Latest news with #KiaEV6
Business Upturn
a day ago
- Automotive
- Business Upturn
Automakers Are Expanding EV Charging Options, Prioritizing Convenience and Accessibility for Drivers
By GlobeNewswire Published on June 27, 2025, 20:03 IST IRVINE, Calif., June 27, 2025 (GLOBE NEWSWIRE) — With more than 5.2 million EVs now on U.S. roads, the need for convenient and reliable charging continues to grow. Automakers are responding with new partnerships and upgrades that make charging easier, especially for long-distance drivers. A Media Snippet accompanying this announcement is available in this link. Kia Corporation is helping meet that demand by giving its EV owners access to more than 21,500 additional Supercharging stations nationwide. These join the 22,000-plus public fast-charging stations already available, significantly expanding the charging network. Drivers can locate and charge at these stations using the Kia Access app, which also provides real-time updates on station availability and pricing. For owners of the Kia EV6, EV9 and Niro with CCS1 ports, the update allows charging at Tesla Superchargers using a compatible adapter. This feature is built directly into the app for a seamless user experience. These additions are part of a larger industry effort to reduce 'charge anxiety' and make long-distance travel accessible by expanding options and making them easier to find and use. As more automakers adopt shared charging infrastructure, drivers benefit from greater flexibility and more reliable access. 'Access and ease are top priorities for EV drivers,' said James Bell, head of corporate communications at Kia America. 'Expanding our network and making it user-friendly helps support the future of mobility and brings real peace of mind to our customers.' Disclaimer: The above press release comes to you under an arrangement with GlobeNewswire. Business Upturn takes no editorial responsibility for the same. Ahmedabad Plane Crash GlobeNewswire provides press release distribution services globally, with substantial operations in North America and Europe.
Time of India
2 days ago
- Time of India
Health dept cracks down on illegal trade of sonography machines
1 2 JAIPUR: Rajasthan health department on Wednesday busted a global racket involved in the illegal trade of portable foreign made sonography machines. Officials said these unregistered machines could be misused for female foeticide due to its small size and power backup. The department's pre-conception and pre-natal diagnostic techniques (PCPNDT) team arrested Amitabh Bhaduri, a gang-member Wednesday. He came to sell machines from Hoogly, West Bengal to Jaipur after he negotiated a deal for Rs 6.3 lakh. Officials said they were tracking the online illegal sale of sonography machines for two months. "We asked one of the health department's employe to call the person selling the machines. The person agreed for a deal after we agreed to transfer Rs 15,000 online," said Devendra Chaudhary, joint director (Bikaner), health department. "He came to the city via train due to security reasons and briefly stayed in the waiting room of the station. We asked him to deliver the machine in Central Park where PCPNDT officials arrested him." A PCPNDT official said that upon interrogation, Bhaduri said he brought the machine from a person named Aditya Murarka of Life Plus Healthcare Private Limited, Kolkata. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Stap in de nieuwe Kia EV6. Ontvang jouw inruilvoorstel. Kia Meer informatie Undo Dr Amit Yadav, mission director of the National Health Mission, said that several others are involved in this trade and the machines are being sold up to Rs 10 lakh across the country. He added that local police and administration in Kolkata have been informed about this illegal racket and investigation is being pursued.
Car and Driver
3 days ago
- Automotive
- Car and Driver
View Interior Photos of the 2025 Kia EV6 GT
read the full review | See Exterior Photos For its third model year, the Kia EV6 GT sees minor styling updates but also increased horsepower and a new combustion-engine-emulating mode.
The Advertiser
18-06-2025
- Automotive
- The Advertiser
2025 Kia EV6 GT review: Quick drive
Kia EV6 Pros Kia EV6 Cons Kia EV6 Pros Kia EV6 Cons The original Kia EV6 GT took the Korean automaker to new heights, promising supercar-like performance from a stonking 430kW dual-motor electric drivetrain in the brand's pioneering dedicated electric SUV. But while it had various chassis and hardware revisions to cope with that power, it always felt like it was a very fast electric vehicle (EV) that was good in a straight line and not a lot else, rather than being a properly sorted high-performance machine – and that's an important distinction to make. Now here's the new facelifted version, coming with much of the hardware that has won the outstanding Hyundai Ioniq 5 N such critical plaudits. Some of this might be controversial – such as the simulated gearshifts and synthesised engine noises – but we're hoping for great things from the updated EV6 GT. Our first taste of Kia's latest high-performance EV took place on some of the very best driving roads that Scotland has to offer. Australian pricing for the upgraded EV6 GT has not yet been confirmed, but we're hopeful it will come in somewhere around – or better still below – the current model's $99,590 plus on-roads sticker. Indeed, in certain markets, despite a hike in peak power and the extra equipment fitted to the new GT, Kia has actually priced it at a marginally lower level than its predecessor. Whether that will be the case here or not, as long as it is a few thousand dollars cheaper than the Hyundai Ioniq 5 N ($110,303 before on-roads), it ought to be tempting for buyers looking for a thrilling zero-emissions sports car. It also seems excellent value for the sheer amount of performance on offer, when you consider a basic EV6 Air comes in at $72,590 in pre-facelift guise. To see how the Kia EV6 lines up against the competition, check out our comparison tool The Kia EV6 has always been blessed with a high-quality, well-appointed interior, and with the rest of the range having already received its facelift, the GT now joins ranks with the latest passenger compartment. Based on the E-GMP platform, there's a completely flat floor throughout the EV6's cabin, which helps with practicality issues. Not just in the rear, where three adults could all sit side-by-side for shorter journeys without being too cramped, but in the front, which allows for the floating central console area. This is based upon the armrest area between the seats, where you'll find switchgear for the climate seats, the vehicle's power-up button, its rotary drive selector and also some cupholders, a storage area and a wireless smartphone charging pad. Up front are the twin 12.3-inch digital screens, for both the infotainment touchscreen and the instrument cluster, plus a customisable head-up display for the driver too. Further, Kia has kept the clever strip of digital 'buttons' on the centre of the EV6 GT's fascia, which can be switched from navigation and audio functions to climate-control shortcuts by toggling an icon on its left-hand side. All of the digital real estate works very well and looks sharp, so the EV6 still feels thoroughly up-to-date and ergonomically correct inside. That just leaves the GT-specific details, including an absolutely glorious pair of deeply sculpted bucket seats up front, which are mounted at just the right height – sitting the driver nice and low in the Kia's body. These are adorned with Neon Green stitching (a colour repeated on the GT's brake calipers on the outside of the vehicle) and a centre stripe in the same colour, and the hue is repeated again for the centres of the air vents, the stitching and 12 o'clock marker on the steering wheel, and then the most important button in the car – the 'GT Mode' switch hanging off the wheel's left-hand spoke, which when pressed puts the GT into its full 478kW attack-dog setting. The general fit-and-finish of the EV6 GT's interior cannot be questioned, nor is there much to fault with how intuitive it is to operate some of its systems – turning off lane-keep assist and the speed-limit warning, for instance, is simply a case of holding down two buttons on the steering wheel for a few seconds, rather than fiddling around with the central touchscreen. In terms of practicality, rear-seat passenger space is notably generous, although there's not much place to put your feet underneath the floor-hugging front seats, while the boot swallows a handy 480 litres with all seats in use, rising to 1260L with the second row folded away. There's a further 20L of 'front boot' in the Kia, too. Therefore, the only slight complaint you might level at the GT is that, for a 478kW machine which can accelerate from 0-100km/h in a claimed 3.5 seconds, the cabin isn't particularly flashy, nor massively different from that in an entry-level EV6. Neither of those things, though, are dealbreakers in our opinion. To see how the Kia EV6 lines up against the competition, check out our comparison tool Kia has adopted the even-more-powerful dual motors of the Hyundai Ioniq 5 N, which raises the EV6 GT's already-beefy outputs from the previous 430kW/740Nm peaks to an even more colossal 478kW/770Nm. Due to a slightly enlarged battery pack – increased by eight per cent from 77.4kWh to 84kWh (80kWh of this is usable) – the weight of the Kia has crept up to 2200kg, which means the two chief on-paper metrics are no different, and no less staggering, than they were before: Kia says 0-100km/h takes 3.5 seconds and the EV6 GT will top out at 260km/h. The theoretical maximum quoted range of the GT has also improved as a result of the technical changes, with Kia quoting 450km of one-shot range. Of course, if you start enjoying the pleasures of the 478kW motors, that will soon decrease as a result of the consumption ramping up from the official 20.7kWh/100km, to more like 28.2kWh/100km – which is what we saw on test. Kia has improved the maximum DC fast-charging rate of the EV6 GT, also by eight per cent, to a new peak of 258kW. It therefore preserves its predecessor's 18-minute 10-80 per cent DC charging time despite the increased battery capacity, thanks to the advanced 800-volt electrical architecture. A 10-100 per cent charge on an 11kW AC connection will take slightly more than seven and a half hours. To see how the Kia EV6 lines up against the competition, check out our comparison tool It takes all of 50 to 100 metres behind the wheel of the new EV6 GT to realise the Hyundai N-inspired changes have made this a wholly different proposition to the model it replaces. There's an inherent quality feel to the damping, in everything it does, that shines through in the way the GT oozes over speed humps at walking pace, to the effortless manner in which it smothers off crumbling urban road surfaces at up to 50km/h, to the general dignified comportment it has at 100km/h and more. Don't get us wrong, the 21-inch wheels at all corners are sometimes discernible as unsprung mass, thudding through bigger imperfections in the asphalt, and there's always an underlying firmness to the Kia's secondary ride that speaks volumes of its singular intent to engage its driver at the limit. But the EV6 GT is never uncomfortable nor overtly noisy, so as a day-to-day EV it still does the basics to a high enough standard to excel. Yet the handling is also notably sharpened, the car's weighty, informative and linear steering a real pleasure to use. It commands a front-end which is remarkably eager to get itself turned into bends, in turn teaming with the actions of the rear-mounted electronically controlled limited-slip differential to bless the 2.2-tonne GT with an agility and liveliness at odds with its mass. No doubt about it, the revised EV6 GT is a substantial improvement over the car it replaces, and one of the best-driving EVs you can buy right now. It isn't, however, operating quite at the exalted levels of the Ioniq 5 N. Whether that bothers you or not will depend on how demanding a driver you are. Maybe the fact this ultra-rapid Kia is called 'GT' in the first place, and it has a more elegant, smoother and less in-your-face shape than the Hyundai, means it all marries up better into an ideological whole – a slightly more discreet way of going ridiculously fast in your EV. Ultimately, though, it just feels like Kia didn't quite commit (or was allowed to commit) to all the fancy chassis trickery and potentially divisive systems that mimic aspects of internal-combustion motoring that make the 5 N such a thoroughly delightful steer. The key issues come with the Virtual Gear Shift (VGS) set-up in the EV6 GT, and the Active Sound Design (ASD) noises. On the former, the Kia only has six 'ratios' in its pseudo-gearbox, whereas the 5 N has eight. Interrupting torque delivery from its mighty electric motors to simulate a dual-clutch transmission swapping from cog to cog, it's a good system in the EV6 GT, but it needs more revs. By this, we mean that the instrument cluster shows a tacho when you're in full GT Mode and using the VGS – and the car 'revs' to a maximum of 6500rpm. Blasting through the gears in incredibly short order, due to the outrageous acceleration the GT can summon up from pretty much any road speed you care to choose, adds up to a driving experience that feels like it is copying a big-hearted turbo-diesel, rather than a high-revving petrol rngine tuned to provide plenty of driving fun. And the ASD is nowhere near as successful as the same system in the 5 N, which imitates the four-cylinder 2.0-litre turbo-petrol engine from the revered i30 N hot hatch. In the Kia, there's just a thick, cloying, buzzy noise that doesn't sound much like any engine at all. You can switch it through four modes – loud, medium, quiet and off – but even in the first of these, it's subdued and not massively enticing. Kia could've made this car sound like the wonderful old Stinger V6, but didn't. And that's a shame. In isolation, then, you'd drive the Kia EV6 GT and rightly think it was brilliant. But it can never quite replicate that magic trick the Hyundai pulls off, where – at its very best – it can make you forget it's an EV and instead hoodwink you into believing you're driving a big petrol hot hatch. In the Kia, that otherworldly dynamic moment never quite comes. It's very, very close to greatness… but misses it by a matter of mere inches. To see how the Kia EV6 lines up against the competition, check out our comparison tool As you'd expect with a Kia, especially in a top-end variant like this, you get pretty much everything but the kitchen sink thrown in. While we're still awaiting confirmation of the price of the revised EV6, and therefore the specifications for our market, we'd expect the car to have the lengthy kit list outlined below, plus much more besides. 2025 Kia EV6 GT equipment highlights: To see how the Kia EV6 lines up against the competition, check out our comparison tool The Kia EV6 range was subjected to ANCAP safety testing in 2022 when it picked up five stars, but that rating explicitly excludes the GT flagship. Nevertheless, with its healthy standard roster of advanced driver assistance systems (ADAS), it's likely to be every bit as safe as the rest of the EV6 lineup. Standard safety equipment includes: To see how the Kia EV6 lines up against the competition, check out our comparison tool Not only is the Kia EV6 GT an electric vehicle, making it cheap to run – provided you have access to home charging – it comes with the Korean firm's excellent customer service back-up. A seven-year, unlimited-kilometre warranty, up to eight years of roadside assistance cover, and capped-price servicing for seven years or 105,000km mean there can't be many 3.5-second 0-100km/h cars that are more affordable to run than this. To see how the Kia EV6 lines up against the competition, check out our comparison tool Make no mistake, the updated Kia EV6 GT is a fantastic performance EV and one of the very finest vehicles of its type. Smart looks on the outside, the usual high-quality cabin within, and a much-improved chassis plus even more power and range all add up to a compelling zero-emissions package. There's the tiny, nagging feeling, however, that if Kia had just gone all out on the VGS, ASD and chassis tuning, we could've been talking about an all-time great here. As it is, we'll settle for the fact Kia has regardless created something quite superb, and therefore we're incredibly happy that the 478kW GT exists. Interested in buying a Kia EV6? Let CarExpert find you the best deal hereMORE: Explore the Kia EV6 showroom Content originally sourced from: Kia EV6 Pros Kia EV6 Cons Kia EV6 Pros Kia EV6 Cons The original Kia EV6 GT took the Korean automaker to new heights, promising supercar-like performance from a stonking 430kW dual-motor electric drivetrain in the brand's pioneering dedicated electric SUV. But while it had various chassis and hardware revisions to cope with that power, it always felt like it was a very fast electric vehicle (EV) that was good in a straight line and not a lot else, rather than being a properly sorted high-performance machine – and that's an important distinction to make. Now here's the new facelifted version, coming with much of the hardware that has won the outstanding Hyundai Ioniq 5 N such critical plaudits. Some of this might be controversial – such as the simulated gearshifts and synthesised engine noises – but we're hoping for great things from the updated EV6 GT. Our first taste of Kia's latest high-performance EV took place on some of the very best driving roads that Scotland has to offer. Australian pricing for the upgraded EV6 GT has not yet been confirmed, but we're hopeful it will come in somewhere around – or better still below – the current model's $99,590 plus on-roads sticker. Indeed, in certain markets, despite a hike in peak power and the extra equipment fitted to the new GT, Kia has actually priced it at a marginally lower level than its predecessor. Whether that will be the case here or not, as long as it is a few thousand dollars cheaper than the Hyundai Ioniq 5 N ($110,303 before on-roads), it ought to be tempting for buyers looking for a thrilling zero-emissions sports car. It also seems excellent value for the sheer amount of performance on offer, when you consider a basic EV6 Air comes in at $72,590 in pre-facelift guise. To see how the Kia EV6 lines up against the competition, check out our comparison tool The Kia EV6 has always been blessed with a high-quality, well-appointed interior, and with the rest of the range having already received its facelift, the GT now joins ranks with the latest passenger compartment. Based on the E-GMP platform, there's a completely flat floor throughout the EV6's cabin, which helps with practicality issues. Not just in the rear, where three adults could all sit side-by-side for shorter journeys without being too cramped, but in the front, which allows for the floating central console area. This is based upon the armrest area between the seats, where you'll find switchgear for the climate seats, the vehicle's power-up button, its rotary drive selector and also some cupholders, a storage area and a wireless smartphone charging pad. Up front are the twin 12.3-inch digital screens, for both the infotainment touchscreen and the instrument cluster, plus a customisable head-up display for the driver too. Further, Kia has kept the clever strip of digital 'buttons' on the centre of the EV6 GT's fascia, which can be switched from navigation and audio functions to climate-control shortcuts by toggling an icon on its left-hand side. All of the digital real estate works very well and looks sharp, so the EV6 still feels thoroughly up-to-date and ergonomically correct inside. That just leaves the GT-specific details, including an absolutely glorious pair of deeply sculpted bucket seats up front, which are mounted at just the right height – sitting the driver nice and low in the Kia's body. These are adorned with Neon Green stitching (a colour repeated on the GT's brake calipers on the outside of the vehicle) and a centre stripe in the same colour, and the hue is repeated again for the centres of the air vents, the stitching and 12 o'clock marker on the steering wheel, and then the most important button in the car – the 'GT Mode' switch hanging off the wheel's left-hand spoke, which when pressed puts the GT into its full 478kW attack-dog setting. The general fit-and-finish of the EV6 GT's interior cannot be questioned, nor is there much to fault with how intuitive it is to operate some of its systems – turning off lane-keep assist and the speed-limit warning, for instance, is simply a case of holding down two buttons on the steering wheel for a few seconds, rather than fiddling around with the central touchscreen. In terms of practicality, rear-seat passenger space is notably generous, although there's not much place to put your feet underneath the floor-hugging front seats, while the boot swallows a handy 480 litres with all seats in use, rising to 1260L with the second row folded away. There's a further 20L of 'front boot' in the Kia, too. Therefore, the only slight complaint you might level at the GT is that, for a 478kW machine which can accelerate from 0-100km/h in a claimed 3.5 seconds, the cabin isn't particularly flashy, nor massively different from that in an entry-level EV6. Neither of those things, though, are dealbreakers in our opinion. To see how the Kia EV6 lines up against the competition, check out our comparison tool Kia has adopted the even-more-powerful dual motors of the Hyundai Ioniq 5 N, which raises the EV6 GT's already-beefy outputs from the previous 430kW/740Nm peaks to an even more colossal 478kW/770Nm. Due to a slightly enlarged battery pack – increased by eight per cent from 77.4kWh to 84kWh (80kWh of this is usable) – the weight of the Kia has crept up to 2200kg, which means the two chief on-paper metrics are no different, and no less staggering, than they were before: Kia says 0-100km/h takes 3.5 seconds and the EV6 GT will top out at 260km/h. The theoretical maximum quoted range of the GT has also improved as a result of the technical changes, with Kia quoting 450km of one-shot range. Of course, if you start enjoying the pleasures of the 478kW motors, that will soon decrease as a result of the consumption ramping up from the official 20.7kWh/100km, to more like 28.2kWh/100km – which is what we saw on test. Kia has improved the maximum DC fast-charging rate of the EV6 GT, also by eight per cent, to a new peak of 258kW. It therefore preserves its predecessor's 18-minute 10-80 per cent DC charging time despite the increased battery capacity, thanks to the advanced 800-volt electrical architecture. A 10-100 per cent charge on an 11kW AC connection will take slightly more than seven and a half hours. To see how the Kia EV6 lines up against the competition, check out our comparison tool It takes all of 50 to 100 metres behind the wheel of the new EV6 GT to realise the Hyundai N-inspired changes have made this a wholly different proposition to the model it replaces. There's an inherent quality feel to the damping, in everything it does, that shines through in the way the GT oozes over speed humps at walking pace, to the effortless manner in which it smothers off crumbling urban road surfaces at up to 50km/h, to the general dignified comportment it has at 100km/h and more. Don't get us wrong, the 21-inch wheels at all corners are sometimes discernible as unsprung mass, thudding through bigger imperfections in the asphalt, and there's always an underlying firmness to the Kia's secondary ride that speaks volumes of its singular intent to engage its driver at the limit. But the EV6 GT is never uncomfortable nor overtly noisy, so as a day-to-day EV it still does the basics to a high enough standard to excel. Yet the handling is also notably sharpened, the car's weighty, informative and linear steering a real pleasure to use. It commands a front-end which is remarkably eager to get itself turned into bends, in turn teaming with the actions of the rear-mounted electronically controlled limited-slip differential to bless the 2.2-tonne GT with an agility and liveliness at odds with its mass. No doubt about it, the revised EV6 GT is a substantial improvement over the car it replaces, and one of the best-driving EVs you can buy right now. It isn't, however, operating quite at the exalted levels of the Ioniq 5 N. Whether that bothers you or not will depend on how demanding a driver you are. Maybe the fact this ultra-rapid Kia is called 'GT' in the first place, and it has a more elegant, smoother and less in-your-face shape than the Hyundai, means it all marries up better into an ideological whole – a slightly more discreet way of going ridiculously fast in your EV. Ultimately, though, it just feels like Kia didn't quite commit (or was allowed to commit) to all the fancy chassis trickery and potentially divisive systems that mimic aspects of internal-combustion motoring that make the 5 N such a thoroughly delightful steer. The key issues come with the Virtual Gear Shift (VGS) set-up in the EV6 GT, and the Active Sound Design (ASD) noises. On the former, the Kia only has six 'ratios' in its pseudo-gearbox, whereas the 5 N has eight. Interrupting torque delivery from its mighty electric motors to simulate a dual-clutch transmission swapping from cog to cog, it's a good system in the EV6 GT, but it needs more revs. By this, we mean that the instrument cluster shows a tacho when you're in full GT Mode and using the VGS – and the car 'revs' to a maximum of 6500rpm. Blasting through the gears in incredibly short order, due to the outrageous acceleration the GT can summon up from pretty much any road speed you care to choose, adds up to a driving experience that feels like it is copying a big-hearted turbo-diesel, rather than a high-revving petrol rngine tuned to provide plenty of driving fun. And the ASD is nowhere near as successful as the same system in the 5 N, which imitates the four-cylinder 2.0-litre turbo-petrol engine from the revered i30 N hot hatch. In the Kia, there's just a thick, cloying, buzzy noise that doesn't sound much like any engine at all. You can switch it through four modes – loud, medium, quiet and off – but even in the first of these, it's subdued and not massively enticing. Kia could've made this car sound like the wonderful old Stinger V6, but didn't. And that's a shame. In isolation, then, you'd drive the Kia EV6 GT and rightly think it was brilliant. But it can never quite replicate that magic trick the Hyundai pulls off, where – at its very best – it can make you forget it's an EV and instead hoodwink you into believing you're driving a big petrol hot hatch. In the Kia, that otherworldly dynamic moment never quite comes. It's very, very close to greatness… but misses it by a matter of mere inches. To see how the Kia EV6 lines up against the competition, check out our comparison tool As you'd expect with a Kia, especially in a top-end variant like this, you get pretty much everything but the kitchen sink thrown in. While we're still awaiting confirmation of the price of the revised EV6, and therefore the specifications for our market, we'd expect the car to have the lengthy kit list outlined below, plus much more besides. 2025 Kia EV6 GT equipment highlights: To see how the Kia EV6 lines up against the competition, check out our comparison tool The Kia EV6 range was subjected to ANCAP safety testing in 2022 when it picked up five stars, but that rating explicitly excludes the GT flagship. Nevertheless, with its healthy standard roster of advanced driver assistance systems (ADAS), it's likely to be every bit as safe as the rest of the EV6 lineup. Standard safety equipment includes: To see how the Kia EV6 lines up against the competition, check out our comparison tool Not only is the Kia EV6 GT an electric vehicle, making it cheap to run – provided you have access to home charging – it comes with the Korean firm's excellent customer service back-up. A seven-year, unlimited-kilometre warranty, up to eight years of roadside assistance cover, and capped-price servicing for seven years or 105,000km mean there can't be many 3.5-second 0-100km/h cars that are more affordable to run than this. To see how the Kia EV6 lines up against the competition, check out our comparison tool Make no mistake, the updated Kia EV6 GT is a fantastic performance EV and one of the very finest vehicles of its type. Smart looks on the outside, the usual high-quality cabin within, and a much-improved chassis plus even more power and range all add up to a compelling zero-emissions package. There's the tiny, nagging feeling, however, that if Kia had just gone all out on the VGS, ASD and chassis tuning, we could've been talking about an all-time great here. As it is, we'll settle for the fact Kia has regardless created something quite superb, and therefore we're incredibly happy that the 478kW GT exists. Interested in buying a Kia EV6? Let CarExpert find you the best deal hereMORE: Explore the Kia EV6 showroom Content originally sourced from: Kia EV6 Pros Kia EV6 Cons Kia EV6 Pros Kia EV6 Cons The original Kia EV6 GT took the Korean automaker to new heights, promising supercar-like performance from a stonking 430kW dual-motor electric drivetrain in the brand's pioneering dedicated electric SUV. But while it had various chassis and hardware revisions to cope with that power, it always felt like it was a very fast electric vehicle (EV) that was good in a straight line and not a lot else, rather than being a properly sorted high-performance machine – and that's an important distinction to make. Now here's the new facelifted version, coming with much of the hardware that has won the outstanding Hyundai Ioniq 5 N such critical plaudits. Some of this might be controversial – such as the simulated gearshifts and synthesised engine noises – but we're hoping for great things from the updated EV6 GT. Our first taste of Kia's latest high-performance EV took place on some of the very best driving roads that Scotland has to offer. Australian pricing for the upgraded EV6 GT has not yet been confirmed, but we're hopeful it will come in somewhere around – or better still below – the current model's $99,590 plus on-roads sticker. Indeed, in certain markets, despite a hike in peak power and the extra equipment fitted to the new GT, Kia has actually priced it at a marginally lower level than its predecessor. Whether that will be the case here or not, as long as it is a few thousand dollars cheaper than the Hyundai Ioniq 5 N ($110,303 before on-roads), it ought to be tempting for buyers looking for a thrilling zero-emissions sports car. It also seems excellent value for the sheer amount of performance on offer, when you consider a basic EV6 Air comes in at $72,590 in pre-facelift guise. To see how the Kia EV6 lines up against the competition, check out our comparison tool The Kia EV6 has always been blessed with a high-quality, well-appointed interior, and with the rest of the range having already received its facelift, the GT now joins ranks with the latest passenger compartment. Based on the E-GMP platform, there's a completely flat floor throughout the EV6's cabin, which helps with practicality issues. Not just in the rear, where three adults could all sit side-by-side for shorter journeys without being too cramped, but in the front, which allows for the floating central console area. This is based upon the armrest area between the seats, where you'll find switchgear for the climate seats, the vehicle's power-up button, its rotary drive selector and also some cupholders, a storage area and a wireless smartphone charging pad. Up front are the twin 12.3-inch digital screens, for both the infotainment touchscreen and the instrument cluster, plus a customisable head-up display for the driver too. Further, Kia has kept the clever strip of digital 'buttons' on the centre of the EV6 GT's fascia, which can be switched from navigation and audio functions to climate-control shortcuts by toggling an icon on its left-hand side. All of the digital real estate works very well and looks sharp, so the EV6 still feels thoroughly up-to-date and ergonomically correct inside. That just leaves the GT-specific details, including an absolutely glorious pair of deeply sculpted bucket seats up front, which are mounted at just the right height – sitting the driver nice and low in the Kia's body. These are adorned with Neon Green stitching (a colour repeated on the GT's brake calipers on the outside of the vehicle) and a centre stripe in the same colour, and the hue is repeated again for the centres of the air vents, the stitching and 12 o'clock marker on the steering wheel, and then the most important button in the car – the 'GT Mode' switch hanging off the wheel's left-hand spoke, which when pressed puts the GT into its full 478kW attack-dog setting. The general fit-and-finish of the EV6 GT's interior cannot be questioned, nor is there much to fault with how intuitive it is to operate some of its systems – turning off lane-keep assist and the speed-limit warning, for instance, is simply a case of holding down two buttons on the steering wheel for a few seconds, rather than fiddling around with the central touchscreen. In terms of practicality, rear-seat passenger space is notably generous, although there's not much place to put your feet underneath the floor-hugging front seats, while the boot swallows a handy 480 litres with all seats in use, rising to 1260L with the second row folded away. There's a further 20L of 'front boot' in the Kia, too. Therefore, the only slight complaint you might level at the GT is that, for a 478kW machine which can accelerate from 0-100km/h in a claimed 3.5 seconds, the cabin isn't particularly flashy, nor massively different from that in an entry-level EV6. Neither of those things, though, are dealbreakers in our opinion. To see how the Kia EV6 lines up against the competition, check out our comparison tool Kia has adopted the even-more-powerful dual motors of the Hyundai Ioniq 5 N, which raises the EV6 GT's already-beefy outputs from the previous 430kW/740Nm peaks to an even more colossal 478kW/770Nm. Due to a slightly enlarged battery pack – increased by eight per cent from 77.4kWh to 84kWh (80kWh of this is usable) – the weight of the Kia has crept up to 2200kg, which means the two chief on-paper metrics are no different, and no less staggering, than they were before: Kia says 0-100km/h takes 3.5 seconds and the EV6 GT will top out at 260km/h. The theoretical maximum quoted range of the GT has also improved as a result of the technical changes, with Kia quoting 450km of one-shot range. Of course, if you start enjoying the pleasures of the 478kW motors, that will soon decrease as a result of the consumption ramping up from the official 20.7kWh/100km, to more like 28.2kWh/100km – which is what we saw on test. Kia has improved the maximum DC fast-charging rate of the EV6 GT, also by eight per cent, to a new peak of 258kW. It therefore preserves its predecessor's 18-minute 10-80 per cent DC charging time despite the increased battery capacity, thanks to the advanced 800-volt electrical architecture. A 10-100 per cent charge on an 11kW AC connection will take slightly more than seven and a half hours. To see how the Kia EV6 lines up against the competition, check out our comparison tool It takes all of 50 to 100 metres behind the wheel of the new EV6 GT to realise the Hyundai N-inspired changes have made this a wholly different proposition to the model it replaces. There's an inherent quality feel to the damping, in everything it does, that shines through in the way the GT oozes over speed humps at walking pace, to the effortless manner in which it smothers off crumbling urban road surfaces at up to 50km/h, to the general dignified comportment it has at 100km/h and more. Don't get us wrong, the 21-inch wheels at all corners are sometimes discernible as unsprung mass, thudding through bigger imperfections in the asphalt, and there's always an underlying firmness to the Kia's secondary ride that speaks volumes of its singular intent to engage its driver at the limit. But the EV6 GT is never uncomfortable nor overtly noisy, so as a day-to-day EV it still does the basics to a high enough standard to excel. Yet the handling is also notably sharpened, the car's weighty, informative and linear steering a real pleasure to use. It commands a front-end which is remarkably eager to get itself turned into bends, in turn teaming with the actions of the rear-mounted electronically controlled limited-slip differential to bless the 2.2-tonne GT with an agility and liveliness at odds with its mass. No doubt about it, the revised EV6 GT is a substantial improvement over the car it replaces, and one of the best-driving EVs you can buy right now. It isn't, however, operating quite at the exalted levels of the Ioniq 5 N. Whether that bothers you or not will depend on how demanding a driver you are. Maybe the fact this ultra-rapid Kia is called 'GT' in the first place, and it has a more elegant, smoother and less in-your-face shape than the Hyundai, means it all marries up better into an ideological whole – a slightly more discreet way of going ridiculously fast in your EV. Ultimately, though, it just feels like Kia didn't quite commit (or was allowed to commit) to all the fancy chassis trickery and potentially divisive systems that mimic aspects of internal-combustion motoring that make the 5 N such a thoroughly delightful steer. The key issues come with the Virtual Gear Shift (VGS) set-up in the EV6 GT, and the Active Sound Design (ASD) noises. On the former, the Kia only has six 'ratios' in its pseudo-gearbox, whereas the 5 N has eight. Interrupting torque delivery from its mighty electric motors to simulate a dual-clutch transmission swapping from cog to cog, it's a good system in the EV6 GT, but it needs more revs. By this, we mean that the instrument cluster shows a tacho when you're in full GT Mode and using the VGS – and the car 'revs' to a maximum of 6500rpm. Blasting through the gears in incredibly short order, due to the outrageous acceleration the GT can summon up from pretty much any road speed you care to choose, adds up to a driving experience that feels like it is copying a big-hearted turbo-diesel, rather than a high-revving petrol rngine tuned to provide plenty of driving fun. And the ASD is nowhere near as successful as the same system in the 5 N, which imitates the four-cylinder 2.0-litre turbo-petrol engine from the revered i30 N hot hatch. In the Kia, there's just a thick, cloying, buzzy noise that doesn't sound much like any engine at all. You can switch it through four modes – loud, medium, quiet and off – but even in the first of these, it's subdued and not massively enticing. Kia could've made this car sound like the wonderful old Stinger V6, but didn't. And that's a shame. In isolation, then, you'd drive the Kia EV6 GT and rightly think it was brilliant. But it can never quite replicate that magic trick the Hyundai pulls off, where – at its very best – it can make you forget it's an EV and instead hoodwink you into believing you're driving a big petrol hot hatch. In the Kia, that otherworldly dynamic moment never quite comes. It's very, very close to greatness… but misses it by a matter of mere inches. To see how the Kia EV6 lines up against the competition, check out our comparison tool As you'd expect with a Kia, especially in a top-end variant like this, you get pretty much everything but the kitchen sink thrown in. While we're still awaiting confirmation of the price of the revised EV6, and therefore the specifications for our market, we'd expect the car to have the lengthy kit list outlined below, plus much more besides. 2025 Kia EV6 GT equipment highlights: To see how the Kia EV6 lines up against the competition, check out our comparison tool The Kia EV6 range was subjected to ANCAP safety testing in 2022 when it picked up five stars, but that rating explicitly excludes the GT flagship. Nevertheless, with its healthy standard roster of advanced driver assistance systems (ADAS), it's likely to be every bit as safe as the rest of the EV6 lineup. Standard safety equipment includes: To see how the Kia EV6 lines up against the competition, check out our comparison tool Not only is the Kia EV6 GT an electric vehicle, making it cheap to run – provided you have access to home charging – it comes with the Korean firm's excellent customer service back-up. A seven-year, unlimited-kilometre warranty, up to eight years of roadside assistance cover, and capped-price servicing for seven years or 105,000km mean there can't be many 3.5-second 0-100km/h cars that are more affordable to run than this. To see how the Kia EV6 lines up against the competition, check out our comparison tool Make no mistake, the updated Kia EV6 GT is a fantastic performance EV and one of the very finest vehicles of its type. Smart looks on the outside, the usual high-quality cabin within, and a much-improved chassis plus even more power and range all add up to a compelling zero-emissions package. There's the tiny, nagging feeling, however, that if Kia had just gone all out on the VGS, ASD and chassis tuning, we could've been talking about an all-time great here. As it is, we'll settle for the fact Kia has regardless created something quite superb, and therefore we're incredibly happy that the 478kW GT exists. Interested in buying a Kia EV6? Let CarExpert find you the best deal hereMORE: Explore the Kia EV6 showroom Content originally sourced from: Kia EV6 Pros Kia EV6 Cons Kia EV6 Pros Kia EV6 Cons The original Kia EV6 GT took the Korean automaker to new heights, promising supercar-like performance from a stonking 430kW dual-motor electric drivetrain in the brand's pioneering dedicated electric SUV. But while it had various chassis and hardware revisions to cope with that power, it always felt like it was a very fast electric vehicle (EV) that was good in a straight line and not a lot else, rather than being a properly sorted high-performance machine – and that's an important distinction to make. Now here's the new facelifted version, coming with much of the hardware that has won the outstanding Hyundai Ioniq 5 N such critical plaudits. Some of this might be controversial – such as the simulated gearshifts and synthesised engine noises – but we're hoping for great things from the updated EV6 GT. Our first taste of Kia's latest high-performance EV took place on some of the very best driving roads that Scotland has to offer. Australian pricing for the upgraded EV6 GT has not yet been confirmed, but we're hopeful it will come in somewhere around – or better still below – the current model's $99,590 plus on-roads sticker. Indeed, in certain markets, despite a hike in peak power and the extra equipment fitted to the new GT, Kia has actually priced it at a marginally lower level than its predecessor. Whether that will be the case here or not, as long as it is a few thousand dollars cheaper than the Hyundai Ioniq 5 N ($110,303 before on-roads), it ought to be tempting for buyers looking for a thrilling zero-emissions sports car. It also seems excellent value for the sheer amount of performance on offer, when you consider a basic EV6 Air comes in at $72,590 in pre-facelift guise. To see how the Kia EV6 lines up against the competition, check out our comparison tool The Kia EV6 has always been blessed with a high-quality, well-appointed interior, and with the rest of the range having already received its facelift, the GT now joins ranks with the latest passenger compartment. Based on the E-GMP platform, there's a completely flat floor throughout the EV6's cabin, which helps with practicality issues. Not just in the rear, where three adults could all sit side-by-side for shorter journeys without being too cramped, but in the front, which allows for the floating central console area. This is based upon the armrest area between the seats, where you'll find switchgear for the climate seats, the vehicle's power-up button, its rotary drive selector and also some cupholders, a storage area and a wireless smartphone charging pad. Up front are the twin 12.3-inch digital screens, for both the infotainment touchscreen and the instrument cluster, plus a customisable head-up display for the driver too. Further, Kia has kept the clever strip of digital 'buttons' on the centre of the EV6 GT's fascia, which can be switched from navigation and audio functions to climate-control shortcuts by toggling an icon on its left-hand side. All of the digital real estate works very well and looks sharp, so the EV6 still feels thoroughly up-to-date and ergonomically correct inside. That just leaves the GT-specific details, including an absolutely glorious pair of deeply sculpted bucket seats up front, which are mounted at just the right height – sitting the driver nice and low in the Kia's body. These are adorned with Neon Green stitching (a colour repeated on the GT's brake calipers on the outside of the vehicle) and a centre stripe in the same colour, and the hue is repeated again for the centres of the air vents, the stitching and 12 o'clock marker on the steering wheel, and then the most important button in the car – the 'GT Mode' switch hanging off the wheel's left-hand spoke, which when pressed puts the GT into its full 478kW attack-dog setting. The general fit-and-finish of the EV6 GT's interior cannot be questioned, nor is there much to fault with how intuitive it is to operate some of its systems – turning off lane-keep assist and the speed-limit warning, for instance, is simply a case of holding down two buttons on the steering wheel for a few seconds, rather than fiddling around with the central touchscreen. In terms of practicality, rear-seat passenger space is notably generous, although there's not much place to put your feet underneath the floor-hugging front seats, while the boot swallows a handy 480 litres with all seats in use, rising to 1260L with the second row folded away. There's a further 20L of 'front boot' in the Kia, too. Therefore, the only slight complaint you might level at the GT is that, for a 478kW machine which can accelerate from 0-100km/h in a claimed 3.5 seconds, the cabin isn't particularly flashy, nor massively different from that in an entry-level EV6. Neither of those things, though, are dealbreakers in our opinion. To see how the Kia EV6 lines up against the competition, check out our comparison tool Kia has adopted the even-more-powerful dual motors of the Hyundai Ioniq 5 N, which raises the EV6 GT's already-beefy outputs from the previous 430kW/740Nm peaks to an even more colossal 478kW/770Nm. Due to a slightly enlarged battery pack – increased by eight per cent from 77.4kWh to 84kWh (80kWh of this is usable) – the weight of the Kia has crept up to 2200kg, which means the two chief on-paper metrics are no different, and no less staggering, than they were before: Kia says 0-100km/h takes 3.5 seconds and the EV6 GT will top out at 260km/h. The theoretical maximum quoted range of the GT has also improved as a result of the technical changes, with Kia quoting 450km of one-shot range. Of course, if you start enjoying the pleasures of the 478kW motors, that will soon decrease as a result of the consumption ramping up from the official 20.7kWh/100km, to more like 28.2kWh/100km – which is what we saw on test. Kia has improved the maximum DC fast-charging rate of the EV6 GT, also by eight per cent, to a new peak of 258kW. It therefore preserves its predecessor's 18-minute 10-80 per cent DC charging time despite the increased battery capacity, thanks to the advanced 800-volt electrical architecture. A 10-100 per cent charge on an 11kW AC connection will take slightly more than seven and a half hours. To see how the Kia EV6 lines up against the competition, check out our comparison tool It takes all of 50 to 100 metres behind the wheel of the new EV6 GT to realise the Hyundai N-inspired changes have made this a wholly different proposition to the model it replaces. There's an inherent quality feel to the damping, in everything it does, that shines through in the way the GT oozes over speed humps at walking pace, to the effortless manner in which it smothers off crumbling urban road surfaces at up to 50km/h, to the general dignified comportment it has at 100km/h and more. Don't get us wrong, the 21-inch wheels at all corners are sometimes discernible as unsprung mass, thudding through bigger imperfections in the asphalt, and there's always an underlying firmness to the Kia's secondary ride that speaks volumes of its singular intent to engage its driver at the limit. But the EV6 GT is never uncomfortable nor overtly noisy, so as a day-to-day EV it still does the basics to a high enough standard to excel. Yet the handling is also notably sharpened, the car's weighty, informative and linear steering a real pleasure to use. It commands a front-end which is remarkably eager to get itself turned into bends, in turn teaming with the actions of the rear-mounted electronically controlled limited-slip differential to bless the 2.2-tonne GT with an agility and liveliness at odds with its mass. No doubt about it, the revised EV6 GT is a substantial improvement over the car it replaces, and one of the best-driving EVs you can buy right now. It isn't, however, operating quite at the exalted levels of the Ioniq 5 N. Whether that bothers you or not will depend on how demanding a driver you are. Maybe the fact this ultra-rapid Kia is called 'GT' in the first place, and it has a more elegant, smoother and less in-your-face shape than the Hyundai, means it all marries up better into an ideological whole – a slightly more discreet way of going ridiculously fast in your EV. Ultimately, though, it just feels like Kia didn't quite commit (or was allowed to commit) to all the fancy chassis trickery and potentially divisive systems that mimic aspects of internal-combustion motoring that make the 5 N such a thoroughly delightful steer. The key issues come with the Virtual Gear Shift (VGS) set-up in the EV6 GT, and the Active Sound Design (ASD) noises. On the former, the Kia only has six 'ratios' in its pseudo-gearbox, whereas the 5 N has eight. Interrupting torque delivery from its mighty electric motors to simulate a dual-clutch transmission swapping from cog to cog, it's a good system in the EV6 GT, but it needs more revs. By this, we mean that the instrument cluster shows a tacho when you're in full GT Mode and using the VGS – and the car 'revs' to a maximum of 6500rpm. Blasting through the gears in incredibly short order, due to the outrageous acceleration the GT can summon up from pretty much any road speed you care to choose, adds up to a driving experience that feels like it is copying a big-hearted turbo-diesel, rather than a high-revving petrol rngine tuned to provide plenty of driving fun. And the ASD is nowhere near as successful as the same system in the 5 N, which imitates the four-cylinder 2.0-litre turbo-petrol engine from the revered i30 N hot hatch. In the Kia, there's just a thick, cloying, buzzy noise that doesn't sound much like any engine at all. You can switch it through four modes – loud, medium, quiet and off – but even in the first of these, it's subdued and not massively enticing. Kia could've made this car sound like the wonderful old Stinger V6, but didn't. And that's a shame. In isolation, then, you'd drive the Kia EV6 GT and rightly think it was brilliant. But it can never quite replicate that magic trick the Hyundai pulls off, where – at its very best – it can make you forget it's an EV and instead hoodwink you into believing you're driving a big petrol hot hatch. In the Kia, that otherworldly dynamic moment never quite comes. It's very, very close to greatness… but misses it by a matter of mere inches. To see how the Kia EV6 lines up against the competition, check out our comparison tool As you'd expect with a Kia, especially in a top-end variant like this, you get pretty much everything but the kitchen sink thrown in. While we're still awaiting confirmation of the price of the revised EV6, and therefore the specifications for our market, we'd expect the car to have the lengthy kit list outlined below, plus much more besides. 2025 Kia EV6 GT equipment highlights: To see how the Kia EV6 lines up against the competition, check out our comparison tool The Kia EV6 range was subjected to ANCAP safety testing in 2022 when it picked up five stars, but that rating explicitly excludes the GT flagship. Nevertheless, with its healthy standard roster of advanced driver assistance systems (ADAS), it's likely to be every bit as safe as the rest of the EV6 lineup. Standard safety equipment includes: To see how the Kia EV6 lines up against the competition, check out our comparison tool Not only is the Kia EV6 GT an electric vehicle, making it cheap to run – provided you have access to home charging – it comes with the Korean firm's excellent customer service back-up. A seven-year, unlimited-kilometre warranty, up to eight years of roadside assistance cover, and capped-price servicing for seven years or 105,000km mean there can't be many 3.5-second 0-100km/h cars that are more affordable to run than this. To see how the Kia EV6 lines up against the competition, check out our comparison tool Make no mistake, the updated Kia EV6 GT is a fantastic performance EV and one of the very finest vehicles of its type. Smart looks on the outside, the usual high-quality cabin within, and a much-improved chassis plus even more power and range all add up to a compelling zero-emissions package. There's the tiny, nagging feeling, however, that if Kia had just gone all out on the VGS, ASD and chassis tuning, we could've been talking about an all-time great here. As it is, we'll settle for the fact Kia has regardless created something quite superb, and therefore we're incredibly happy that the 478kW GT exists. Interested in buying a Kia EV6? Let CarExpert find you the best deal hereMORE: Explore the Kia EV6 showroom Content originally sourced from:
Car and Driver
17-06-2025
- Automotive
- Car and Driver
2026 Kia EV6 Review, Pricing, and Specs
Overview The 2026 Kia EV6 compact electric SUV is a veritable Swiss army knife. With a spacious five-passenger interior, a choice of several rear- or all-wheel-drive powertrains, and Kia's usual attention to design and features, it's easy to zero in on an EV6 that fits your needs. The dual-motor GT is pricey but packs a 641-horsepower electric punch that enables sub-3.5-second sprints to 60 mph. The Light Standard Range single-motor base model is slower but is roughly $20,000 less expensive. Regardless of how much power it has, every EV6 is responsive and fun to drive. It also boasts impressive charging speeds, taking the battery from 10 to 80 percent in 20 minutes or less on a 350-kW DC fast charger. What's New for 2026? The Kia EV6 received a makeover, a larger battery, and a host of smaller updates for 2025, so we expect no changes for 2026. Pricing and Which One to Buy The price of the 2026 Kia EV6 is expected to start around $45,000 and go up to $66,000 depending on the trim and options. Light $45,000 (est) Wind $52,000 (est) GT-Line $56,000 (est) GT $66,000 (est) 0 $10k $20k $30k $40k $50k $60k $70k $80k $90k $100k We're charmed by the top-spec 601-hp GT (641 with launch mode) and its heroic performance, but we figure most EV buyers are more interested in maximum driving range over maximum speediness. For those folks, we recommend the dual-motor, all-wheel-drive Wind trim, not only because it's the most affordable way to get all-weather traction, but also because the dual motors generate a combined 320 horsepower versus the single motor's lower power output. Going with the standard 19-inch wheels also preserves driving range. Engine, Transmission, and Performance The EV6 is available with a single electric motor mounted on the rear axle that gives it rear-wheel drive, or with electric motors on both front and rear axles that enable all-wheel drive. While all-wheel-drive models pump out either 320 or 641 total horsepower, the rear-drive example makes do with a choice of 167 or 225 horsepower. We drove a 320-hp GT-Line AWD in Europe and enjoyed its satisfying acceleration, agile handling, and adjustable regenerative brake settings. The 601-hp GT (641 with launch mode) GT performance model sits at the top of the lineup and comes with enhancements such as an electronic limited-slip differential, firmer chassis tuning, an adaptive suspension, and stouter brakes. 0–60-MPH Times At our test track, the 320-hp, AWD GT-Line model zipped to 60 mph in just 4.5-seconds. That'll get you to the next EV charging station plenty fast. The rear-wheel drive model provides more range but it also needed 6.7 seconds to reach 60 mph in our testing. If you prioritize maximum straight-line performance, the 576-hp GT has you covered; in our testing, it rushed to 60 mph in just 3.2 seconds. We also tested a 2023 Kia EV6 GT as part of a 0-to-150-to-0 speed test where it returned to a stop in just 31.2 seconds, only a tenth slower than a Toyota Supra. View Exterior Photos Kia Range, Charging, and Battery Life The entry-level Light rear-wheel drive model comes with a 63.0-kWh battery pack with a KIA-estimated range of 237 miles. All other EV6s are equipped with an 84.0-kWh unit. EPA range estimates for the larger pack land at 319 miles for RWD and 295 with AWD, up 9 and 13 miles, respectively, from last year's model with a slightly smaller 77.4-kWh pack. The GT-Line with AWD drops to 270 miles of range, and the mighty GT offers just 231 miles of range. Along with an operating voltage of 800, Kia says its battery can be charged from 10 to 80 percent in under 18 minutes when plugged into a 350-kW fast charger. We tested this claim and confirmed that it's for real. This same setup is also said to add 70 miles in less than 5 minutes. The 11-kW onboard charger is expected to refill the battery from 10 to 100 percent in 7 hours when hooked up to a Level 2 outlet. Fuel Economy and Real-World MPG The EPA hasn't released any fuel economy information for the 2025 or 2026 EV6 yet, but the 2024 single-motor EV6 has a combined EPA rating of up to 117 MPGe; the dual-motor variant is rated at 109 MPGe with the standard 19-inch wheels and 96 MPGe when rolling on the optional 20-inch wheels. Go for the high-performance GT model, and the combined estimate drops to 83 MPGe. MPGe stands for miles per gallon of gas equivalent, an EPA metric that estimates PHEV and EV vehicle fuel efficiency. We'll update this section as soon as official EPA estimates are published. For more information on the EV6's fuel economy, visit the EPA website. Interior, Comfort, and Cargo The EV6's interior design and layout are not as daring as the car's exterior styling, but it looks modern and attractive. Although the center console doesn't slide back and forth and there are no front-seat footrests like there are on the Ioniq 5, the EV6 mixes high-tech content, such as a large, digitized dashboard screen, with practical elements like a floating center console containing clever storage solutions. Other touches that stand out are the two-tone, two-spoke steering wheel, the prominent start button on the center console, and the tastefully placed gold accents throughout the cockpit. The EV6 has a flat floor and a wheelbase—the distance between the front and rear wheels—that's as long as the three-row, mid-size Kia Telluride's, so passenger space is generous. There are also 28 cubic feet of cargo space behind the back seat and 54 cubic feet in total with the rear seatbacks folded flat. There's more storage space under the front trunk, too, but it's not as big as expected. View Interior Photos Kia Infotainment and Connectivity The infotainment system runs through a 12.3-inch touchscreen that's an extension of the EV6's 12.3-inch digital gauge cluster. However, the design and performance of the menu structure and navigation are unimpressive. Along with the ability to accept over-the-air updates and respond to myriad voice commands, the system includes popular features such as wireless Apple CarPlay, Android Auto, wireless smartphone charging, and a Wi-Fi hotspot. Additionally, the stereo can be upgraded to a Meridian unit with 14 speakers. Safety and Driver-Assistance Features Kia packs the EV6 with a variety of standard driver-assistance technology that includes automated emergency braking and automatic high beams. Several other optional assists can be added for an even safer experience. For more information about the EV6's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard blind-spot monitoring and rear cross-traffic alert Standard adaptive cruise control and lane-keeping assist Available remote parking assist Warranty and Maintenance Coverage Kia provides one of the best warranty plans in the industry. Unfortunately, unlike Hyundai, it doesn't come with any complimentary scheduled maintenance. Limited warranty covers five years or 60,000 miles Powertrain warranty covers 10 years or 100,000 miles No complimentary scheduled maintenance Specifications Specifications 2023 Kia EV6 GT Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $62,695/$63,400 POWERTRAIN Front Motor: permanent-magnet synchronous AC; Rear Motor: permanent-magnet synchronous AC; Combined Power: 576 hp; Combined Torque: 545 lb-ft; Battery Pack: liquid-cooled lithium-ion, 77.4 kWh; Onboard Charger: 10.9 kW; Peak DC Fast-Charge Rate: 240 kW; Transmissions: direct-drive CHASSIS Suspension, F/R: struts/multilink; Brakes, F/R: 15.0-in vented disc/14.2-in vented disc; Tires: Goodyear Eagle F1 Asymmetric 3 SUV 255/40R-21 102Y DIMENSIONS Wheelbase: 114.2 in Length: 184.8 in Width: 74.4 in Height: 60.8 in Passenger Volume, F/R: 52/48 ft3 Cargo Volume, behind F/R: 50/24 ft3 Curb Weight: 4772 lb C/D TEST RESULTS 60 mph: 3.2 sec 100 mph: 8.0 sec 1/4-Mile: 11.6 sec @ 119 mph 130 mph: 14.8 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 3.4 sec Top Gear, 30–50 mph: 1.7 sec Top Gear, 50–70 mph: 2.2 sec Top Speed (mfr's claim): 161 mph Braking, 70–0 mph: 159 ft Roadholding, 300-ft Skidpad: 0.92 g C/D FUEL ECONOMY AND CHARGING Observed: 74 MPGe 75-mph Highway Driving: 80 MPGe 75-mph Highway Range: 190 mi EPA FUEL ECONOMY Combined/City/Highway: 79/85/74 MPGe Range: 206 mi 2022 Kia EV6 Long Range RWD Vehicle Type: rear-motor, rear-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $48,795/$53,985 Options: GT-Line trim (sunroof, Highway Driving Assist 2, park assist, HomeLink, auto-dimming rearview mirror), $4200; Steel Matte Gray paint, $695; GT-Line Suede Seat package, $295 POWERTRAIN Motor: permanent-magnet synchronous AC, 225 hp, 258 lb-ft Battery Pack: liquid-cooled lithium-ion, 77.4 kWh Onboard Charger: 10.9 kW Transmission: direct-drive CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 12.8-in vented disc/12.8-in solid disc Tires: Kumho Crugen HP71 EV 235/55R-19 101H DIMENSIONS Wheelbase: 114.2 in Length: 184.8 in Width: 74.4 in Height: 60.8 in Passenger Volume, F/R: 52/48 ft3 Cargo Volume, behind F/R: 50/24 ft3 Curb Weight: 4395 lb C/D TEST RESULTS 60 mph: 6.7 sec 1/4-Mile: 15.2 sec @ 93 mph 100 mph: 18.0 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 6.7 sec Top Gear, 30–50 mph: 2.6 sec Top Gear, 50–70 mph: 3.7 sec Top Speed (gov ltd): 118 mph Braking, 70–0 mph: 168 ft Roadholding, 300-ft Skidpad: 0.87 g EPA FUEL ECONOMY Combined/City/Highway: 117/134/101 MPGe Range: 310 mi C/D TESTING EXPLAINED More Features and Specs
