In my recent ‘first impressions’ article on the Kia EV6 GT, I promised a more detailed report once I had spent a bit more time with it … and more than a few fast laps in very non-road like conditions! Having just handed an EV6 GT back after a bit over a week of day-to-day driving, it’s time now to do that fuller report.
What is the Kia EV6 GT?
Kia offers its EV6 battery electric vehicle (BEV) in four variants. The ‘base’ model Air two-wheel drive (2WD) is followed by a higher spec GT Line version (offered in either two or all-wheel drive) and now the performance GT model, which comes in at a cool and rounded $100,000, (actually $99,900) before on roads.
The Kia EV6 GT is, in fact, a much altered variant of the top of the line GT Line AWD – although most of those changes are under the skin.
Whilst the GT shares the body and general instrument and display layouts of the other versions, the rest of the car has been significantly modified to position it in the performance vehicle segment … and heralds the entry of the ‘hot hatch’ niche to the Australian EV market.
For a fuller review of the features where the GT is the same as standard EV6 models – see TheDriven’s earlier EV6 2WD GT Line review.
Interior
Kia has made a number of subtle (and some not-so-subtle) changes to the standard EV6 interior to demarcate the GT as its performance model. The most noticeable of these are the front sports seats. They are firm and locate the body well for harder cornering or winding mountain roads.
As per all sports seats they lack electric adjustment – but they do offer plenty of manual height, rear rake and fore aft adjustment and it did not take me long to find a comfortable driving position in combination with the steering wheel’s height and reach adjustment.
The rear seats are trimmed to match the front and heated but otherwise unchanged to the standard EV6. To add to the GT’s subtle ‘go-fast’ looks, the dash is still trimmed in black, but the finish is done with a carbon-fibre look across the upper front section.
Another item of difference is the addition of the bright lemon coloured ‘GT’ button for selecting the GT driving mode. Like all of the EV6 variants, the dash is a combination of touchscreens and touch buttons and dials – with a very clean look offered by the lower set of buttons switching between ventilation and radio/map controls at the touch of one button.
Lower dash functions swap – ventilation above and screen display controls below:
Exterior
Interestingly, unless you are something of an EV ‘trainspotter’ the EV6 GT is hard to quickly differentiate from standard EV6 models. The version I had on loan was in ‘Moonscape Matte’ – which drew a number of positive comments from people I met – but this colour is not specific to the GT and can be ordered with either of the GT Line models as well. The main exterior differences are front and rear lights slightly different to the standard EV6, along with 21 inch wheels instead of the 20 inch ones found on the GT Line or 19 inch on the Air. Adding to the ‘wolf in sheep’s clothing’ image is the subtle GT badge on the lower right of the rear hatch.
Range
As I have noted in previous road-test reports the Australian Green Vehicle Guide site does not make the distinction as to what test standard has been used – so be warned. Thankfully, with the review of Australian fuel quality and emissions standards currently underway, we should get a test standard more like the new European or US EPA standards sometime soon.
For normal EV drivers – the WLTP number used by Kia is generally close-ish to what you would get around town, whilst the US EPA number is better suited to those who do lots of higher speed regional/interstate travel.
As for real-world range: when I picked up the car it was at 100% charge and showing around 420km of range. At the end of my ten days, I fully charged it … to find a range estimate of around 375 km.
It is normal for a well-designed EV to calculate the range based on the most recent driving stats – but I had not been driving it particularly hard with perhaps two thirds of my driving being in suburbia.
To me, a reduction in estimated range by that amount from my relatively sedate driving was a surprise. Mind-you, I had used both the air conditioning and heater a fair bit during my time with the car.
The GT may have recalculated that very conservative number if I continued driving without heating or AC use, but I was returning it that day so didn’t get the chance to find out.
However, my overall impression was the GT is not very efficient for its 77.4 kWh battery size. Over the nearly 600 km I covered in my time with it, my overall kWh/100 km was 19.9.
For similar work in my Kona electric I would expect something around 14 kWh/100 km. Even around town the GT was regularly showing kWh/100 km in the high 17 to mid-18 range (and even beyond) in situations where my Kona would be in the 12s.
(By the way, for those who are wondering why both heater and air conditioning were used in summer: I live in Melbourne. Temperatures variations between 8 degrees on an early morning drive to Ballarat and 44 degrees the afternoon before are considered ‘normal’ here!)
All-up: if driving the Kia EV6 GT around town without heating or AC use, I would accept the WLTP range as reasonable – but it would be much safer to use the US EPA range for highway driving (especially if using the heater or AC on that drive).
Ride/handling
Given the GT version is 80% more powerful than the AWD GT line – it is no surprise that the performance stats are almost off the chart for a $100k car. In addition to the 0 to 100 in 3.5 seconds, many suspension, braking, body stiffening and electronic performance changes have been made made to go with that number.
As I wrote in my first impression article after driving it on the race track: it is impressive when driven in anger, but as the heaviest of the EV6 versions you do feel the sheer weight of the car occasionally trying to side with the laws of physics rather than the driver’s intentions.
When away from the track and driven on normal roads and highways – as I did in my extended time with it – you are taken with how sedately the GT can perform.
For a sports-tuned suspension and very low profile tires, the ride on most roads was firm but not harsh. It was only on old, heavily patched sections of road (like can be found in some inner city areas) that the ride became choppy and you realised that the EV6 wasn’t actually made for this sort of driving.
With the windows up the GT was also extremely quiet at both suburban and highway speeds. All-up, it would not be a deal-breaker to have to use the GT as a daily driver in most situations.
Charging
EV6 can charge at up to 11 kW on an AC charger and up to 233 kW on the fastest DC ones. It is worth noting here that most home AC chargers are a maximum of 7 kW and there are few (yet) 250 or above kW DC chargers – most being in to 75 to 175 kW range.
The EV6 comes with the one 77.4 kWh battery size across the four variants – it is only the driving range that changes as they become heavier and more powerful across the various models.
Vehicle to Load (V2)
Like all the e-GMP platform based EVs (Kia EV6, Hyundai Ioniq 5 and 6, Genesis GV60) the EV6 GT is capable of providing 3600W (15A) of 240V power to an appliance via an adaptor plugged into the car’s charging port. This feature is also becoming offered in more and more EVs now and is yet one more benefit of owning an EV.
Amusingly, no sooner had I picked up the GT than I was asked to provide power to the electric BBQ used for the launch of the ‘Recharging Ballarat’ report I reported on recently.
At 3600W, the EV6 had plenty of capacity to run the BBQ. (Unlike the BYD Atto 3 there. Its 1500W maximum could not support the BBQ: would seem that for V2L to be practical, a 3600W capacity is needed).
Driving features
The EV6 GT, like all the EV6 range, offers multiple drive modes and a selection of regenerative braking levels – including a full I-Pedal function that brings the car to a full stop when the accelerator foot is completely lifted.
With the I-Pedal, braking is rarely needed and reserved for heavy or emergency use only. However, unlike the E-Pedal in the Leaf, the Kia’s I-Pedal function has to be selected each time you start the car. I found that a minor quirk to remember rather than a problem.
If it was you normal car, it would become second-nature to select it when wanted. One I-Pedal feature I did like was it automatically switches off when reversing – meaning you reverse with your foot on the brake and don’t have to reverse using the accelerator.
(Personally, I still can’t get used to reversing towards fixed objects with my foot on the accelerator! Nor to trust pedestrian detection to reliably stop if a dog or kid runs behind me into the parking spot).
In that situation, it’s also quicker to push harder on the brake than to jump from accelerator to brake … and avoids accidentally reversing faster instead if one instinctual pushes the accelerator hard instead of the brake.
Pricing
The GT is priced at a premium to the other variants at $99,590 plus on-road-costs (ORCs). As comparison, the top of the range AWD GT Line at $87,590 plus ORCs and the base model Air 2WD is $72,590 + ORCs.
Competitors
Effectively, the category of available, ‘affordable’ EV hot hatch is currently occupied by one model –the Kia EV6 GT. It is soon though to be followed by the arrival of the Cupra Born.
Mind-you, the Born’s track pretensions are much less extreme that those of the EV6 GT. On the other hand, as a street oriented hot-hatch most of the EV6 GT’s performance potential is wasted as it can’t be exercised anywhere except on the track. Also, at just over $100k on the road, the GT commands a significant premium over the Cupra.
In a straight line or around a corner the GT would leave the Born for dead off the stop line … but the Cupra driver would likely still have a licence (and car) after the GT had been impounded in that sort of face-off.
Perhaps the EV6 GT should be compared to the likes of the Audi e-tron GT, an AWD Porsche Taycan or Tesla Model S Plaid? Well, first-up, you can’t buy the Tesla Model S Plaid here yet – and that’s unlikely to change before the end of this year. As a result, if you want to buy this sort of EV performance now – the Tesla is already off the list.
That leaves the Taycan or e-tron. Comparing a Porsche to a Kia is never going to end well – so whilst the EV6 GT is impressive, the Taycan beats it hands down for comfort, smoothness and absolute sure-footed handling. (Which it ought for almost three times the price!)
It does come across that the Kia do know how to build a performance EV that takes full advantage of the features that EV technology can offer above those of an internal combustion engine powered car. (The Taycan GTS has a surprisingly lacklustre regenerative braking performance … and no capacity to adjust the preconfigured regen setting.
Presumably done to not scare newcomers from ICE Porsches moving to their first EV, I did find that the one disappointing feature of the Taycan as a long-term EV driver stepping into it. As for the e-tron, having not driven one I can’t do a comparison (but it would be fun to do so!)
Summing up
Is it a good car and is it worth the difference in price? (And would I consider driving it to Perth and back which seems to have been my metric for EV choice of late 😉
Well, it depends on what you want it for. If choosing an EV6 GT for a family and tow car, definitely not. The standard EV6 Air 2WD is both cheaper and has a significantly longer driving range … as well as being easier to live with around town. If choosing it to do some serious club level track events and have it double for use as a day-to-day driver – it is not a big compromise in ride and comfort to be able to do so.
As a performance track EV it certainly will provide some serious fun – although if one is prepared to wait the Tesla Model S Plaid might give it a run for its money. The Cupra Born may also give better bang-for-buck as a daily driver ‘hot hatch’. (If not quite so much fun on the track. 😉
As for ‘would I choose to drive it to Perth and back?’ – also definitely not. That is not the natural environment for one and it would be both a tiring drive as well as an annoying one with its low driving range.
Bryce Gaton is an expert on electric vehicles and contributor for The Driven and Renew Economy. He has been working in the EV sector since 2008 and is currently working as EV electrical safety trainer/supervisor for the University of Melbourne. He also provides support for the EV Transition to business, government and the public through his EV Transition consultancy EVchoice.