Kia EV6 2024 Long-Term Review

UPDATED 22/01/2024: We’ve tested the entry-level Kia EV6 Air (from $72,590) and the EV6 GT-Line AWD (from $87,590) as part of this long-term car review, and now we’re plonked into the 2024 EV6 GT-Line RWD, which at $79,590 plus on-road costs is certainly not about nab the status of Australia’s best-selling car.

But what you need to know when considering an EV6 GT-Line RWD is that it’s $7000 more than the Air and $8000 cheaper than the next model up, the EV6 GT-Line AWD.

It hits a sweet spot in terms of equipment levels, getting most of the goodies from the dual-motor GT-Line AWD (484km), while its more efficient single-motor set-up means it comes close to the EV6 Air (528km) in terms of overall cruising range with a handy 504km.

As is the case with most Kia cars these days, the options list is virtually non-existent, with premium paint adding $520 and the Moonscape matte paint adding an eye-watering $3295 – but it does admittedly take the car’s optics to the next level. Runway Red is the only free colour.

This RWD electric wagon – is it really an SUV? – has the same powertrain as the cheaper Air model but offers a more affordable/less powerful way to get all the fruit of the GT-Line AWD.

Roadside assistance spans eight years, which is very impressive, but service intervals of 12 months or 15,000km pales in comparison to sister brand Hyundai’s headline EVs, the IONIQ 5 and IONIQ 6 that only require owners to take their vehicles in for a service every two years!

The Kia EV6 GT-Line RWD comes with a seven-year/unlimited-kilometre warranty, which is better than most mainstream rivals’ five, but again, the battery warranty of seven years or 150,000km is bettered by almost all EV competitors – including the Hyundai IONIQ 5 which has the same 77.4kWh battery pack…

In this author’s humble opinion, no. After testing the three core EV6 models over an extended period, it was the entry-level 2024 EV6 Air that my hard-earned dosh would be spent on.

The 2024 Kia EV6 GT-Line RWD would be my second pick because it comes with loads of fruit, is beautifully finished, solidly built and has a better range than the AWD version.

Sure, the dual-motor GT-Line AWD is faster in the 0-100km/h sprint stakes, 5.2 seconds versus the RWD versions’ 7.3sec (and let’s not forget the mind-melting $100,000 EV6 GT’s 3.5sec dash), but the single-motor RWD models still feel very brisk.

Is going a little bit faster off the line worth $8000? Not in my book, but it will be for some buyers, especially those who regularly drive in heavy rain or through snowy regions in winter, where all-wheel drive does increase security.

But consider that all models, including the base-grade EV6 Air, come with dual 12.3-inch screens with Apple CarPlay, Android Auto (both wired only) and satellite navigation, adaptive cruise control, front and rear parking sensors and the one-pedal driving function, and you’re getting good bang for your entry-level buck.

The $8000 premium the 2024 Kia EV6 GT-Line RWD commands over the EV6 Air adds very welcome – but not what I’d call crucial – upgrades such as an admittedly excellent head-up display, cooled and heated white synthetic leather seats with eight-way power adjustment, a 14-speaker Meridian sound system, tinted rear windows, a full-length tilt/slide panoramic glass sunroof and bigger wheels – 20-inch up from 19-inch.

GT-Line models get a few more safety features, too, including a 3D surround-view parking camera, two blind spot cameras that feed video onto the driver’s digital instrument panel, plus safe exit assist (not just warning) and parking collision avoidance assistance when reversing.

Extra tech toys for the GT-Line include a remote parking function where you needn’t be in the car, 64-colour LED mood lighting in the cabin and a second vehicle-to-load (V2L) three-pin power point on the exterior of the vehicle. All models get one in the back seat.

Nevertheless, after much driving and deliberation, yours truly believes the best of the breed is the EV6 Air, followed by the EV6 GT-Line RWD and followed up by the GT-Line AWD.

And let’s face it, if you’re paying almost $90,000 for the GT-Line AWD, why not just upgrade to the thermonuclear GT version?

The one thing that would make me reconsider the Air, however, would be the lack of a power-operated tailgate. Making it an optional upgrade wouldn’t go astray.

The 2024 Kia EV6 GT-Line RWD has a claimed driving distance of 504km, more than AWD GT-Line but less than the Air. At least on paper.

Turns out we managed to get more range out of the GT-Line RWD than the Air, despite riding on larger wheels with sporty Continental tyres, not the low-friction Kumho rubber.

We managed 452km in the Air while the GT-Line RWD was good for 461km, with a couple-dozen kays remaining in the tank according to the trip computer. That equates to reasonable energy consumption figures of around 16.7kWh/100km.

How can this be? It was a combination of different weather conditions and getting better at maximising energy usage in an EV, or hypermiling as my old man would say.

Using public fast-chargers, the EV6 is easy to live with, and a cheeky 20 minutes here, 30 minutes there while researching the latest jetski tech (on boatsales.com.au of course) on my phone, and I was done and dusted.

But on several occasions we had to charge the vehicle at home overnight, when heading to a fast-charger wasn’t an option. Topping up the battery using the paltry 2.2kW output from a regular household outlet is challenging, to put it mildly.

While it’s no faster than the EV6 Air, there’s nothing slow about the 2024 Kia EV6 GT-Line RWD. It accelerates from standstill to 70km/h with effortless ease and surprising decisiveness, and at these speeds doesn’t feel sluggish compared to the dual-motor GT-Line AWD.

It’s that last 30km/h to 100km/h where the single-motor models ease up slightly.

With slightly inferior ride comfort compared to the cheaper EV6 Air (due to the bigger alloy wheels shod with sportier, less absorbent rubber), the GT-Line isn’t quite as cool, calm and collected during everyday driving duties, whether heading to the shops or to work.

However, the fitment of a powered tailgate – something the Air misses out on – makes car-based chores more seamless, but features like the sunroof and pumping stereo we could live without to save some coin.

While ride comfort suffers slightly, handling dynamics are improved so if you’re keen on spirited driving, the GT-Line could be worth considering. The wider tyres also deliver a bit more grip.

2024 Kia EV6 GT-Line RWD at a glance:
Price: $79,590 (plus on-road costs)
Available: Now
Powertrain: Single permanent magnet synchronous motor
Output: 168kW/350Nm
Transmission: Single-speed reduction gear
Battery: 77.4kWh lithium-ion (72.5kWh usable)
Range: 504km (WLTP)
Energy consumption: 17.2kWh/100km (WLTP)
Safety rating: Five-star (ANCAP 2022)

UPDATED 7/09/2023: The 2024 Kia EV6 Air is the entry point to the South Korean brand’s mid-size electric SUV with a starting price of $72,590 plus on-road costs. That makes it $7000 cheaper than the next model up, the EV6 GT-Line RWD (from $79,590).

The EV6 GT-Line AWD (from $87,590) and top-spec EV6 GT (from $99,590) cost more again, but Kia Australia has also reduced its huge backlog of EV6 orders that initially blew out to around two years, bringing it down to around two months if you order one today.

But let’s face it, almost $73,000 before on-road costs are added (think another $5000 for dealer delivery and other charges, give or take) is not exactly cheap, so what do you get with the base-grade Kia EV6?

The most expensive part of the car is undoubtedly its battery pack, the same small mattress-sized 77.4kWh lithium-ion energy bank that empowers its more expensive and faster siblings. But because it weighs a bit less overall and uses a single e-motor (168kW/350Nm) powering the rear wheels, it can drive the farthest, 528km on a full battery charge according to the WLTP test method.

Based on Kia’s future-proofed E-GMP platform architecture, the EV6 has an 800-volt charging capability, which means it can charge really, really quickly – assuming there’s an available charge point. More on that later.

The Korean cruiser is backed by Kia’s seven-year/unlimited-kilometre warranty but the battery warranty of seven years or 150,000km falls short of almost all rivals – including the Hyundai IONIQ 5, which has the same 77.4kWh battery... Go figure.

Aftersales support includes eight years’ roadside assistance while service intervals are 12 months or 15,000km, whichever comes first.

It should be noted that a handful of EVs in Australia – including the Hyundai IONIQ 5 and IONIQ 6 – now have 24-month/30,000km service intervals.

The 2024 Kia EV6 Air doesn’t feel like a stripped-down, bog-standard budget grinder… and you’d certainly hope not at this price.

You get a reasonable amount of kit for your cash and it looks pretty spiffy too, with 19-inch alloy wheels, power-folding door mirrors, oh-so-cool (but sometimes hard-to-use) flush-fitting door handles, a rear roof spoiler and LED headlights and tail-lights.

Equipment levels are reasonable, the eye is instantly drawn to a pair of large 12.3-inch digital screens in the cabin, set into a single curve pane of glass.

It’s a good set-up and you can use Apple CarPlay or Android Auto if you don’t like the native operating system, while keyless vehicle entry and push-button start are also fitted as standard – just leave the keys in your pocket or bag and you’re in and running, fuss-free.

The cloth and synthetic leather seats have an upmarket feel and deliver an amicable blend of comfort and support. Unlike the GT-Line line we drove first in this long-term test (see below) it doesn’t have a sunroof, and despite the slightly elevated seating position, my head didn’t rub on the sunroof cover (admittedly when hair gel added a little extra height).

Although the seats require manual adjustment on the EV6 Air, there’s power lumbar adjust for the driver and dual-zone automatic climate control, LED cabin lights, an anti-theft immobiliser and car alarm, wireless phone charger and loads of in-car charging ports (2 x USB-A, 4 x USB-C, 1 x 12V, 1 x V2L three-pin power point) round out a very healthy equipment list.

The six-speaker stereo ain’t amazing but it’s not the worst system we’ve heard, either, and the capacitive-touch central control panel that switches between infotainment and climate controls is marvellous.

The 2024 Kia EV6 Air can travel 528km on a full battery charge. In theory.

In reality, and with the pressures of time-sensitive engagements, screaming kids and aggressive Melbourne drivers, cruising sedately is not always an option… at least it doesn’t feel like it.

Therefore, the 528km (WLTP) claim was not reached in this long term test, nor was the 16.5kWh/100km energy consumption, but we did go close. After almost a week of purely urban driving in a range of weather conditions without any recharging, the odometer said we’d covered 430km and there was 22km of range left.

So 452km was about as good as we got, which works out to 17.1kWh/100km – not quite the claimed 16.5kWh/100km, but not miles away.

Notwithstanding that EVs run efficiently in stop-start situations, you’ve still got to factor in your driving style and proximity to charging stations (presuming they’re available), and this certainly hurts your overall range, as does the use of air-conditioning, windscreen wipers and so forth.

Nevertheless, the EV6 Air proved to be relatively efficient around town with a sprinkling of freeway driving and far better than the 18.9kWh/100km achieved with our EV6 GT-Line AWD twin-motor test vehicle.

Charging the battery from 10 to 80 per cent takes 18 minutes using a 350kW fast-charge station, according to Kia. We couldn’t repeat this claim during our testing, the Chargefox chargers we used delivering maximum recharge performance of 130kW, give or take.

Thankfully, the high-output ultra-fast chargers that were all on the blink last time we tested the EV6 GT-Line AWD had been fixed so we didn’t have to resort to the slower 50kW stations.

It’s best to have a range of apps installed on your phone to cover all the major fast-charge brands (think Chargefox, AmpCharge, Evie, BP Pulse, Jolt) and the PlugShare app that leverages Google Maps is good for finding chargers when heading beyond your local ’hood.

After two weeks living with the 2024 Kia EV6 Air, it’s the model I would buy. Yes, the GT-Line models offer fancier power-operated leather seats with heating and cooling, bigger wheels, a better stereo and plenty more fruit besides – plus the option of dual e-motors.

But the EV6 Air is just as calming to drive when cruising and pretty zippy when you crush the accelerator pedal.

The official 0-100km/h claim is listed as 7.3 seconds, but when the lights go green the rear motor propels it forward with a strength and stoicism that belies its relatively meagre power and torque figures of 168kW and 350Nm.

Accelerating from 0-60km/h is rapid and a big part of its off-the-line pace is the e-motor’s ability to lay down instant torque, the motive force that generates thrust. It’s all metered out very smoothly, too, with nary a wheel slip, except momentarily on very damp roads before the traction control pipes up.

The local suspension tuning that Kia bestows on almost all vehicles in its portfolio gives the EV6 Air a certain balance and poise that makes it not only easy but satisfying to punt about in.

The rear-drive layout endows the front-end with a more endearing character when turning – whether at a T-intersection in the city or heading along the iconic Great Ocean Road – than a front-drive EV.

Drivability is top-notch, no doubt about it, and it’s easy to live with too. When not testing the EV6’s range limitations, charging overnight at home on a standard household power point (2.2kW) was enough to keep it topped up for daily duties while the large 490-litre boot easily swallowed shopping, kids’ bikes and more.

While it might be the ‘base’ grade, the Kia EV6 Air is in my opinion the best value.

REVIEW PUBLISHED 22/6/2023: The 2024 Kia EV6 is currently the most expensive vehicle in the Korean car-maker’s portfolio, topping out at $99,590 plus on-road costs for the buck-wild Kia EV6 GT AWD.

In this long-term test, we’re evaluating different variants across the three core model grades – Air, GT-Line and GT-Line AWD, the latter is what we're looking at here.

All EV6 models come with a 77.4kWh battery (usually the most expensive part of an EV), but a smaller 58kWh battery has been homologated for Australia and could at some point bring the entry-level price into the $60,000s.

As it stands today, the prices for the EV6 portfolio, excluding on-road costs, are as follows: Air RWD (from $72,590), GT-Line RWD (from $79,590), GT-Line AWD (from $87,590) and GT AWD (from $99,590).

Those prices are roughly $20,000 to $30,000 higher than similarly-proportioned petrol-powered mid-size SUVs, even with government rebates and subsidies, so going green with an EV purchase can be a tough decision or simply beyond the reach of many. Even more so if you add solar power and a wallbox charger to the equation.

Competitors for the Kia EV6, which was named carsales Car of the Year in 2022, include the closely-related Hyundai IONIQ (from $69,900), the Tesla Model Y (from $69,300) and the Polestar 2 (from $63,900).

The price points for the various 2024 Kia EV6 models are certainly quite high for medium-size cars bearing the Kia badge, but leaving aside the advanced electric powertrains for a moment, you do get reasonably good equipment levels for the outlay.

Across the range you’ll find standard fitment of solar glass, an anti-theft immobiliser and car alarm, capacitive-touch infotainment and dual-zone climate controls, a wireless phone charger, handy vehicle-to-load (V2L) power points inside and out, five USB ports, satellite navigation, a pair of 12.3-inch digital screens housed behind a single curved pane of glass, 20-inch alloy wheels and LED headlights and tail-lights.

And, of course, pop-out door handles. If your EV doesn’t have these, you should be asking why!

Some of the more premium features on the GT-Line EV6 like heated and cooled front seats with a ‘relaxation’ reclining function (so you can have a snooze while the battery charges) are welcome, as are tinted windows.

The 64-colour ambient LED cabin lighting we could take or leave, but the 14-speaker Meridian sound system is just awesome and twin-motor AWD GT-Line versions also get a large power-sliding sunroof.

Along with its futuristically-styled cabin, an augmented reality head-up display is very, very impressive, detailing navigation instructions, road speed and all the important stuff so you can keep your eyes on the road.

There are seven colours available across the three-model EV6 range, including Glacier, Steel Grey, Yacht Blue, Snow White Pearl, Aurora Black Pearl, Moonscape Matte and Runway Red.

The Moonscape finish seen on the twin-motor GT-Line we’re testing first as part of this long-term review is a whopping $3295 option, while all other paint jobs except Runway Red add $520 to the price.

While the asking price is quite high, there is plenty of value to be found in the EV6. This is one of the very best of its breed, built from the ground up as a dedicated electric vehicle and carrying a highly advanced powertrain.

The seven-year/unlimited-kilometre warranty for the vehicle is excellent, although the seven-year/150,000km battery warranty is a year less than most rivals.

Owners can access up to eight years’ roadside assistance if they service the EV6 through an authorised Kia dealership.

A trio of capped-price service packages are also on offer, pegged at $594, $1089 and $1504 for three-year, five-year and seven-year tenures respectively. GT models are a bit more expensive ($733, $1371, $2013), chiefly due to the bigger brakes.

Service intervals are triggered every 12 months or 15,000km, whichever occurs first.

On that last question, hopefully not! EV fires are usually caused the same way as regular car fires, in the event of collision or a malfunction, and while there are a handful of videos on YouTube of overseas Kia EV6 models bursting into flames, that was almost always the result of a significant collision.

Every 2024 Kia EV6 model has a battery management system built in, designed to reduce the risk of fire even in the event of a significant bingle. And we didn’t feel the need to wear nomex fireproof suits while driving.

In overall safety terms, the Kia EV6 rates well with independent safety authority ANCAP, with all models bar the range-topping GT earning a maximum five-star rating.

The GT would require separate testing due to its sports bucket seats and their lack of dynamic whiplash protection for the head (because the seats have contours for race helmets). Kia hasn’t submitted this version of the EV6 to ANCAP, so for now it goes unrated.

All EV6 variants come with a handsome safety suite, including eight airbags covering front and rear occupants, semi-autonomous steering, braking and acceleration, adaptive cruise control with stop-and-go functionality, and a very good active lane keep assist system that makes long highway drives an absolute doddle.

Autonomous emergency braking (AEB) with junction assist is designed to hit the stoppers quicker than most humans can, while blind spot detection is backed up with blind spot cameras on both left and right sides of the car.

There’s also power child locks, a 360-degree surround-view camera, front and rear parking sensors and a tyre pressure monitoring system, but no spare tyre – just a puncture repair kit.

We’ll attend to this question throughout the course of our long-term review, but for now let’s start with the fact that the 2024 Kia EV6 has already been subject to a safety recall.

You can find out more in our separate news story, but due to a software issue with the shift control unit (SCU), the parking pawl was found to be susceptible to failure. This could result in the EV6 moving or rolling away whilst the vehicle is engaged in the park position.

Happily, as is often the case with glitches found with EVs, the problem can be fixed via a software update.

If you believe the official technical specifications provided by the manufacturers, the 2024 Ford Mustang GT will rip from 0-100km/h in 4.3 seconds, while the 2024 Kia EV6 GT-Line AWD reaches the same national highway limit in 5.2sec.

But if you go by the seat-of-your-pants feel, the EV6 feels pretty brawny and it’s that initial 0-60km/h that really pins you into your seat with surprising ferocity.

The twin-motor GT-Line unleashes a 239kW and 605Nm sucker punch, but unlike the 339kW and 556Nm the Mustang’s 5.0-litre V8 generates, the EV6 e-motors are ultra-quiet and refined.

Hit the drive mode button on the steering wheel and you can cycle through three modes – Eco, Normal and Sport – with the latter providing serious acceleration and making a mockery of pretty much any car you can think of during the traffic light tango. Yes, probably even a Mustang.

Living with the 2024 Kia EV6 GT-Line has proven to be a pleasant experience, thanks in large part to the traits inherent to all EVs – it’s whisper-quiet in operation and has excellent driveability via the instant torque or thrust available from the electric motors.

Pootling around the suburbs, completing life’s various activities – grocery shopping, picking up the kids from childcare – is a doddle. You get in, hit the go button, slot it into drive and the car ably contends with everything that Melbourne’s inner-west can throw at it.

The steering is light and direct while the suspension (which was calibrated by Kia’s Australian chassis engineers on local roads) balances bump absorption with dynamic response.

Across two extended drives, one along the Great Ocean Road, the other through Gippsland that we’ll detail below, the EV6 GT-Line exposed impressive dynamic character traits, generating plenty of mid-corner grip and tracking through bends with plenty of confidence as well.

Its low centre of gravity makes it feel more nimble than any 2105kg vehicle should, but if pushed hard there is some body roll and the repeated abuse of the brakes is felt via mild brake pedal fade.

While we’re riding the gripe train, a few times we struggled to figure out if the car was on, off or engaging accessory mode. We assumed it was on, all the screens were lit up, the car was in park and a foot was on the brake pedal when thumbing the starter button, but for whatever reason the EV6 wouldn’t engage drive or reverse.

Scooting around town in the 2024 Kia EV6 GT-Line AWD – or any EV for that matter – is manifestly easy, but longer distances feel more daunting.

Entry-level EV6 Air models have a claimed 528km range (WLTP), while the mid-spec single-motor GT-Line is good for a claimed 504km range – the difference in range coming down to wheel size (19-inch versus 20”).

The twin-motor GT-Line is heavier (up 105kg on the single-motor version) and therefore has a lower cruising range of 484km.

To test the latter, we embarked on a mission to complete a circa-400km round trip from Melbourne to central Gippsland in eastern Victoria without recharging – due to the fact the whipper-snappers had to be collected at child care in the late afternoon.

There were some recharging provisions on the way that would have ordinarily made things less fretful, but time was of the essence.

Winding our way out of Melbourne was relatively straightforward and energy consumption was suitably low accelerating between zero and 60km/h, where most EVs do their most frugal work – and combustion-engine cars are at their worst.

But the tables turned when the EV6 hit the freeway and energy consumption started to rise towards 20kWh/100km.

Switching off the air-conditioning and dropping the cruise control from 110km/h to just under 100km/h helped improve the range, as calculated by the car.

The round trip to Gippsland should have been easily achievable on the full charge we had, but the human factors (time involved, child care commitments) meant I was transfixed on achieving the lowest possible energy consumption rate.

Suffice to say I drew the line at slipstreaming (or should that be tailgating?) large trucks to reduce wind resistance, which really hurts battery range as speeds rise.

By the time we got to Gippsland, finished the video and shoot and returned home, the trip had just ticked over 405km and the car’s computer brain had calculated there was 26km of range left.

Given that EVs do their best work away from highways and the majority of this drive was indeed on freeways, it was a good outcome.

Average battery consumption over three weeks with the EV6 GT-Line AWD was 18.9kWh/100km, but by this stage urban driving had accounted for more hours behind the wheel.

Still, Kia’s official consumption claim is 18kWh/100km, so we weren’t far off that mark.

Charging the battery in the 2024 Kia EV6 GT-Line AWD proved a lot more challenging than discharging it.

Given we have no solar and no wallbox at home, the only way to charge the EV6 GT-Line was to use an extension lead to plug into a household socket which, at 2.2kW, takes a l-o-n-g time.

Kia claims it should take 33 hours to go from 10 to 100 per cent, but when we had 12 per cent battery left the car’s digital dash said it would take 38 hours.

With a 7kW wallbox charger it takes around seven hours to go from 10 to 100 per cent battery charge, and while we didn’t get to test this claim, we did use a 50kW public fast-charger, which took just under 90 minutes to go from 12 per cent to 90 per cent.

The claim is 10 to 80 per cent in 73 minutes.

Using a 350kW ultra-fast charger, the battery can be topped up from 10 to 80 per cent in 18 minutes, according to Kia, although all four 350kW chargers at our nearest Chargefox depot were out of order during the test – and had been for weeks, as described to us by another EV owner frequented the charge station.

Based on a clean-sheet EV platform architecture (E-GMP), the 2024 Kia EV6 has none of the legacy elements that some EVs have, such as a bulky transmission tunnel. This opens more space in the cabin and creates an airy feel for the most part.

For example, there’s a huge amount of incidental storage space underneath the centre dash stack, enough room for a pair of size 11 Blundstone boots; it’s obscenely good at swallowing random belongings and junk.

With two child seats hooked up in the back, the lack of a transmission tunnel means access is better and clambering in there and putting out emotional toddler fires is (mercifully) easier than usual.

It’s also got air vents and a V2L power point, which got a lot more use than we had anticipated in the back seat, charging laptops.

The seats are comfortable with plenty of power adjustment, however, like many Hyundai and Kia cars, the driver’s seat feels a little perched, a bit high. Although my wife liked it, but she’s not 182cm tall.

I prefer to sit with an erect back while driving but doing so meant my head was rubbing on the sunroof cover, engendering a strong sense of claustrophobia. Solution? Tilt the seat back. Not a deal breaker but worth noting for taller drivers.

Another small gripe is that the rear windows do not have auto up/down functionality, which a lot of cars that cost half as much come with, and the front trunk in the twin-motor GT-Line is a paltry 20 litres – about enough room to squeeze a box of Jaffas in. The Porsche 911 has a bigger frunk.

The 480-litre boot is wide and deep but a bit shallow, and packing for a weekend getaway to the beach required some shrewd Tetris-like organising.

After almost a month living with the 2024 Kia EV6 GT-Line AWD, it’s fair to say the Korean electric car lives up to its 2022 Car of the Year accolade.

It drives beautifully, is big enough for the whole family (assuming you’re not too tall) and has an impressive cruising distance.

Indeed, range anxiety wasn’t as pervasive as expected. The biggest challenge was the time it took to charge the vehicle and, indeed, finding fast-chargers that weren’t broken.

Charging at home on 240V is an option but if you want a full tank of juice before a long drive you’ll need to have it plugged in for almost a couple of days.

This is not a condemnation of the EV6 per se, just another reminder of how fragile and immature Australia’s EV charging infrastructure is at present.

2023 Kia EV6 GT-Line AWD at a glance:
Price: $87,590 (plus on-road costs)
Available: Now
Powertrain: Two permanent magnet synchronous motors
Output: 239kW/605Nm
Transmission: Single-speed reduction gear
Battery: 77.4kWh lithium-ion
Range: 484km (WLTP)
Energy consumption: 18.4kWh/100km (WLTP)
Safety rating: Five-star (ANCAP 2022)

2023 Kia EV6 Air at a glance:
Price: $72,590 (plus on-road costs)
Available: Now
Powertrain: Single permanent magnet synchronous motor
Output: 168kW/350Nm
Transmission: Single-speed reduction gear
Battery: 77.4kWh lithium-ion (72.5kWh usable)
Range: 528km (WLTP)
Energy consumption: 16.5kWh/100km (WLTP)
Safety rating: Five-star (ANCAP 2022)