2022 Kia EV6 vs 2023

What's the difference?

Make no mistake. Thanks to Kia and Hyundai, the electric car has come of age in Australia.

Yes, the EV6 is expensive, but it is a world-class technical achievement that attempts to reduce the many compromises of EV ownership better than most luxury brands can. And it does this with an attitude that is Kia’s own. Even compared to the brilliant and beautiful Ioniq 5.

If you want to go electric and can afford/find one, then go for it. The EV6 is the cheapest of the best EVs available right now. As it’s no sports sedan, we’d gladly trade some of the AWD’s twin-motor muscle for the extra distance (and savings) going RWD brings, but whichever you decide, this is the Kia to make you focus on the future and forget about the past.

In more ways than one then, a Stinger GT the EV6 GT-Line AWD resolutely is not.

A hundred thousand dollars used to be big money. And for a family SUV, it still is. But don’t make the mistake of confusing the Kia badge with pedestrian motoring. The EV6 GT is proof that Kia can make high performance cars that work, and make the most of modern EV tech in the process.

We’re a bit disappointed in the real-world range of the car, and there’s no doubt the vast majority of drivers neither need nor want a car as focussed as this one. But as an example of how a modern, digital electric car can feel more like an old-school analogue performance car, the GT is Exhibit A. And for those of us for whom it’s about the journey, not the destination, this is indeed good news as EVs continue to take over the world.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

Just look at it!

Based on the same E-GMP all-electric architecture as the origami-esque Ioniq 5, the EV6 could not appear less related, with the Hyundai’s squared-off edges ousted for a sleeker and far-sportier shape. It looks muscular and even menacing as a result.

Whether the Kia ages as well as the elegantly crisp lines of its arrestingly designed cousin remains to be seen.  

Let’s talk dimensions. With length/width/height/wheelbase coming in at 4695/1890/1550/2900mm (compared to the Ioniq 5’s 4635/1890/1605/3000mm respectively), the EV6 is 60mm longer, no wider, 55mm lower and 100mm shorter between the axles.

Plus, while there’s only 5mm difference in wheelbase in the Stinger’s favour, the EV6 is 135mm shorter, 20mm wider and 150mm taller, meaning it possesses true crossover proportions, placing it in the middle ground between the SUV-esque Ioniq 5 and sedan-like liftback Stinger. Ground clearance echoes the Hyundai’s at 160mm.

The frowning full-length LED tail-light bar best betrays the Kia EV’s real bulk… which, of course, pays handsome dividends inside.

Perhaps the most poignant element of the GT’s design is that Kia has lavished lots of Australian input into the final product.

Like Kias before it, the EV6 GT benefits from plenty of Nth-degree local suspension tuning which, given the way some imports buck and crash on Aussie roads, is commendable and clever.

It’s also interesting that Kia has remained committed to this approach, especially since the new GT features the brand’s 'Electronically Controlled Suspension' (ECS) the first for an all-electric Kia.

By looking at real-time road speed, cornering forces, braking and acceleration forces and the actual road surface, the ECS can tailor the dampers’ behaviour to maximise dynamics, grip and ride quality. For some carmakers that would be enough, so full marks to Kia for taking the next step with local calibration input.

Perhaps the other design element of note is the fact that Kia sees the GT as not just a high performance family car, but also a vehicle that it is happy to describe as 'track worthy'.

And even with the straight-line speed involved, that’s a big statement for any car weighing north of 2.1 tonnes. Testing at the infamous Nurburgring in German underlines Kia’s determination to give the GT the smarts to handle a track day.

The use of high-performance Michelin tyres backs this up when a conventional EV tyre would improve range but at the expense of grip in corners.

To further underline how serious Kia is about that claim, the GT features a completely different steering set-up to lesser EV6 models.

The GT gets a variable ratio steering rack with a faster ratio than the other EV6s and variable levels of power assistance to improve feel. There’s even additional bracing on the GT to stiffen the body and make full use of that sportiness.

Another big part of any track-day car revolves around the braking system, and to that end Kia has fitted the GT with huge brakes.

The knock-on effect, of course, has been the requirement to fit 21-inch wheels for rotor clearance as well as a new front suspension system that features a double ball-joint design to complete the clearance for the 380mm front discs. Four-piston front calipers are also part of the GT braking package, identifiable by the bright green hardware.

In specific detail terms, other design standouts include the sequential LED indicators, flush-folding door handles, solar glass, intelligent headlight system and 64-colour ambient interior lighting.

If there’s a design disappointment it’s that the GT looks pretty much like any other EV6.

Yes, the 21-inch wheels and tyres are pretty easy to spot, but from the front, only a slightly different grille, lower bumper and matrix headlights give the game away.

That doesn’t make it an unattractive car (by any means) but it doesn’t automatically mean onlookers will know you’ve spent the extra gold for the extra performance.

And over in the Swing-and-a-Miss column is the synthetic soundtrack Kia has chosen for the GT. There are three different, selectable background noises linked to motor speed, but, to us, they simply sound like three different stages of wheel-bearing failure.

If you find the EV6’s design fresh and inspiring on the outside, the interior is certain to please.

Our GT-Line’s electrically actuated door handles seem EV de rigueur nowadays, but they work well enough, opening up to a spacious and inviting cabin that is very much its own thing. Clock the E.T. alien-esque front headrest shape, two-tone vegan suede/leather upholstery, vast single-piece twin-screen display set-up, drive-by-wire gear selector roundel and driver-angled start button; they all help give the EV6 identity as well as a sense of modernity.

But no so it intimidates or flummoxes new users. Unlike some other contemporary cars, the Kia’s dash is user friendly in its drive to look simplified, with clearly marked buttons and knobs where you need them, with some – like the climate control and multimedia set-up – operable via a clever single switchable mode system. Once identified it’s ingeniously simple to operate.

Yet the basics are presented in a time-honoured way. Excellent, electrically actuated front seats provide comfort and support as you’d hope, allowing for a great driving position. And though their occupants are slightly raised up, the vibe is still laid-back and sporty if desired. And the front passenger doesn’t miss out either, since one press will reline and tilt the seat into the aforementioned ‘relaxation’ lounging mode. Nice for a speedy siesta.

Storage is almost preposterously abundant, with the pleasingly flocked door bins big enough for medium-sized bottles, while the glovebox, sub-console tray and centre box are also notably commodious. Nobody will complain about a lack of places to put stuff in or on. Yay for EV packaging smarts.

Other notable details include the thoughtful placement of the starter button and wireless smartphone charger, Ferrari-esque drive mode button beneath the (distinctively toothless-looking) steering wheel boss, and four ports (USB A, USB C, 12V and cigarette lighter) outlets under the dash, and right in front of a tray to facilitate charging devices securely.

Downsides? Vast exterior mirrors, thick pillars and fixed rear-seat headrests do affect the driver’s rear vision, particularly when reverse-parking; some of the glossy lower black plastics look too cheap in a mid-$80K luxury crossover; and – though thoroughly legible and comprehensive in its data presentation – the instrumentation configuration could use a bit more variety. Be a bolder aesthetic inspiration or the inclusion of traditionally shaped dial options for buyers with soberer tastes, further imagination is required in such a progressive vehicle.

Overall, though, the ambience and finish are mostly of a high-enough standard overall, with a sense of serenity and quietness even on the move that defines the EV6 as a premium modern electric family car experience.

Stepping into the second row made easy thanks to a wide-opening door and higher-than-expected roofline, the 60:40 split backrests also recline (but not as much, and without the seat base tilt of the front left seat). While the cushion is deep and supportive and the seat itself comfortable, with lots of space for legs and feet, a knees-up posture for taller folk is forced by the flat, high floor, which can become tiresome after even short trips.

Otherwise, Kia’s put a lot of effort back here too – witness the well-placed elbow rests, a sturdy pair of cupholders, high-level vent outlets, overhead reading lights and grab handles, two additional USB ports (located on the rear of the front seats near some of the several scattered minor storage areas for smaller devices), windows that go all the way down and even a Vehicle-to-Load (V2L) three-pin domestic appliance outlet beneath the rear seat.

But no auto-up/down function for the electric window switches smacks of penny pinching, while the drab black plastic syndrome mentioned earlier is also obvious in the back seat.

Further back, families are likely to appreciate the height-adjustable electric tailgate lifter, remote rear seatback releases, low, wide and flat load area, sturdy retractable luggage cover, 12V outlet and underfloor storage for the various cables and tyre mobility kit. Yep, as with most electrified vehicles, there is no spare wheel/tyre provided.

Still, with a practical cargo capacity ranging from 480 litres to 1260L (10L less than in the Air), the GT-Line AWD is properly people focused in its packaging smarts.

Perhaps the biggest practicality hurdle is the car’s range. At an optimum 424km, it’s okay but not stellar. And if those kilometres are highway ones, you can forget about 424km; it’ll be a fair bit less than that.

Meantime, the long wheelbase of the basic EV6 platform means there’s lots of legroom in the rear, making the car a comfy four-seater (the rear-centre seating position is decidedly last place) with enough knee space for adults in the rear.

The cabin is dotted with USB and charging points and there’s wireless charging in the double-layer centre console. There’s a also a bottle-holder in each door, map pockets in the front seat-backs, a luggage net and retractable cargo cover.

Kia’s insistence that the GT be capable of track-day work means the headrests on the front seats allow for a helmet to be worn, while the lack of power adjustment for the front seats mean they can be mounted closer to the floor.

Even so, the sunroof gobbles up precious headroom, and the cabin is a bit tight in that direction even without a helmet.

The digital dash and head-up display is clear and legible and the menu system contained within the touchscreen has a positive action and is logically laid out. Only the gear selector makes us wonder with its dim indicator lights that are hard to discern in some ambient light conditions.

The silver steering wheel buttons are also a bit hard to fathom when light reflects off them. The starter button is also not where you instinctively look for it.

The elephant in the room, of course, is that price-tag which is just a posh meal for two shy of the magic $100K, at $99,590, before on-road costs. Of course, EVs aren’t cheap to purchase in the first place, but then neither are cars with supercar performance. And the Kia is arguably both those things.

And let’s not forget that it’s also possible to spend a lot more than $100,000 and not go anywhere near as fast as the Kia does. At which point, the whole car falls into place.

This is also a car that is very well equipped, making that price-tag a little easier to swallow. You get techy gear like LED matrix headlights, acoustic and solar glass (laminated in the front doors) no less than seven USB charge ports, digital radio, twin 12.3-inch screens, a head-up display (with augmented reality function) Apple CarPlay and Android Auto, heated front and rear seats, and Kia’s 'Sounds of Nature' ambient noise generator.

What’s missing? Cars with this much performance often have carbon-ceramic brakes. But to be honest, the savage regeneration potential of the GT means it doesn’t really need them.

Power front seats would seem to be AWOL as well, but as we’ll explain later, the manual seats are there to save weight and free up headroom. The lack of an electrically adjustable steering column is a bit harder to explain away.

Six figures is a bit of a sticker-shock when you first encounter it, but when you dig deeper, like all EVs, the picture changes the more you know.

The Hyundai Group’s E-GMP all-electric architecture is just that – there are no internal combustion engine (ICE) alternatives, meaning no petrol or diesel EV6s, or hybrid combinations. It’s all battery EV.

Being the GT-Line AWD, there are two electric motors fitted – one near the front axle and the main motor by the rear one. Both are permanent magnet synchronous, with the rear producing 165kW/350Nm (which is down 3kW on the RWD versions) and the front motor adding 74kW/255Nm.

The result is a total system output of 239kW and 605Nm, with drive going through a single-speed automatic transmission (reduction gear) with a final drive ratio of 10.65. With a tare weight of 2105kg and a power-to-weight ratio at 113.5kW/tonne, the GT-Line AWD needs just 5.2 seconds to accelerate from standstill to 100km/h.

The EV6’s 800V electrical system is shared with the Ioniq 5, and is double what rival EVs offer. Only the Porsche Taycan and Audi e-tron GT fraternal twins match the South Korean brands in offering this.

Its 477kg, 77.4kWh Lithium-ion battery pack (tucked underneath the floor) is both AC and DC charge compatible, with the former needing a Type 2 while the latter needs a CCS Type 2 plug. 

A purely electric car, the EV6 GT is all-wheel-drive courtesy of having one electric motor across the front axle, and a second motor driving the rear wheels.

Add it all up and at maximum power, you have 430kW/740Nm at your disposal.

It’s worth remembering those numbers are precisely the same power and torque as that produced by the last of the locally made muscle-cars, HSV’s final, 6.2-litre, supercharged V8 F-Series line-up back in 2015.

Compared with the non-GT versions of the EV6, that output is almost double the 239kW of the EV6 AWD Dual Motor.

There’s no multi-ratio transmission (just a single-speed arrangement) but there is an electronically operated rear differential to make the most of the 270kW contributed by the rear electric motor.

There’s also a Drift mode built into the car which, as well as courting controversy from the authorities, manages to shift 100 per cent of torque to the rear wheels at small steering inputs to allow the car to be driven sideways.

As the car exits the turn in question, some torque is shuffled forwards to the front wheels to pull the vehicle straight.

A set of paddle shifters control not the gearbox ratios (there are none) but instead the rate of regeneration on deceleration, and turned up to its maximum, can make the Kia a one-pedal car once you get the hang of it.

The GT also features drive models, which tailor the car’s behaviour in terms of steering feel and aggressiveness, suspension firmness, throttle sensitivity and even the stability control’s intervention threshold.

There’s also a steering-wheel mounted GT button which ramps all those settings up to DEFCON 3, placing them at their most dynamic calibrations in the interests of an exciting drive.

In fact, the GT button is the only way to get the full 430kW of power, too.

In the other drive modes, the spare Kilowatts are stored away for you, just waiting for that GT button to be pressed.

The 2.1-tonne GT-Line AWD is not the most range-efficient EV6 available, with a WLTP figure of 484km compared to 504km and an impressive 528km for the RWD version and base Air respectively.

Our trip computer showed an average energy consumption of about 18.5kWh/100km, which is only slightly more than the WLTP combined average of 18.0kWh/100km. The lowest figure was 13.5kWh/100km and the highest about 24.5kWh/100km.

During our week with the EV6, we decided to drive it as per a normal ICE car in both inner-city and open-road conditions, with the air-con running constantly due to an unseasonably humid Melbourne autumn, no special eco driving except when trying out the Eco mode, balanced out with plenty of hard acceleration in Sport mode. Most of the time there were two occupants on board, sometimes with some extra weight in terms of cargo. Result? From a full charge, we managed 372km.

Earlier in the year, an 85kg-lighter Ioniq 5 RWD and with a 4.8kWh-smaller battery managed 425km in similar conditions.

Driving a 45km course on a rising elevation of 435 metres and with 20km of that at freeway speeds of up to 115km/h, the EV6 range was slashed, from displaying 110km at the beginning of this journey to just 15km.

However, while a DC fast charger was 13km away, it was also another 145m of elevation to climb away, and with 10km of that driving very anxiously to it in similar highway conditions. Without exceeding 90km/h to maintain some semblance of traffic flow, and with the final 5km of that featuring a “-- km" (zero) range display and the Kia in turtle mode that limits throttle and battery load to a bare minimum, we managed to reach our destination with still some mystery charge left  

Plus, we only required 30 minutes using a 75kW charger for a useful 35% top up, or 155km of range. Taking us back home 45km away and on a constant gentle downhill slope from 580m to 8m, we arrived showing 130km of range remaining.

With its sizeable 77.4kWh battery, the EV6 would need over 37 hours using a regular 10-amp household plug, or just under a day with a 16A upgrade. Fitting a 7kW wall box (from around $1000 before installation) at home needs about 12 hours, or under eight hours for an 11kW item. There is a scheduled charging timer to control when it starts and stops.

If AC’s too slow, Kia says a 50kW DC fast charger will replenish from 10 to 80 per cent charge in 73 minutes, or just 18 minutes if you find a rare 350kW charger.  

Like the other electric Kias on sale now, the EV6 GT has a Lithium-ion battery with a capacity of 77.4 kWh. Located under the floor, the battery-pack accounts for no less than 479 of the GT’s 2185kg.

The on-board charger can handle 10.5kW and takes about seven-and-half hours to go from 10 per cent to 100 per cent charge.

Using a 50kW fast charger, you’re looking at 73 minutes to go from 10 to 80 per cent charge and if you can find a 350kW fast charger, that time drops to just 18 minutes.

On a full charge, Kia claims a combined range of 424km which is okay, but not exactly stellar. That range will also fall pretty quickly if you start to use the awesome stomp on offer.

And let’s not forget that, in running-cost terms, the GT is front-loaded. That is, the car itself costs more, but it’ll be cheaper to run over the years.

Meantime, as oil-based fuels cost more and renewable electricity becomes more prevalent, the financial and environmental running cost of an EV starts to fall.

Okay, so the jury is still out in terms of the environmental impacts of a 77-plus kWh battery, and if the power you’re using is not the green variety, things change again. It’s a moving target, to be sure.

Either way, Kia claims energy consumption of 20.6kWh per 100km which is higher than many EV rivals but reflects the dual motors and even elements like the 21-inch performance tyres (Pirelli Pilot Sports) rather than the lower-resistance EV-specific tyres of most others.

The GT is also a bit of a hero when it comes to regeneration during braking. The car is capable of producing 0.6G from regeneration alone, and as much as 320kWh of regenerated energy during full braking.

Kia’s engineers have created a highly-impressive round-town and highway tourer alike.

Immediately quick off the line, nimble when zipping between traffic gaps and instantly responsive on the brakes, the EV6 feels born for the urban commute, aided by a well-nuanced adaptive cruise control system with an easy traffic flow function.

Three driving modes are offered­ – Eco, Normal and Sport. Eco only engages the rear motor/rear-drive combo to minimise energy consumption, while the other two modes use both motors to drive all four wheels.

Whichever is engaged, the EV6 surges forward serenely, without scrabbling for traction or grip, but the level of speed seems most unbridled in Sport, predictably, with enough instant forward thrust at full throttle to pin you back into your seat. It’s rapid and responsive, accompanied by a turbine whoosh that’s, well, electrifying. Kia also offers several levels of different electronic sounds to enhance the soundtrack, though this may not be to everybody’s taste. It’s not necessary as the natural noise of the electric motor is musical enough.

The so-called i-Pedal mode allows the driver to go or slow down to a stop again with the accelerator pedal only, by either pressing down or lifting up, without the need to apply the brakes. It’s operated using the paddle shifters, with several levels of regenerative braking to bring some satisfying manual manipulation.  

To aid parking and manoeuvring vision, huge screens can provide 360-degree camera views, including left- and right-hand indicator vision to help stop you from pulling out in front of cyclists and/or other traffic. Nice.

The Kia features a trio of steering modes, from light to weighty, for handling that is always direct yet reassuringly measured, but the EV6 doesn’t really connect intimately with the driver due to the steering’s lack real feel and feedback. Though impressively agile for a 2.1-tonne crossover, with terrifically flat and tenacious roadholding (an upshot of the twin-motor AWD configuration), this isn’t a thrilling sports car to throw from corner to corner. Merely a supremely capable one. 

Better to instead enjoy the grand touring characteristics provided by the quiet, relaxed and ultra-smooth nature of the Kia out on the open road. In this respect, the Kia's outstanding, backed up by relatively low levels of wind, road and tyre noise intrusion. These are usually heightened in an EV due to the dearth of ICE sounds.

Which is why the firmer-than-expected tune from the (strut-front/multi-link rear) suspension system seems a little unnecessary; fine on slick surfaces, there’s an unmistakable stiffness over bumps and other road imperfections, meaning the GT-Line doesn’t quite possess the softness or suppleness we’d experienced over the same test course in the Ioniq 5 RWD and BMW iX. While not uncomfortable, the chassis is too skewered towards sports sedan territory – which is something this EV6 simply isn’t.

Maybe the all-out GT powerhouse flagship coming soon will be the biggest benefactor of this level of suspension tune.  

That said, though not perfect, the EV6 is an incredibly well-sorted car to ride and drive in. A monumental effort from a brand that not too long ago traded primarily on cheapness.

A mentor for other mainstream makers to aspire to, then.

Let’s cut to the – literal – chase: Acceleration. Any car with a nought to 100km/h time of 3.5 seconds is a serious performer, but even then, the first time you launch the GT, the sheer ferocity of the car’s response will surprise you.

It’s more like being shot out of a cannon than leaving the start-line, thanks to that instant torque, but the Kia also does it incredibly easily and fuss-free.

Where a lot of truly powerful cars struggle with grip, scrabbling and fighting against the traction control as they battle to get moving, the Kia simply takes off for the horizon.

There’s little squat, no loss of grip and just a seamless supply of Newton-metres. Your grandmother could launch this car as hard and fast as Lewis Hamilton could.

But where a lot of electric cars offer similar levels of traction and acceleration, the EV6 GT adds a whole new dimension.

Where much of the competition becomes a victim of its own kerb mass and the weight shift that comes with it, the Kia is an altogether more dynamic contraption, putting to the sword the theory that EVs are for straight-line stuff only.

The big, sticky Michelin tyres and the beautifully considered damper calibrations (the local experts’ work) combined with the quick steering rack and better-than-average steering feel and feedback, means the GT can not only be driven quickly around corners, it can also maintain its composure (and pace) even on a patchy, lumpy surface.

Where its velocity and steering angle suggests it should start sliding, it doesn’t. Where a corner-exit bump and lots of throttle would make other cars lift a front wheel, the Kia almost senses the road before it and tailors its damper responses.

In fact, that ability to predict the road surface is closer to reality than you might think. While the GT’s adjustable suspension remains passive (or reactive) rather than truly active (seeing into the future) the algorithms that control the dampers are smart enough to look at steering angle, speed, throttle position as well as examine the road surface in ultra-quick real time and adopt a posture that irons out the worst and keeps the wheels on the road.

Talking to the engineers who achieved this feat reveals a lot about what goes into making a two-tonne, high-horsepower car behave itself. As in, hundreds of passes over the same piece of road with full instrumentation on board and the brain power to interpret that data.

But if a car with so much roll stiffness can also offer the ride composure that this one does on 21-inch tyres, then those hundreds of passes have been well worth the effort.

As per Kia’s claim of track-readiness, we also got the chance to drive the EV6 GT at the tight, twisting, narrow Haunted Hills hillclimb circuit in Victoria’s Gippsland.

Frankly, the Kia simply has too much power for this track and we reckon it’s better left in Sport rather than GT mode where the power is a little softer and the car is not as fervent in chasing torque from the front axle to the rear and back again to dial out sliding.

It would be a different matter on a faster, flowing circuit like Phillip Island, but at Haunted Hills, driving the GT was a bit like trying to land a four metre shark in a three metre tinny.

Either way, however, the car’s on-road encouragement and dynamic poise is enough to convince us that this is one of the first EVs to actually speaks the same language as the enthusiast driver. And you can pretty much thank the Aussie suspension engineers for that.

As a high-tech product of a forward looking company, it’s no surprise to learn that the EV6 GT is loaded with the latest safety tech, including driver aids.

Those include autonomous emergency braking (with identification function), blind-spot dentification, lane-keeping assist, multi-collision braking, active speed-limit assist, on-board tyre pressure monitoring, and front and rear parking sensors.

Seven air-bags are fitted, including full-length side bags and a centre-side air-bag to prevent head clashes between passengers in a side-impact.

There’s also a 3D surround camera system, active cruise-control and an indicator-triggered monitor to provide a display of whatever is lurking in the traditional blind-spot over the driver’s shoulder.

Even the car’s headlights have been designed with safety in mind, with a bright LED light source for the driver, but also an intelligent high-beam system that is aimed at reducing the risk of dazzling oncoming vehicles.

Essentially, the front-mounted camera on the GT can spot approaching vehicles and modify the output of individual LEDs within the high-beam cluster to manipulate the shape and spread of the lights’ beam, avoiding blinding the oncoming driver while still providing maximum illumination everywhere else.

The electronically operated rear differential is also being touted by Kia as a safety measure by being able to improve high-speed stability as well as reduce wheelspin on super slippery surfaces.

While the rest of the EV6 range was ANCAP tested last year and scored the full five stars, that rating doesn’t apply to the GT variant thanks to the specific front seats.

Kia has offered a seven-year/unlimited kilometre warranty since 2014 in Australia, with roadside assistance included in the first year with the option of a free annual renewal of eight years if the vehicle is taken to an authorised Kia dealer.

Service intervals are set at 12 months or every 15,000km, whichever comes first. The annual average cost for the duration of the EV6’s warranty is $226.

The Kia’s battery pack is guaranteed for seven years/160,000km.

Like all modern EVs, the Kia should be cheaper to maintain than conventional cars purely because there are fewer moving parts.

Energy costs will come down to where you charge from and whether you have access to home solar panels.

The warranty is typically Kia-good, though, with seven years and unlimited kilometres on the basic car and seven years and 150,000km on all high-voltage components.

Kia offers a three-year, five-year and seven-year servicing plan at $733, $1371 and $2013, respectively.

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