today’s Mega Track?

After a first test, the Kia EV6 GT returns to our hands. This time, in the direction of the incredible Col du Turini, a terrain that is not very suitable for its dimensions to make its 585 CV 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 released the Sapphire that promises 1,200 CV 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.

An acronym for Grand Tourisme, the badge is not unknown to the Korean manufacturer, which has already associated it with the Stinger, K5 and other Ceeds. A name hitherto somewhat overused, let’s face it. But Kia no longer wants to laugh at the automotive landscape and is picking up speed. From now on, the GT badge is affixed to the EV6, the flagship of the brand, and that changes everything. It’s no longer about fooling people with falsely sporty appendages: the crossover revises its copy to familiarize itself with the world of high performance.

supercar performance

The Kia EV6 GT hides two electric machines. The 218 hp front engine 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 data sheet shows a power of 585 hp for 740 Nm of torque. Suffice to say, it has something under the hood.

To obtain this much larger horsepower, the large battery of 77.4 kWh of useful capacity (for 487 kg) is maintained, 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 to 100 km/h in 3.5 seconds. Where does it fit in the automotive food chain? Only in the waters of an Audi R8 V10, a Lamborghini Urus or a Nissan GT-R! On the electrical side, the box 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, as we had an appointment this time at a French road monument to highlight its dynamic capabilities. . Because not everything is performance in a straight line, now available to everyone (everything is relative) with the fairy of electricity. You still need to know how to get it through the ground with ease. And the manufacturer seems so confident that he asked us to let go of the reins in a closed part… of the Col du Turini. It is not really the most suitable terrain for this giant.


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Therefore, it is difficult to find the usual speeds that we use as a reference. Especially since the acceleration was done here in the direction of ascent, inevitably, which would have distorted the results in the end. But that’s enough to confirm that the accelerations are physical enough to stare eyes into the back of the head, and can make the two Americans blush very distinctly in front of the clock. With a more favorable ratio of 3.76 kg/hp and impeccable traction, there are no surprises. In terms of feel, however, two schools stand out: Americans prefer brutality at the bottom of the rev counter, the EV6 GT favors a more linear and progressive torque distribution, never giving the impression of truly running out of steam. Therefore, acquisition values ​​could be more interesting. To be confirmed in more open and flat terrain.

An elephant in a china shop

Meanwhile, the Turini is the undisputed 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. The increased braking system (380mm discs at the front and 360mm at the rear) is joined here by a controlled suspension and an electronic limited slip differential that distributes the torque between the rear wheels (proportions not communicated). Launched fully loaded and with both engines contributing, the Kia EV6 GT amazes with its agility. Dans des sièges baquets plus bas, mais avec une position toujours un peu haute, on se sen comme aux commandes d’une très grosse berline qui semble alors bien plus légère qu’elle ne l’est réellement (2 200 kg à vide, tout you too). These are the benefits of the new perfectly calibrated suspension that perfectly contains the movements of the body. As the wheel turns, the platter is allowed 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 reach the turns stronger.


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This is the right compromise in our eyes that allows us to better feel the car live and realize its limits of grip without sacrificing handling. But these are very distant with the control of the suspension and the presence of Michelin Pilot Sport 4 S tires that are a reference and do not bend before the increase in torque. With a reasoned right foot, as was very common among the pif-paf of the Turini, the grip allows you to come out of the curves like a catapult. With a little more pressure on the right pedal, the rear axle allows itself some controlled kicks in Sport mode, sometimes bringing the muzzle back into line. Because if you don’t feel the weight 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 shared character trait with the 325 version) as the revised steering that prevents us from naturally setting the angle we should.

Requiring much finer steering, GT mode requires having the steering wheel right before fully re-entering the throttle. Here, the 740 Nm without warning flood the rear axle which then gives the car a propulsive character. A single character, as as with all other modes the front motor never really disengages. This will require pressing both spawn paddles to activate Drift Mode, which releases the Disconnector Actuator System, and let the rear tires make clouds. That’s a big difference with Tesla Model Y performance who did not have the good idea to return to the Track mode of model 3 Acting 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 many crazy things on the road, obviously respecting the code. But in this case, even if you keep it under your belt, the Mustang SUV will have a lot more trouble driving in a straight line 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, as this setup in no way sacrifices the evolutions of a good parent. Proof of this is that the Eco mode is still present, which transforms the EV6 GT into a conventional GT-Line, which only has its fluorescent brake calipers that do not take care of their appearance to distinguish themselves from it. This is where all the power of the software and electronic configuration is, which however must deal with the hardware: parts for sports vocations, naturally, sacrifice comfort. With 21-inch wheels and 20-30% firmer damping from one mode to another, quietness on board isn’t quite as neat as on a civilian version, while Pierre had a chance 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 now, the Turini pass (which is not a cladding model) and the suspension won’t have knocked our teeth out.


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If the brake system did not suffer any criticism during this test (we must not ask too much of it, the 2.2 tons only obey the laws of physics), the regenerative device is always present with the same known settings, reaching pedal I At most, 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 load capacity at the DC terminal (239 kW / 10-80% in 18 minutes). With a good push from the hand, sorry, from the foot, the energy recovery system will allow to leave the right foot alone 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. However, on a daily basis, there is no doubt that pallets are formidable in their efficiency.

But they would not be of much help to improve autonomy. In this version, the approved autonomy drops to 424 km. This is 60 km less than the 325 hp EV6 4×4 with 20-inch wheels (484 km on 20-inch, 506 km on 21-inch). It was impossible for us to measure consumption in the real world, and even less so in these conditions, where the display passed the 50 kWh/100 km bar. On the other hand, based on our estimates, we can anticipate an average range of 360 km in normal use, and just under 300 km on the highway.

The most expensive Kia in history

During our early tests, the conventionally powered Kia EV6 proved more attractive than its 4×4 counterpart, which was more capable but too harsh and had a bit of a heavy front end. With its various chassis configurations 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 all-wheel drive are combined with the fun behavior of the propulsion depending on the driving mode, all with a level of power close to the world of thermal GTs.

And that’s where the questions arise. Did the world really need him? 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 rarities in automotive history with its exotic silhouette, the Kia EV6, by becoming a GT, is closer than ever to the Mega Track philosophy. A “mega thing” (half 4×4, half coupe, half supercar) that was wrong to come out too soon, in 1992, but had time to impress. 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 be more successful than Aixam imagined, the brand already welcomes registering hundreds of orders despite the fact that the car does not officially hit the roads. The secret ? The price, although the note seems salty for what is also the most expensive Kia in history: a check will have to be signed for €72,990. It is less than the Mach-e GT (€87,200), but a little more than the Tesla Model Y Performance (€69,990), less fun at the limit and which does not really bring the extra touch of madness that was expected in front of a Version Long Autonomy.

  • Consistent accelerations
  • Careful dynamism and cushioning
  • Convenient fast charging power

  • Styling similar to that of a GT-Line
  • Address still a bit short
  • Autonomy that promises to be less radiant

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