Kia EV6 review

Overview

What is it?

It’s a large, pure-electric hatchback SUV with polarising styling, tonnes of useful tech and excellent attitude, in the same vein as the Ioniq 5 from Hyundai. Literally. And yes, both are much bigger than they appear in pictures – it’s not just perspective.

We like the Hyundai Ioniq 5 very much, and Kia’s EV6 is essentially a platform-share/sister car with the ‘5 and Genesis GV60, thanks to an interwoven corporate and brand structure that’s big on common resources. It’s based on the new electric-global modular platform called E-GMP, has the same (standard in the UK) 800-volt charging architecture and largely the same hardware and drivetrain options. All get more than 300-miles of WLTP range, and we don’t (currently) get the smaller-batteried (58kWh battery, 250-miles of range) cars in the UK.

Interestingly, it comes with a slightly bigger battery (77.4kWh useable plays 72.6) and a marginally shorter wheelbase than the Ioniq 5, so these two aren’t twinning as much as some people might imagine. And yet it is a very different car.

How so? 

While the EV6 might share the basic theory as the Ioniq 5, from the off it feels much more driver-focused, much more intimate inside (the ‘5 is very big on the feeling of interior volume, the EV6 much less so), and has less bootspace.

There’s more direct and distinct steering, better body control – still in context of a more-than-two-tonne electric SUV, mind – and sharper responses. Sport mode, accessed from the small paddle at the bottom left-hand side of the wheel, brings faster throttle response and heavier steering (as well as a red-for-danger dash and more fake noise), but genuinely makes the EV6 feel more committed. And it’s fast – the throttle maps might not have the neck-breaking jolt response of something like a Porsche Taycan, but it’s well judged and gets away from pretty much anything bar a full-on sportscar from a standstill, even as this middle of the range two-motor version.

Saying that, it’s wise to note that this really isn’t a lithe B-road dissector – the sheer width and bulk of the EV6 means that you have to be cautious when on smaller lanes, though A-roads are dispatched with that easy nonchalance that very good electric cars excel at. Full details over on the driving tab.

What’s the interior like?

Quality is excellent, it’s visually pleasing and the gadget-count will have button-fetishists frothing – everything from advanced ADAS (advanced driver assist systems), to the latest safety kit and stuff like a huge head-up display that stretches over a good portion of the driver’s view.

There are a couple of 12.3-inch screens that make up the interior information portal, the left-hand side one being touchscreen, the one in front being info-only, and there are actual knobs to control temperature and a haptic bar between them to do all the other stuff. It’s well laid out, although it takes more than a minute to decipher all of the various functions. It’s full of detail though, and feels forward-thinking, rather than an agglomeration of elements. It’s pretty damn good, all told. Head over to the interior tab for more.

Does it cost a premium?

The base EV6 starts from £45,245, the GT Line with rear-wheel drive costs from £48,245, and if you spec the 4×4, it’s £51,745. Same deal with the GT-Line S: £52,745 for the RWD version, £56,245 for the more powerful all-wheel drive. The top-of-the-range GT, meanwhile, starts from £62,645. Full breakdown on the buying tab.

Distinctive yet not likely to immediately fall off a fashion cliff, interesting to drive but not likely to worry a dedicated sports car, the EV6 carves a very different path dynamically to the Hyundai Ioniq 5 with which it shares bones and blood. And that’s no bad thing.

But it’s also spacious, quiet and a very capable cruiser, and equipped with that 800-volt architecture that makes the most of pretty much any public charging station you can lay your hands on. It’s one of those cars that makes you think other manufacturers are one step behind the game compared to the Korean pure electric offering. Where the eNiro is über-competent but slightly bland, the EV6 addresses the issue; it’s both incredibly competent and unique enough to stand out, even with a notable platform share on the E-GMP platform.

Yes, this is not a small car on a typical British B-road – or anywhere else for that matter – but no worse than most higher-riding SUVs. And yes, the penchant for having paranoid safety systems (and attendant bongs/cheeps/bleeps) may satisfy those who note Euro NCAP scores, but they’re actually simply irritating in real life.

In summary, then: a well-judged, rounded, interesting and satisfying car from Kia.

The Rivals

Hyundai Ioniq 5

£36,940 – £56,095

Genesis GV60

Volkswagen ID.4

Driving

What is it like to drive?

Good, in a word. More sprightly and engaging than the Hyundai Ioniq 5 (which has its own, more relaxed, appeal), with some genuinely surprising dynamic quirks. You’ll feel it pull with the front axle if you overload the grip, and the ghost of interesting AWD systems plays out in low-grip situations.

So what are the options?

Well, there are four trim lines that consist of the base EV6, then GT-Line and GT-Line S and finally the full fat GT, and in the UK they all get the nice big 77.4kWh battery and 800-volt charging ability. They all have a 115mph top speed, interestingly, apart from the GT, which tops out at a mighty 162mph.

The base EV6 comes with one motor for the rear wheels, 225bhp and the headline 328 miles of range. You can get the same rear-wheel drive drivetrain in the two plusher specs, but in those two middle specifications, you also get the option of another motor for the front axle that brings all-wheel drive and more power and performance.

So you can have GT-Line and GT-Line S with four-wheel drive, 320bhp and a 5.4 seconds 0-62mph time, but with more power comes more weight and less range, so you’ll only see just over 300 miles, as long as you stay steady on the accelerator.

Over and above them all is the GT which gets… well… everything. Two motors, four-wheel drive, 584bhp and that 0-62mph time of 3.5 seconds with a top speed of more than 160mph. As usual for more potential performance you get less WLTP range – the GT will only manage 252 miles.

Is it a sports car, then?

You soon realise that although the EV6 is sportish, it’s not really supposed to be a Lotus Elise. It’s more about acceleration confidence. It really is excellent at dealing with those junction pull-aways and gap-threading. It’s also quiet, calm and relaxing. Not a bad set of skills, all told.

Interior

What is it like on the inside?

Where the Ioniq 5 is determinedly a lounge, the EV6 has a cockpit, which is probably the biggest difference between the two. It forgoes the Hyundai’s flat floor and moveable centre console in favour of a static centre section (with tonnes of storage) and a much more intimate feel.

Still, you will recognise the dual 12.3-inch screens, the left-hand side one being touchscreen and controlling all your infotainment needs, the one directly in front being info-only and displaying speed, running info, charge, estimated range and suchlike. It’s a little busy at first, but you quickly get used to it.

Even better, there are actual knobs to control temperature and a haptic bar between them to do all the other stuff. It’s well laid out, although, again, it can take a few minutes to get your head around the various functions. It’s full of detail though, and feels forward-thinking, rather than an agglomeration of elements.

What’s the quality like?

Excellent. There’s the now-familiar use of recycled PET bottles in the dash plastics, ‘vegan’ fake leather and all the hipsterish PR, but generally, quality is excellent, design is intuitive and attractive and it all works.

There’s no shortage of buttons – from the steering wheel to the centre console to the touchscreen/haptic bar – but once you’ve got the displays how you want them, it’s relatively easy to learn and graphically crisp.

Comfortable, too – while not quite as spacious as the Ioniq 5 there’s plenty of space for passengers front and rear – while also visually pleasing with lots of clever storage solutions and neat touches without going overkill.

Is the boot spacious?

The EV6 might be smaller than the Ioniq 5 in terms of interior volume, but that doesn’t actually mean it’s small – it still manages 490-litres with the back seats in place and 1,300 with them folded, versus 527 and 1,587 litres respectively, while there’s also space under the floor for charging cables.

There’s also a 20-litre frunk for small items under the front bonnet (again slightly less than the 57 litres of the Ioniq 5) – again not acres, but you should just manage to squeeze a charging cable in there.

Buying

What should I be paying?

A reminder, then: the base EV6 starts from £45,245, the GT-Line with rear-wheel drive costs from £48,245, and if you spec the 4×4, it’s £51,745. Same deal with the GT-Line S: £52,745 for the RWD version, £56,245 for the more powerful all-wheel drive. The top-of-the-range GT, meanwhile, starts from £62,645.

Lease prices start at around £635 for the base spec model, £680 for the GT-Line, £750 for GT-Line S, and £900 for the all-in GT model, on a four-year agreement with a six-month initial down payment.

Rivals? The Hyundai Ioniq 5 and Genesis GV60 start from £46,650 and £47,005 respectively, while rivals elsewhere include the Volkswagen ID.4 (£38,710), Skoda Enyaq iV (£42,925), Polestar 2 (£43,150), Volvo XC40 Recharge (£45,755), Ford Mustang Mach-e (£50,830), Audi Q4 e-tron (£51,170), Tesla Model Y (£51,990) and BMW iX3 (£64,165).

What do you get for the money?

As standard, all EV6s get the cool stuff: big battery and 800v charging system, plus the big screens, LED headlights, vegan leather upholstery, heated front seats and steering wheel, aircon, parking sensors and lots of driver assistance systems, Apple CarPlay and Android Auto and all the usual electronics.

If you upgrade to the GT-Line, you get different 19-inch alloys, electric seats with folding ‘relaxation’ option, the vehicle-to-load plug (you can, in theory, charge another electric car, or just use a kettle/hairdryer), some different styling and some other bits. And GT-Line S adds 20-inch wheels and more plush – stuff like a Meridian stereo, more sensors, the augmented reality head-up display, a panoramic sunroof and power tailgate.

The full fat GT gets bucket seats and electronically controlled suspension, 21-inch wheels, a limited slip differential for sporty driving, and interestingly, it’s the only model with an energy-maximising heat pump as standard.

Anything else?

So it’s a fairly comprehensive list, and they all tow up to 1,600kg if that’s something that’s relevant to your needs.

If you can find a really big public 350kW charger, it’ll go from 10-80 per cent charge in 18 mins. Or 62 miles of charge in five minutes. But it will also be able to suck up 10-80 per cent from a more common 50kW charger in 68 minutes, so it makes the most of what you can throw at it. Large-ish battery though, so flat-to-full on a home wallbox is still 12hrs 30 minutes.

Real world range? You’re probably looking at 250-miles of guaranteed motivation, no matter the conditions. Much more if you operate in town or somewhere warm.

What’s the best spec?

To be honest, the standard (base) car will probably be enough – it gets to 62mph in 7.5 seconds and has the best potential range. But Top Gear likes a bit more go, so the all-wheel drive, 320bhp versions might be the big draw, especially with Kia’s seven year/100,000-mile warranty.

Keyword: Kia EV6 review