2024 Kia EV6 GT | UK Review

It probably says a lot about Kia these days its 585hp GT is arguably in danger of being overlooked. There’s the Ioniq 5 N to think about, of course (and we’ll be doing plenty of that). But cars like the EV9 and EV3 are probably even more significant for the Korean brand, and the recent facelift of the EV6 didn’t mention the flagship. It’ll continue, surely, and with an update not far away it seemed worth checking up on what the groundbreaking Kia still does well – and what might need improvement. 

Given the performance potential, the GT remains fairly modest as a trim level. Because the standard EV6 is so distinctive already, the addition of 21-inch wheels, neon green accents and a couple of badges don’t necessarily convey the fact that this is 250hp more powerful than any other version. It’s probably just about enough – but unlike the Hyundai, the EV6 never looks like anything but a family-friendly coupe-cum-SUV. Unlike its sibling, it doesn’t try too hard. There are nice touches inside, too, with smart contrast stitching and lofty seats that hug well, yet the balance always feels more in favour of ‘EV6’ than ‘GT’. 

On the road, it’s an immediately more serious EV6, and that’s good. Even taking into account what a regular single- or dual-motor model drives like, there’s a sense of purpose and intent to the GT. The steering is weightier and faster, the ride better tied down without being uncomfortable in Normal mode, and the performance truly ferocious without ever seeming wild or uncontrollable. (Autocar timed a GT through the quarter-mile in 11.8 seconds, so it’s definitely not just a traffic light GP hero). That the GT feels imbued with this additional tautness and enthusiasm without sacrificing much EV6-ness is impressive. 

It would be an excellent test drive car, the GT, whatever you’d come from beforehand. Let’s not forget, either, that it offers this performance and this additional dynamic edge for a smidge over £60k. And that’s what an ID7 GTX costs. So perhaps any cosmetic quibbles can be overlooked. It’s cheaper than any i5 or A6 e-tron, and a more invigorating steer than at least one of them. 

What the EV6 lacks is that additional layer of ability that the Ioniq 5 N boasts. This is a grippy, capable, fast, enjoyable EV – up to a point. It has a comfort zone where it does its best work, the EV6 GT, and isn’t especially nice beyond that, feeling a tad vague, inconsistent and big. Torque vectoring that can be a boon, say, on a roundabout, seems indecisive with more commitment, the assists clumsy and the steering distant. Reasonably modest tyres for the performance (the rears, which deal with the bigger motor, are just 255-section) bring some welcome friskiness scooting around at low speed but don’t bring loads of faith going faster. Wherever Drift Mode lives it’s not easily found, and the EV6 never really fosters the confidence to push it tremendously hard anyway. 

GT mode makes the car too busy, highlighting every secondary imperfection on the road and turning a nicely calibrated throttle into a button. The configurability is undoubtedly welcome, because it really can change the EV6 from mellow to more outlandish, though certain elements seem overwrought. If there must be two different brake pedal settings, it shouldn’t require coming to a stop to adjust them. Thankfully the paddle-operated regen, including one-pedal drive, remains very good, and the brakes are progressive without being the last word in feel. 

All of which is hardly the end of the world, but with the Hyundai having shown what’s possible with the E-GMP platform it’s hard not to yearn for it (and take the more punishing ride). Its front axle is better connected, its wheel and body control superior, the brakes inspire more confidence and the assists intervene with greater precision. It’s a better resolved driver’s car, put most simply, without getting into the gimmicks that make it such juvenile entertainment. 

The Kia can at least counter some of these criticisms with its GT credentials. Almost certainly this was never badged a GTR or something more overtly sporting, because that’s not what this is. The GT is an EV6 that’s been made faster and better to drive, unlike the brash Hyundai which seems every inch the bespoke N product. That still leaves the Kia in a nice spot, however, comfortable and commanding at a cruise (with just a bit of tyre noise) and super composed on a sweeping A-road as opposed to being hustled down a country lane. The trip computer on our car showed an average of 3.4mi/kWh on delivery, which stayed around 3mi/kWh and 2.5 on a brisker journey. Fair given the performance, though 263 miles of range now looks a bit measly. 

Kia’s claim of this being the Stinger GTS for a new age used to feel a tad disingenuous, but it makes sense now. Like the old V6 bruiser this is a better car to drive than most will probably give it credit for and is blessed with great performance and cruising credentials – while representing something like good value. That it looks like nothing else (again as per the Stinger) will only help the EV6’s cause for those willing to think outside the box. 

The Ioniq 5 N remains an unavoidable blot on the horizon, however. At a similar price (this is £62,675; the Ioniq £65,000) the simple fact is that the GT’s sibling is more enjoyable to drive, for much more of the time. And that matters. But it’s also far from the end of the story: an updated GT with a little more range and finesse would become newly recommendable all over again. Moreover, as a used purchase, the 585hp Kia looks more than a little appealing from £40k. And not being quite as good as an Ioniq 5N still makes the EV6 GT a lot better than many others we can think of…

Engine: Lithium-ion battery, 77.4kWh capacity, twin AC synchronous electric motors
Transmission: Single-speed, all-wheel drive
Power (hp): 585@4,400rpm-9,000rpm (front motor) and 6,800-9,400rpm (rear motor)
Torque (lb ft): 546@ 0-4,200rpm (front motor) and 0-6,600rpm (rear motor)
0-62mph: 3.5 secs
Top speed: 162mph
Weight: 2,200kg
Range: 263 miles (WLTP), 3.02mi/kWh claimed, 235kW max charge rate
Price: £62,675