finally a proper electric at the Nürburgring?

585 hp, 740 Nm of torque, a crucified 0 to 100 km/h in 3.5 s, 260 km/h at top speed: another straight-line electric car quickly betrayed by its batteries overheating? It’s wrong to know the Kia EV6 GT, which flew over the Nürburgring hands down… or almost.

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The technical sheet of the Kia EV6 GT is impressive. It remains to be seen if this electric sports car can ensure sufficient autonomy on the circuit, and especially on the Nürburgring.


  • – Engine: Electricity
  • – Powerful: 585 hp
  • – Launch: November 2022
  • – From €72,990
  • – No bonus or loose

Of the 42 cars that passed through the grill during our grueling Nürburgring test, three were powered by electric motors. But nothing shines. The heavy BMW i4 M50 proved to be quite dangerous in the turns, handicapped it was by ill-fitting tyres. The Tesla Model 3 Performance looks harsher but loses half its power in less than one lap and its brakes in less than three corners. As for His Majesty’s Porsche Taycan Turbo S, it was its performance that impressed the most… in just one lap, before failing into “turtle” mode to cool its batteries Really hot.

A relative disappointment that made us decide to stop the intense testing of electric cars before a major evolution of their technology. Then we tested the Kia EV6 GT on the Col de Turini and changed our minds. Admittedly organized in just 4 km, the ascent of the pass then closed to traffic showed a high performance, efficient, balanced, easy car, or the perfect characteristics to face the demanding northern loop of Nürburgring. It remains to be seen if his short performance will be confirmed in the 20 km of the most demanding circuit in the world.

Engine: 18/20

Motors in a nutshell. Like any high-powered electric model, the Kia EV6 GT has two motors, each driving one axle. If the front machine comes directly from the EV6 4WD and still develops 218 hp, the rear goes from 100 hp to 367 hp thanks to the maximum rotation speed pushed back from 15,000 to 21,000 rpm. The new combined power reaches 585 hp, bringing the EV6 GT to the level of the Audi RS e-tron GT (598 hp) and Porsche Taycan Turbo (625 hp), slightly more powerful, slightly heavier luxury sedans. and many other expensive ones (double the price of the EV6!).

Our opinion. There is no real Launch Control function in the Kia EV6 GT, which does not break the neck on takeoff like the Audi RS e-tron GT or Porsche Taycan Turbo S. The 0 to 100 km / h, which is still sent within 3.5 s, leaves most of the contemporary thermal sports cars in place and remains enough to spoil the feeling. An artificial sound can be mixed with catapults by imitating sometimes the whirring of an electric motor (it fits), sometimes a flying saucer (why not?), sometimes a heat engine ( frankly missed). Even without sound, or a two-speed gearbox from the aforementioned Germans, the reminders remain impressive and surprise many legendary sports cars in the northern loop: BMW 1 M Series, BMW M4 and turbocharged Porsche 991 Carrera S to name but a few.

Media Photo


The Kia EV6 GT has Drift mode… not activated in this photo.


The most stunning? That the power does not drop on the course, even after 3 km of full load before the famous Carrousel bend. We only felt a slight return to the reminders when the charge level dropped below 30%, then a second below 15% without stopping the car (the EV6 GT still exceeded 200 km/h at this stage !). Consumption is the last good surprise, with 92 kWh per 100 km displayed on the on-board computer when the BMW i4 M50 and Porsche Taycan Turbo S exceed 130 kWh at this speed. Enough to ensure three laps with a 100% water stack without ending up overdue. At the Nürburgring, on electric, it is for the moment unique!

Chassis: 14/20

The chassis in a nutshell. Compared to the standard EV6, the EV6 GT is almost lowered. However, the passive suspension has been replaced by a driven one, four Michelin Pilot Sport 4S with large 21-inch rims, while an electronically controlled limited-slip differential is integrated into the rear axle. The latter is able to change the torque available from 0 to 100% on one of the wheels, allowing the EV6 GT to offer a Drift mode. There is no point in the Nürburgring, where we would prefer to call the GT driving mode or even MyMode, which allows the settings of each element to be isolated (power, steering, suspension, etc.). In Sport mode, the suspension stiffens by up to 30% compared to EV6 Standard, then by a further 30% in Sport+ mode which will be used for our circuit session.

Our opinion. As in the Col de Turini, we saw the characteristics of the EV6 GT: incisive front axle, precise and direct steering, well-contained body movements in turns or on bumps. However, the weight returns to the driver’s memory when the EV6 is pushed to its limit, especially when the rear axle, whose tires quickly rise in temperature, is easily drifted when registering and then requires a certain time before reaching the correct trajectory. . Conversely, reacceleration from tight corners tends to pull the car straight, not reminiscent of the slightly oversteering attitude of the Porsche, Tesla and Ford Mustang Mach-E GT in such situations.

An unexpected trend given the increased power to the rear axle and the presence of a controlled differential that should turn the car instead of pushing it out. But let’s put it in perspective. The EV6 GT already provides good cornering speed and only breaks if you provoke its rear axle on entry or if you don’t bother with a dose of acceleration on exit, the ESP is disconnected. The damping quality completes the convincing by effectively absorbing bumps, even in the strongest mode. Remarkable because of the parallel comfort provided on the open road at low speeds despite the very low sidewall tires.

Braking: 16/20

Braking in a nutshell. To effectively stop its 2.2 t pulling 585 hp, the EV6 GT does not trust the famous Italian supplier Brembo but the Japanese Akebono. The rear discs rise to 360 mm in diameter and the front ones 380 mm… just like on a Porsche 991 GT3 RS! Fixed four-piston calipers are responsible for pinching the front pads, while the rear remains powered by floating models.

Our opinion. Before activating the EV6 GT’s big brake shoes, you first have to get used to the regenerative braking, which can be quite strong. In maximum recovery mode adjustable from the paddles on the steering wheel, the regeneration power increases to 150 kW! It is enough to adopt fast driving without looking for the best time, but the Korean does not rely only on this trick to compensate for any lack of hydraulic braking durability.

The latter did not show any signs of overheating on this track, which is certainly not too demanding in terms of deceleration. At this point, the Tesla Model 3 Performance is a big loser, while the Porsche Taycan has to provide its own expensive carbon-ceramic option to slow down without a hitch. Another nice surprise from the EV6 GT… definitely more dynamic than a Grand Touring model!

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Autonomy Kia EV6 GT 585

With the Ionity fast charging station, charging from 10 to 80% takes just 18 minutes. Approved at 424 km on the WLTP mixed cycle, the range drops to 60 km on the circuit.

Kia EV6 GT extreme test review

  • Sold for twice as much as the Porsche Taycan Turbo S (and the Tesla Model S Plaid, also a Nürburgring record holder), the Kia EV6 GT shines almost more. The reason ? Remarkable thermal management of its battery, which makes it possible to chain three laps of the northern loop without losing almost any of its initial power. No other electric has achieved such a feat, or maintained its braking effectiveness without using an expensive carbon-ceramic option. The high weight, dimensions of the crossover and rear axle to “watch” at high speed clearly do not make the EV6 GT a weapon for the track, but this car leads us to dream of a real Kia sports model, lower, lighter, and therefore more agile. The recharging speed is convincing, as the 800 V battery allows it to be regenerated from 10 to 80% in less than 20 minutes. Totally acceptable duration using the circuit, provided that fast charging terminals are installed there… which is not the case at the Nürburgring, Tesla supercharger apart.

Technical sheet Kia EV6 GT
Dimensions and weight
The length 4.69m
Width without mirror 1.89m
height 1.54m
Wheelbase 2.90m
A lot of trunks 480 liters
Test model wheels 255/40 ZR21
Unladen weight 2200kg
Power and performance
Machine type electric, one forward and one rear
Powerful 585 hp
Couple 740Nm
Contagion 4 wheels
gearbox dedicated single ratio
0 to 100 km/h 3.5 sec
Maximum speed 260 km/h
Battery, autonomy and consumption
Battery class lithium ion polymer
Available battery capacity 77.4kWh
AC – DC charger power 10.5kW – 239kW
WLTP mixed consumption 20.6kWh/100km
WLTP Mixed Autonomy 424km
Charging time from 10 to 100%
8 A household outlet 32:45
AC terminal 11 kW 7:20 a.m
DC terminal > 100 kW (10 to 80%) 18mins (239kW)
Bonuses and guarantees
Bonuses 2023 no
Financial power 11 HP
Vehicle warranty 7 years or 150,000 km
Battery warranty 7 years or 150,000 km
country of production South Korea


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