Video test - Kia EV6 GT: Quiet morning land feels the thrill

Video test – Kia EV6 GT: Quiet morning land feels the thrill

Who would have thought, ten years ago, when Kia’s production was limited to a low-cost, thin and technically under-developed offering, it would in 2022 generate a 100% electric monster with nearly 600 horsepower at the height of technology? And the concept car line? However, it does exist, this is Kia EV6 GT, and we went to Sweden to try it out.

Big news for Kia EV6 For now, with its range trimmed at the ends with a new entry-level, 170-horsepower and 58kWh battery we won’t fail to try it next time, and a graphic sketch, the GT, we’ve been promising since the model was released last year.

We start to get to know this GT by some of the aesthetics, notably the front and rear body armor that have been redesigned a bit to be more robust. Most striking, however, are the large 21-inch rims that disguise the neon green calipers very poorly, making it a very electrified Porsche. We find this color inside with small touches, as well as some GT emblems, but above all beautiful Alcantara-covered bucket seats promising support and comfort.

So far, it’s very nice, but not enough to get up at night. So take a look at the spec sheet. Because here’s a Kia you’ve never seen before. Admittedly it uses an e-GMP platform and 800 V geometry, but all the sliders have been pushed to 11, as they say on Spın̈al Tap: every wheel set has the right to its engine, front produces 218 hp as on the EV6 4×4325 hp, rear, specified , 367 hp, and the combination of the two reaches 585 hp and 740 Nm! Look no further, this is simply the most powerful Kia production ever! Acceleration from 0 to 100 km/h is only a formality as it is dispatched in 3.5 seconds and the acceleration stops once 260 km/h is reached. We wouldn’t validate that second number in this test, but we had the opportunity to verify the first number on a dedicated exercise track. The day before, Kia had a best time of 3.28sec, and for our part, we did a little worse with 3.32sec.

Read also
Kia EV6 test: an explosive electric crossover!

However, let’s be honest: Electric stopwatch panics in a straight line, everyone seems to know how to do it these days, and the real challenge comes when you start turning the wheel. And there, on paper, Kia did its homework right and at all levels: pilot suspension, electronic limited-slip differential, more direct steering and large brakes with 380mm discs in the front and 360mm in the rear. vs 345 in the four corners on the others EV6. And in fact, what does it give? Once again, the South Korean manufacturer has given us every means to allow us to push the limits of the GT in its last fortifications by putting a circuit at our disposal before we even try it out on the open roads. The large bathroom is straightforward, so.

Sport mode works initially, which works on the suspension, electronic differential, steering, electronic lane control and accelerator response, so we left a turnstile-like track with more length than length. the offer. Characteristics that therefore add additional difficulty to a vehicle with a long wheelbase. However, the EV6 GT pulls it incredibly well, defying the laws of physics with a agility that its mass shouldn’t allow for 2200 reasons. It’s no surprise for the very muscular hairpin exits thanks to the instantly available conventional torque wedge we’re accustomed to by now, but wide for ground connections. We’re already accustomed to electric cars with the dynamic profession of hyper-tough suspension, which certainly delivers brutal efficiency in the curves, but leaves little room for correction once the limits are hit and cashed in in terms of comfort. But Kia opts for a different approach that, all things considered, is reminiscent of an Alpine school and, more realistically, Renault Megane E-Tech, by leaving a few degrees of rolling in the downforce, which not only has a good flair for reporting the driver can still ask More stability than the four 255-wide Michelin Pilot Sport 4S, and to keep the vertebrae in a quieter ride. Even better, the DGL and ESP allow the rear axle to shift a bit on the outside, which, despite all-wheel drive, gives a slight taste of the drivetrain. The steering may not yet reach the purity of the best temperatures in the field, but it’s one of the most fun things we’ve ever tried on an electrician. For generous braking, the circuit profile at relatively low speeds didn’t allow us to make it sweat. Let’s end this paragraph with a congratulation to bucket seats that not only have good taste for containing their occupant when they tip over but are also held very low, with the seat flush with the floor.

And the GT mode of this version, are you asking me right? He is a troublemaker, who should only be advised on closed roads. The electronics then offer amazing freedom, to the point where one wonders if the front motor is back in Seoul, where one should be ready to counter-steer once one combines the lateral support and the extended right ankle. However, there is still a final, even more permissive, mode called “Drifting” in a discreet manner which, as its name suggests, allows the rear tires to smoke with the relative help of the traction control systems, in case you’re nostalgic for the cars’ greenhouse gas emissions. Is it really necessary? Probably not, but let’s bet it will feed some (quick) conversations at Ionity terminals.

Read also
Comparative test Kia EV6 vs Hyundai Ioniq 5: sibling duel between Koreans

It’s time to confront the EV6 GT with reality by taking it on the open road, with the need to adapt immediately to the speed limits because Swedish roads are rich in radar. However, there is no need to overtake it to rediscover the pleasure of driving a certain dynamic, in the way of quiet power, with constant thought and firm behavior even on poor-quality paved roads. Plus, and this is exactly where the EV6 deserves the two extra letters associated with its name, in Comfort mode we find the EV6’s smoothness, even if the 255 tires wobble a little more in the cabin. Comfortable when you want it, agile if you want it, yes, it deserves the GT name. You can also tow up to 1,800 kg, or 200 more than other EV6s!

Autonomy-wise, it’s less well known: You have to pay for these at some point and above all the weight gain, and a good portion of that extra mass comes from the 21-inch rims. According to the WLTP cycle, we can only travel 424 km on a single charge despite having a large capacity battery of 77.4 kWh, versus 506 km for a 4 x 4325 hp at 19 inches! However, in reality, if the idea is to entertain you from practicing eco-friendly driving on a monster close to 600 hp, know that this GT knows how to do it, and even knows very well thanks to the paddles on the steering wheel allowing you to set the regeneration to 5 levels . It is enough to easily cross 500 km on a single charge with minimal experience if we are to believe the on-board computer.

Read also
Kia EV6 test: We tested the electric SUV over 2,300 km

But 424 km or not, is it bad when you can charge likeEV6 ? Not right. It takes 7 hours 20 on a source of 11 kW AC, but especially 18 minutes to go from 10 to 80% of the load on the fastest DC stations, where they can collect up to 239 kW. We made our way through the Ionity station where we mostly stopped to take a photo because we were at 50% load but saw 234kW of power up to 60% before the curve finally did not flatten! What’s more, a major novelty in recent weeks, which the owners have been clamoring for: GT, like all EV6 Now a battery pre-conditioning system. When a charging station is selected as the navigation destination, the battery is preheated to reach the charging point at an optimum temperature between 20 and 22°C. More good news, information that I first read on Automobile Propre: Tesla is currently updating its V3 Superchargers to finally allow Koreans (and its Hyundai Ioniq 5 cousin) to connect to other brands’ open sites.

Let’s end up in pain. The Kia EV6 GT is offered at €72,990, and claims around €9,000 more than the 4×4325 GT Line version, which doesn’t look too expensive for the extra 260 hp, more attributes and some specific aesthetics. On the other hand, at this level of performance there are sacred customers in the market, starting with the Tesla Model Y Performance sold for 69,990 euros less. Moreover, even if it is not a crossover but a sedan, the BMW i4 M50 is sailing in the same financial waters at a price of 73,750 euros. The Korean doesn’t have to be ashamed of facing one or the other in any field, but it still provides material for thought.

Read also
Kia EV6 vs. Tesla Model Y: Which is the best electric car?

Leave a Comment

Your email address will not be published. Required fields are marked *