- 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.
In This Article...
The Kia EV6 is a hatchback, right?
The 2022 Kia EV6 is a compact crossover/hatchback and the first electric car Kia has ever produced from the ground up. This indicates that, in contrast to the Niro EV (which is an electrified version of the Niro hybrid), the EV6 benefits from having been created as an EV from the start.
Does Kia produce electric SUVs?
California’s Roseville A new electric vehicle from Kia has been unveiled, and it’s a nice one.
Meet the 2022 Kia EV6, a small crossover SUV that debuted in all 50 states this past February. Later this year, the EV6’s GT, a more potent variant, will be released.
Stylish
Future plans for the South Korean manufacturer are aspirational. The parent company of Kia, which is a member of the Hyundai Motor Group, has declared a plan to produce 11 all-electric vehicles by 2026.
The Hyundai Ioniq 5 EV and the EV6 both have the same platform, but that’s about where the similarities end. The EV6 is far more fashionable, in part because of its slender roofline, which makes it difficult to tell whether it is a hatchback or an SUV.
Although Kia didn’t use much creativity in calling the EV6, it did create a sleek SUV that can seat five people. It looks more athletic and aggressive than the Ioniq 5 thanks to its low-mounted headlamps and taillights that span the width of the vehicle. Additionally, it boasts a novel retractable door handle design and a highly raked windscreen.
The EV6a battery comes in two different battery pack sizes: 58 kWh and 77 kWh. The SUV has an estimated range of 300 miles thanks to the larger battery, which is about 25 miles more than the smaller model. The EV6 can charge its battery from 10% to 80% of its capacity in around 18 minutes using an 800-volt charger. For a full charge, using a Level 2 household outlet, it takes roughly seven hours.
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.
Kia EV6: SUV or sedan?
The Kia EV6 is a small crossover SUV that runs on battery power.
[6][7] It will be available starting in March 2021 and is the first Kia model built on the Electric Global Modular Platform (E-GMP), which was also used to build the Hyundai Ioniq 5. [8] [9] Additionally, it is the first model to be given a name under the new nomenclature chosen for a series of electric vehicles from Kia, whose models will run from EV1 to EV9. [10] The 2022 European Car of the Year is the EV6.
Is it wise to buy EV6?
At least on paper, the Kia EV6 is a pretty alluring package. There are several positive aspects of Kia’s newest EV, including its superb electronics, large charging capacity, and quick charging times. But how can you actually deal with it? Emad, the owner of an EV6 AWD, answered Jordan from Out Of Spec Reviews’ questions.
Since purchasing his EV6, Emad has logged many months and a few thousand kilometers on it. He’s added 20″ aftermarket alloy wheels and wrapped a portion of the car in black, among other cosmetic changes. He purchased his EV6 out of state to ensure he paid MSRP because he would not pay more than the sticker price. The Polestar 2 was the only other vehicle he was considering in place of the EV6, but he thought the Kia had superior standard equipment. When the 576 horsepower EV6 GT goes on sale later this year, he may decide to swap.
One of the main factors in Emad’s decision to switch to electric was the ability to save money on gas. He finds it incredibly simple to charge at home. He primarily charges at home, like the majority of EV owners, and is unconcerned about not having access to the Tesla Supercharger Network. He discovered the non-Tesla infrastructure to be fairly good on the rare occasions when he has to charge while driving.
Although OTA (Over-The-Air) updates are possible for the EV6, according to him, none have been done so as of yet. Each update must be downloaded into a USB drive, which must then be plugged into his car.
Emad mainly drives in the city and thinks the EV6’s real-world range is fantastic. He approaches the 274-mile EPA range and has never experienced range anxiety.
Emad is really happy with his EV6 AWD overall and does not regret choosing it over one of its numerous competitors. When the EV6 GT is the only car he would think about trading it in for, it says a lot.