The Kia EV6 and the Hyundai Ioniq 5 are two of this year’s most anticipated EVs. And with Ioniq 5 is basically unavailable For those in certain areas of the country this year, it seems some have tried with Hyundai that they’ll need to settle for second best.
After spending some time recently with both of these models, I can say that while I like the Ioniq 5’s basic look and design choices a bit better, the EV6 is my favourite.
Why? The other side of this dynamic duo of EV cousins is better tuned in almost every respect. And that helps me see the whole car in a better, more desirable light.
For that, here are some point-by-point observations on range, chargeability, and livability — with some details on why I find the EV6 both the better choice of the two. Right now, it’s both one of the best electric vehicles currently available at (somewhat) affordable prices.
Range: Over 200 miles — even for wet and cold Interstate trips
Through some current highway trip experiences on these Hyundai and Kia EVs, which have essentially identical powertrains, I’m confident that whatever the conditions, the 77.4 kWh battery pack will give an operating range of more than 200 miles.
As part of my week with the single-engine, rear-wheel drive EV6 — in the typically stubborn, chilly Pacific Northwest spring weather with occasional showers — I’d come close to 3. .4 mph/kwh that I observed in decent weather for the first time driving in the Napa region earlier this year.
2022 Kia EV6 GT-Line (RWD)
To get a feel for its less-than-ideal highway range, I took the EV6 from Portland to Shelton, Washington, covering 149 miles and averaging 3.1 mph/kwh keeping a quick 70 mph pass. hours for some stretches and averaged close to 65 mph. The temperature was 50 degrees and it was all wet, with sporadic showers. Then, passing 74 miles of other errands and going back and forth to an event, on a 40-55 mph two-way, I averaged 3.4 mph. Finally, on the 123-mile Interstate ride back to Portland, I kept it under 70 mph most of the time, using adaptive cruise control. Out of a total of 123 miles, I averaged, surprisingly, the same as my much faster outing — 3.1 miles/kwh.
Difference? On the return trip, it rained, and I had to run the climate control system on its de-fog mode for most of the trip.
Meanwhile, my colleague Brian Wong, of Los Angeles, averaged 4.3 mi/kwh over 174.3 miles of mixed driving, with an average of 5.2 mi/kwh over 54.7 miles of road. LA lost 1,000 feet in altitude, plus 3.7 mi/kwh over 54.6 miles of freeway, an increase of 1,000 feet.
It highlights that the weather is somewhat colder and that rain can have a sizable impact.
Ironically, my rainy highway driving record — and these temperatures — will also come standard for the energy-efficient heat pumps included in all-wheel drive models. dual engine, but not the rear-wheel drive model I’m driving.
Charging: Don’t try to charge 150 kw
As I emphasized recently in a Updated review of the 2022 Hyundai Ioniq 5, there’s no need to go looking for a 350 kw DC fast charge, as the actual time it takes to recover most of a charge will be remarkably close under real-world conditions. The Ioniq 5 and EV6 are adept at accessing their peak charging speeds of 235 kw or a bit more, and if you see that – and even more than 200 kw – it can be very brief.
2022 Hyundai Ioniq 5 and Kia EV6 fast charging – Lacey, WA
When I hooked up 350kw hardware to the EV6 in this wet weather (49 degrees), it took me 31 minutes to go from 7% to 80% — including speeds below 100 kw at first, then boom to 202 kw, briefly at 35%, with power just over 150 kW for the rest of the charge. The Ioniq 5’s recent charge in warmer conditions on 150 kw hardware is actually a bit faster.
After Kia and Hyundai enable battery pre-conditioning for quick charging — as a push of a button, part of route planning or, we hope both — my advice changes. But until then, it’s not worth looking for the 350s.
Real-world driving notes
When I first drove the EV6 back in January, I was able to get through the paces in a way I didn’t with the Ioniq 5. Kia let us drive on challenging Northern California roads. with its grotesque turns and rough surfaces — compared to the winding but smooth Southern California Route and plenty of coastline that Hyundai took us on with the Ioniq 5. It made me wonder if what I felt like a firmer overall tone for whether the EV6 is comfortable enough in everyday driving.
After this next drive, I believe the EV6 is very well tuned for most American roads — better than the Ioniq 5, actually. Yes, it’s a bit more solid and predictable when driving hard without not much forward tilt and immersion that I’ve noticed from the Hyundai, or from Kia Niro EV. Unexpectedly, the EV6 is more forgiving when you’re hit with the worst of rough roads, and it’s all about minimizing side motion. It’s easy to imagine what this tune would be like, shot a little further, in the 576hp GT model due out later this year.
2022 Kia EV6 GT-Line
There’s a basic choice in the EV6 that still amazes me: The belt-driven electric power steering feels completely numb, but it really doesn’t bother me in day-to-day driving, and the the Confederacy that I did here.
On the other hand, I have further appreciated the acceleration, braking, and giving you many options for regen. And then between modes, the Sport sharpens the throttle response a bit, but I like the more linear feel you get in Normal. In Eco and Normal modes, the EV6 is just a very easy car to drive.
Lesson learned: Don’t let the Stinger look scare you
On the outside, from the supercar’s muzzle to the curvaceous Euro-hatch rear, the EV6 looks very eye-catching. But inside, it’s a much more utilitarian car than bold first impressions might suggest.
2022 Kia EV6 GT-Line (RWD)
2022 Kia EV6 GT-Line (RWD)
2022 Kia EV6
While road noise is probably comparable to the Ioniq 5 — and indeed, most EVs in this class — I was impressed by the lack of wind noise in the EV6 at 70 mph and above. . I wouldn’t be surprised if the smoother, more enveloping rear paid dividends in the wind tunnel.
There is one exception to my happiness on the EV6. Tall? Don’t get the top-tier EV6 GT-Line.
The more time I spent in these two electric hatches, the more confused I became about the driving position. While the actual H-score numbers don’t mean much in relation to the hood line, the gist of it is that with the seats adjusted as low as possible, taller drivers — like me, at one foot 6 feet-6 length—Will feel too close to the sunroof arch. Solution? Go with Mid-level Wind, and skip the sunroof. If you’re taller it’s worth it because you’ll feel like you fit the bike. If the seat drops an inch or two, the advice here would be different.
2022 Kia EV6
My test car was the GT-Line, in single-engine rear-wheel drive (225 hp and 258 lb-ft of torque), with a delivery price of $52,710. GT-Line adds trim trim, alloy pedals, ambient lighting, an awesome augmented reality head-up display system, remote parking capabilities, adaptive cruise control with control active lanes and some additional active safety equipment including an advanced composite system – a “plus” sensor version of forward collision avoidance assist, a blind spot camera. This car also comes with a $295 suede seat package.
All EV6 models have dual 12.3-inch screens, with the gauges directly in front of the driver and the touchscreen directly to the right. The touchscreen is responsive and quick, and its menu system is mostly intuitive, with a nifty row of buttons that can be switched between navigation and climate hot buttons. Combined with the tall center console, the design isn’t as elegant and cohesive as the Ioniq 5’s, but I feel more comfortable with it.
2022 Kia EV6 GT-Line (RWD)
And after a week of using the EV6, that’s really what makes this car so brilliant. While it may give first impressions of something strange and bizarre, it is not at all. It’s a car that’s easy to drive, live in, and look at — a car that works great, looks great, and adds quite a bit of value if you can federally claim it. EV . tax credit.
Which base model would be the best?
My decision is far from final. The Ioniq 5 will continue to sing its song about ’80s back-to-back design and what I feel is one of the most cohesive design statements to date in this century. Both models offer quite different powertrains in the form of a base battery, rear-wheel drive — where I think some of the things I appreciate most about the Ioniq 5 might not be a problem — and I look forward to break that.
