The newly released Kia EV6 and Hyundai Ioniq 5 are both on the same EV platform, and it’s not your fault to think they’re almost the same under the skin. However, despite some drivetrain similarities, the two vehicles do a good job of carving out their own niche. The EV6 does a remarkable job, not only from the Ioniq 5 but also from the entire compact EV segment, thanks to the solid combination of driving character and style.
Believe it or not, Kia was inspired by Lancia Stratos everywhere when designing the EV6. To be honest, I can see it. The EV6’s wild-style taillight design, which juts out beyond the body panel, doesn’t just look like Stratos wings. The shape of the cabin also has some inspiration. The thick rear pillars are replaced by a greenhouse that looks a bit like a helmet visor.
The front end is a beast of its own, but it’s also nice, thanks to some exaggerated shapes of the hood that end in an aggressive little nose. Throw in my GT-Line tester’s specific 20-inch alloy wheels and some runway red paint, and here’s a fair amount of aesthetics. It’s far from the blocky, mostly pixelated Hyundai Ioniq 5, and Kia doesn’t look much more SUV-like than the Volkswagen ID 4.
The EV6’s interior also paves the way for its own. The floating center console doesn’t have the Ioniq 5 slide feature, but you shouldn’t miss it. Instead, I’m grateful for how much junk can be left on the huge low-level trays and the considerable cubies under the armrests. The dedicated spot for the wireless device charger is also nice. My tester’s seat is wrapped in comfortable, slippery microfiber ($ 295 upgrade) that blends nicely with the black and silver motifs.
There is also plenty of space in the back seats. I’m also a big fan of climate control, located on the touch panel at the bottom of the multimedia screen and interchangeable to control volume and infotainment with a single tap. Also, unlike the Ioniq 5, the EV6 has direct control over the heated seat and steering wheel, allowing you to get rid of chilly mornings much faster.
Behind the EV6 trunk provides 24.4 cubic feet of storage. This is enough to hold some suitcases and lots of groceries. However, there are several cubes behind Ioniq 5 (27.2 cubic feet), both behind VW ID 4 (30.3 cubic feet). There is also Frank. It’s actually a small box surrounded by other random hardware, with a capacity of just a few cubic feet, its presence does not build or destroy a car.
The Kia EV6 is available in a single motor rear wheel drive configuration with selectable battery size, but my tester has an additional motor and the largest battery offered. Its 77.4kWh lithium-ion battery supplies juice to the two motors, producing a net 320 horsepower and 446 pound-foot torque.It is natural that EV6 can be made with that much power. ScootReach 60 mph in less than 5 seconds. It’s not difficult to be the first car away from all red lights. That torque is accessible whenever my right foot wants, making everything through is easy.
Despite the weight of the northern curb of 4,500 pounds, Kia feels quite light on its feet. The static suspension setup is great for keeping things smooth and structured, whether the car is off the freeway or heading for a winding back road. With heavy steering and pedals that are easy to adjust, it’s pretty fun to drive.
However, in many scenarios you only need to use one pedal. Like the Ioniq 5, the Kia EV6 relies on a multi-stage regenerative braking system that can be adjusted with the paddles on the steering wheel. With its strongest setting, it enables one-pedal driving that does a great job of teaching the driver how to provide smoother and smoother input. Every time the vehicle is restarted, the driver has to re-enable the one-pedal mode, which is almost not a complaint.
Smaller than the Ioniq 5, it improves the efficiency of the Kia EV6. At 77.4 kWh, the AWD Ioniq 5 receives a 98MPGe rating from the EPA with an estimated range of 256 miles, while the similarly equipped Kia EV6 raises those figures to 105MPGe and 274 miles. Both are more efficient than VWID4AWD Pro. The EV6’s onboard computer measured efficiency in miles per kilowatt hour, and my personal driving style drew an average of 2.9 mi / kWh, not far from EPA’s 3.1 mi / kWh.
When it’s time to charge, the EV6’s underlying 800-volt architecture can accept up to 240 kW of juice, which is enough to deliver a battery from 10% to 80% in just 18 minutes. Most of the chargers around me are best at 62.5kW, which goes from 50% to 100% in about an hour, and most of that time is spent between 80% and 100%, Charging speed will gradually increase more slowly. Some people don’t like how the flaps on the charging port integrate into the taillight assembly, but I think it’s cool. Please be sure to return to the parking space.
When it comes to cabin tech, the 2022 Kia EV6 packs it into spades. A pair of 12.3-inch screens spans half of the dashboard. The gauge display on the left is a carbon copy of Hyundai, but it’s not bad at all as it’s good at displaying all relevant information in several different ways. The screen on the right is running Kia’s latest infotainment system. This is something I enjoy very much and is shared among Genesis, Hyundai and Kia. Apple CarPlay and Android Auto are standard, but they can’t run wirelessly. This is a little tricky. Further annoying the smartphone mirroring experience is the only USB-A port for data near the floor under HVAC control. There’s a USB-C port on the front for quick charging, and two USB-C ports on the back, cleverly embedded in the front seatback.
There are also many safety techniques. The EV6 comes standard with Kia’s Drivewise suite of active and passive driver aids. This includes automatic emergency braking, forward collision warning, adaptive cruise control, blind spot monitoring, parking sensors, remote parking assist and lane keeping assist. ACC works well with other systems to keep the vehicle in the lane, keep pace with traffic, including stop-and-go situations, and work well in a hands-on setup.
Kia is known for offering some of the most valuable cars on the market, EV is still an expensive proposal And the 2022 EV6 is not outlier. The base model starts at $ 42,115, including a destination fee of $ 1,215. My tester, the finest GT-Line AWD with upgraded suede seats, is a little eye-catching at an outdoor price of $ 57,410. It’s a bit more expensive than the Ioniq 5 with an equivalent trim and is thousands of dollars higher than you would pay for a VW ID 4 AWD Pro S.
Kia did a great job with the 2022 EV6. Even though he shares many of the same bits as his brother from Hyundai, Kia stands out for its styling, more compact body and slightly boosted range. The EV6 is great for driving and looking, and its in-vehicle technology won’t disappoint.