2025 Kia EV6 GT-Line Review: A Great EV Made Better

“You can’t park there,” yells the man from his Tesla Model 3. Except that in 2025 Kia EV6, I actually can.

I’m at the end of a Tesla Supercharger bank, about to put the EV6’s new North American Charging Standard (NACS) port to the test. Kia’s first dedicated all-electric model on our shores has come in for a facelift, and while there are the usual mid-cycle improvements here, it’s the NACS port that earns headline status. This was already one of the best options in the segment, and broadening its on-the-road charging options only improves the EV6.

Beyond the plug change, the EV6’s facelift brings in some different styling up front, but more on that in a bit. The battery capacity has grown from 77.8 to 84.0 kilowatt-hours, and though range grows too, it’s up by less than that nearly 10-percent increase suggests, topping out at a maximum of 319 miles (513 kilometers) for the rear-drive model. Kia’s latest ccNC infotainment system now occupies the cabin screens, too.

The high-performance EV6 GT borrows the faux-shifting, ICE-sound theatrics from the Hyundai Ioniq 5 N, along with that car’s swollen 641-horsepower output. Sadly, the GT is no longer available in Canada.

The EV6 always seemed like a weird blip in Kia’s design language. It didn’t quite align with the K5 or Sportage that came before it, and then the EV9 ushered in a whole new, much more angular theme. For better or worse, the EV6 now aligns with its big brother, featuring ultra-angular headlights connected by a thin light bar integrated into the nose. Try to ignore the unusual shape itself: look at each headlight instead as a big triangle with a bit of body-color trim slicing into it and the design meshes better. The lower air intake also adopts a repeating pattern that blends well with everything going on above it.

As ever, Kia brings an intricate, interesting wheel design, the eight-spoke, 20-inch alloys looking unlike anything else on the road with their geometric cool.

You’ll need a before-and-after picture to tell the changes to the rear. That dramatic taillight design is the same as ever, and the soft  curves it rests on are at odds with the newly angular front-end. The EV6 now looks like two designs glued together.

There is no increase to power here, with the dual-motor, all-wheel drive setup still making 320 horsepower. That’s good enough to get the EV6 to highway speeds in around 5 seconds, and Kia has nailed calibration: just a bit of softness on tip-in to avoid jerkiness, and then instant access to the entire 446 pound-feet of torque. The EV6 doesn’t have a multi-speed gearbox like some other EVs, and it doesn’t need one, as the acceleration barely tapers off at highway speeds.

Official range for the dual-motor takes a substantial hit to 270 mi (435 km), and that’s broadly consistent with the usage rate I saw during the week. Towing capacity has increased to 2,700 pounds (1,225 kilograms) this year, and the EV6 will automatically adjust its range based on trailer weight.

Against its corporate cousin the Ioniq 5 and comparing similar trims, the EV6 has always been the sportier of the two. That remains the case for ’25, as the EV6 is a fun and eager partner. There’s a good amount of feedback and feel from the steering wheel, and the low-slung Kia stays level through the corners.

Braking is more than adequate, and those so inclined will find the one-pedal setup well-judged on its maximum setting. Don’t like it? Dial it back to off via the wheel-mounted paddles.

Kia says it has added more sound deadening material throughout the EV6, and reinforced the frame for updated crash standards. Yes, the ride is pleasantly quiet now, with less road- and suspension noise making its way into the cabin. But the EV6 is also decidedly plusher than the last example I drove, rolling over bumps and craggy surfaces with an extra level of calm. Not only is the EV6 one of the more exciting options in this now-crowded segment; it’s also one of the comfiest.

Just don’t mistake that for spacious. Yes, the EV6 has good legroom: a huge 114.2-inch (2,900-millimeter) wheelbase does that. But that quasi-wagon shape does make for a lower roofline and thus headroom inside the Kia. We’re talking only 36.8 in (934 mm) up front, and a slightly better 38.0 in (965 mm) in back.

Seat comfort is solid in both rows, with well-contoured seats that offer good lower back and thigh support. New this year is a power-adjustable steering wheel, making the EV6 feel a bit more premium. There’s good rake to the rear seats, but the small windows and moonroof make it a dark space.

Storage space is a useful 24.4 cubic feet (690 liters) with the rear seats in place. Fold ‘em flat and that space expands to 46.7 cu ft (1,322 L). The cabin might feel cozy, but the door panels are amply sized, and the two-level center console makes for lots of useful storage too.

A whole lot of textures and finishes. That’s the best way to describe the EV6 cabin: brushed metallic, striated plastic, crosshatching across the dashboard, piano black, and at least three different shades of soft-touch plastic—yet thanks to a simple and clean layout, it all meshes well together. Thin strips of LED lighting give the whole cabin a pop of color at night time without overdoing it. It’s all suitably high-quality too: some lower Kia models have cheap-feeling door panels but the EV6’s are solid.

I still truly enjoy that center console design. The canted power button gives the EV6 a focused, driver-centric feel, while seat and wheel controls are practically located at the leading edge. The rotary shifter has good actuation as well. The phone charger slot works well and is located away from the driver’s line of sight, so that’s a win too. Only the small-ish cupholders are a knock against the EV6’s everyday usefulness.

Kia’s newest ccNC infotainment system, stretched across the curved twin-screen setup atop the EV6’s dashboard, is one of the better ones amongst mainstream brands. Big tiles make it easy to use at a glance, and cut down on sub-menu diving. A bright head-up display (HUD) provides the most pertinent info right at the prime spot, too. The hardware upgrade finally unlocks full wireless Apple CarPlay and Android Auto as well, which is especially useful since the floating center console design does not jive well with cords.

I still don’t get along with Kia’s switchable panel for both climate and audio controls. It’s better that drivers can now set the default layout—press and hold the swap button for a few seconds—but it’s still fiddly and forces more taps than needed. The selections are too tiny to reliable tap on any sort of bumpy road, too.

Kia’s safety suite is well-stocked with acronyms, and these various assists work as advertised. As ever, the blind-spot view monitor is a useful wingman when navigating bike-filled city streets, providing an additional camera view right in the instrument cluster with each signal activation. Highway Drive Assist keeps the EV6 calmly in its lane and at a respectable distance from other cars; I just wish it weren’t so lax with the hands-on-the-wheel reminders.

In America, Kia still offers the EV6 with a smaller, 63.0-kWh battery pack and rear drive. Its attractive $44,375 sticker (including destination) drops to $36,875 with the federal EV tax incentive—while it still exists—since the EV6 is now built in Georgia (except the GT). Range is an acceptable 237 miles, but with just 167 horsepower (and 258 lb-ft), the EV6 will be one of the slower electric vehicles out there. An extra $3,300 brings in the 225-horsepower motor and 84.0-kWh battery with the Light trim, where some of the most-desired features like Blind-Spot View Monitor become available. This GT-Line AWD model rings in at a heady $60,870 before incentives, getting very close to the twice-as-powerful EV6 GT, if performance is what you’re after.

Canadian buyers only have the bigger battery pack, so the lineup begins with the Light RWD at $51,145 CAD including destination. Loading up on the GT-Line Limited Package seen here, in the excellent Nebular Blue, means a $67,395 CAD outlay.

The updates Kia has wrought on the 2025 EV6 are relatively subtle, except for one. The NACS port and the huge charging network it opens up access to is a big selling point on top of a car already loaded with them. The GT-Line’s better road manners make it one of the better choices against similar top-trim competitors, though it’s hard to ignore the value found in the more modest trims. No matter which level of fancy you desire, get those Supercharger responses ready—you’ll need them.

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