Rarely does a car receive so much attention during the time we use it. Out of the strange sports car or ultra-luxury metal, it’s hard to think of something that can turn heads as much as 2022 Kia EV6. This is completely new tram be considered a crossover SUV but ultimately a whole new type of vehicle that can bend the segment with Ford Mustang Mach-E and EV6related to machines Hyundai Ioniq 5 cousin. Aside from the power source, looking at their internal and external dimensions shows that the cars don’t really correlate to the size category currently available – it’s a bit midsize here, compact there and a lot of the stuff before. this is nowhere to be seen. This is the result of tram Architecture frees designers and engineers from the shackles of internal combustion components.
So what’s so good about EV6 specifically? Design for one. Besides the eye-catching exterior, the interior is also extremely cool. Better yet, it’s also highly functional, with user-friendly technology, streamlined controls, and useful storage thanks to its electrical architecture. Also benefiting from that is the EV6’s really large rear seats.
In terms of EV credentials, the EV6 offers a variety of motor and battery configurations, offering a wide range of performance and range. On the second side, the EV6 tends to go further on charges than most of its competitors. Crucially, however, is Kia/Hyundai’s 800-volt electric architecture that makes it possible for the vehicle to accept the increasingly high charging rates of 150 and 350 kW provided by high-speed chargers. This means you’ll have to wait less in a Walmart parking lot while charging at home. Put it all together, and Kia EV6 Not only is it one of the most attractive electric vehicles, but it is also one of the new car for 2022, period. If the future of cars can turn out to be as cool and practical as this, then things are looking good.
What’s new for 2022?
EV6 is a brand new model.
In short, it’s great. From the colorful lighting system and metallic trim on the center console, to the vibrant dual screens, nothing else looks like this. If you want your futuristic car to look futuristic, this will work. However, it is important that this cabin is still fully usable by people who are used to the way cars operate today. There’s still a separate instrument panel, there’s still the traditional buttons and knobs, and even the capacitive touch controls are executed better than those found elsewhere (a coughVolkswagen).
Now, there’s one final crease: the row of touch controls under the touchscreen that doubles as climate control and infotainment shortcuts – an interchangeable button that must be pressed to switch between climates. rear and infotainment. This is an added complication, but it also seems like a smart compromise between creating a clean look and maintaining usability.
The standard 12.3-inch widescreen directional touchscreen is essentially the same unit you’ll find in other Kias, which is great news as it’s one of the best infotainment systems out there. better mind available. The menus make sense, simple tasks like changing the radio station are easy, the responses are quick, and the interface is beautiful. We also like the 60/40 split-screen function that lets you consider audio and navigation, for example, at the same time. We like the placement of the wireless phone charger right near your elbow in the center console, but wireless Apple CarPlay and Android Auto aren’t available, meaning you have to skip using them or plug them in. phone into one of the USB ports below the dashboard, and store your phone in the large compartment under the panel that best fits the wallet.
Another thing to work on is the dashboard design. While there were three different models on offer, they were all the same layout with the speed indicators and too small range placed in places where they would normally be blocked by the wheel hub. There’s too much viewable real estate for nothing. The GT-Line has an augmented reality head-up display that projects enhanced information across the road and gives you signs of where to turn when using navigation, which is useful for keeping an eye on the road. Go.
Big! But also small! The EV6’s electric powertrain architecture allows it to have an extreme cabin design and a relatively large wheelbase (like the third row). Telluride), which means it offers ample rear-seat legroom for a mid-size Kia vehicle Sport and Sorento in length. We can put a rear-facing child seat and have someone 6 feet 3 years up front barely touch the wall with their toes – usually theirs knee stuck against strikethrough. Hyundai Ioniq 5 is similar, but even Mustang Mach-E doesn’t go too far in terms of providing family-friendly interiors. There’s plenty of leg room at the front with an open floor plan split in half by a handy trash can, perfect for a large purse or small backpack. Headroom can be tight, however, at least with the standard GT-Line sunroof. Part of that has to do with the fact that the EV6 has a much lower roofline than standard SUVs – it also has a slightly higher ground clearance than the regular car.
Goods space turned out to be better than its official measurements of 24.4 cubic feet behind its rear seats. We were able to fit slightly more luggage in the back than the Mustang Mach-E, although the Ford technically has more space on paper. However, both offer less than what you’d expect in a compact or midsize crossover SUV. In particular, the EV6’s roofline limits the height of any bulky objects you can fit there.
Like most EVs, the EV6’s range and specs depend on battery size and whether it has a motor on just one axle or both.
The trim level EV6 Light features a 58 kilowatt-hour battery pack with a maximum charge input of 180 kW. It’s rear-wheel drive thanks to a single electric motor that produces 167 horsepower and 258 pound-feet of torque. It’s a modest output and the 8.0-second acceleration from 0-60 is almost what you’d expect from a compact SUV like Toyota RAV4. Its EPA-estimated range is 232 miles and has an efficiency rating of 117 miles/gallon equivalent combined.
The Wind and GT-Line trim levels receive a 77.4 kWh battery pack with a maximum charge input of 240 kW (in other words, it holds more power and can pick up faster). They come standard with a more powerful rear engine that also produces 225 hp and 320 lb-ft of torque. The 0-60 time drops to 7.2 seconds with this, while the range goes up to 310 miles with an efficiency rating of 117 mpg-e combined.
The four-wheel-drive versions of the Wind and GT-Line both have engines at the front and rear, bringing total output to 320 hp and 446 lb-ft of torque. The 0-60 time drops to 5.1 seconds, but you lose some range, at 274 miles. It’s also rated at 105 mpg-e.
The end of 2022 will be the EV6 GT, with the same 77.4 kWh battery, but much more powerful front and rear engines, producing a total of 576 hp. The estimated 0-60 time drops to just 3.5 seconds, about the same as the Mustang Mach-E GT. EPA Range estimates are not available at the time of this writing.
Thanks to the 800-volt electrical architecture, every EV6 can make the most of the latest fast-charging technology better. All versions should theoretically be able to recharge from 10 to 80% in 18 minutes, although that depends on a specific 350 kW fast charger at the fastest possible speed, which is not yet possible. guaranteed.
The EV6 has many features that match the standards of electric vehicles: instant torque, low center of gravity, single-pedal drivability and an eerie quietness enhanced by futuristic, artificial noise. (can be turned off). However, even the EV6 GT-Line AWD with 446 pound-feet of torque doesn’t try to take your head off your neck when you put your feet up. The car will expend power more cautiously to prevent the wheels from spinning and improve drivability, which can make it difficult for those times when you want to show off what your new car can do, but in the end it will be better for efficiency and smoother driving.
And while the EV6 certainly has a low center of gravity plus the wheels get pushed into corners, we wouldn’t say it’s a particular car with regards to steering. The steering is well-weighted and accurate, but feedback is muted. The grip is definitely better than the typical SUV, but still feels taller and farther away than a sports car. Certain versions of Mach-E and Polestar 2 shows many signs of life. To be honest, limitless drivability is Kia’s MO category, so the fact that that applies to its EVs despite its cool exterior shouldn’t come as a surprise.
What other Kia EV6 reviews can I read?
We got behind the wheel of the EV6 for the first time, where we provided more details on its design, engineering and ride feel.
Get an in-depth look at how much you can fit inside an EV6 trunk with comparisons to the Mustang Mach-E.
There will initially be three EV6 trim levels (Light, Wind and GT-Line), with a fourth (GT) to be introduced towards the end of the model year (though it’s possible it’s been delayed enough for launched as a 2023 model). See the range and performance section above for details on the important differences between the battery and electric motor of the trim levels. Basically, the significant price increase between Light and Wind can be explained by the difference in range and performance in addition to the equipment increase. The GT-Line shares range and performance specs with the Wind, but has a lot more to offer in addition to sportier looks and unique interior options.
All prices below include a $1,215 destination fee. They do not include the $7,500 federal tax rebate, nor any state reimbursement that could lower the price even further.
Wind RWD: $48,215
Wind AWD: $52,115
GT-Line RWD: $52,415
GT-Line AWD: $55,900
Every EV6 comes standard with automatic emergency braking with cyclist and pedestrian detection, lane-keeping assist, blind-spot and rear cross-traffic alert, and a warning system. Driver’s attention warning and adaptive cruise control (Highway Driving Assist) with stop-and-go capabilities and lane-focused steering assist. GT-Line gets highway driving assistance 2 The system automatically changes lanes and the ability to self-learn and adjust to individual driving style.
EV6 has not been crash test by a third party.