- Doors and Seats
5 doors, 5 seats
- Engine Power
1 Spd Red’n Gear
7 Yr, Unltd KMs
- Ancap Safety
5/5 star (2022)
Does the 2022 Kia EV6 GT-Line RWD have the on-road presence to go with its arresting styling?
- Generous interior proportions
- Super-rapid charging capability
- Eye-catching design in and out
- Soft off-the-line acceleration
- No online or app-connected infotainment
- Value beaten by competitors
Kia Motors has a new headline act with the 2022 Kia EV6 GT-Line. A flagship for the brand, and a bit of a disruptor, just like the Stinger before it.
An electric vehicle designed to capture attention, and does it ever. In a week with the sharp-looking EV6, bystanders asked questions and snapped photos as if it were a supercar.
In the broader Kia range, the EV6 is the halo model for now, with a two-variant range comprising the entry-level EV6 Air or the better equipped EV6 GT-Line.
Both models are available with a 168kW single-motor drivetrain, or the GT-Line also comes with the option of a more powerful 239kW dual-motor set-up. The car tested here is the middle-ground, high-spec GT-Line but with the single motor, rear-wheel-drive powertrain.
Following recent rises, pricing starts from $72,950 for the EV6 Air, up to $79,590 for the EV6 GT-Line RWD. If you’d like the all-wheel-drive version, that takes things up to $87,590 – all before on-road costs.
That drops the EV6 into a fast-growing field of competitors, including the mechanically related Hyundai Ioniq 5, the Polestar 2, and Australia’s most popular EV, the Tesla Model 3, or its SUV sibling, the Model Y.
Helping set the EV6 GT-Line apart from the more affordable Air are features like 20-inch machined-face alloy wheels (up from 19s), body-coloured wheel arch mouldings, rear privacy glass, sportier GT-Line bumpers, pop-out flush doorhandles, and more creature comforts inside.
With a fully flat floor and long wheelbase, interior space is thoroughly impressive.
Despite the swoopy exterior styling, the EV6 is large, and that’s reflected in the amount of available space in every direction.
The driving position feels a little at odds with the car’s overall stance. It’s a touch more upright and driver-forward than you might expect. Again this comes down to a difference between the cavernous interior and raked exterior.
At 169cm I found it relatively easy to find a comfy driving position, but taller drivers on the team (Tom Fraser measures in at 190cm) never quite connected with the driving position.
The seats are a bit of an odd design, with headrests that give an E.T. vibe from some angles. Still, they provide a handy place to hang a jacket, if you’re a coat-off traveller.
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Space is impressive in the rear, with plenty of room between the front and back seats, and comfortable width to carry three passengers across the back seat.
A long standard features list sees the cabin of all EV6 models stocked with dual-zone climate control, second-row air vents, wireless phone charging, a massive driver’s display, and multi-position reclining rear seats with a centre armrest.
The GT-Line adds in unique styling details on the dash, heated and ventilated front seats with power adjustment, and suede look and faux leather seat trim with white contrast stitching.
A powered tailgate with hands-free opening swings open to reveal 480L of boot space, with an additional 52L up front that’s ideal for keeping charge cables with you but out of sight.
|2022 Kia EV6 GT-Line RWD|
|Boot volume||480L seats up|
1260L seats folded
52L under bonnet
Infotainment and Connectivity
A pair of 12.3-inch displays face the driver, one handling the instrument display and the other housing a touchscreen for infotainment and vehicle settings and info.
All EV6 models are equipped with the same curved screen set-up packed with AM/FM/DAB radio, inbuilt satellite navigation, Bluetooth connectivity, and Apple CarPlay and Android Auto connectivity – both via a wired connection.
The EV6 GT-Line also comes with a pumping 14-speaker Meridian sound system and a colour head-up display with ‘augmented reality’ content.
The system is slick in its look and operation, although the AR head-up display is a bit naff. The navigation unit was a bit off on test too. Often it would tell you to make a turn once you’d passed the road you wanted with a 30–80m margin of error – not ideal on unfamiliar roads.
For now, the EV6 does not have a connected infotainment system, so you can’t unlock your car or send it navigation instructions from your smartphone, or precondition the cabin before you head out.
Kia has announced a connected system is coming in the new Niro, so expect the EV6 to follow at some point.
ANCAP crash testing conducted in 2022 resulted in a five-star safety rating.
Adult and child occupant ratings received a 90 per cent and 87 per cent protection rating respectively. Vulnerable road user protection scored a 64 per cent rating and safety assist systems were awarded an 88 per cent score.
The EV6 range comes standard with autonomous emergency braking with car, pedestrian, cyclist, and junction turning intervention, lane keeping and following assist, blind-spot monitoring with collision avoidance, driver attention monitoring, and safe exit warning.
Adaptive cruise control, intelligent speed limit assist, high-beam assist and auto headlights are also standard.
The GT-Line adds a surround-view camera system, blind-view monitor that displays a blind-spot camera feed in the instrument cluster, and reverse parking collision assist.
With the latest price adjustment pushing the EV6 GT-Line RWD up to a $79,590 starting price, the Kia pits itself above cars like the MY23 Polestar 2 Long Range Single Motor ($68,400), which is slightly smaller overall, and the new Tesla Model Y ($72,400) all before on-road costs.
Kia is able to fight back somewhat with a comprehensive equipment list, whereas Polestar makes you add options to get some key items. As a former value-first brand, it’s hard to reconcile the premium price tag.
Alongside Kia’s seven-year, unlimited-kilometre vehicle warranty (and seven years, 150,000km for high-voltage components of the EV drivetrain), a capped-price servicing program is available, adding up to a reasonable $1584 over seven years.
Kia claims the EV6 GT-Line RWD will consume electricity at a rate of 17.2kWh per 100km. On test, the EV6 sat close to to its claim returning energy consumption of 18.1kWh/100km.
|At a glance||2022 Kia EV6 GT-Line RWD|
|Warranty||Seven years / unlimited km (vehicle)|
Seven years / 150,000km (battery and drive unit)
|Service intervals||12 months or 15,000km|
|Servicing costs||$594 (3 years), $1089 (5 years), $1584 (7 years)|
|Energy cons. (claimed)||17.2kWh/100km|
|Energy cons. (on test)||18.1kWh/100km|
|Driving range claim (WLTP)||504km|
|Charge time (11kW)||7h 20m (10–100%)|
|Charge time (50kW)||1h 13m (10–80%)|
|Charge time (350kW max)||18m (0–80%)|
Early electric vehicles seemed to delight in offering whip-crack acceleration from a standstill. Seemingly to prove their validity as proper, enticing vehicles.
Some still do, of course, but we’re beginning to see a wave of more ‘normal’ performance, and the EV6 GT-Line fits in here. You get a more subdued initial acceleration moment when starting from a standstill, but performance ramps up along the acceleration curve.
With a single motor driving the rear axle and producing 168kW and 350Nm, the EV6 has the kinds of outputs you’d expect of a non-performance mid-to-large car or SUV. Acceleration from 0–100km/h is a claimed 7.3 seconds, so still brisk, just not class-leading.
Selecting Kia’s i-Pedal one-pedal driving mode remaps the accelerator behaviour entirely. This means you can drive in stop-start traffic mostly without touching the brake, and lift off in time to stop when required, but it also makes acceleration even doughier.
After spending time in the new Kia Niro, I noticed this wasn’t the case for that car’s i-Pedal mode, so it seems Kia is learning quickly on this front. I wouldn’t be surprised if the EV6 were updated along similar lines at some stage.
There’s also the option to step regeneration back and forth using the steering wheel paddles, or select an adaptive mode that slows the car at a rate to match leading traffic. Again, Kia perhaps has some work to do here, with adaptive feeling a little clumsy in the way it increases its rate of deceleration.
Ride comfort in the EV6 GT-Line split opinion just a little. I found initial bump compliance a touch too firm around town, though much better on the highway. My passengers, universally, were all thrilled with the ride comfort. Maybe it’s just me then?
Its steering manages to somehow be very low on feel and feedback, but also smooth off-centre before responding positively in bends. It’s not an enthusiast’s set-up, but managed to bring just a hint of joy to winding through workday commutes.
Overall, the experience is highly refined. Noise levels are low, and despite the firm urban ride, overall comfort is good.
Those seeking more performance would be best served by the GT-Line AWD, which adds all-wheel drive and a dual-motor system with 239kW and 605Nm combined. Otherwise, holding off for the EV6 GT when it arrives, with 430kW and 470Nm and a claimed 3.5-second 0–100km/h dash.
If speed matters, Kia’s charging capabilities are sure to impress. From your home AC charger, at 11kW you’ll need to be plugged in for an indicated seven hours and 20 minutes from 10 to 100 per cent, but where available ultra-rapid 350kW DC charging can top the battery up from 10 to 80 per cent in a mere 18 minutes.
That makes the EV6 faster than a Porsche Taycan – well, at least faster to charge, with the Porsche EV capped at just under 270kW.
|Key details||2022 Kia EV6 GT-Line RWD|
|Engine||Single permanent magnet synchronous electric motor|
|Drive type||Rear-wheel drive|
|Power to weight ratio||84kW/t|
|Tow rating||1600kg braked, 750kg unbraked|
The Kia EV6 occupies a busy section of the market, and it’s here in the broad $60K–$100K window that most mainstream electric vehicles seem to fit most comfortably.
Kia’s effort is certainly a good one. The GT-Line in particular adds a few more upscale flourishes over the entry-level EV6 Air to help justify its positioning.
But, plush and well-equipped though it may be, the GT-Line doesn’t deliver the punch suggested by its racy styling – at least not in single-motor guise.
Kia’s biggest problem is not through any shortcoming of the EV6 itself, though. It’s a well-balanced and well-presented vehicle, so much so that getting enough stock is proving a major challenge.
And it’s here that Kia is likely to lose the most buyers, as consumers seek out brands that offer much closer delivery dates.
2022 Kia EV6 GT-Line Wagon
Interior Comfort & Packaging
Infotainment & Connectivity
Kez Casey migrated from behind spare parts counters to writing about cars over ten years ago. Raised by a family of automotive workers, Kez grew up in workshops and panel shops before making the switch to reviews and road tests for The Motor Report, Drive and CarAdvice.