2026 KIA EV9 GT Review

Kia has updated its EV9, the line up featuring a new GT version. It’s a sports luxury model with lots of power, premium features and a big price tag. Is it all worth it? 

When Kia unleashed its EV6 GT, it caused a stir. Not so much with its headline output figure of 430kW, but rather its price. It was asking $140k, which was quite the step up for the brand. The EV6 GT didn’t sell so well, but then the EV thing was still new back then.

That hasn’t deterred Kia from trying again with another powerful and expensive GT model. But it’s not the EV6 this time, but rather a go-fast EV9. And it’s even more expensive. While it seems strange to sportify your biggest, heaviest, most family friendly rig, hot rod school buses are a thing. There’s the AMG GLS, the X7 M60i and the SQ7. There’s the Kodiaq RS and even the Mazda CX-90. And there are a few high power electrics in the arena now too, like the Volvo EX90 Performance. So Kia is not an outlier, but it’s still amusing to peruse the EV9 GT’s stats. There’s 374kW and 740Nm, a 0-100 time of 4.5sec, six seats and the 2671kg kerb weight. 

Sporting but practical 

While the exterior of the EV9 GT doesn’t give too much away, okay those lurid green calipers are hard to miss, the interior is slightly shocking. The front seats wouldn’t look out of place in a Ferrari, and neither would those in the second row. These Captain’s chairs are top notch, and the kids will be squabbling over them, chiefly for their next-level massager. This is a wagon they won’t be calling shotgun for, especially as the front passenger misses out on the massage action. While those upfront are heavily bolstered, they’re quite comfortable and not too hard to get in and out of.

Kia has made a solid effort with the cabin; there’s a snazzy design while it’s well made and nicely lined, with lots of Alcantara. And it’s practical with storage and charging needs well sorted. 

The GT has a unique six-seater layout, and being such a big SUV, the EV9 is spacious throughout. Entry to the rear is easy through huge doors, although they’re not so great in tight car parks. Along with heating and ventilation, the second row chairs are electrically operated, making it easy to scooch them forward to afford those in the rear most seats more leg room. Access to those is made easy with the Captain’s chairs, and when seated, there’s also more room to stretch your legs out between them. 

The third row is electrically stowed, has a recline function and plenty of head room. Along with myriad power points, there’s even reasonable boot space in the six-seater mode. And when all seats are folded, there’s quite the hold, although there is no spare wheel, just a repair kit. 

Easy operator? 

Around town, the GT has ample urge, almost too much thanks to its 740Nm total, and you can set the level of regen to your liking via the paddles. The ride always reminds you of its GT origins. The highway progress is okay, but not as cosseting as it could be. It’s quiet though.

This has the gimmicky digital mirrors, which take some getting used to, especially when parking, though they provide quite a wide, clear image. 

While there are a few buttons on the dash, doing things via the screen usually takes a few too many taps. And the little screen for the air conditioning is obscured by the steering wheel.

The start button is located on the gear lever, which is attached to the column, making start-up straightforward. 

This has the usual Kia safety minders, the dinging of the speed alert a constant. The lane keeping is rather proactive, but is easy to nix. At least the driver monitor is well behaved, as are the other systems. 

The EV9’s large presence has a couple of drawbacks, one being it’s hard to manoeuvre in a tight spot. And it can chew through the volts. We saw 33kWh/100km at one point, while mid- to high-20s is going to be your norm. And so the actual range will vary from low to mid 400s. Officially, it has a 99.8kWh battery, efficiency is rated at 21.8kWh/100km and the range is 510km. 

It has V2L, connected services and a frunk, all important EV items. And it can tow up to 2500kg.

A proper GT?

Of the many drive modes available, GT is the sportiest, putting the motor, steering and suspension on high alert mode, while the stability control is tempered. And the EV9 GT is rather impressive as a cross country runner. But let’s just temper everything by relating its performance to other large SUVs. Let’s not kid ourselves into thinking this will win a Targa rally. 

Read more – 2023 Kia EV6 GT review

The EV9 GT turns with a degree of keenness, the steering weight building in the bends, adding resistance to aid your accuracy. You wouldn’t expect it to be buzzing with communication, and it’s not. But there is a sense for the load those front tyres are dealing with. Managing that is a priority; temper your enthusiasm on the corner entry, and the EV9 GT cuts its way through the bend in a surprisingly competent fashion.

The suspension does well to contain the mass. While there’s plenty of it, it’s low and centralised. Try a bit harder and the front can start to push, which rouses the stability control. And while it manages to roll out most bumps, you’ll feel the rear get a little wayward when encountering tricky ones mid-corner. So it’s impressive up to a point.

The brakes have a good feel and action for an electric machine. But again that weight can tell on their performance, you don’t want to overcook that braking point, as things start to unravel quickly. Keep it smooth and it flows nicely. As we said, it’s impressive, it shouldn’t really go as well as it does. 

The ride in Sport Plus mode feels lumpy at 70km/h, but when you get to, ahem, sportier speeds, it starts to gel, and the expected harshness never eventuates.

Delve into the menus and you’ll eventually find the Virtual Gear Shift system, where the powertrain mimics an eight-speed auto. You can then paddle it along, or leave it to sort itself. And it does a good impression too; it ‘revs’ through the gears, hitting a theoretical redline at 7800rpm and labours if you leave it in a tall gear. It adds a level of interaction to the drive when you want it, though it does feel punchier in EV mode. There is an EV sound generator too, though we did away with that. 

This is darn quick up to 100km/h, the limit flashing up in under five seconds, but it’s a heavy brick. And so the thrust starts to drop off, but by then you’re in the trouble zone anyway. So let’s call it real world quick. 

There are a few too many modes; Eco, Normal, Sport and the ‘Terrain modes’ to help you get off a slippery grass verge. Then there’s GT Mode and also My Drive. Here you can play with the motor response, steering weight, suspension firmness, stability control, and the e-LSD. With dedicated buttons on the wheel, at least they are easy to cycle through.  

Normal is where it’ll spend its time, while Eco truly dulls the power and best left for when you’re running low on range. 

So, worth it? 

The EV9 is not what you’d call a ‘value’ offering, the revised range starting at $110,790, while the GT-line asks $139,790, making the GT’s $149,790 seem reasonable in comparison. While the EV6 GT was quite the eyebrow raiser with its $140k ask, when mince is $25 a kilo and gas is more than $3, Kia asking $150k for one of its models doesn’t seem so outlandish in 2026.  

Kia EV9 GT 

$149,790  /  21.8kWh/100km  /  0g/km
0-100 km/h 4.81s
80-120 km/h 2.90s (81m)
100-0 km/h 37.89m
Speedo error  97 at an indicated 100km/h
Ambient cabin noise  70.9dB@100km/h
Motor output  374kW
Max torque  740Nm
Battery  99.8kWh
Range  510km
Drivetrain  Single-speed auto / AWD
Front suspension  Mac strut / swaybar
Rear suspension  Multilink / swaybar
Turning circle  12.4m (2.4 turns)
Front brakes  Ventilated discs (380mm)
Rear brakes  Ventilated discs (360mm)
Stability systems  ABS, ESP, TV
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f/r-285/45R21
Wheelbase  3100mm
L/W/H  5010 / 1980 / 1755mm
Track f-1702mm  r-1714mm
Luggage capacity f-52L / r-312-2318L
Tow rating  750kg (2500kg braked)
Service intervals 12 months / 15,000km
Scheduled servicing  3yrs / 45,000km
Warranty  5yrs / 150,000km
ANCAP rating  Not yet rated
Weight (claimed)  2671kg