2023 Kia EV6 GT First Drive: Unexpectedly Powerful

Talk about fireworks: With one 576-horsepower crackle from its electric motors, the Kia EV6 GT shows how electrification is upending the old automotive order. 

Not long ago, a car like the EV6 GT might have been a dull, energy-scrounging econobox. But the electric age is not only spawning start-up brands, but freeing existing brands to change things up and, ideally, elbow their way past the old guard. So the EV6 GT bakes in the style, tech and features you’d expect from a luxury EV. The electric powertrain is green icing on the cake, including sweet speed and rapid charging on par with much-pricier EVs. 

Beyond GT-Line

A previous (and confusingly named) EV6 GT-Line trim offers either a single rear motor with 225 horsepower, or an all-wheel-drive model with dual motors and 320 horses. For 2023, the EV6 GT stakes a claim on luxury territory by pairing a 214-horsepower front motor and 362-horsepower rear motor, the latter backed by a dual-stage power inverter. A total 576 horses and 546 pound-feet of torque makes this, by far, the most powerful Kia ever made. 

The most powerful Tesla Model 3 Performance actually gives up 70 horses to this Kia. Sitting next to the sleek-lined Kia during a Michigan test drive, Audi’s Q4 e-tron Quattro looked oatmeal-bland by comparison, and undernourished with just 201 or 295 horsepower. 

Blast Off 

On an autumn test drive in Michigan, that GT button got a serious workout, the Kia dashing through country lanes with enough force to blast fall foliage off the trees. Pressing the zesty-yellow GT button on the Kia’s steering wheel unlocks the full monty of power from both motors. Next stop on the wild ride is 60 mph in 3.4 seconds, with a 161 mph top speed. Standard 21-inch wheels carry surprisingly aggressive Goodyear Eagle F1 summer tires. 

The GT’s sophisticated road manners and lavish tech carry all the hallmarks of Albert Biermann, Hyundai Motor Group’s now-retired R&D chief and a mastermind of decades of BMW performance cars, who Kia famously poached from the Bavarian automaker. In one decidedly Germanic clue, the Kia’s “My Drive” mode offers customizable programming for the powertrain, steering, suspension, stability control and a slick electronic limited-slip rear differential that can send torque to either rear wheel. 

Like most EVs, the Kia can also play faux powertrain sounds through the audio system to add zip to the proceedings. Two new  sound profiles include “Cyber” and the more-bumptious “Dynamic.” The Kia’s twist, which I’ve never experienced before, lets you customize the volume of the powertrain sounds to the action of the accelerator pedal. 

There’s even a Drift mode, which lets the Kia torch its rear tires and fishtail around corners like a muscle car—even if burning rubber isn’t environmentally conscious behavior. In quieter moments, pressing an Eco switch conserves energy by limiting most output to the rear wheels at a maximum 288 horsepower, and dialing back throttle response. In Normal or Sport settings, max output rises to 488 horsepower. Full torque of 546 pound-feet is on tap regardless of the performance setting.

Fun-to-Drive Explosiveness

The spirit of Biermann certainly pervades the EV6 GT. But that’s more in the manner of fine all-around performers like the Kia Stinger GT or Audi S5, as opposed to canyon-torchers like a BMW M3 or Cadillac’s latest Blackwing sedans. In accordance with its vaguely Flash Gordon body style, the Kia will rocket through turns at heroic speeds. The ride is well-mannered and the handling engaging.

But explosiveness aside, the fun-to-drive factor is still no threat to top gasoline sport sedans like a Cadillac CT4-V Blackwing, BMW 3 Series or Alfa Romeo Giulia. There’s near-zero steering feel, for one, and only a bit more physical feedback from the regenerative brake pedal. When handling push comes to shove, it doesn’t help that the Kia weighs nearly 4,800 pounds, a good 1,200 pounds more than top, premium-fueled sport sedans.

Regarding those brakes, steering wheel paddles access an especially winning Kia feature: Six selectable regenerative braking levels range from pure coasting to one-pedal driving, a welcome advantage over even some luxury SUVs with as few as two options for regen. That recaptured brake energy helps replenish a 77.4 kilowatt-hour battery hidden below the floor. Charging is of the 800-volt variety, typically reserved for models from the likes of Porsche or Lucid. That allows a quick-draw charge from 10 to 80% in as little as 18 minutes. A helpful EV screen hunts down the nearest chargers, including a filter on my test drive that limited results to DC fast chargers. 

All that electron-huffing power, combined with sticky summer tires, takes a big bite out of driving range. The GT is EPA rated at just 206 miles of range, versus 310 for the rangiest Wind or GT-Line front-wheel drive models. Kia executives insist the GT can do closer to 220 or 230 real-world miles, but even that’s nothing special in today’s range-conscious EV market. The Kia’s milder demerit is that it may lean too far in the direction of a GT car, and not far enough toward being a practical crossover.  

A new Vehicle-to-Load (V2L) feature turns the Kia into a power source on wheels, with the ability to send up to 1,900 watts for power tools, camping and recreational gear or appliances. Buyers also get a 1,000 kWh credit for juice at Electrify America public charging stations, something “regular” EV6 owners already enjoy.

Lime Design 

The Kia’s high-quality interior is another overachiever. The design is appealing, youthful and progressive, but never gimmicky in the manner of some try-hard EVs. A pair of bolstered, not-too-aggressive sport seats are striped with the neon-yellow shade (Kia calls it “Lime”) that’s repeated on brake calipers. A pair of 12.3-inch screens offers a comprehensive array of displays and features, from outstanding mapping to charging tools, custom set-ups and Kia’s reliably first-rate voice controls. 

The Kia’s stretched proportions recall a 21st-century station wagon. The practical reality is more akin to a Honda Civic hatchback, with 24.4 cubic-feet of cargo capacity, and about 50 cubes with rear seats folded. The Hyundai Ioniq 5, the Kia’s taller-roofed platform mate, carves out more rear-seat headroom and cargo space—but doesn’t offer anything close to this GT in terms of electric muscle. Lankier passengers might object to a shortage of headroom versus either the Hyundai or Genesis GV60. 

There’s also a missed opportunity in the GT’s exterior: Aside from those 21-inch wheels, citrus-yellow brake calipers and subtle tailgate spoiler, you’d be hard pressed to differentiate the GT from “lesser” EV6 versions. Some buyers might appreciate the stealth factor, but others may expect more of a visual statement—or outright show-off—considering the extra money they’re spending. 

How Much Does the 2023 Kia EV6 GT Cost? When will it be Available?

Kia set official pricing for this daring addition to the EV6 lineup at $61,400, not including a $1,295 destination fee. That puts it right at a Model 3 Performance ($62,990). The base, rear-drive 2023 EV6 Light model starts from around $48,500, rising to $57,400 for an EV6 GT-Line with all-wheel-drive. Tax credit eligibility is up in the air with new guidelines going into effect at the start of 2023, but it’s unlikely Korea-based Kia will be eligible for the $7,500 credit. 

With the average new car fetching close to $49,000, the GT’s pricing seems eminently fair for such a well-executed EV, one with enough power and pace to get a Porsche Taycan’s attention. If that sounds intriguing, we recommend trying one for yourself. Just don’t wear out that GT button. 

The GT trim is now available to order, but stock is backlogged across the EV6 lineup with anticipated delivery delays.