2024 Kia EV6 GT review

Kia Australia’s stock is quickly on the rise, and it’s not hard to see why.

Offering a wide breadth of models at various price points, the South Korean brand is consistently on the podium for sales.

But pushing the brand into new territory is the all-electric EV6 mid-size SUV, topped by a near-$100,000 GT flagship.

The question is, can Kia justify this positioning with a compelling product, or is it better off leaving this space to the likes of BMW, Audi and Mercedes-Benz?

Kia’s all-electric EV6 range starts at $72,590 before on-road costs for the base Air grade with rear-wheel drive (RWD).

The mid-spec GT-Line is available in RWD or all-wheel-drive (AWD) form for $79,590 and $87,590 respectively.

But the top-spec EV6 GT, as I have on test here, pushes up to $99,590 – or about $110,550 drive-away, making it one of the most expensive models in Kia Australia’s stable.

A six-figure price tag for a Kia might be hard to swallow for some, but this isn’t the same brand that put out the sedate Magentis mid-size sedan back in the mid-'00s.

With sophisticated styling, a cutting-edge powertrain, and a stacked equipment list, the EV6 GT is the poster child for new-age Kia.

And justifying that six-figure price is a generous level of gear as standard. Visually, buyers will notice body-coloured wheel arches, gloss-black exterior highlights, and flush-fitting door handles.

To distinguish the GT from the rest of the EV6 range, there are neon green-painted brake calipers, front sports seats clad in synthetic leather and suede, 21-inch wheels, and green interior stitching.

There’s also a heated steering wheel, heated front and rear outboard seats, a four-mode drive selector, sunroof, interior ambient lighting, wireless smartphone charger, 14-speaker sound system, 12.3-inch digital instrument cluster, 12.3-inch infotainment touchscreen with wired Apple CarPlay/Android Auto, dual-zone climate controls, and a bevy of safety equipment (more detail below).

To put it bluntly, it’s almost everything you want in a new car, but there are a few notable omissions on the spec sheet.

There are no ventilated seats in the EV6 GT (it’s only offered on the mid-tier GT-Line), which could be a turn-off for buyers in warmer climates like Queensland.

The front seats in the GT are also manually adjustable so the bucket seats can be mounted a little lower to the floor. Again, not a deal-breaker, but it’s a modern convenience some buyers can’t do without.

Finally, the sunroof size does feel paltry when compared to the panoramic glass roofs offered by other models at a similar price point.

Overall, though, it is an above-average level of equipment common in many flagship grades of mainstream models, with the higher price tag attributable to the EV6 GT’s cutting-edge powertrain.

The Kia EV6 GT is also more affordable than rivals like the $104,990 Ford Mustang Mach-E GT and $111,000 Hyundai Ioniq 5 N, but pricier than the $91,400 Telsa Model Y Performance.

Sitting inside the EV6 GT, you can tell Kia has tried to make the cabin a comfortable, even premium, space.

All the touchpoints, from the steering wheel to the shifter to the controls, just feel a step or two above what you would usually find in a Kia, and I particularly like the synthetic suede and leather seats that are well bolstered and hug you in all the right places.

Highlights include a heated steering wheel, heated front seats, alloy sports pedals, three USB charging points up front, a wireless smartphone charger and interior ambient lighting.

To keep things clutter-free, Kia has also implemented a clever solution that switches the central control functions between the dual-zone climate controls and infotainment menus, while still retaining physical knobs for temperature and volume.

There’s also a 12.3-inch digital instrument cluster that is customisable depending on drive mode, as well as a 12.3-inch infotainment touchscreen with satellite navigation, digital radio, and wired Android Auto and Apple CarPlay.

I want to underscore how customisable the EV6’s software and screens are because, as a digital native, I appreciate being able to tweak many of the functions to my liking.

Of course, there are the requisite screen brightness levels, as well as sound system equaliser settings, but then there are multiple levels of regenerative braking, three different fake driving sounds to pick from, 64 interior ambient colours, and more.

Is most of it unnecessary? Sure, but so is making your computer glow different colours based on fan speed and temperature, and there are plenty of people out there who appreciate that.

In terms of storage and comfort in the first row, potential buyers should be aware that the bucket seats are a touch firm, but between the deep door pockets, two cupholders, underarm storage cubby, and large below-shifter tray, there is plenty of room for phones, water bottles, coffees, wallets, and anything else you might be carrying in your pockets.

It’s also great that the EV6 has a flat floor and airy second row, making you feel less claustrophobic, and for family buyers, this space will fit two car seats with no problems.

In the rear, you have two USB-C charging points, seat heating, and air vents, as well as more storage options with door pockets, a fold-down armrest, and back-seat map pockets.

Open the boot, and the EV6 reveals a cavity able to accommodate a 480-litre load.

There is also underfloor storage for the one charging cable, but the EV6’s Type 2-to-Type 2 cable and tyre inflator kit sit in storage cases that are Velcroed to the boot floor, and will need to be repositioned if you want to fit a large pram and bulky items.

Buyers should also take note that a very sharp tail-light edge becomes exposed when the boot lid is open, which led to innumerable arm scratches and jumper pulls in my time with the car.

Was I careless? Maybe. But being hasty is often a necessity when trying to get kids out the door before work.

Despite this, there is a good amount of space on offer, which can be expanded to 1260L with the rear seats folded, while a small 20L front boot also features – though I never found a good use for this tiny storage area.

The Kia EV6 GT has Apple CarPlay and Android Auto smartphone functionality, but both require a cable.

It is a little disappointing to see a tech-forward electric model like the EV6 not offer a wireless solution, but at least the wired connection is stable.

Smartphone mirroring is displayed across the 12.3-inch infotainment touchscreen, which is fast, snappy, and clear.

If you leave your cable at home, there is still built-in satellite navigation that, again, feels fluid and prompt with inputs.

The South Korean brand does offer a Kia Connect smartphone app, but disappointingly, the EV6 is not on the list of eligible vehicles for the connected service despite being available on more affordable models like the Seltos and Niro.

The 2024 Kia EV6 GT is currently unrated by ANCAP and Euro NCAP.

However, the rest of the EV6 range was awarded a maximum five-star ANCAP score from testing in 2022.

With a near-identical exterior design and comparable safety equipment levels to the GT-Line, we’d expect the GT to score similarly in crash testing, but the top-spec EV6 remains untested for now.

For reference, the EV6 line-up scored 90 and 87 per cent in the adult and child occupant protection tests respectively, while the safety assist assessment yielded an 88 per cent score.

The vulnerable road user protection test was the lowest-scoring test, awarded 64 per cent, in part due to concerns over pedestrian head protection and the lack of rear autonomous emergency braking (AEB) on the base Air grade.

The 2024 Kia EV6 GT is fitted with a long list of standard safety equipment that includes many requirements for a maximum five-star ANCAP score including AEB with pedestrian and cyclist detection, a centre-side airbag, and driver attention monitoring.

There is also hill-start assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, lane-keep assist, lane-following assist, a safe exit warning, traffic sign recognition, front and rear parking sensors, a surround-view monitor, and automatic high beams.

The EV6 GT’s rear outboard seats are also fitted with ISOFIX child-seat mounting points, while all three seats in the second row feature a top-tether anchorage point.

Scheduled service intervals on the 2024 Kia EV6 GT are every 12 months or 15,000km, whichever occurs first.

This is more frequent than the 24 months/30,000km seen on many new EVs such as the technology-sharing Hyundai Ioniq 5, or the Audi E-Tron GT, but matches the Toyota BZ4X, Subaru Solterra, and Ford Mustang Mach-E.

Kia offers a three-, five-, and seven-year service plan priced at $835, $1561 and $2309 respectively.

As a comparison, the Toyota BZ4X costs $900 to service over five years, and a Mustang Mach-E is $780 over the same period.

The Subaru Solterra, meanwhile, has complimentary scheduled servicing for five years.

However, Kia beats its rivals in terms of warranty, offering a seven-year/unlimited-kilometre period compared to the industry standard of five years.

The high-voltage components are also covered by a seven-year/150,000km assurance period.

Based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW, a 2024 Kia EV6 GT would cost $3552 per year to insure. Insurance estimates may vary based on your location, driving history, and personal circumstances.

For comparison, a Ford Mustang Mach-E costs $4272 to insure, while a Tesla Model Y Performance is $3395.

In the EV6 GT, you get a 77.4kWh battery that is good for a 424km driving range when tested on WLTP standards.

The EV6 is built on 800-volt architecture that allows it to charge from 10–80 per cent in 18 minutes when using a 350kW DC fast charger.

The caveat here is that a full 350kW DC fast charger is still pretty hard to come by these days, but when using a more common 11kW AC charger, the 10–100 per cent charge time is seven hours and 20 minutes.

In my time with the EV6 GT, I averaged 20.6kWh per 100 kilometres, which is bang on Kia’s official energy consumption figure, giving me a theoretical driving range of about 376km.

With a dual-motor drivetrain and 430kW/740Nm at its disposal, the EV6 GT can accelerate from 0–100km/h in just 3.5 seconds, but keep in mind that sort of pace is only possible in the GT drive mode.

This is accessible by pressing the big green GT button on the steering wheel, and is only available under the right battery conditions and for a short burst.

Launching in this mode is more akin to being in a rocket than a 2.2-tonne SUV, and the EV6 GT does so silently without even a whimper of tyre squeal and the rush of wind as the speedo climbs.

It’s seriously addictive stuff to come away at the lights on a freeway, but luckily the EV6 GT offers more than just straight-line performance.

As an electric car, torque is available as soon as you poke the throttle, and it means you can easily slot into gaps in traffic, making it one of the most effortless morning commuter cars I’ve had in recent memory.

Introduce the EV6 GT to a corner, and it won’t just throw its hands up and give up and fall over either, the body control feels taut and tight thanks to electronic-controlled suspension that can be adjusted to Comfort, Normal or Sport.

The steering feel is just okay, though, it’s a little too light for my tastes, but traction and grip (thanks to Michellin Pilot Sport 4S tyres) are excellent for a car with this much mass.

Push it far enough and you can induce understeer, you can’t beat physics after all, but even on these 21-inch wheels the ride is smooth and comfortable over rough surfaces.

But what I love most about the EV6 GT’s driving experience is the level of customisation on offer here.

I’m not just talking about the Eco, Normal and Sport driving modes that adjust settings accordingly, but also the My Drive setting that lets you go in and tweak steering, throttle response, traction, and more to suit your needs.

There’s even an Active Sound mode that lets you pick which fake engine sounds you want to hear.

This ranges from the grumble and growl of a petrol-powered vehicle to the, frankly, absurd noise of a spaceship. Did I love it? No, but it’s a neat party trick to throw on every once in a while.

All this means you have to pull over and dive into five different menus to set up, but it lets you dial in control of the car to your comfort and skill level.

And the beauty of all this is that once you’ve had your fun and it’s time to pick up the kids, the EV6 GT can be domesticated, turning it more into Beethoven than Cujo. This duality is key to the EV6’s appeal, pulling double duty as a decent corner carver and a premium family hauler.

While it isn’t class-leading in either respect, the broad appeal of the EV6 GT makes it an easy-to-live-with model that has a broad appeal for those willing to take the $100,000 plunge.   

The Kia EV6 is rated with an unbraked towing capacity of 750kg. The Air and GT-Line feature a braked towing capacity of 1600kg, and the GT sports an 1800kg braked towing capacity.

All versions have a maximum towball download of 100kg.

And while I didn't tow in my time with the EV6, buyers should be aware that the extra weight of towing will have a negative and significant impact on driving range. Don't expect to see anywhere near the maximum driving range when jetskis or a trailer are involved.

However, with peak torque that matches or exceeds turbo-diesel engines available in similarly sized vehicles, the EV6 should be able to haul fairly well.

Kia’s EV6 GT is a bit like going back for seconds at the dessert buffet – you know you don’t need to, but it's tempting nonetheless.

Even the base EV6 Air and mid-spec GT-Line offer better performance than a petrol-powered equivalent model, but going all out for the GT is nonetheless attractive due to bigger numbers and sportier features.

If this is your first foray into an EV, however, I’d recommend sticking to a GT-Line that balances performance with driving range and price, while still looking like something from the future.

But if you are upgrading from something like a Kia Stinger or even V8-powered Holden Commodore, the EV6 GT will scratch that go-fast itch in a package that is also practical, premium and comfortable.

If you are considering a Kia EV6, you should first look into a home charging solution like a wallbox to drastically cut charging times.

You should also familiarise yourself with local charging stations and the costs associated with them.

I do recommend test-driving an EV6 before purchase, rather than jumping straight to the top-spec GT, as other grades will likely satisfy your needs for less.

Many dealers have EV6s in stock for testing, and you can find your nearest Kia dealer here.

To see which Kia models are currently on sale, click here, and to stay up to date with all the latest news, you can head here.