2026 Kia EV6 AWD GT

"lol at the snobs in this thread. I’m coming out of my EV6 lease as well. I LOVE the I4- but with two kids and frequent drives to visit family, it is unfortunate too small for us. I’ll be looking at an IX tomorrow. I agree with you on a lot of your pros and cons. My EV6 has been fantastic, but I’m looking forward to the fit and finish of a BMW once more. Thanks for the thorough comparison- this will be very helpful for many people deciding between the EV6 and i4."

"I love my EV6, and it's fit w lot of what I wanted in a car. With the seats down, I could imagine sleeping in the back and the V2L is a nice addon. I was an unfortunate victim of the iccu issue, though for me, it was replaced and fixed within 10 days I think. My lease is up in October and I'm still thinking of staying with it for my next car."

"Let’s hunt down ICCU failures by crowdsourcing OBD data I recently became a Kia EV6 owner. I love E-GMP cars. It sucks that they come with the caveat of ICCU failure risk and that HMG hasn’t fixed it. In our discourse, we have come up with many theories. But our supporting evidence has been limited to personal experience, local stats from a dealership, and forum polls where victims are overrepresented. These kinds of anecdotal evidence lack statistical power. What if, instead of saying: * Both the condensation theory and the cold weather theory are wrong because my ICCU LDC popped in hot dry Arizona * MY2025s are just as likely to fail as MY2022-2024s because my MY2025 failed after 1000 miles We could say: * There is support for the condensation theory because there is a moderate (*n*=500, *r*=0.5) correlation between interior relative humidity and failure incidence (see histogram) * When controlled for mileage, we see an insignificantly lower (*p*=0.3) rate of failure among MY2025+ compared to MY2022-2024 * We know exactly how the ICCU cooling logic changed in the latest OTA software update, and we can detect anomalous behavior from OBD data * We trained a machine learning model that predicts ICCU LDC failures at the beginning of each trip with 75% accuracy given fine-grained OBD data over the past 6 months This is the vision of iccu.observer, where E-GMP drivers can upload recorded OBD data from all their trips and charging sessions into an open dataset. This is similar in spirit to Route Loser’s community SoH tracker and chris\_11's defect statistics. I hope to build a minimal first version of the platform soon, but in the meantime, I don’t want to miss any ICCU failures, so here is an off-the-shelf minimal viable product. Because anyone driving their E-GMP car could be the next victim, everyone is invited to contribute. To contribute, you need to have an E-GMP vehicle and the ability to read OBD parameters using the Car Scanner ELM app. **Visit** [**how.iccu.observer**]("

"My Kia EV6 (2021-2024) was stolen via “GameBoy” gadget — what can owners do? Hi everyone, I’m posting here because my EV6 (year 2022) was stolen recently, and the circumstances look like the more to GAMEBOY theft method that’s being reported widely for Kia/Hyundai group EVs. I’ve already contacted Kia Europe, my local dealer, and a well-known EV YouTuber, but I haven’t seen a meaningful response yet from Kia about any broad recall/patch or clear guidance. I wanted to raise awareness and see if any owners here know more about what Kia is doing (or plans to do) — and what we, as a community, are doing to protect ourselves. **Questions I’d like fellow owners to help answer:** 1. Has anyone here (EV6 owner) knows if Kia plans some *software or hardware security update/recall/notice* specifically for this vulnerability? 2. Do you know if the newer model(s) (EV3, EV4 or EV6 refresh) have improved security / different keyless entry protocol / better immobiliser / or have Kia explicitly said so? 3. What additional protection measures are you using and how effective do you feel they are? 4. Have you raised this with the dealer or Kia and did they respond with anything concrete?"

"Charge Port Overheating — Findings and Analysis This post continues my previous ones: * Initial fix attempt * Data and discussion Thanks to u/KennyBS167 for the engagement-depth idea and @theotherharper for helping analyze it through Ohm’s law. # The Issue My charge port overheats and stops charging at the maximum rate (11.2 kW). I don’t have the SC311 that throttles based on inlet temperature. The vehicle measures inlet temperature via a thermistor placed directly on the crimped pin inside the charge port (see pics). The official SAE J1772 conductive charging standard (available here, PDF) sets a maximum temperature rise of 50 °C at rated current. Kia’s thermal cutoff occurs at roughly 200 °F / 93 °C. In theory, that means charging at full rate should be safe even with ambient temperatures well over 100 °F (38 °C). In practice, it’s not — and this may help explain why NACS (Tesla’s connector) has overtaken J1772. # Measurements and Method The J1772 drawings show that the distance from the charge-port face to the pin head can vary from 5.5 mm to 7.5 mm (0.216–0.295 in). That’s a big allowable range for something carrying 40–48 A. My early measurements used a tread gauge with 9/32 in marks (not precise enough). I now use a digital depth gauge. I ran multiple charging sessions from 6 A → 48 A @ 240 V, each lasting several hours, plus an L1 120 V @ 15 A test. Temperature rise was logged via Carscanner. # What I Found 1. Even tiny changes in pin-socket engagement depth (a few thousandths of an inch) had a measurable impact on connector temperature. 2. The temperature rise scaled cleanly with Ohm’s Law (P=I2RP = I\^2RP=I2R): * Higher current → higher heat in proportion to I2I\^2I2. * No sudden spikes, which means no arcing — just resistive heating. 3. Increasing pin engagement depth reduced apparent resistance (R) and thus the heat generated. In one 48 A test, I left the orange port shroud un-ziptied and wiggled/pushed the wires in by hand and observed a temp drop. 4. All tests above \~30 A exceeded the 50 °C rise limit from SAE J1772, though they stayed below Kia’s 93 °C thermal throttle. # Example Results * **Before pin adjustment:** Pin depth ≈ 6.93 mm, ΔT ≈ 90 °C at 48 A. * **After fine adjustment:** Pin depth ≈ 6.8 mm, ΔT ≈ 59 °C at 48 A. That’s still slightly out of spec but a significant improvement. My L1 (120 V @ 15 A) test also showed a higher apparent resistance because that cable’s female sockets has shallower pin engagement. # Interpretation The pin/socket joint behaves as a resistor. Even a small change in how"

"#2· Feb 9, 2026 Yes, same to me. All the setting were returned to factory default and required reconfiguring. #3· Feb 9, 2026 #4· Feb 9, 2026 And I also noticed it when the car did not stop on a traffic light but continued rolling as my i-pedal appeared deactivated. #5· Feb 9, 2026 I am not sure how many other system updates I have had. I did get a message the other day to say that my two free OTA updates had finished. Not sure if that is only related to the map updates though. First time I have had any updates reset the drive settings and I agree with @Ed Cy that this is actually dangerous. Kia really should provide a warning to the effect that settings have been reset as part of the update. Would not be difficult to implement I think."