After a first test, the Kia EV6 GT returns to our hands. This time, direction the incredible Col du Turini, a terrain ill-suited to its dimensions to make its 585 hp speak.
The Electric Fairy allows builders to blow the fuses when it comes to power. Tesla opened the gap with the Model S, which continues to tickle the best supercars. Lucid just launched the Sapphire which promises 1,200 hp in the greatest calm, while the Ford Mustang Mach-e proudly bears its name in its GT version. Now it’s Kia’s turn to show what it’s capable of with the Kia EV6 GT.
Acronym for Grand Tourisme, the badge is not unknown to the Korean manufacturer, which has already associated it with the Stinger, K5 or other Ceed. A name hitherto somewhat overused, let’s face it. But Kia no longer really wants to laugh in the automotive landscape and is moving up a gear. From now on, the GT badge is attached to the EV6, the brand’s flagship, and that changes everything. It is no longer a question of fooling people with a few falsely sporty appendages: the crossover is reviewing its copy to go familiar with the world of high performance.
Supercar performance
The Kia EV6 GT hides two electric machines. The front engine of 218 hp for 350 Nm of torque is similar to that of the 325 hp version that we already know. At the rear, however, there is a specific block with improved lubrication and cooling systems, which alone releases 367 hp for 390 Nm of torque. In total, the technical sheet displays a power of 585 hp for 740 Nm of torque. Suffice to say that she has some under the hood.
To obtain this much larger cavalry, the large battery of 77.4 kWh of useful capacity (for 487 kg) remains, but the inverter has undergone some alterations to release all the power necessary for the motors. In front of the clock, it can go from 0-100 km/h in 3.5 s. Where does it fit in the automotive food chain? Just in the waters of an Audi R8 V10, a Lamborghini Urus or a Nissan GT-R! On the electric side, the case is folded. The technical sheets of the Tesla Model Y Performance or Ford Mustang Mach-E GT bow.
In any case, we have not (yet) had the opportunity to measure the performance according to our own methods, since we had an appointment this time on a French road monument to highlight its dynamic capacities. . Because it’s not all about straight-line performance, now within everyone’s reach (everything is relative) with the electricity fairy. It is still necessary to know how to pass it on the ground easily. And the manufacturer seems so confident that he asked us to let go of the reins on a closed portion… of the Col du Turini. Not really the most suitable terrain for this behemoth.
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It is therefore difficult to find the usual speeds that we use as a reference. Especially since the acceleration was done here in the direction of the rise, inevitably, which would have in the end distorted the results. But that is enough to confirm that the accelerations are physical enough to stick your eyes in the back of your head, and can very clearly make those of the two Americans blush in front of the clock. With a more favorable ratio of 3.76 kg/hp and flawless traction, there are no surprises. In terms of sensation, however, two schools stand out: the Americans prefer brutality at the bottom of the rev counter, the EV6 GT favors a more linear and progressive distribution of torque, without ever giving the impression of really running out of steam. Therefore, the values of takeovers could be more interesting. To be confirmed on more open and flat ground.
An elephant in a china shop
In the meantime, the Turini is the indisputable justice of the peace to take the measure of the dynamic behavior of the EV6 GT, as well as the progress made in terms of chassis. To the increased braking system (discs of 380 mm at the front and 360 mm at the rear) are added here a controlled suspension and an electronic limited slip differential which distributes the torque between the rear wheels (proportions not communicated). Launched at full load and with both engines contributing, the Kia EV6 GT surprises with its agility. In lower bucket seats, but with a position still a little high, you feel like driving a very large sedan which then seems much lighter than it really is (2,200 kg empty, while likewise). These are the benefits of the new perfectly calibrated suspension which perfectly contains the movements of the body. At the turn of the wheel, the plate allows itself a slight oscillation before landing vigorously on its supports. A phenomenon, although a little more pronounced with the GT mode, which releases all the power and with which we arrive stronger in the turns.
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This is the right compromise in our eyes which allows us to better feel the car live, and to realize its limits of grip without sacrificing its behavior. But these are very distant with the control of the suspension and the presence of Michelin Pilot Sport 4 S tires which are a reference and do not bend before the surge of torque. With a reasoned right foot, which was very often the case between the pif-paf of the Turini, the grip allows you to get out of the turns like a catapult. With a little more pressure on the right pedal, the rear axle allows itself a few controlled kicks in Sport mode, sometimes allowing the muzzle to be back in line. Because if the weight is not felt and despite its different settings, the front axle can sometimes be reluctant to keep up. But it’s not so much the somewhat lazy nose (a character trait shared with the 325 version) as the revised steering that prevent us from naturally setting the angle we should.
Requiring a much finer ride, GT mode requires having the steering wheel straight before fully re-entering the gas. Here, the 740 Nm flood without warning the rear axle which then gives the car a character of propulsion. One character only, since as with all other modes, the front motor never really disconnects. This will require pressing the two regeneration paddles to activate Drift mode, which releases the Disconnector Actuator System, and let the rear tires make clouds. That’s a big difference with le Tesla Model Y Performance who didn’t have the good idea to resume the Track mode of the Model 3 Performance to indulge in this same kind of childish and indispensable behavior. Or even with the Ford Mustang Mach-E, whose Untamed Plus mode (not always available) will have to be activated to allow yourself many road insanities, obviously respecting the code. But in this case, even if he keeps it under his belt, the Mustang SUV will have a lot more trouble driving straight than the Kia. What’s the point, we might think? To nothing. At least, nothing more than an SUV with radical ambitions.
Comfort sacrificed on the altar of performance?
However, the EV6 GT (and the others, too) would be wrong to do without it since this configuration in no way sacrifices the evolutions of a good father. Proof of this is with the Eco mode still present, which transforms the EV6 GT into a conventional GT-Line, which only has its fluorescent brake calipers which do not take care of their appearance to distinguish themselves from it. This is where all the power of software and electronic settings are, which must however deal with the hardware: the parts for sporting vocations quite naturally come to sacrifice comfort. With 21-inch rims and firmer damping of 20-30% from one mode to another, the tranquility on board is not as neat as in a civilian version, while Pierre had the opportunity to point out more pronounced rolling noises due to the wider tires. To know if the comfort is degraded, it will be necessary to iron. But for the moment, the Turini pass (which is not a coating model) and the suspension will not have knocked our teeth out.
If the braking system did not suffer from any criticism during this test (we should not ask too much of it, the 2.2 tons only obeying the laws of physics), the regenerative device is always present with the same known configurations, going as far as the I-Pedal. At maximum, the combination of the two braking modes can reach a peak of 300 kW. It will be noted for fun that this is more than the maximum charging capacity on the DC terminal (239 kW / 10-80% in 18 minutes). With a good push of the hand, sorry, of the foot, the energy recovery system will allow the right foot to be left only on the accelerator, thus accelerating the delivery of watts as when braking with the left foot. Everyone will appreciate the mode they prefer during aggressive driving. Personally, I recommend friction braking in these conditions, especially since the consistency is natural. On a daily basis, there is no doubt that the pallets are formidable in their efficiency, however.
But they would not be of much help in improving autonomy. In this version, the homologated range drops to 424 km. This is 60 km less than the EV6 4×4 325 hp with 20-inch rims (484 km in 20 inches, 506 km in 21 inches). It was impossible for us to make a measurement of consumption in the real world, and especially not in these conditions, where the display passed the bar of 50 kWh/100 km. On the other hand, according to our estimates, we can anticipate an average autonomy of 360 km with normal use, and just under 300 km on the highway.
The most expensive Kia in history
During our first tests, the conventionally powered Kia EV6 proved more engaging than its 4×4 counterpart, which was more capable but too rigorous and had a somewhat heavy nose. With its various chassis settings and its dynamic behavior with small onions, the GT version manages to bring together the best of both worlds. A magic trick where the performance and cold efficiency of the all-wheel drive combine with the fun behavior of the propulsion depending on the driving mode, all with a level of power that is close to the world of thermal GTs.
And there, the questions arise. Did the world really need it? No. Is a Drift mode necessary in a family crossover? No. Is Kia right to develop such a machine? Yes ! Already evoking one of the greatest oddities in automotive history with its exotic silhouette, the Kia EV6, by becoming GT, is closer than ever to the philosophy of Mega Track. A “mega thing” (half-4×4, half-coupe, half-supercar) which was wrong to come out too early, in 1992, but which had time to make an impression. This is the mission of the EV6 GT, which is above all a showcase of the know-how of the Korean brand and the range of possibilities offered by electrification, which, among other things, makes high performance less guilty.
But Kia’s proposal should meet with more success than the thing imagined by Aixam, the brand already welcoming to record hundreds of orders even though the car does not officially hit the roads. The secret ? The price, even if the note seems however salty for the one which is also the most expensive Kia in history: it will be necessary to sign a check for 72,990 €. It’s less than the Mach-e GT (€87,200), but a little more than the Tesla Model Y Performance (€69,990), less fun to the limit and which doesn’t really bring the extra touch of madness hoped for compared to a Long Autonomy version.
- Consistent accelerations
- Careful dynamism and damping
- Comfortable fast-charging power
- Styling similar to that of a GT-Line
- Direction still a little geared down
- Autonomy that promises to be less radiant