Who would have thought ten years ago, when Kia’s production was limited to an inexpensive, bland and technically underdeveloped proposal, that in 2022 a 100% electric monster with almost 600 hp would be born. at the height of technology? and a line of concept cars? And yet, this Kia exists. EV6 GT and we went to Sweden to try it.
Great news for Kia. EV6 for now, as its range is trimmed at the ends by the new entry-level 170bhp. and a 58kWh battery that we’ll be sure to try next time, and the GT frontman we’ve been promised since the model’s release last year.
We will start this GT by recognizing it by certain aesthetic elements, in particular, at the level of the front and rear guards, slightly redesigned to make them more aggressive. But what’s most striking are the specific large 21-inch rims that hide the neon green calipers too poorly, making them very electrified Porsches. We find this color inside with little touches, as well as some GT logos, but above all with beautiful Alcantara-covered bucket seats promising support and comfort.
So far so good, but not good enough to get up at night. Until we take a look at the specification. Because it’s a Kia like you’ve never seen before. True, it uses an e-GMP platform and an 800V architecture, but all the sliders are shifted by 11, according to Spinal Tap: each wheelset is entitled to its own engine, the front one produces 218 hp, as on the EV6 4×4 325 hp. with., the one at the back, specific, 367 hp, and a bunch of the two reaches 585 hp. and 740 Nm! Look no further, this is simply the most powerful production Kia ever! Acceleration from 0 to 100 km / h is just a formality, since it accelerates in 3.5 seconds, and acceleration stops only after reaching 260 km / h. We won’t be testing that second number on this test, but we had a chance to test the first on the exercise track. The day before, Kia showed the best time of 3.28 s, and we, on our part, showed only a slightly worse time of 3.32 s.
Kia EV6 Test: Explosive Electric Crossover!
However, let’s be honest: electricians who panic stopwatch in a straight line seem to all know how to do it these days, and the real problem comes when you start turning the steering wheel. And there, on paper, Kia did its homework right on all levels: steerable suspensions, an electronic limited-slip differential, more direct steering, and bigger brakes with 380mm front and 360mm rear discs vs. 345 for the four. corners on others EV6. In fact, what does it give? Again, the South Korean manufacturer has provided us with every means to allow us to push the boundaries of the GT in its final steps by putting the track at our disposal before even trying it out on the open roads. Therefore, a large bath straight.
First, the sport mode kicked in, which affects the suspension, electronic differential, steering, electronic trajectory control and throttle response, so we entered a track that looked more like a turnstile in length than in width. width. Characteristics that therefore add further complexity to a vehicle with such a long wheelbase. And yet the EV6 GT pulls it off incredibly, defying the laws of physics with a dexterity that its mass shouldn’t allow for 2,200 reasons. Unsurprisingly, very beefy studs come out thanks to the traditional instant-available torque that we are now accustomed to, but with eyes wide open for grounding. We’re really used to dynamic EVs calling for overly stiff suspension that certainly delivers brutal cornering efficiency but doesn’t leave much leeway once the limits are hit and pays for cash in terms of comfort. But Kia takes a different approach, which, all things considered, is reminiscent of the Alpine school and, more prosaically, the Renault Mégane E-Tech, leaving a few degrees of lean in downforce that not only tastes good to tell the driver a little more grip, it’s all could still require four 255 wide Michelin Pilot Sport 4S and save the vertebrae for a more relaxed driving experience. What’s more, DGL and ESP allow the rear axle to move slightly outward, which, despite all-wheel drive, gives a delicious flavor of traction. The steering may not have reached the cleanliness of the best thermals in the industry yet, but it is one of the nicest we have ever experienced on electric. As far as generous braking goes, the track profile with relatively low speeds kept us from sweating. Let’s end this paragraph with congratulations to the bucket seats, which not only have good taste to hold their passenger when they squirm, but also sit very low, with the seat flush with the floor.
And the GT mode specific to this version, you asked me correctly? These are hooligans who are advised only on closed roads. The electronics then offer amazing freedom, to the point where you start to wonder if the front engine is back in Seoul as you need to be ready to countersteering as soon as you combine lateral support and right ankle outstretched. However, there remains a final mode, even more forgiving, soberly named “drift”, which, as its name suggests, allows the rear tires to smoke with the relative help of traction control systems if you’re nostalgic for greenhouse gases. emissions from thermal vehicles. Is it really necessary? Probably not, but let’s bet it will support a few (quick) conversations on Ionity terminals.
Comparative test Kia EV6 vs Hyundai Ioniq 5: fratricidal duel of Koreans
Then it’s time to bring this EV6 GT to reality by driving it on open roads, with the need to immediately adjust to speed limits as Swedish roads are rife with radar. However, you don’t need to exceed them to rediscover some dynamic driving pleasure, in a calm, powerful manner, with constant thoughtfulness and calm behavior even on poor-quality asphalt. Also, and this is where this EV6 fully deserves the two extra letters attached to its name, in Comfort mode we find the softness of the EV6 even if the 255 tires purr a bit more in the cabin. Comfortable when you want it, agile when you want it, yes it deserves its GT name. Cherry on the cake: you can also tow up to 1800kg, which is 200kg more than other EV6s!
As for autonomy, it is less well known: at some point you will have to pay for these characteristics and, above all, for higher excess weight, a significant part of this additional mass comes from 21-inch rims. Thus, according to the WLTP cycle, we can only travel 424 km on a single charge, despite the battery with a large capacity of 77.4 kWh, against 506 km for the 4×4 325 hp. in 19 inches! But really, if you’re amused by the idea of practicing eco-driving on a monster with about 600 horsepower. 5 levels. It is easy enough to exceed 500 km on a single charge with minimal experience, according to the on-board computer.
Kia EV6 test: we tested the electric SUV for 2300 km
But 424 km or not, is it bad when you can charge likeEV6 ? Not really. On a 11 kW AC source, it takes 7 hours and 20 minutes, but especially 18 minutes, to go from 10 to 80% of the load on the fastest DC terminals since it can collect up to 239 kW. Our route was through Ionity Station where we mostly stopped to take pictures as we were at 50% load but saw 234kW at up to 60% load before the curve finally sagged! Moreover, the big novelty of recent weeks, which the owners have been waiting for: this GT, like all EV6 now has a battery pre-conditioning system. When the charging station is selected as a navigation destination, the battery is preheated to reach the charging point at an ideal temperature of 20 to 22°C. More good news, and this is the information you read first on Automobile Propre: Tesla is currently updating its V3 superchargers to finally allow the Korean (and its Hyundai Ioniq 5 cousin) to connect to sites open to others brands.
Let’s end the pain. Starting at €72,990, the Kia EV6 GT is almost €9,000 more than the 4×4 325 GT Line version, which doesn’t seem expensive, paying 260 extra hp for it, more character and some specific aesthetic touches. On the other hand, with this level of performance, there are sacred customers in the market, starting with the Tesla Model Y Performance, which sold for 69,990 euros less. What’s more, and even if it’s not a crossover but a sedan, the BMW i4 M50 is sailing in the same financial waters with a price tag of €73,750. The Korean does not have to be ashamed of either before or before the other in any field, but still gives food for thought.
Kia EV6 vs Tesla Model Y: Which Electric Car Is Better?