What's the difference?
Four years is a long time in the Australian automotive sector. Back in 2022, the Kia EV6 made a big splash as a cool, edgy EV with a focus on driver engagement.
It won a bunch of awards and was praised for its dynamism and design. Kia’s first dedicated EV was a winner! But in the years since it’s been overshadowed by a gaggle of newer and cheaper electric cars, largely from China.
More than a year after it made its global debut, Kia Australia has finally launched the facelifted EV6 in Australia. It brings with it a number of changes, most notably a new front end design, as well as a multimedia and software upgrade, chassis refinements, local ride and handling tuning tweaks and bigger batteries for more driving range.
But is it too little, too late for the Kia EV6? Have buyers moved on from this once ground-breaking EV to more affordable Chinese options? Read on to find out why this EV shouldn’t be so easily forgotten.
You might call it six degrees of Kombi separation. Somewhere, somehow just about all of us have a VW bus lurking in our family and friends' back story. And this is the latest version of that familiar box on wheels to hit the Aussie market.
It’s the premium, sportier, AWD GTX version of the pure-electric Volkswagen ID.Buzz.
This one-box wonder hits the retro-futurist ball out of the park and we attended its local launch to explore whether what’s under the skin supports the promise of its stunning exterior.
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 only way to make this car cooler would be to add a split fold-out windscreen and a tube steel luggage rack on the roof.
It’s fast, super practical, comfortable and guaranteed to put a smile on the face of premium family buyers ready to go for something different. And that smile will extend to just about everyone who lays eyes on it. I love it.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
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 ID.Buzz GTX is characterised by a unique front bumper with new integrated daytime running lights near its outer edges and a narrower black honeycomb grille.
GTX badging and the exterior mirror housings are finished in high-gloss black, and 21-inch alloy wheels are standard.
The rich ‘Cherry Red’ solid paint finish of the launch test car is exclusive to the GTX and it’s a fair bet many buyers will stump up the extra $4K required for a two-tone treatment, in this case with ‘Mono Silver’ as the highlight colour.
The interior is familiar ID.Buzz territory, with the long, broad dashtop pushing the windscreen and small front windows beside it into a quintessentially Kombi ‘bay window’-style design.
A 12-inch central multimedia screen sits proud of the multi-layered dash, and a slick 5.3-inch LCD instrument and car data display is fixed in front of the driver.
A black headliner dials up the sporty feel, the electric front seats are a GTX-specific design and the synthetic diamond pattern microfleece trim is highlighted by red contrast stitching and piping.
The red cross-stitching extends to the steering wheel and smile-inducing stainless steel ‘play’ and ‘pause’ symbols on the accelerator and brake pedals are retained.
The sub-zero cool exterior design manages to merge with a more restrained and practical interior perfectly. VW has solid retro form with the ‘New Beetle’ from the 1990s and this primo ID.Buzz looks amazing. It drew an instant crowd of curious onlookers every time we stopped.
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 ID.Buzz GTX is offered in shorter wheelbase variants with five- and six-seat configurations for other markets, but here it’s seven seats and long-wheelbase only.
At close to five metres long and just under two metres wide, it’s road-trip ready with heaps of breathing room for all seven occupants.
Placement of the gearshift on the right-hand side of the steering column frees up extra space in the front and there’s heaps of storage including a moveable (and removable) centre console unit between the front seats with pull-out drawers at either end, two trays in each door (the lower one offering room for multiple large bottles), a decent glove box and a fold-out dual cupholder unit.
There’s also an oddments shelf in front of the passenger, a wireless device charging slot in the dash and adjustable fold-down armrests on both sides of the front seats.
Pull the handle on the power-opening sliding side doors and the second row opens up with three seating positions offering hectares of room in all directions.
This row can be moved 200mm longitudinally if a turf war erupts with those in the third row. And storage is great with two pockets and a fold out table on each front seatback as well as huge door bins with waste baskets included. There are also adjustable vents with temperature control in the roof.
There’s enough head and legroom for adults in the third row although the backrest is relatively upright. Even access is straightforward and there are numerous storage trays, cupholders, air vents and storage slots back there.
Power across the cabin runs to two USB-C ports in the dash, another in the front passenger area and four USB-C charging sockets in the rear.
Boot space increases from a handy 306 litres with all seats up to 1340 litres with the 50/50 split-folding third row down, and 2469L with it and the 60/40 split second row lowered. That’s plenty.
And that 1.6-tonne braked trailer towing capacity means a jet ski, even a mid-size camper trailer, is within hauling range.
The power tailgate is welcome and the rear of the boot’s load platform sits above two storage boxes. But you won’t find a spare of any description back there; a repair-inflator kit is your only option. So beware, a flat could really suck the air out of this mobile family room.
One of the challenges for Kia and the EV6 is price and positioning. In the four years since its launch, the price of EVs of a comparable size has come down considerably.
You can get a medium-to-large electric SUV in the low-$40K range these days from one of a number of new Chinese players.
But not many of those cars have the same focus on driveability as the EV6.
Wisely, Kia has kept prices essentially as they were as part of the 2026 facelift. Each grade has only gone up by $70 apiece.
The EV6 kicks off with the Air RWD (rear-wheel drive, single motor) from $72,660, before on-road costs. The GT-Line RWD (the grade I will focus on for this review) costs $79,660 and the GT-Line AWD (all-wheel drive, dual motor) is $87,660 - an $8000 jump from the RWD.
It tops out at $99,660 for the performance-honed GT.
This pricing puts the EV6 somewhere between the new crop of affordable EVs like the BYD Sealion 7, Zeekr 7X and more premium offerings like the BMW iX3 or Audi Q4 etron.
It’s closer in price to another sporty EV, the Cupra Tavascan ($60,990-$82,490), as well as the Kia’s mechanical cousin, the Hyundai Ioniq 5 ($76,200-$115,000).
The facelift ushers in new standard gear including fresh 19 to 21-inch alloy wheel designs, vehicle-to-load (V2L) functionality, new twin 12.3-inch driver and multimedia screens, updated software with enhanced graphics, wireless Apple CarPlay and Android Auto (it was previously wired) and over-the-air updates.
Other standard gear in the base Air includes reclining rear seatbacks, synthetic leather seats, manual front seat adjustment, five USB-C ports, a wireless phone charger, a retractable cargo cover, six-speaker audio, digital radio and dual-zone climate control.
The GT-Line RWD I am testing adds a 14-speaker Meridian audio system, heated and ventilated front seats, a heated steering wheel, ambient lighting, alloy sports pedals, a sunroof, hands-free power tailgate, eight-way power driver and front passenger seats, synthetic black suede/white leather seats and remote park assist.
The flagship GT gains special sports bucket seats, two more USB-C ports in the rear, heated rear seats and a bigger dollop of performance.
When you look at the base pricing compared to the fully-loaded standard kit of the more affordable EVs, it doesn’t look like great value. But the GT-Line RWD is the pick of the EV6 grades as it isn’t missing much. You could also argue the overall build quality, gripping performance (more on that in the Driving section), reliability and Kia’s extensive dealer network is worth the extra spend.
The new ID.Buzz GTX 4Motion is priced at $109,990, before on-road costs, which puts it in the same price zone as a diverse range of large, primo people haulers.
On price, it competes with three-row EVs like the Kia EV9, LDV Mifa 9, and if you stretch the price equation a little further, the Zeekr 009. But in terms of style and personality, this machine lives in a world of its own.
Maybe its VW California Beach sibling comes closest, however that van’s traditional turbo-diesel powertrain stands in stark contrast to the ID.Buzz’s pure-electric vibe.
Once you’ve crested the $100K mark, it’s fair to expect a healthy list of included features and the ID.Buzz GTX doesn’t disappoint.
Aside from the performance and safety tech we’ll get to shortly, the highlights include adaptive cruise control, auto LED matrix headlights, 13-speaker (plus sub-woofer) Harman Kardon audio with digital radio, wireless Android Auto and Apple CarPlay, three-zone climate control, a panoramic (dimmable) glass roof, 30-colour ambient lighting, power-adjustable heated front seats, heated (outer) rear seats and 21-inch alloy rims.
There’s also a head-up display, a heated steering wheel, rain-sensing wipers, microfleece seat trim, keyless entry and start, electric side doors and tailgate (the latter with hands-free functionality), ‘Ask IDA’ voice control and dark tinted windows.
That’s a strong, class-competitive value equation. Metallic or pearl effect paint will set you back $1890, the two-tone treatment is $4090 and black 21-inch alloys add $380.
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 GTX is a twin-motor AWD, the front unit generating 80kW/134Nm and the rear 210kW/560Nm. Total output is 250kW/590Nm which boosts towing capacity from 1.0-tonne in the single-motor ID.Buzz to 1600kg.
A single-speed transmission sends drive primarily to the rear wheels to maximise efficiency, the dual-motor set-up able to direct power to the front axle as required during acceleration or to manage available traction.
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.
The ID.Buzz GTX’s 86kWh lithium-ion battery delivers a claimed (WLTP) range of 473km and the car uses a CCS Type 3 socket. VW includes a Mode 2 and Mode 3 cable as standard.
The claimed 10-80 per cent 200kW DC fast charge time is 26 minutes, while the same top-up takes nine hours at a maximum 11.0kW AC capacity.
Claimed energy consumption on the combined (urban/extra-urban) cycle is 20.2kWh/100km (WLTP) and over several hundred kilometres of mainly B-road and freeway running on the launch we saw an average of 24.5kWh/100km, which isn’t out of order given the type of driving involved.
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.
Despite the fact that it weighs in at around 2.8 tonnes (2780kg), Volkswagen Australia says this dual-motor ID.Buzz accelerates from 0-100km/h in 6.4 seconds and on to a 160km/h maximum velocity, if you dare.
And there is always some serious oomph lurking under your right foot. Trundle along at 65km/h, pin the accelerator, and in roughly two blinks of an eye you’re doing 95km/h.
Proportionally, this car is like a loaf of bread on wheels - about as high as it is wide. And on the windy launch drive we were buffeted a bit, the car moving sideways slightly when hit with a gust. But overall, it remains stable despite its proportions. That said, some wind noise comes over the bluff nose on the freeway, but never to an alarming degree.
The ID. Buzz rides on VW’s Modular Electric Drive (MEB) platform and there’s been past criticism of the short-wheelbase versions' ride quality, but there are no such issues here.
Suspension is by struts at the front and semi-trailing arms at the rear and this GTX has had a suspension retune with particular attention paid to key components, including the dampers.
On rural roads that have seen better days, dotted with potholes, bumps and thumps, a combination of that suspension retune and the longer wheelbase helped the GTX handle it well.
There are five drive modes with Comfort the default. Eco smooths out acceleration, tapers the climate control and reduces overall power, while Sport dials up the powertrain, suspension and steering. Traction optimises the AWD system for loose or slippery surfaces and Individual allows you to cherry pick various attributes for a custom set-up.
Steering is progressive rate and you can feel it loading up nicely as you head into a corner. Not the last word in terms of road feel, but the car points accurately and turn-in is nice and progressive.
At the same time you’ve got the electric motors constantly shuffling drive between the front and rear axles, helping you out if you decide to explore the car’s sporty nature and have a crack in the corners.
Tyres are Hankook Ventus S1 Evo3 EV specials (235/45 fr - 265/40 rr) and in long, sweeping bends, taken at pretty decent speed, they grip hard. Even on coarse-chip B-road surfaces there’s a bit of rumble but it’s far from a roar.
Braking is by large (358mm) ventilated discs in the front and, believe it or not, drums at the back. A well-designed, modern drum brake can work effectively and the regenerative braking in an EV like this is a big factor in terms of washing off speed.
In terms of lower speed manoeuvres, you’ve got a 360-degree camera view as well as a reversing camera and front and rear parking sensors. If you really need some help, Park Assist Plus will get the job done for you.
In terms of ergonomics, we spent hours behind the wheel and the front seats remained comfortable and supportive in terms of lateral grip.
Speaking of grip, the steering wheel is nice to hold. And the cool little 5.3-inch instrument and car data display is clear as a bell, and the large 12-inch media screen is easy to use and working through the different screens is largely intuitive.
The EV6 doesn’t gain anything too new from a safety perspective with this update but it comes standard with the usual driver aids like auto emergency braking with car, pedestrian, cyclist and junction turning, lane keep assist, ‘Lane Following Assist’, blind-spot collision warning and assist with rear cross-traffic alert and assist, safe exit warning, multi-collision braking, adaptive cruise control, a speed limiter, reversing camera and front and rear parking sensors.
The lane keeping aid tugs a little at the wheel and it subtly moves the car to the left line marking on motorways, but it’s not too intrusive.
There are seven airbags including a side centre airbag, three top tether anchors and two ISOFIX points.
The EV6 was awarded a maximum five-star rating from ANCAP back in 2022 and that rating should carry over until it expires at the end of 2028.
As with any modern Kia - or Hyundai and Genesis for that matter - I turn off a bunch of the driver aids as soon as I get behind the wheel to ensure I remain sane. Thankfully, there is a configurable favourite button (a star) on the steering wheel that takes you straight to the driver safety menu, otherwise you have to dig through multiple menus.
I turn off the infuriating overspeed warning and the driver attention alert every single time I drive this car because they are so deeply annoying.
If safety features are too distracting to leave on, are they really safe?
The current ID. Buzz range hasn’t been assessed by ANCAP although its sister organisation, Euro NCAP, awarded it a maximum five-star rating in 2022.
As you’d expect, a full suite of driver-assistance tech is onboard including highway-speed AEB with pedestrian and cyclist monitoring, adaptive cruise, lane-keeping assist, lane-change assist, blind-spot monitoring, rear cross-traffic alert, driver fatigue monitoring and tyre pressure monitoring.
There’s also a 360-degree view and reversing camera, plus Park Distance Control incorporating front and rear proximity sensors.
The airbag count runs to seven - front, front side, curtains covering the second and third rows, as well as a front centre bag. And multi-collision brake minimises the chances of subsequent impacts after an initial crash
There are five top tethers for child restraints; three across the second row and two in the back row, with four ISOFIX anchors across both rows.
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.
The ID.Buzz GTX is covered by Volkswagen Australia’s five-year/unlimited-km warranty with two years’ roadside assistance included. On top of that, there’s an eight-year/160,000km warranty on the drive battery.
That general warranty is in line with the mainstream market, although it’s worth noting an increasing number are stepping up to longer terms, including 10 years.
There’s a 12-year corrosion perforation warranty and keep servicing with an authorised VW dealer and that roadside assistance support will be rolled over for another two years each time.
The recommended maintenance interval is two years/30,000km. Standard scheduled service pricing is $687 for each of the first five workshop visits, while pre-paid plans covering six, eight or 10 years represent savings of between 30 and 35 per cent on that figure, which is pretty handy.