2023 EV6 GT First Drive Review: Kia's 576-hp mack daddy EV is finally here

LAS VEGAS - This is the E-GMP car we're rolling back.  As impressive as Hyundai Group's triplets of the Kia EV6, Hyundai Ioniq 5 and Genesis GV60 are, we always knew something bigger (and far more powerful) was lurking in the future: this 576-horsepower 2023 Kia EV6 GT. Despite their impressive EV architecture, unique design, distinctive interior and great value, none of them can be described as fun in the traditional sense. They are heavy, slightly soft and of high quality. And now that the EV6 GT is finally here, does it really provide that missing ingredient?
If it does, it will do so stealthily, as it's nearly impossible to tell the GT apart from just another GT-Line car (you can see how it differs visually from the base level Wind trim). . . The body remains the same save for slightly different grille inserts and a rear diffuser panel. It has 21-inch wheels and lime-green brake calipers, which are monoblock units that hold larger rotors (15-inch front, 14.2-inch rear). The interior remains the same as the GT line, though it now has lime green accents and "GT" badges. The steering wheel also has a large green button labeled "GT" that selects its stiffest drive mode.

The main difference is the addition of sporty bucket seats, and they're a huge improvement over the standard EV6 seats in terms of overall support. Large firm bolsters hug you, but aren't so tight as to be uncomfortable for those with larger builds (I'm about 300 pounds for reference). They have deep bottoms that provide better thigh support. They are also heated, but unfortunately, they are only manually adjustable. That's a lot of trouble for a car that costs more than $60,000 and for range-topping Kia, a company that prides itself on packing its cars with features at reasonable prices. While I'd happily trade the power controls for better-looking seats like I do in a Mustang or Porsche, how many people would be offended that their range-topping Kia EV6 has a generic one found on the $23,000 Soul? ? Not featured?

Things are a lot different under the skin, and the obvious change is in the GT's powertrain. Both engines are more powerful than the ones in regular all-wheel-drive EV6s, putting out 215 horsepower in the front and 362 in the rear. Combined, they produce 576 horsepower and 545 lb-ft of torque—up from 256 horsepower and 99 lb-ft. Kia also claims these engines will propel the 4,795-pound EV6 GT to 60 mph in 3.4 seconds with a top speed of 161 mph. We didn't get it that fast, but we had a chance to run it on a drag strip at Las Vegas Motor Speedway, where it clocked a time of 11.7 seconds for the quarter mile with an interception speed of 117. Numbers aside, you can really feel the added power. It will strap you in tight, feel powerful all the way through highway speeds, and only start to taper slightly after 100 mph.

Interestingly, Kia noted during the press launch that peak power begins to drop below the 70% charge mark, but didn't specify how much. We've spent some time driving fully charged as well as partially exhausted cars on the street, and at least in this real-world environment, we couldn't detect a loss of energy. But if you're planning to track the GT or do some other high-performance driving, you'll probably want to make sure it's charged to the max and then easily takes to the track.
Naturally, the chassis has been tuned to meet the GT's overall performance goal. It featured stiffer springs, additional front and rear boosters, and electronically adjustable shocks. It's all adjustable across different driving modes, which have expanded from Eco, Normal, and Sport to include GT and a user-customizable mode. Besides the usual calibration of throttle and steering weight, they adjust the actual power output, torque split, suspension stability, traction and stability control, and the limited-slip differential function.

Now across the board, the GT rides steadier and has less body roll than regular all-wheel-drive EV6s, but it's a little more so in Eco and Normal mode. Sport is a step forward, and the GT is quite a challenge. The roads around Las Vegas are very smooth so it was hard to notice them, but the odd time the pavement gets rough it gets bumpy enough that you can probably get to a comfortable spot. Of course, you can mix and match settings in Custom mode, so you can, for example, get maximum power or tighter steering with softer suspension settings, so compromises aren't really necessary.

Make no mistake, though, from a performance perspective, the GT setup is the most exciting. All that power coupled with lightning-fast throttle response and even more aggressive regenerative braking is a lot of fun. Indeed, those stiff suspension settings make the EV6 feel light and nimble, at least on public roads. It changes directions quickly and doesn't feel like it's moving this way and that. It's a lot like the Polestar 2. Rear-wheel drive bias and lenient stability control also mean it likes to rock its ass. Other settings like Sport have more active traction and stability control settings, and they keep the front/rear power split more even.

However, it can't hide all that weight on the racetrack. We got to take some time out on a short lap outside of Las Vegas Motor Speedway, and even with the huge improvements in responsiveness, there's no need to be so careful in corners with a lot of mass. But the chassis is fully connected, and its position is easy to adjust by turning the throttle, either by lifting or pushing harder. And it's fun to slide the rear end out, especially with a "stealth" drift mode that lets you fully roast the tires and even spin them out if that's your thing. The sound of screeching tires and nothing else is so much fun, and it's great that electric car makers are building cars that allow you to be silly.

There are two things that could be a little better in the GT. The first is steering. It's pretty numb and could be more subtle. The initial delivery can also be more intense. It's things you get used to, and the rest of the car is fun enough to forgive, but fine tuning of basic controls like this often separates premium, performance cars from everything else. GT just isn't there.
Well, there is also a third thing. The EV6 GT's EPA range isn't great at 206 miles since it has the same 77.4 kWh battery as its siblings despite all those extra horses. It's no different if the V8-powered model has the same gas tank volume as the four-cylinder version. Fortunately, like its less powerful siblings, the GT still features 800-volt electrical engineering and the ability to take advantage of 350-kW fast chargers (unlike the Mustang Mach E GT and many other electric cars), and can pre-condition the battery after station placement. . . . Charging in the navigation system to improve charging speed upon arrival.
This is a huge advantage for the GT over other high-powered electric vehicles, as is its starting price of $62,695. The 480-horsepower Mach-E GT and around 450-horsepower Tesla Model Y Performance both start at about $70,000. The Polestar 2 with dual engines and the Performance package drops under $60,000, but it's still just shy of Kia's direct-production at 469 hp.

The Kia EV6 GT isn't perfect, but it's still a very fun machine. It is by far the most exciting and fun car on the E-GMP platform. This means that not only is it a blast, but it comes with all the inherent design and EV quality of that platform. With its value-packed price tag, you can't afford to miss one if you want some electric speed