already tried or determined it, before you spend the $$$ on a new 12v, I would take it out, put it on a good AGM charger and then test it when it reaches 100% (or whatever max it goes). That one may be perfectly fine even though it fully discharged.

Thanks, work shop can't it won't charge, now I don't know if they bs'ing me or never bothered.

Also not very forthcoming with details on the battery.

Is the cradle on the battery very specific ie height and base molded? Found potential replacements but it's taller and longer slightly.

 

[NVQB10]

Thanks, work shop can't it won't charge, now I don't know if they bs'ing me or never bothered.

Also not very forthcoming with details on the battery.

Is the cradle on the battery very specific ie height and base molded? Found potential replacements but it's taller and longer slightly.

Its your damn car! Make them give you the old battery. Or make them guarantee to replace it under warranty.
It is theft for them to keep the old one and then say you have to buy a new one!

Once in hand, you will then know what specs, model etc. you need for a replacement, exactly, and you can also charge it yourself and test it!

I am not at all sure if the clamp down unit on the eGV70 is custom fitted to the battery size, but I can definitely say the one on the GV80 is so. There is a little "play" but not much. You can usually go smaller but not bigger. But if you go smaller, generally you are downsizing the electrical specs as well which could affect both warranty and performance of the car. And you would need to shim whatever gap might be left to make sure the tie down is fully secure.

In the case of the GV80 you can go a little taller with longer bolts, but since the battery is located under the back floor, if you go too tall, the battery hatch and thus the rear floor/hatch board will not lay flat.

You also have to make sure whatever you do, your battery has a vent hole connected to the vent tube that vents to the outside of the vehicle to prevent explosive gas build up. It is a low probability danger risk, but one none the less, and most states in the US mandate that batteries installed in the cabin of the car (or in the trunk/boot) are vented to the outside. It is very easy to connect the vent tube which is already in place in the car to the battery, but if you go with a non-spec battery version, then the vent hole might be located in a different/difficult place or may not be present at all--both bad options.

In any event I would not buy a new battery unless and until you have your hands on the old one.
You dont want to add to your problems by buying the wrong one.
And as I mentioned, in the GV80 at least, the battery terminals are in reversed direction to almost every other battery that size.
Get the old one, take it in to a parts store that does battery testing, ask them to charge it fully, then to test it. If its fine, you're good to go, if not, then they have the exact model of what you need to replace it. In the US the bigger auto parts chains will usually do the testing for free and the new installation for free as well if you buy the battery there.

Good luck. Dont let them push you around. Let us know the outcome!

 

[Volfy]

Electrified GV70 uses the same H5 ( group size 47) as the other E-GMP platforms, like EV6 and Ioniq5. Only difference is E-GV70 has the 12V batt just in front of the rear bumper.

Don't bother with overpriced batt from dealer service. You can pick up a similar quality AGM H5 for $250 or so from any auto parts store, or Walmart, or Costco, etc. you can splurge a bit and get a premium AGM, like Optima. Because the 12V batt in an EV doesn't need to provide high cranking amps like in an ICE car, you can spec a deep cycle AGM that is more robust than most starter type batts and better able to tolerate deeper discharges. That's what I would get if and when I need to replace mine.

 

[NVQB10]

Electrified GV70 uses the same H5 ( group size 47) as the other E-GMP platforms, like EV6 and Ioniq5. Only difference is E-GV70 has the 12V batt just in front of the rear bumper.

Don't bother with overpriced batt from dealer service. You can pick up a similar quality AGM H5 for $250 or so from any auto parts store, or Walmart, or Costco, etc. you can splurge a bit and get a premium AGM, like Optima. Because the 12V batt in an EV doesn't need to provide high cranking amps like in an ICE car, you can spec a deep cycle AGM that is more robust than most starter type batts and better able to tolerate deeper discharges. That's what I would get if and when I need to replace mine.

Just make sure the terminal posts are on the proper sides. I am not sure the layout design of the eGV70 but GV80 owners (Group 49) are pretty much stuck with either the usurious OEM dealer battery, or a lower electrically spec'd Group 65AGM if they want the exact same terminal locations, OR, with more effort, an off the shelf Group 49 with the same electrical outputs as the Genesis battery but with some under the floor cable mods.

 

[rbreeze]

Just thought I'd add a few comments to this thread that was launched last month (mid-Nov. 2025) and which I stumbled upon only today...

I am located in Canada and I also own an Electrified GV70. If my ICCU died and my 12V battery became totally discharged and "died" as a result, I would definitely be demanding a warranty replacement 12V battery, and if the Genesis workshop says no, I would elevate the claim to Genesis Corporate. A Genesis workshop saying that the 2-year 12V battery warranty has expired along with reciting the "wear & tear" cover-thy-@ss story is not a valid excuse for when an ICCU failure is part of the equation. This sort of thing angers me, and how convenient for Genesis warranting the 12V battery for only 2 years when they know they're having huge issues with ICCU and 12V battery failures on eGMP platform cars and other closely related EV cars.
NVQB10 has offered great advice to the OP about retrieving the failed/dead 12V battery back from the Genesis workshop and having it checked out properly. It's at least possible that the battery can be restored/resurrected by using a modern 12V smart charger that's equipped with a 'Restore/Repair' feature.
To comment on the 12V battery that goes into the 2023-2025 Electrified GV70... The battery is essentially a Group size 47 (aka H5) AGM battery, but with reversed POS/NEG terminal posts (which is extremely unique for the Group 47 / H5 battery). The OEM battery applied at the factory is supplied to Genesis by Sebang Global Battery based in S. Korea. (I learned about this from NVQB10 in another thread). Because of the reversed terminal posts, the OEM battery should really be referred to as a "47R" battery, with the "R" meaning "reversed terminals".
As NVQB10 has mentioned, Sebang Global Batteries are marketed in South Korea and some other countries under the "Rocket" brand. With that said 'Rocket' doesn't list a 47R battery anywhere (when I searched online), and as such you are forced to buy the direct replacement "47R" AGM battery from a Genesis or Hyundai store only.. at an "elevated' price, of course. Genesis/Hyundai evidently have an arrangement with Sebang/Rocket to be the only retail supplier of the replacement 47R 12V AGM battery, at least for the time being.
I've recently learned that all GV70 models (including the ICE models).. up to model year 2025, at least.. get a "47R" 12V battery. It's not clear to me whether the batteries over the years have all been AGM type or if some have had the flooded lead acid type applied at the factory.

With regard to what forum member Volfy mentioned in a post above regarding eGMP platform vehicles... Yes, the Ioniq 5, EV6 and GV60 eGMP vehicles all have Group 47 (H5) 12V batteries. The 12V battery is installed in front under the hood on all these vehicles and the batteries all have standard Group 47 (H5) POS/NEG terminal post orientation, so super easy to find a replacement battery from several different suppliers and super easy to change out the battery as well. Early production vehicles were equipped with flooded lead acid-type 12V batteries, while later production units were equipped with AGM-type after a lot of dead 12V battery incidents began showing up.

Other: Both the GV70 and GV80 have reversed terminal 12V batteries, with the GV80 getting the larger size (and larger capacity) Group "49R" battery. Both the GV70 and GV80 have their 12V battery located under the cargo compartment floor, which really couldn't be more inconvenient for owners when there are 12V battery issues. Thanks Genesis!

 

[NVQB10]

Just thought I'd add a few comments to this thread that was launched last month (mid-Nov. 2025) and which I stumbled upon only today...

I am located in Canada and I also own an Electrified GV70. If my ICCU died and my 12V battery became totally discharged and "died" as a result, I would definitely be demanding a warranty replacement 12V battery, and if the Genesis workshop says no, I would elevate the claim to Genesis Corporate. A Genesis workshop saying that the 2-year 12V battery warranty has expired along with reciting the "wear & tear" cover-thy-@ss story is not a valid excuse for when an ICCU failure is part of the equation. This sort of thing angers me, and how convenient for Genesis warranting the 12V battery for only 2 years when they know they're having huge issues with ICCU and 12V battery failures on eGMP platform cars and other closely related EV cars.
NVQB10 has offered great advice to the OP about retrieving the failed/dead 12V battery back from the Genesis workshop and having it checked out properly. It's at least possible that the battery can be restored/resurrected by using a modern 12V smart charger that's equipped with a 'Restore/Repair' feature.
To comment on the 12V battery that goes into the 2023-2025 Electrified GV70... The battery is essentially a Group size 47 (aka H5) AGM battery, but with reversed POS/NEG terminal posts (which is extremely unique for the Group 47 / H5 battery). The OEM battery applied at the factory is supplied to Genesis by Sebang Global Battery based in S. Korea. (I learned about this from NVQB10 in another thread). Because of the reversed terminal posts, the OEM battery should really be referred to as a "47R" battery, with the "R" meaning "reversed terminals".
As NVQB10 has mentioned, Sebang Global Batteries are marketed in South Korea and some other countries under the "Rocket" brand. With that said 'Rocket' doesn't list a 47R battery anywhere (when I searched online), and as such you are forced to buy the direct replacement "47R" AGM battery from a Genesis or Hyundai store only.. at an "elevated' price, of course. Genesis/Hyundai evidently have an arrangement with Sebang/Rocket to be the only retail supplier of the replacement 47R 12V AGM battery, at least for the time being.
I've recently learned that all GV70 models (including the ICE models).. up to model year 2025, at least.. get a "47R" 12V battery. It's not clear to me whether the batteries over the years have all been AGM type or if some have had the flooded lead acid type applied at the factory.

With regard to what forum member Volfy mentioned in a post above regarding eGMP platform vehicles... Yes, the Ioniq 5, EV6 and GV60 eGMP vehicles all have Group 47 (H5) 12V batteries. The 12V battery is installed in front under the hood on all these vehicles and the batteries all have standard Group 47 (H5) POS/NEG terminal post orientation, so super easy to find a replacement battery from several different suppliers and super easy to change out the battery as well. Early production vehicles were equipped with flooded lead acid-type 12V batteries, while later production units were equipped with AGM-type after a lot of dead 12V battery incidents began showing up.

Other: Both the GV70 and GV80 have reversed terminal 12V batteries, with the GV80 getting the larger size (and larger capacity) Group "49R" battery. Both the GV70 and GV80 have their 12V battery located under the cargo compartment floor, which really couldn't be more inconvenient for owners when there are 12V battery issues. Thanks Genesis!

I have posted elsewhere in the forum photos of how to gerry-rig the cabling to use off the shelf batteries (Rocket or Interstate) in the GV series cars. It is a functional and economic (though not the most elegant solution). If you buy a "R" terminal underpowered non-oem, off the shelf battery as some do/have (ie Group 65 vs 49) or you do the "roll your own" re-cable solution, I fear, though I have not had to find out, that if anything electrical goes wrong with the car, Genesis could come back to you and void your warranty. My GV80 is beyond its 2021 oem warranty so I chose the re-cable route with the Rocket mirror-image (ie "backwards" terminals) solution because it maintains the electrical specs and just changes the mechanical/packaging ones (now the terminals face the rear of the car). Total cost under $150US. Picture of mods here:

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[rbreeze]

I have posted elsewhere in the forum photos of how to gerry-rig the cabling to use off the shelf batteries (Rocket or Interstate) in the GV series cars. It is a functional and economic (though not the most elegant solution). If you buy a "R" terminal underpowered non-oem, off the shelf battery as some do/have (ie Group 65 vs 49) or you do the "roll your own" re-cable solution, I fear, though I have not had to find out, that if anything electrical goes wrong with the car, Genesis could come back to you and void your warranty. My GV80 is beyond its 2021 oem warranty so I chose the re-cable route with the Rocket mirror-image (ie "backwards" terminals) solution because it maintains the electrical specs and just changes the mechanical/packaging ones (now the terminals face the rear of the car). Total cost under $150US. Picture of mods here:View attachment 63215

^ NVQB10, that was a great jerry-rigging job you did there on your GV80!
If my '23 Electrified GV70's 5-year vehicle warranty was over I'd definitely want to do something along the lines of what you did if the factory-installed Rocket '47R' AGM battery was to fail... but since my vehicle is still under warranty for another 2-1/2 years I would be inclined at this time to go with the OEM replacement '47R' battery that is available to buy (within 2 business days of ordering it) at the local Genesis/Hyundai dealership parts dept up here in Ontario, Canada. I was told by said parts dept that Genesis/Hyundai (Canada) and Sebang Global Battery have entered into an agreement to allow East Penn (Canada) to manufacture the '47R' AGM battery and supply it to Genesis/Hyundai (Canada) dealers for use in the Genesis GV70. This replacement '47R' battery from East Penn is apparently identical to the factory-applied Rocket '47R' AGM battery. The current selling price up here for the East Penn '47R' battery is CAD$362.22 plus tax. The battery comes with a 2 year warranty with an additional 3 years of coverage on a pro-rata basis. I am unaware of the arrangement that Genesis USA and Genesis Australia have in sourcing replacement '47R' batteries for GV70s in their respective markets.

 

[NVQB10]

^ NVQB10, that was a great jerry-rigging job you did there on your GV80!
If my '23 Electrified GV70's 5-year vehicle warranty was over I'd definitely want to do something along the lines of what you did if the factory-installed Rocket '47R' AGM battery was to fail... but since my vehicle is still under warranty for another 2-1/2 years I would be inclined at this time to go with the OEM replacement '47R' battery that is available to buy (within 2 business days of ordering it) at the local Genesis/Hyundai dealership parts dept up here in Ontario, Canada. I was told by said parts dept that Genesis/Hyundai (Canada) and Sebang Global Battery have entered into an agreement to allow East Penn (Canada) to manufacture the '47R' AGM battery and supply it to Genesis/Hyundai (Canada) dealers for use in the Genesis GV70. This replacement '47R' battery from East Penn is apparently identical to the factory-applied Rocket '47R' AGM battery. The current selling price up here for the East Penn '47R' battery is CAD$362.22 plus tax. The battery comes with a 2 year warranty with an additional 3 years of coverage on a pro-rata basis. I am unaware of the arrangement that Genesis USA and Genesis Australia have in sourcing replacement '47R' batteries for GV70s in their respective markets.

SeBang USA tried to order the 49R battery for me and were told by Korean HQ that their "exclusive" oem deal with Genesis says they can not sell it directly for another 5 years (2030?). They had the regular Rocket G49--same exact specs but opposite terminal locations--in stock for about $130usd + tax. That is the one I bought and is shown in the photo. I fully understand not wanting to risk voiding a warranty on such an expensive car upon which all the electronics depend. I have posted this on the GV80 (mine), GV70, and GV60 forums as I believe that all those vehicles have similar terminal challenges even if the group sizes differ some. There are lots of cars coming off warranty (like my 2021/60k mi) at about the same time the batteries are failing who may want a cheaper solution, so voila'. The other thing doing the cable re-routing does is now allow any Group 49, G47. etc., off the shelf AGM battery with proper specs to be used in case of future need. AND it allows AAA and CAA drivers (who are currently stumped) to deliver and install the batteries they can provide in roadside emergency situations.

 

[rbreeze]

^ NVQB10, thanks for providing that info about Sebang USA and the communication they had with their Korean HQ.
Just for clarification regarding the GV60... note that the model "AGM60L-DIN12V" Sebang/Genesis battery that is factory-installed in the GV60 is actually a conventional Group 47 (H5) 12V AGM battery that has conventional terminal post orientation (just like the Ioniq 5 and EV6 vehicles). As such, the GV60 can utilize any "off the shelf" Group 47 (H5) 12V AGM battery when it comes time to replace the 12V battery.
For ref. - below I have attached photos of the under-hood 12V battery in the GV60.





/rb

 

[NVQB10]

Good to Know! One may be in my future. Sure makes life easier when parts are standard. One reason the EU mandates USB C universality.. Those GV80 battery mods took me the better part of 2 hours. Partly planning, but the most difficult part was figuring out where, how much and the best way to trim the tie down battery bracket (over the positive terminal and where the vent tube mates. Measure 5 times, cut once (= 5 times!)

 

[Volfy]

Just thought I'd add a few comments to this thread that was launched last month (mid-Nov. 2025) and which I stumbled upon only today...

I am located in Canada and I also own an Electrified GV70. If my ICCU died and my 12V battery became totally discharged and "died" as a result, I would definitely be demanding a warranty replacement 12V battery, and if the Genesis workshop says no, I would elevate the claim to Genesis Corporate. A Genesis workshop saying that the 2-year 12V battery warranty has expired along with reciting the "wear & tear" cover-thy-@ss story is not a valid excuse for when an ICCU failure is part of the equation. This sort of thing angers me, and how convenient for Genesis warranting the 12V battery for only 2 years when they know they're having huge issues with ICCU and 12V battery failures on eGMP platform cars and other closely related EV cars.
NVQB10 has offered great advice to the OP about retrieving the failed/dead 12V battery back from the Genesis workshop and having it checked out properly. It's at least possible that the battery can be restored/resurrected by using a modern 12V smart charger that's equipped with a 'Restore/Repair' feature.
To comment on the 12V battery that goes into the 2023-2025 Electrified GV70... The battery is essentially a Group size 47 (aka H5) AGM battery, but with reversed POS/NEG terminal posts (which is extremely unique for the Group 47 / H5 battery). The OEM battery applied at the factory is supplied to Genesis by Sebang Global Battery based in S. Korea. (I learned about this from NVQB10 in another thread). Because of the reversed terminal posts, the OEM battery should really be referred to as a "47R" battery, with the "R" meaning "reversed terminals".
As NVQB10 has mentioned, Sebang Global Batteries are marketed in South Korea and some other countries under the "Rocket" brand. With that said 'Rocket' doesn't list a 47R battery anywhere (when I searched online), and as such you are forced to buy the direct replacement "47R" AGM battery from a Genesis or Hyundai store only.. at an "elevated' price, of course. Genesis/Hyundai evidently have an arrangement with Sebang/Rocket to be the only retail supplier of the replacement 47R 12V AGM battery, at least for the time being.
I've recently learned that all GV70 models (including the ICE models).. up to model year 2025, at least.. get a "47R" 12V battery. It's not clear to me whether the batteries over the years have all been AGM type or if some have had the flooded lead acid type applied at the factory.

With regard to what forum member Volfy mentioned in a post above regarding eGMP platform vehicles... Yes, the Ioniq 5, EV6 and GV60 eGMP vehicles all have Group 47 (H5) 12V batteries. The 12V battery is installed in front under the hood on all these vehicles and the batteries all have standard Group 47 (H5) POS/NEG terminal post orientation, so super easy to find a replacement battery from several different suppliers and super easy to change out the battery as well. Early production vehicles were equipped with flooded lead acid-type 12V batteries, while later production units were equipped with AGM-type after a lot of dead 12V battery incidents began showing up.

Other: Both the GV70 and GV80 have reversed terminal 12V batteries, with the GV80 getting the larger size (and larger capacity) Group "49R" battery. Both the GV70 and GV80 have their 12V battery located under the cargo compartment floor, which really couldn't be more inconvenient for owners when there are 12V battery issues. Thanks Genesis!

Didn't realize GV70 uses 47R or L5. That is rather odd. I've had so many Hyundai/Kia/Genesis that all use the standard H5/6/7/8 batteries, I just assumed that was case with the GV70 as well, especially since some folks referred to group 47R as H5. It's actually L5.

FWIW, as far as I know, all the Hyundai/Kia/Genesis RWD ICE platforms locate their batteries in the trunk floor. I've had 4 Hyundai/Kia/Genesis sedans that are all like that. Never found that to be inconvenient. In fact, I quite like the advantages with batt in the trunk. This, or course, improves weight distribution against the heavy powertrain up front. The main side benefit is that the battery lasts a lot longer in the cool trunk, compared to being up front in the hot engine compartment. Another side bennie is that a 60 lbs lead weight bolted to the trunk floor actually acts like a tuned mass damper. It effectively reduces vibration transmitted up from the rear suspension. IMO, all the tangible pluses outweigh any possible negative.

My guess is that GV70 has the charging port up front, which means the ICCU takes up room in the engine compartment. Besides, the chassis from the A-pillar forward is basically same as the ICE version, which has no provision for front mounted 12V batt.

Still, there is no reason they couldn't have stayed with the conventional H5/6/7 series in the trunk. Arbitrarily switching to L5 is just asinine.

 

[rbreeze]

Didn't realize GV70 uses 47R or L5. That is rather odd. I've had so many Hyundai/Kia/Genesis that all use the standard H5/6/7/8 batteries, I just assumed that was case with the GV70 as well, especially since some folks referred to group 47R as H5. It's actually L5.

FWIW, as far as I know, all the Hyundai/Kia/Genesis RWD ICE platforms locate their batteries in the trunk floor. I've had 4 Hyundai/Kia/Genesis sedans that are all like that. Never found that to be inconvenient. In fact, I quite like the advantages with batt in the trunk. This, or course, improves weight distribution against the heavy powertrain up front. The main side benefit is that the battery lasts a lot longer in the cool trunk, compared to being up front in the hot engine compartment. Another side bennie is that a 60 lbs lead weight bolted to the trunk floor actually acts like a tuned mass damper. It effectively reduces vibration transmitted up from the rear suspension. IMO, all the tangible pluses outweigh any possible negative.

My guess is that GV70 has the charging port up front, which means the ICCU takes up room in the engine compartment. Besides, the chassis from the A-pillar forward is basically same as the ICE version, which has no provision for front mounted 12V batt.

Still, there is no reason they couldn't have stayed with the conventional H5/6/7 series in the trunk. Arbitrarily switching to L5 is just asinine.

^ Volfy, I don't know why you like to use the "L5" moniker as a battery model designator, since BCI designations (North America) and DIN designations (Europe) are the much more standard/accepted ways to identify specific battery size groups.

Fyi - here's a copy/paste from Google searches:
BCI on a battery stands for Battery Council International, a trade group that sets standards for battery sizes (e.g. Group Sizes, such as 47 or 49) in North America, defining physical dimensions, terminal types, and placement to ensure a battery fits the intended vehicle or application.
A DIN/EN battery refers to automotive batteries built to German (DIN) and European (EN) standards, specifying dimensions, terminal types, and performance for European cars, ensuring proper fit and function; these codes (e.g. H5, H8) standardize physical size and electrical needs, making them different from US (BCI) or Japanese (JIS) systems but widely used across continents.

Note that your repeated use of "L5" actually points to the larger BCI "Group 49" / DIN "H8" battery, not the smaller Group "47" / DIN "H5" battery. The Group 49 (H8) size of battery is utilized in the Genesis GV80. However the factory-installed Group 49 (H8) battery in the GV80 (up to model-year 2025, at least) has an extremely unique reversed terminal orientation, so this battery could/should really be designated as a 49R battery by the BCI group. This has not yet occurred, due to the fact that, for now at least, this particular Group 49 battery with reversed terminals is a unique/special Sebang/Genesis (only) battery and is not used by any other auto manufacturer.
Then there's the BCI "Group 47" / DIN "H5" (aka "L2") battery, a size of battery that is utilized in the Genesis GV70 (all GV70 ICE models as well as the GV70-EV). The factory-installed Group 47 (H5) battery that has gone into all GV70 models (up to model-year 2025, at least) has an extremely unique reversed terminal orientation, so this battery could/should really be designated as a 47R battery by the BCI group. This has not yet occurred, due to the fact that, for now at least, this particular Group 47 battery with reversed terminals is a unique/special Sebang/Genesis (only) battery and is not used by any other auto manufacturer.

/rb

 

[NVQB10]

Didn't realize GV70 uses 47R or L5. That is rather odd. I've had so many Hyundai/Kia/Genesis that all use the standard H5/6/7/8 batteries, I just assumed that was case with the GV70 as well, especially since some folks referred to group 47R as H5. It's actually L5.

FWIW, as far as I know, all the Hyundai/Kia/Genesis RWD ICE platforms locate their batteries in the trunk floor. I've had 4 Hyundai/Kia/Genesis sedans that are all like that. Never found that to be inconvenient. In fact, I quite like the advantages with batt in the trunk. This, or course, improves weight distribution against the heavy powertrain up front. The main side benefit is that the battery lasts a lot longer in the cool trunk, compared to being up front in the hot engine compartment. Another side bennie is that a 60 lbs lead weight bolted to the trunk floor actually acts like a tuned mass damper. It effectively reduces vibration transmitted up from the rear suspension. IMO, all the tangible pluses outweigh any possible negative.

My guess is that GV70 has the charging port up front, which means the ICCU takes up room in the engine compartment. Besides, the chassis from the A-pillar forward is basically same as the ICE version, which has no provision for front mounted 12V batt.

Still, there is no reason they couldn't have stayed with the conventional H5/6/7 series in the trunk. Arbitrarily switching to L5 is just asinine.

It is one way Genesis recaptures profit margin after "under pricing" sales price vs competition. By jacking up the repair costs and using proprietary parts (ie reverse terminal batteries) that can only be sourced through the dealer, they even out the pricng equation. As noted earlier, both SeBang and Interstate make some of the OEM specd batteries but (at least SeBang have verified this to me directly) they are prevented under their supplier agreements from selling those to the public for another 5 years. Classic monopolistic rents on the part of Genesis and seemingly intentional.