Can a two-ton crossover actually impress in an era of homogenization? It can: the EV6 GT, in its first version, was convincing but almost felt unfinished.
Now, it inherits 650 hp and the virtual gearbox from the Ioniq 5 N (read our test drive here), but with a more road-focused approach rather than track-oriented. Combined with the already appreciated drift capability, this makes it far more interesting.
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I’m obsessed with this colour
Maybe I could simply say that it’s the color that won me over: this Yacht Blue Matt is truly spectacular, photogenic, pairs well with my jacket, and complements the lime accents typical of Kia’s electric GTs, which are plentiful on this car too. This is the new Kia EV6 GT, a facelift that was actually announced even before the regular EV6 refresh. It takes the best elements of the first version and significantly evolves them, to the point that it could already be considered a new model.
It shows the Koreans’ intent to make electric cars appealing and fun, but whereas Hyundai’s N series is track-born, the EV6 GT remains faithful to the Gran Turismo name, focusing on road-oriented sportiness. True, in some tests it has beaten a Ferrari Purosangue in acceleration, but I assure you its goal is not to rival the prancing horse—or anyone else. In my opinion, this represents a new concept of sportiness: electric, unique, and entirely standalone.
I’ll be honest: when I first saw the EV6 in 2021, I thought, “Yes, it’s beautiful, but this design will age quickly.” I was wrong: maybe not many years have passed, but four years later it’s still a car that amazes and turns heads. The credit goes primarily to the stylistic refresh, which mainly touches the front, combining the Opposites United philosophy introduced by the EV6 in 2026 with the Star Map design first seen on the EV9 and now typical across Kia’s lineup.
The GT also has dedicated 21’’ wheels, specific bumpers with (fake) air intakes, black lowered side skirts, and stunning acid-green or lime brake calipers. Previously, I had driven the more mundane GT-Line (an electric crossover, comfortable but nothing more), and I admit that post-facelift the differences between the two are minimal. The rear, however, remains the most spectacular part: the continuous light strip with integrated spoiler remains, but the new diffuser with sharper lines adds further character.
Overall, it balances visual drama with everyday practicality. Notably, Kia removed the rear wiper: above 100 km/h, aerodynamic flow keeps the rear window surprisingly clean. Overall, excellent work in aesthetic dynamism and aerodynamics, especially considering this is a 4.69-meter crossover.
Interiors
The interior is perhaps slightly less striking and not very distinctive for the brand’s sports model—especially with no Proceed anymore. Apart from lime inserts, the GT button (which we’ll see shortly) is important, as are the sporty seats, which are never too stiff. Otherwise, the interior is identical to other EV6 models, with a predominance of dark colors, a curved display with updated infotainment, and several storage compartments.
Regarding the seats: they are nice, but unchanged from the previous EV6—no lumbar support, no thigh extension, and no adaptive side bolsters. A shame, because on long trips or for taller drivers (like myself), some limits are noticeable. The philosophy is clear: still very much a family car, just with monstrous acceleration for when mom and/or dad are in a hurry—or want a bit of fun. Another limitation is the trunk: 480 liters of minimum capacity, penalized by the coupe-like shape, and a front trunk (frunk) only large enough for the charging cable.
Acceleration is Breathtaking
Two permanent-magnet synchronous motors, one per axle, deliver up to 650 hp and 770 Nm of torque in GT mode. The 0–100 km/h sprint takes 3.5 seconds, helped by Launch Control, and the top speed reaches 260 km/h.
Enthusiasts of this kind of driving will likely keep GT mode always on. This is where the car truly shows its character, distinguishing itself from a regular EV6 and any other electric vehicle. Only in this mode, for instance, can it drift by disabling ESC—and it does so remarkably well, despite electronics, despite its 2.3-ton weight, and despite lacking a mechanical handbrake. And it’s very fun—though watch the tires.
GT mode also highlights the Virtual Gear Shift: activated in settings, it makes the engine sound from the speakers feel logical, and it’s impressively realistic. The software constantly manipulates regenerative properties of the electric motor: the paddles behind the wheel shift between adjusting regen intensity and traditional gear shifting. When used, the car even replicates the small jerk, with engine braking, typical of sequential gearboxes. Extremely fun and still surprising, even if the “engine” sound can feel slightly too quiet, even at maximum. There are various sound types, from classic to futuristic. Personal preference matters: for me, only the one replicating a normal engine is tolerable.
However, this is not a track car; it’s meant for the road. In city and highway driving, the EV6 GT surprises with smoothness: gentle delivery in Normal, reactive in GT, where it becomes almost brutal. All-wheel drive manages wet surfaces well. The main flaw is the steering: too heavy, unnatural, with poor self-centering. The new squared steering wheel amplifies the unnatural feel. The chassis, on the other hand, is convincing: adaptive suspension, comfortable in Eco/Normal, much stiffer in Sport. With Michelin Pilot Sport 4S tires, dry grip is remarkable, less so on wet roads, where the weight inevitably shows.
Making Up for Its Flaws
Obviously, range is not its strong suit, especially when used at full power. The 84 kWh battery (gross) provides up to 424 km WLTP—realistically around 300 km, or 250 km on highways—or 280 km at “Nordic” speeds of 110 km/h. Its ace in the hole is the 800V architecture, allowing up to 240 kW DC charging, from 10–80% in 18 minutes.
And it actually achieves this: on all 300 kW chargers, I even exceeded 240 kW (255), and the promised time is real. This, in my opinion, makes the real difference in EVs: not so much range (though a little more would be welcome here) but acceptable charging times. And this ensures the fun this beast delivers is always at your fingertips.
