Kia EV6 vs Mercedes-Benz G63

What's the difference?

It’s fair to say the Kia EV6 is not the most affordable mid-to-large electric SUV money can buy. Especially in the era of cheaper Chinese models.

It also lacks some of the practicalities of a few rivals. If that’s your focus and you’re dead set on buying a Kia, then the EV5 is the clear choice.

But that’s not the sole purpose of this car.

It doubles as family transport and a car for driving enthusiasts. It’s the sort of EV that can convert EV non-believers.

After a week with the EV6, it’s not a car I’ll forget easily. And I urge buyers looking in the EV space not to overlook this pioneering model. It’s a brilliant car to drive and the GT-Line RWD is the value pick of the whole line-up.

The Mercedes-AMG G 63 isn't for shrinking violets. It's bold, fast, and loud, and in second-generation form massively improved dynamically and technically. It's a lot of money, but there's a lot to love, and here's hoping it stays around for decades to come.

When I first saw the Kia EV6, I have to admit I wasn’t a massive fan of the design. I was, and still am, a massive fan of the mechanically related Hyundai Ioniq 5. Perhaps one of the many reasons that model won Best Medium SUV Under $130,000 at the 2026 CarsGuide Car of the Year Awards!

But the 2026 facelift has given me a renewed appreciation of the Kia’s design.

The overall shape is the same but the front, which was arguably its least appealing angle, has been redesigned.

It’s 15mm longer thanks to the new front bumper design, and it has adopted a completely new headlight signature that's in keeping with the EV3, EV4, EV5 and EV9. The front looks meaner, more aggressive, but in a really hot way.

There’s also a new bumper at the rear but the tail-lights are pretty much the same.

Overall it’s a much sharper look, helping to breathe new life into the EV6.

The visual changes are more subtle inside, but it was already a nice cabin to begin with. The big changes include the new version of Kia’s dual-screen set-up which is more modern and centred than the previous version, and there’s more visually appealing graphics.

The other key change is the steering wheel. For GT-Line and GT grades, Kia’s dropped the polarising two-spoke wheel in favour of a sportier and more premium three-spoke, dual-tone wheel found in other models, including the EV3. The base Air retains the two-spoke wheel.

The original (W460) G-Glass, then known as the G-Wagen (or Geländewagen for cross-country vehicle), was launched in 1979 as an ultra-capable off-roader, soon favoured by armies the world over. Arriving here in 1982, its distinctive, slab-sided form remained unchanged over the best part of four decades.

At close to 4.8m nose-to-tail, more than 1.8m across, and a bit over 1.9m tall, the G 63 is now longer (+110mm), wider (+106mm), and fractionally lower overall (-13mm), but still pulls off a convincing impersonation of a bread box.

Merc-AMG confidently quotes a drag coefficient (Cd) of 0.55 for the G 63, which isn't as bad as a brick (around 2.0… I Googled it) although it is in the same league as a heavy truck.

But it's the car's unique, upright stance, complete with pumped wheelarches and old-school flat glass, that sets it apart and draws people in. Looking more like a take-no-prisoners, functional device than a luxury cruiser, I can assure you it attracts as many admiring looks and comments as a low-flying supercar wedge.

The new-gen G 63 features AMG's vertically slatted 'Panamericana' grille, and our test example was fitted with the optional 'Night Package' ($5900) adding a range of dark exterior details including tinted indicator lenses, dark tinted glass, black exterior mirror shells and spare wheel ring, other black trim pieces and painted areas, as well as 22-inch AMG forged alloy rims.

Also worth noting, Merc has retained the G-Class's solid metal door handles, complete with the mechanism's unmistakable 'click-clack' opening and closing sound. Nice touch.

Inside, the biggest change is the upgrade from a conventional dual-gauge instrument cluster and central media stack to a pair of 12.3-inch digital screens, forming a sleek widescreen display, and bringing the G 63 in line with other recent Merc offerings.

Similarly, the gearshift moves from a traditional console-mounted set-up to Merc's 'Direct Select' lever on the steering column (exactly where the indicator stalk is located in 90 per cent of right-hand drive cars).  And the standard flat-bottom, leather-trimmed 'AMG Performance' steering wheel is a racy addition.

Like the exterior door handles, another tip of the hat to the car's heritage is retention of the horizontal grab handle ahead of the front passenger on the dash above the glove box. Nice to have something to hold on to if the going gets rough.

Under Australia’s vehicle categorisation, the Kia EV6 is classed as a large SUV. Which is not correct. Yes, it’s long and wide but it isn’t large. It’s medium. Also, is it an SUV? Or is it a low-slung coupe-style fastback? Perhaps a bit of both.

The EV6 has a decent amount of space in the cabin, but family-friendly practically might not be its strongest suit.

In the front row, headroom is limited. The sunroof is partly to blame for this, but the EV6’s front seats have always felt a little cramped for taller folks. Finding my perfect driving position took a bit longer as a result. Popping your sunglasses on your head is a no-no for a six footer like me. There is, however, plenty of space across the front of the cabin.

The front seats offer excellent upper body bolstering but could do with a little more for the thighs. But they are delightfully comfortable and look gorgeous.

The elevated centre console provides a high-set armrest and under that is a massive central bin, then there is a huge amount of open space underneath.

It houses two shallow and narrow cupholders with a phone charger, gear shifter, vehicle on/off and seat/steering wheel heating buttons. Yay buttons!

Climate control is managed via a digital panel separate to the main screen. It features smart dials that switch between air con and audio and sat-nav controls. Speaking of which, the air con flow is excellent.

Kia’s updated multimedia system brings it into line with other newer models. It’s a pleasure to use this system. Large tiles drill down into logical sub-menus, you can swipe every which way and the resolution is excellent. It’s also easy to navigate.

There are three USB-C charge ports under the centre stack.

Taller passengers might need to duck their head when getting in the second row, due to the lower sloping roofline. Once seated, the EV6 features that quirk of some older EVs where the rear seats are heavily bucketed and your knees sit up high because of the positioning of the under-floor battery. A lot of newer EVs keep the rear footwell free of battery packs to ensure more foot room and a more comfortable rear-seat experience.

There’s heaps of leg room behind my seating position, and headroom isn’t bad back there. It’s certainly better than the front. I had about 2.0cm between my head and the roof liner.

It feels a little dark back there due to the high window line, privacy glass and small rear window.

The rear seats are comfy but on the firmer side. There’s a fold-down arm rest with two shallow cupholders, and a small bottle will fit in the door.

You get two map pockets, USB-C ports on the back of both front seats, and chest-level side air vents.

You can lower the 60/40 split rear seats via a lower lever on the seat base. They fold almost flat, too. You can also lower the seats via a lever in the boot which is a handy feature.

The EV6 Air RWD’s boot can swallow 490 litres of cargo, and that drops to 480L for all other grades.

The boot area allows for a decent amount of usable space but the sloping tailgate means you won’t fit tall items.

Under-floor storage is limited but could easily fit flatter items like a charging cable. It also houses the tyre repair kit which is sadly what you get instead of any form of spare wheel. The boot also has a number of bag hooks, speakers and a light.

A front storage compartment under the bonnet can take 52 litres in the RWD grades, dropping to 20L in AWD versions.

The G-Class has never been a particularly squeezy proposition for passengers or cargo, but an extra 40mm in the wheelbase adds even more breathing space.

Getting in is the first step, and it's a big one. At 183cm tall, in an athletic mood, I could grab the A-pillar and swing up into the driver's seat in one vaguely respectable movement.

But, those side steps aren't just for show, and at the end of a long day provide a handy staging camp between terra firma and the lofty pilot's chair.

Once on-board there's plenty of room up front, with adequate storage including a bin between the seats (now with a double door opening rather than a single hinged lid), a modest glove box, oddments space and two cupholders in the centre console, and bins with space for bottles in the doors.

There's a 12-volt power outlet in the front, second row and cargo area, while there are two USB ports in the centre console bin and a charging USB port in the second row.

In the back I could have donned a dusty Akubra and still had headroom to spare, with generous foot room, and a substantial gap between my knees and the driver's seat (set to my position).

A fold-down armrest incorporates a pair of cupholders (as well as a through-port to the cargo space for long items) and there are map pockets on the front seat backs as well as space for bottles in the doors. Two adjustable air vents in the rear of the front centre console, and another pair in the B-pillars also provide climate-controlled air to those in the rear.

With the rear seats upright boot volume is quoted at 454 litres (VDA); enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres) or the CarsGuide pram, or a largest-suitcase-and-pram combo.

There are tie-down shackles in each corner of the floor, usefully bright lighting, a netted storage area on the passenger side (containing five fluorescent emergency vests), and folding the 60/40 split rear seat liberates even more space.

Unfortunately, gaining access to that load space is fraught with compromise. First, the single-piece rear door hinges vertically and opens from right to left. No problem when you've nosed into a shopping centre space, but not so great when you're parking nose-to-tail on the left-hand side of the road.

That means you typically have a small space between you and the car behind to get the door open, and when it is at 90 degrees, you're blocked from unloading things onto the footpath until you've shut the door.

As well as that, the door has a full-size spare (alloy) wheel and tyre attached to it. Good because a full-size spare is welcome, and bad because it makes the already bulky door even heavier.

Those keen on towing things will be pleased to hear the G 63 is rated to haul up to 3.5 tonnes of braked trailer and 750kg unbraked.

Okay, you're laying down a quarter of a million bucks ($247,329 before on-road costs) and it's fair to expect some serious tech and standard equipment to keep you feeling warm and fuzzy after you're finished impressing friends and family with the G 63's howling acceleration.

For a start, there's a bunch of leading-edge safety tech on-board (detailed in the safety section below), and as expected that substantial cost-of-entry brings an extensive list of luxury features.

We've touched on the twin 12.3-inch 'Widescreen Cockpit', and available media includes digital radio and TV tuner, internet connectivity and 3D nav (with dynamic route guidance), as well as smartphone integration with Apple CarPlay and Android Auto.

Audio is a thumping 15-speaker, and 590-watt Burmester surround sound system, and the ambient lighting set-up offers a choice of 64 colours.

Also included are 'Multibeam' LED headlights, 'AMG Ride Control' adaptive damping, a 'Parking Package' with 'Active Parking Assist' and 360 camera, a sliding glass sunroof (with tilt function), the selectable AMG sports exhaust system, keyless entry and start, the AMG Performance steering wheel (trimmed in nappa leather), and 21-inch AMG '5-Twin spoke' alloy wheels.

Then there are the three 100 per cent differential locks (plus an 'off-road information centre'), electronically adjustable front seats (ventilated front and heated front and outer rear), steering column and mirrors (with memory function), three-zone climate control, nappa leather upholstery, a leather-finished dashboard with open-pore ash wood trim, a 'Dinamica' microfibre roof liner, and an AMG-specific IWC design analogue clock. Plus, the 'Dynamic Select' system enables a choice of pre-set driving profiles or individual settings.

The optional 'Exclusive Interior Plus Package' ($10,300) fitted to 'our' car adds deluxe nappa hide on the dashboard, door centre panels and grab handle, as well as a diamond quilted treatment on the seat centres, a black 'Dinamica' roof liner, velour floor mats (with edging in nappa leather), a frameless interior mirror and air vents in 'Silvershadow'.

On top of that the test vehicle was optioned with the 'Night Package' ($5900) detailed in the Design section, and Designo 'diamond white bright' paint ($5900) for a manufacturer's recommended list price (MRLP) of $269,429.

That puts the G 63 in the same price and equipment ballpark as the supercharged V8 Range Rover Autobiography ($268,900), twin-turbo V8 Porsche Cayenne Turbo ($239,400), and its Mercedes-AMG GLS 63 sibling ($221,729), powered by a version of the 5.5-litre twin-turbo V8 used in the first-gen G 63.

An impressive trio of alternatives, but in reality the idiosyncratic G 63 doesn't have any direct competitors, and for those who give in to the pull of its powerful tractor beams value-for-money becomes a uniquely personal concept.

The EV6 has a range of powertrains depending on the grade. The Air and GT-Line RWD have a single motor set-up offering 168kW of power and 350Nm of torque, and the GT-Line AWD dual-motor pumps out 239kW and 605Nm.

Kia has boosted power in the high-performance GT by 18 kilowatts to a bonkers 448kW.

These figures are higher than some cheaper rivals and on par with other similarly priced EVs.

The 0-100km/h sprint time for the rear-drive grades is 7.7 seconds, dropping to 5.3 seconds for the GT-Line AWD, while the GT can do it in a blistering 3.5 seconds when engaging Launch Control.

The G 63's 4.0-litre (M177) all-alloy V8 is closed deck design using direct-injection and a pair of twin-scroll turbos to produce 430kW at 6000rpm and no less than 850Nm from 2500-3500rpm. That's 10kW/90Nm more than the 5.5-litre twin-turbo V8 it replaces!

To improve throttle response and optimise efficiency, the turbos are located inside the engine's 'V', improving air flow and shortening the distance from the exhaust side to the turbos, and in turn, from the turbos to the inlet side.

And the housings on the twin-scroll turbos are divided into two parallel flow channels connecting with separate ducts in the exhaust manifold, allowing fine management of the exhaust gas coming in and pressure going out. Result is more torque and even better response times.

Drive goes to all four wheels via a new 'AMG Speedshift' nine-speed, dual-clutch auto (replacing the previous seven-speed auto transmission) with paddle shifters and a multiple downshift function which will go to the lowest ratio possible as you keep squeezing the shift paddle.

The 'AMG Performance 4Matic' all wheel drive system is front/rear biased 40/60 (50/50 in the previous model), although if you want to head off-highway the G 63 still features three 100 per cent diff locks and low-range off-road gear reduction.

All EV6 grades get a bigger under-floor lithium-ion battery, up from the 77.4 kilowatt hour unit in the previous model to 84kWh.

Driving range is up more than 50km in rear-wheel drive variants to 582km in the Air and 560km in the GT-Line, according to the WLTP testing cycle.

The GT-Line AWD’s range is now 522km (up from 484km), and the range-topping dual-motor GT offers 450km of range - a 26km increase.

All EV6 grades have vehicle-to-load charging via a port under the rear seating row or by using an extender for the external CCS Type 2 charging port.

Maximum DC charging is 10.5kW but the EV6 supports AC charging infrastructure up to 400 and 800 volts.

Using a 50kW fast charger should take 80 minutes to get from 10 to 80 per cent full, while a 350kW charger takes 18 minutes. Slow AC charging at home with three-phase power should take about seven-and-a-half hours.

Official energy consumption varies between grades. The Air RWD is 15.9kWh/100km, GT-Line RWD is 16.9kWh, GT-Line AWD is 17.7kWh and GT is 20.9kWh.

The car’s trip computer recorded an efficiency figure of 19.1kW/h when I handed it back, but I engaged in some enthusiastic driving. Factoring in the usable battery capacity (80kWh), the EV6 GT-Line RWD’s theoretical range is 473km.

It has multi-mode regenerative braking that is exceptionally smooth, including one-pedal driving, various EV sounds to choose from and a utility mode function to save battery life.

There’s even a soft close function for the charge flap that’s integrated nicely in the driver’s side rear tail-light.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.1L/100km, with the 4.0-litre, twin-turbo V8 emitting 299g/km of CO2 in the process.

Despite the fact cylinder management tech means the engine will run on four cylinders under light load, and start-stop (with 'glide mode') is standard, we managed 16.7L/100km (measured at the bowser) over a mix of city, suburban and freeway running. To be expected for such a big bus, especially one that constantly tempts you into squeezing the throttle just to hear the exhaust bellow.

Minimum fuel requirement is 98 RON premium unleaded, and you'll need 100 litres of it to fill the tank.

This is where the EV6 excels. There’s a lot more competition out there now, but the good news is the EV6 still impresses on the road.

I am purely focusing on the GT-Line RWD for this section as it’s the grade I had for a week.

It’s not brutally quick from a standing start, but it offers a nice, linear build up of speed. It adds speed quite quickly when at pace and this is more than enough poke for most people.

If you are intent on more power and speed, but without stretching to the GT flagship, the GT-Line AWD might be your cup of Jarrah. Although that is an $8000 premium over the RWD.

If you want to save the cash the RWD has drive modes ('Eco', 'Normal', 'Sport', 'Snow', 'MyDrive'), so you can add some spice with Sport mode.

The EV6’s precise steering has a little weight to it and good feedback.

On dynamically engaging roads the EV6 doesn’t feel its two-tonne weight. It has loads of grip when you lean into a corner and remains flat through the twisty stuff. There’s the tiniest hint of lateral movement in the car but there’s a lack of top-heavy body roll.

Thanks to the rear-wheel drive configuration, it’s also playful. The rear flicked out briefly when turning in wet conditions, but otherwise the stability control keeps everything in check.

This car has clearly been engineerd by driving enthusiasts for driving enthusiasts.

The ride quality is a little jittery on uneven roads. It’s not cushy like the EV5. You will feel tram/train tracks, potholes and random bumps. I detected a little vibration through the steering wheel on crumby roads. The Continental Premium Contact 6 (255/45 R20) tyres have a decent sidewall but they can’t soak up everything.

As well as being dynamically excellent, it’s also a lovely cruiser on smooth freeways and roads.

Other related points - it has a large turning circle (11.6m) and visibility is impeded by enormous B- and C-pillars, small rear windows and a middle-seat headrest.

Let's cut to the chase. The G 63's pure grunt overpowers its challenging aero profile to thrust this boom box on wheels from 0-100km/h in a claimed 4.5 seconds. And believe it or not, despite its greater length and width, it has enough power to punch a 240km/h hole in the air (maximum velocity is limited to 220km/h if you choose not to opt for the 'AMG Driver's Package').

The new electronic architecture brings with it the latest version of Merc's 'Dynamic Select' system with five driving modes adjusting the engine, transmission, suspension, steering and assistance systems right up to maximum attack Sport+ mode.

All 850Nm of peak torque is available between 2500-3500rpm and pinning the throttle anywhere in that band feels like lining up a runway and preparing to rotate for take-off.

The two-stage exhaust flap arrangement allows you to turn the noise up from growl to roar even at modest around town speeds, and the nine-speed transmission is sharp and positive, with the multiple downshift function (in manual mode) hilariously good fun.

The racy AMG sports seats are as grippy as they are comfortable, and the fat 295/40 Goodyear Eagle F1 rubber, wrapped around the optional 22-inch forged alloys, does a good job of keeping all that mass and momentum in control as the high riding G 63 careens around corners.

And speaking of mass, the job of hauling it from warp speed to rest sits with big ventilated discs all around (cross-drilled 400mm front/370mm rear), clamped by monster six piston calipers at the front and single piston at the back. They're progressive and reassuringly powerful.

So, the performance is as dramatic as ever, but when I think of previous Merc-AMG G-Class offerings, two main shortcomings come to mind... steering and ride.

The steering was like a laggy mouse, with a few beats separating input at the wheel from response at the front treads. And the damping came up short, with a bouncy ride par for the course.

Still sitting on a ladder-type frame, the new G's suspension was developed by Mercedes-Benz and Mercedes-AMG. And finally, it has a decent double-wishbone independent front-end, with a rigid axle at the rear and coil springs all around. Plus, a strut tower brace, Merc-AMG calls it a 'suspension bridge', now connects the front strut towers, increasing torsional rigidity.

Ride comfort, especially in the most compliant 'Ride Control' suspension setting and riding on the big 22s, is massively better. It's no limo. You'll still feel jittering over higher frequency imperfections. But it's way, way ahead of the first-gen version.

The steering system changes from a recirculating ball to rack and pinion, and is now variable ratio with electro-mechanical rather than purely hydraulic assistance. And it's also much improved. We're not talking about a Lotus Elise-style connection with the road, but the steering is clearly more predictable and responsive.

One thing that hasn't changed is an ocean liner-worthy, 13.6m turning circle. You'll need to plan ahead for U-turns and reverse parks, but enough parking cameras (including surround view) to please Cecil B DeMille are on hand to help.

It's like a whole new world with a familiar cover wrapped around a markedly improved package. But (there must be a but) visibility is still compromised by thick window and door pillars, and despite the new dash layout ergonomic efficiency is patchy, with some switches and knobs located in relatively awkward positions.

As mentioned earlier the G 63 features three 100 per cent diff locks and low-range off-road gear reduction. But forget breakover angles and wading depths. This 4x4 seeing off-road action is as likely as an Abbott 2.0 prime ministership.

Suffice it to say, this car wears the 'Schöckl' badge at the base of its B-pillar. And in case you were wondering, Schöckl is a 1445m mountain in Graz, the Austrian city where the G-Class is built (and big Arnie Schwarzenegger was born!).

In the second-gen G-Class's development, prototypes covered roughly 2000km over a five kay trail including gradients of up to 60 per cent and lateral inclines up to 40 per cent. So, despite its irrelevance, the off-highway box is ticked.

The second-gen G 63 hasn't been assessed by ANCAP or Euro NCAP but its new electronic architecture brings the car up to speed on active safety tech, now incorporating 'Distronic' cruise control with 'Active Distance Assist', 'Active Brake Assist', AEB (forward and reverse), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Adaptive High-Beam Assist', tyre pressure monitoring, and 'Traffic Sign Assist'. Plus, the 'Pre-Safe' system prepares the vehicle and occupants in the face of an inevitable collision.

And once that impact has occurred, you're protected by nine airbags, including rear seat airbags, full-length curtains and a driver's knee bag.

There are three top tether points for child restraints/seats across the back seat, with ISOFIX anchors in the two outer positions.

The EV6 is covered by Kia’s solid seven year/unlimited kilometre warranty and it has a battery warranty of seven years or 150,000 kilometres, whichever occurs first.

The service schedule is every 12 months or 15,000km.

Kia offers service plans of three, five and seven years with pricing for Air and GT-Line of $728 for three years, $1391 for five years and $2055 for seven years.

The GT is a little pricer at $842, $1570 and $2319, respectively.

This pricing isn’t astronomical, but it is more expensive than the Cupra Tavascan and MG IM6.

Kia has 147 dealerships across the country covering metro, urban and rural areas and all of them service EVs.

Mercedes-Benz (and by extension Mercedes-AMG) offers a three-year/unlimited km warranty with 24 hour 'Road Care' emergency roadside assistance provide for three years.

Servicing is recommended every 12 months/20,000km and a capped price servicing plan is available at Silver and Platinum levels for up to five years/100,000km.