The EV6 First Edition has finished accepting reservations.
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How do I place a preorder for a Kia EV6 GT?
Today, reserve your ideal vehicle!
- Online pre-ordering. Find your car and contact us online; all we’ll need to reserve it is a refundable deposit.
- Phone Pre-Order. Have more questions or would just like to speak with someone more comfortably?
- In-Store Pre-Order.
A reservation for an EV6 is how?
What’s the process for ordering a brand-new EV6 First Edition? Configure your EV6 on the 2022 EV6 Reservation page, then enter your contact and payment details. You will get an email receipt after submitting it, which you should preserve for your records.
When can a Kia EV6 be ordered?
With a cutting-edge design, an optional Augmented Reality head-up display, the roominess of a 5-passenger crossover, and up to 300 miles of targeted range on a single charge, the EV6 inspires. It was built from the ground up on our ground-breaking electric platform. The shipment of vehicles is scheduled to begin in January 2021.
Is the Kia EV6 sold in the United States?
There are a total of five different Kia EV6 variants offered in the United States, with costs ranging from USD 40,900 to USD 55,900. It qualifies for the federal EV tax credit of USD 7,500. Across the board, Kia adds a USD 1,215 surcharge.
In February 2022, Kia began delivering the EV6 to American customers. It reported sales of 2,125 units in the first month. Better, 3,156 units were supplied in March. In the first quarter of 2022, Kia sent 5,281 EV6 vehicles to American Kia dealers (January-March 2022).
Kia EV6 First Edition
On June 3, 2021, Kia began taking EV6 reservations in the USA for a First Edition with a cap of 1,500 vehicles. Technical issues arose on the reservation website due to an unusually high volume of visitors. The company reopened preorders on June 8, 2021, and that same day it finished taking all 1,500 preorders.
Along with prioritizing delivery, the Kia EV6 First Edition gave buyers the option of ordering their vehicle in the unique exterior color Urban Yellow. Two other distinguishing characteristics are the First Edition designation and the numbered internal badge.
Buyers of EV6s had a one-of-a-kind opportunity with the First Edition to specify Steel Gray Matte as the color for their vehicle. For the special edition model, Glacier was an additional exterior color choice. Dark green seats will be found in the units designed in Glacier, while black seats will be found in the other units. The EV6 First Edition comes standard with the Long-Range 77.4 kWh battery and 320 hp/446 lb.-ft. dual-motor powertrain.
- Exclusive exterior color choice in Urban Yellow
- exclusive seat color choice in dark green
- First Edition-designated illuminated door sills
- Interior badge with a number to indicate production count
- twenty-inch wheels
- Meridian audio system with 14 speakers
Customers who reserved an EV6 First Edition received a complimentary gift from Kia. Three presents were available: an Apple Watch, a 1000 kWh credit for use on a national charging network, or an EV home charger. The EV home charger was selected by more than 81 percent of the participants. The EV6 First Edition costs USD 58,500 in the United States, according to Kia.
One can purchase a Kia EV6 GT.
Not in America. We CAN’T ORDER STILL. The vehicles Kia allocates to dealers are the only ones that are available (except for the 1500 initial first edition reservations).
Kia EV6 an SUV?
- It has 310 miles of range, eye-catching appearance, and many basic technological features.
- Starting at roughly $41,000 is the Kia EV6. The model Kia loaned us cost $53,405 in total.
There are now a few options available if a Tesla isn’t quite your style and you’re looking for an electric vehicle.
Ford devotees may purchase a Mustang Mach-E, while Volkswagen enthusiasts may purchase an ID.4. And new models are appearing on the market at a consistent rate. Subaru, Toyota, Honda, and Nissan will all soon introduce brand-new electric SUVs.
The 2022 Kia EV6 is one of the most intriguing and promising of this new crop of zero-emission vehiclesone that is currently available for purchase.
The sporty SUV offers a driving range of more than 300 miles and is loaded with cutting-edge technology. All of that is presented in a distinctive, eye-catching package that draws attention.
The EV6 has a few little issues here and there, but its main drawback, especially if you’re pressed for time, is that people won’t stop enquiring about it.
What is the Kia EV6’s range?
Two of the most sought-after EVs this year are the Hyundai Ioniq 5 and the Kia EV6. And given that the Ioniq 5 is essentially unavailable in some areas of the nation this year, it would seem to some people who are obsessed on the Hyundai that they will have to make do with less.
After spending some time with both of these devices recently, I can say that while I favor the EV6, the Ioniq 5 has a slightly better design and more basic interface options.
Why? In almost every way, the Kia side of this powerful pair of EV cousins is better tuned. And that makes the entire automobile seem nicer and more appealing to me.
To that end, below are some detailed observations on each vehicle’s range, charging, and livability along with explanations on why I believe the EV6 to be the superior choice of the two at the moment and one of the best electric cars now on the market at a (relatively) reasonable price.
I have faith that no matter the circumstances, the 77.4-kwh battery pack will yield more than 200 miles of range in these Hyundai and Kia EVs, which have basically comparable engine systems. However, the 310-mile EPA range figure for our test car won’t be reached under less than ideal circumstances or in the majority of real-world driving.
I almost reached the 3.4 miles per kwh I saw in the fair weather on a very energetic maiden drive earlier this year while driving a single-motor, rear-wheel-drive EV6 for a week in the typical difficult Pacific Northwest spring weather, cool with regular showers.
I drove the EV6 149 miles from Portland to Shelton, Washington, averaging 3.1 miles per kilowatt hour while maintaining a quick speed that occasionally exceeded 70 mph and averaged almost 65 mph, to get a sense of its less-than-ideal highway range. The whole time, there were intermittent showers and a chilly 50 degrees. I then averaged 3.4 mi/kwh on an additional 74 miles of easy 4055 mph two-laneers while running errands and traveling back and forth to an event. Finally, utilizing the adaptive cruise control, I maintained a speed of under 70 mph for the most of the 123-mile Interstate trip back to Portland. Surprisingly, I averaged the same 3.1 mi/kwh across a distance of 123 miles as my much faster outward trip.
The distinction? It poured during the return drive, so I spent a significant portion of the time using the defog setting on the temperature control.
In contrast, my coworker Brian Wong in Los Angeles averaged 4.3 mi/kwh over 174.3 miles of mixed driving, losing an average of 5.2 mi/kwh over 54.7 miles of LA streets and gaining an average of 3.7 mi/kwh over 54.6 miles of freeway.
It emphasizes that rain and somewhat cooler temperatures may have a big influence.
Ironically, the rear-wheel-drive model I was driving did not have an energy-saving heat pump, despite the fact that my wet highway driving profile and these temperatures would have been ideal for it.
There’s no need to look for 350-kw DC fast-charging, as I recently stressed in a review update of the 2022 Hyundai Ioniq 5, because the actual time it takes to restore the majority of a charge will be remarkably close in real-world settings. When attaining their max charge rate of 235 kw or slightly more, the Ioniq 5 and EV6 are picky, and if you see that or even more than 200 kwit, it’s probably going to be extremely fleeting.
In this humid, cool weather (49 degrees), when I connected 350 kw hardware to the EV6, it took 31 minutes to get me from 7 percent to 80 percent, including sub-100 kw rates at first. Then, there was a burst to 202 kw, briefly at 35 percent, and power settled to just above 150 kw for the remainder of the charge. The Ioniq 5 charged more quickly recently using 150-kw equipment and warmer temperatures.
My advise will change once Kia and Hyundai make battery preconditioning for fast-charging available as a button, a component of route planning, or, hopefully, both. However, it is not worthwhile to look for the 350s right now.
I was able to put the EV6 through its paces in a manner I hadn’t been able to with the Ioniq 5 when I initially got to drive it back in January. In contrast to Hyundai’s Ioniq 5’s sinuous, smooth, and well-banked Southern California route, Kia had us driving on difficult Northern California roads with unusual banking and poor surfaces. I began to doubt whether what I saw to be an overall firmer tune for the EV6 would be comfortable enough for daily drive.
After this additional trip, I’m confident that the EV6 is tuned significantly better than the Ioniq 5 for the majority of American road types. When pushed forcefully, it is firmer and considerably more predictable than the Hyundai or Kia Niro EV, which both exhibit greater tilting and wallowing. Surprisingly, the EV6 is more forgiving when you come across the worst sections of bad road; the reason for this is because there are fewer secondary motions. It’s simple to picture how this tune would sound when reeled in a little bit further in the upcoming 576-hp GT variant.
One important decision made with the EV6 still surprises me in its absence: Despite how completely numb the belt-driven electric power steering feels, I didn’t find that it bothered me while I was driving around town and on the interstate.
On the other hand, I left with an even greater understanding of how well this car brakes, accelerates, and offers a variety of regen options. Then, among the modes, Sport somewhat sharpens the responsiveness of the accelerator, but I liked the more linear feeling you get in Normal. The EV6 is a very relaxed car to drive in both Eco and Normal settings.
The EV6 looks genuinely edgy from the supercar snout to the sinuous Euro-hatch rear design. However, inside, the automobile is far more practical than those adventurous first impressions would have you believe.
While the Ioniq 5 and really most EVs in this class may have less noticeable road noise, I’m really impressed by the EV6’s silence at speeds of 70 mph and higher. If the smoother, more wraparound rear proves beneficial in the wind tunnel, I wouldn’t be shocked.
My happiness over the EV6 is subject to one exception. Tall? Avoid purchasing the top-tier EV6 GT-Line.
The more time I spend in these two electric hatchbacks, the more confused I become about how to operate the steering wheel. The general idea is that taller driverslike myself, at a long-legged 6-foot-6would feel far too close to the sunroof surround with the seat lowered as low as it will go. However, real H-point figures don’t imply anything in relation to the roofline. The solution? Skip the sunroof and choose the mid-level Wind instead. If you are taller, it will be worthwhile because you will feel more at home in the car. The advise given here would be different if the seats were lowered by another inch or two.
My test vehicle, a GT-Line with a single motor and rear-wheel drive (225 horsepower and 258 lb-ft of torque), cost $52,710 when it was delivered. With the GT-Line, you get upgraded trim, alloy pedals, ambient lighting, a great augmented reality head-up display system, remote parking, adaptive cruise control with active lane control, and several other active safety features like a blind-spot camera and an advanced fusion-sensor “plus version of forward collision-avoidance assistance. The automobile also included a $295 option for suede seats.
Dual 12.3-inch screens with gauges in the one immediately in front of the driver and a touchscreen to the right are standard on all EV6 variants. The touchscreen is swift and responsive, and its menu system is generally understandable. It also has a clever row of buttons that can be switched between hot buttons for the navigation system and the climate. The design is less attractive and well-coordinated than that of the Ioniq 5, but I was more comfortable with it because of the tall center console.
And after driving an EV6 for a week, I can honestly say that’s what makes it so great. Although it can initially appear to be something raunchy and picky, that is not the case. If you are eligible for the federal EV tax credit, it’s a simple car to drive, live with, and interact with that also happens to be incredibly efficient, looks fantastic, and adds up to a very great deal.
My choice is not definitive by any means. The Ioniq 5 will continue to woo consumers with its seductive blend of retro 1980s styling and what in my opinion is one of the most coherent design statements of the century. Both of these vehicles will probably handle significantly differently in their rear-wheel, base-battery configurations, where I anticipate dissecting some of the aspects of the Ioniq 5 that I find least appealing.