Get behind the wheel of a stylish 2022 Kia EV6 electric car for about $35,000? That MSRP counts if you include in a federal tax credit, just like it does for many non-Tesla EV prices. If you don’t include that allowance, the new EV6 starts at more than $40,000. the same pricing seas that Ford’s Mustang Mach-E, Hyundai’s Ioniq 5, and Volkswagen’s ID4 swim in. We’ll lay out the facts so you can make an informed decision about the $7,500 potential federal vehicle tax credit.
The 2022 Kia EV6 SUV crossover is the automaker’s first solely battery-electric model, devoid of a gasoline or hybrid variant. (The company’s first Soul EV was, of fact, a conventional Soul that had been modified.) We may see smaller and larger Kia BEV cars with names that begin with “EV”; also, an electric sub-brand may be in the works. The numeral portion of the nameplate designates its position in the lineup. The EV6 is the first of 11 brand-new electric vehicles that Kia claims will be unveiled by 2026.
The EV6 uses Hyundai-Electric-Global Kia’s Modular Platform (E-GMP), just like the related Hyundai Ioniq 5, and has the same wheelbase as a midsize three-row Telluride SUV. Its primary rivals are the Ford Mustang Mach-E, Volkswagen ID4, and Hyundai Ioniq 5, all of which have comparable prices.
The EV6’s “Vehicle to Load” charging is a wonderful feature. You may plug electronic equipment and appliances like a refrigerator into the vehicle thanks to a 110V power outlet on the second-row seat base. I like it! It has a 1900 watt maximum output and can operate at full power for 36 hours.
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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 quite 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.
Uses gas the Kia EV6?
In addition to the upfront costs of ownership, the Kia EV6 can save you some money on fuel in comparison to the Hyundai model. The Hyundai SUV is completely electric and offers 132 MPGe in the city, according to Edmunds. The highway version drops to 98 MPGe. 114 MPGe is the resulting combined fuel economy.
On the other hand, the EPA estimates the fuel consumption of the Kia EV6 at 136 MPGe in the city and 100 MPBe on the highway. It has a combined use rating of 117 MPGe, which is marginally better than the Hyundai Ioniq 5.
It’s important to note that Consumer Reports rates the fuel efficiency of these two EVs as average. This is due to products with improved fuel efficiency, such as the Tesla Model 3, Chevrolet Bolt, and even the 2022 Hyundai Kona Electric. In the website’s testing facility, the Tesla Model 3 led the class with 130 MPGe.
An EV6 is what kind of a vehicle?
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.
What about a hybrid Kia Telluride?
- On Wednesday, Kia introduced improvements to its wildly successful Telluride SUV in addition to its new array of hybrid and electric Niro crossovers.
- The new Niro models debut at a time of rising gas prices and growing interest in electric vehicles, while the Telluride has been a sales success for the firm that was unexpected.
In various ways, the manufacturer values both nameplates. The new Niro models arrive as buyers are feeling the pinch of high gas prices and are growing more interested in electric vehicles, while the Telluride has been a sales success for the firm that was unexpected.
The second generation of the Niro portfolio features all-electric, plug-in hybrid, and conventional hybrid models that have all undergone extensive redesigns. They have modernized styles as well as more safety and comfort amenities, like a driver-accessible 10.25-inch control and display screen.
According to a statement from Kia America COO Steven Center, “Kia’s electrified vehicle momentum continues with the debut of the all-new second-generation Niro, which provides more refinement, versatility, connection, and technology than ever.” The 2023 Niro was created with both current demands and sustainable future mobility in mind.
The Niro hybrid is anticipated to get 53 mpg combined and have a 588-mile driving range. With a planned electric range of 253 miles, the Niro EV falls short of its rivals, while other automakers offer cars with ranges of more than 300 miles.
The Niro’s sales, which were less than 26,200 units in 2021, could increase as a result of the revamped models. In contrast, the Telluride sold 93,705 units the previous year.
Since the midsize SUV began being manufactured at a plant in Georgia in early 2019, the Telluride SUV has been a notable success for Kia. Due to its features and price, it has been one of the most sought-after vehicles in the American auto market.
The 2023 Telluride expands those options, adding new security and convenience technologies, as well as redesigning the inside and exterior. Additionally, Kia revealed two new cars with off-road styling for the 2023 model year.
Near the conclusion of the third quarter is when the upgraded Telluride is anticipated to go on sale. This summer, the updated Niro models will be available for purchase.
According to Kia, price for the vehicles will be revealed nearer to when they go on sale. At the New York International Auto Show, both were introduced on Wednesday.