EV6

Every MY26 EV6 shares an 84 kWh battery, but claimed WLTP range depends on motors and wheel size. The rear-drive Air leads at 582 km on its 19-inch wheels, the GT-Line RWD sits at 560 km, the dual-motor GT-Line AWD manages 522 km, and the 478 kW GT trails at 450 km. Real-world figures land lower, especially on the highway and in cold weather, so treat WLTP as a best case rather than a promise. For maximum range at minimum cost, the Air is the efficiency pick of the family.

The EV6 uses an 800-volt electrical system, which is still rare at this price and lets it charge faster than most 400-volt rivals. On a 350 kW ultra-rapid DC charger, Kia quotes about 18 minutes for a 10 to 80 per cent top-up. On slower, more common 50 kW public chargers the same top-up takes far longer, closer to an hour and a half, and home AC charging is an overnight job. The takeaway: the EV6 shines on an ultra-rapid charger, where a coffee stop puts most of the range back.

The base Air is efficient and cheapest, but its cabin feels plain for A$78,277 driveaway. For A$7,350 more, the GT-Line RWD adds a sunroof, head-up display, heated seats, 20-inch wheels and upgraded trim while keeping the frugal single rear motor and 560 km of range. The dual-motor GT-Line AWD is worth it only if you want all-wheel-drive traction, since it costs more and gives up range. The GT is a 478 kW indulgence. For the best balance of price, range and equipment, the GT-Line RWD is the one to buy.

The EV6 earned a five-star ANCAP rating from its 2022 assessment, which under ANCAP's rules still applies to current cars and runs to December 2028. It scored strongly for adult occupant protection at 90 per cent and safety assist at 88 per cent, with a weaker 64 per cent for vulnerable road users. One important caveat: ANCAP lists the high-performance GT as unrated, so the star rating covers the Air and GT-Line grades but not the flagship. Standard driver aids across the range include autonomous emergency braking, lane-keep assist, adaptive cruise and blind-spot monitoring.

The Tesla Model Y is the segment's best-seller and the car every EV6 buyer should also drive. Tesla wins on entry price and its own Supercharger network, and its software remains a strength. The EV6 counters with an 800-volt system that charges faster on ultra-rapid DC chargers, a more conventional and arguably more upmarket interior, and a seven-year warranty against Tesla's shorter cover. If charging network and value lead your brief, the Tesla makes sense; if cabin feel and charging speed matter more, the Kia earns its premium.

The 2026 facelift swaps the old 77.4 kWh battery for an 84 kWh pack, lifting the base Air's WLTP range from 528 km to 582 km. Inside, the curved twin-screen setup runs Kia's newer ccNC software with wireless Apple CarPlay and Android Auto and over-the-air updates, and a fingerprint authenticator is now standard. Kia also added second-row side airbags, retuned the dampers and stiffened the body for a quieter, more settled ride. Styling is brought into line with newer Kia models. It is an evolution rather than a reinvention, but it addresses the original's weakest points.

The EV6 offers a 490-litre boot in the rear-drive Air, easing to 480 litres in every other grade, the rear-drive GT-Line included. That is competitive for the class without leading it, and the swept roofline eats into outright height. The rear-drive models add a 52-litre front boot, or frunk, under the bonnet, ideal for stowing charging cables so they never touch your luggage. Dual-motor GT-Line AWD and GT grades give up most of that front space to the second motor. Fold the rear seats and the main boot opens up considerably for larger loads.