Kia’s EV4 gets AWD and a GT punch, now it’s coming for Tesla’s turf on price and performance

Kia just gave its EV4 a serious upgrade: all-wheel drive for people who want traction and confidence, and a GT model aimed at drivers who want speed, and a little drama, without jumping to a bigger, pricier EV.

The new lineup adds an EV4 AWD rated at 265 horsepower and an EV4 GT rated at 292 horsepower, both paired with the larger 81.4-kWh battery. The move plugs two glaring holes in the EV4 range, which until now topped out with a 204-hp front-wheel-drive setup that was efficient on paper but didn’t exactly thrill, or reassure, drivers who rack up miles in bad weather.

EV4 AWD: 265 horsepower and the traction upgrade many drivers actually want

The EV4 AWD is the practical headline. Kia adds a second motor to deliver all-wheel drive, with 265 hp and 284 lb-ft of torque. That’s the kind of configuration that matters when roads are wet, cold, or slick, when front-wheel-drive EVs can feel like they’re constantly negotiating with traction control.

Kia pairs the AWD system with the big 81.4-kWh battery and quotes up to 348 miles of range on Europe’s WLTP test cycle. American drivers should treat that as an optimistic lab number, real-world highway range typically lands lower, and AWD systems tend to add weight and increase energy use.

In France, Kia prices the EV4 AWD “Earth” trim at €48,890 (about $53,000) and the AWD “GT-Line” at €50,490 (about $55,000). That’s a meaningful jump over the front-wheel-drive versions, asking buyers to pay extra for year-round confidence, whether they truly need AWD 11 months out of 12.

EV4 GT: quicker, louder (sort of), and built to feel like more than “just an EV”

The flashier addition is the EV4 GT. With a dual-motor setup, one motor up front, one in back, Kia says it makes 292 hp and hits 0–62 mph in 5.6 seconds (some Kia messaging claims as quick as 5.2 seconds depending on conditions). Either way, this is no longer the “reasonable compact EV” conversation.

The tradeoff is range. With the same 81.4-kWh battery, the GT is rated at 314 miles WLTP, down from as much as 393 miles WLTP for the most efficient front-wheel-drive version. More power, more grip, and performance-focused hardware usually mean higher consumption, especially in winter or when you drive it like a GT badge dares you to.

Kia is positioning the EV4 GT in the mental neighborhood of sporty electric compacts and fast daily drivers, think Volkswagen’s hotter ID models, BMW’s electric sedans, and certain Tesla variants. The pitch isn’t just speed; it’s a more “staged” driving experience designed to feel engaging rather than silent and linear.

Chassis changes: adaptive suspension, sharper steering, and 20-inch wheels

Kia says the EV4 GT isn’t simply an EV4 with extra horsepower. It gets electronically controlled adaptive suspension intended to read the road and adjust damping in real time, aiming for better body control when the pavement gets rough or the corners come quickly.

There’s also a recalibrated steering system (Kia calls it R-MDPS) meant to feel quicker and more responsive. That’s a common weak spot in mainstream EVs, where steering can be accurate but numb. The risk, is tuning it so aggressively that it feels twitchy on long highway drives, or artificial when you’re not pushing.

The GT rides on 20-inch wheels (about 0.66 feet in diameter) with more performance-oriented tires. That should help grip and turn-in, but it can also stiffen the ride and shave range, because in an EV, tire width and rolling resistance show up fast on the range estimate.

A “virtual gearbox” and sound generator: fun feature or gimmick?

The most polarizing feature may be Kia’s “virtual gearbox,” which simulates gear changes and pairs them with synthesized sound. The goal is to make acceleration feel less like a smooth, silent surge and more like a traditional performance car, complete with shift points you can play with.

Some drivers love these systems because they add rhythm and interaction. Others shut them off after a week because the effect can feel forced. Kia is trying to thread the needle: make it entertaining without turning it into a novelty.

Kia’s European leadership has framed the GT as sporty but still usable every day, an EV that can do the commute without feeling like an appliance. That’s a tricky sell in the U.S. too, where many EV buyers prioritize efficiency, quiet comfort, and charging convenience over theatrics.

Pricing: from about $42,000 to $61,000, and that’s where Tesla comparisons start

In France, the EV4 range starts at €38,690 (about $42,000) with the smaller 58.3-kWh battery and front-wheel drive. Step up to the 81.4-kWh battery and pricing rises to €43,290 (about $47,000), with higher trims climbing from there.

The big leap comes with AWD: €48,890 to €50,490 (about $53,000 to $55,000). The EV4 GT lands at €56,390 (about $61,000). That’s roughly a $19,000 spread from base to GT, classic modern EV strategy, where the halo model helps sell the mainstream versions.

But once you’re shopping in the mid-$50,000 range, buyers often cross-shop Tesla by default, especially in markets where charging networks, efficiency, and resale value dominate the conversation. Kia’s bet is that richer equipment and a more character-driven GT will pull shoppers into showrooms, and convince enough of them that the EV4 is more than just another sensible electric hatchback.