Sharing its E-GMP (Electric Global Modular Platform) platform within HMG (Hyundai Motor Group) with the Ioniq 5, the Kia EV6 ushers in a new all-electric era for the manufacturer. Presented as a crossover, it shows a massive silhouette that breaks with the Kia codes.
The EV6 is offered in two power levels: 168 kW (229 hp) with rear-wheel drive and 239 kW (325 hp) with 4-wheel drive. A powerful GT version with 585 hp will soon appear. To power the motor(s) (located on the rear axle or on each of the axles depending on the version), a 77.4 kWh battery ensures between 508 km and 528 km in mixed WLTP depending on the engine.
Now a new version with a 58 kWh battery and a power of 170 CV is also available to lower the bill to €47,990. Our test version in Design finish with a 229 hp engine and a 77.4 kWh battery requires an entry of €55,790. For its part, the all-wheel drive version requires €4,000 more.
In all cases, the 800V architecture can recharge the battery from 10 to 80% in 18 minutes and supports (optional) V2L charging. Also, from the lowest trim levels, there are two 12.3-inch screens each and help with line keeping, traffic jam assistance, semi-autonomous driving or even emergency braking and speed limit sign recognition.
Promising on paper, the Kia EV6 makes an interesting case that we were eager to test in real conditions.
ergonomics and design
With its athletic design, the Kia EV6 sports a dynamic style that contrasts with the more consensual design that the manufacturer had accustomed us to. If the lines are less sharp than those of its Ioniq 5 cousin, the Kia EV6’s silhouette blends curves and stops to assert a sporty look.
Up front, the sunken, enclosed grille is enhanced by a pair of full-LED matrix headlamps arranged in a boomerang pattern. A ribbed hood frames two domed fenders, sculpted sides incorporating flush door handles stretch the silhouette to the rear, and the nose features an original light design. The light signature describes a curved line made up of LEDs that starts at the rear wheel arch and extends across the full width of the boot. The bow is enhanced by an integrated roof spoiler that completes the vehicle’s aerodynamics.
The EV6 is 4.68m long, almost as long as the Ford Mustang Mach-E (4.71m) and the Tesla Model Y (4.75m). This is more than the Volkswagen ID.4 (4.58 m) and the Hyundai Ioniq 5 (4.64 m) for example. However, it is lower than these SUVs, with a height of 1.55 m.
The most surprising thing is the wheelbase that reaches a maximum of 2.9 m. This benefits the habitability, specifically in the rear seats, allowing the occupants of the sidewalk to also enjoy a flat floor. It’s a shame, though, that the middle passenger doesn’t get a separate seat.
Another complaint, given the size of the EV6, we would have appreciated a larger cargo volume. If not ridiculous (490 l; 1300 l with the bench folded down), this value is still lower than that of a Mustang Mach-E for example (519 l), an Ioniq 5 (527 l) and the champion of the species. , the Model Y (854 l).
For greater comfort, we will have the 52 l of the “frunk” (front trunk) of the 2×4 version.
Please note that passengers will be able to benefit from a domestic power outlet (230 V), capable of delivering a maximum power of 3.6 kW.
Comfort and equipment
The interior of the EV6 reveals a flattering, modern design with fine trim. The choice of certain materials such as fabric upholstery made from recycled plastic and artificial leather adds a touch of originality. On the other hand, the two-spoke steering wheel design is a bit out of step with the EV6’s sporty silhouette and if its controls are well placed, the associated pictograms aren’t the most obvious.
In the same way, if the assemblies are correct, the details of the finishes mark a little time due to an exaggerated use of hard plastics, even in the lower parts and in the floating center console.
The latter incorporates an induction smartphone charger, parking assistance buttons and a 360° camera, as well as the gear selection wheel P, N, D, R. The selection of driving modes is carried directly on the steering wheel and is control with your thumb. The controls handle well overall, but you’ll still have to take your eyes off the road to access certain comfort features.
Below the center vents, a row of touch controls allow you to select interface menus and change the display of this banner. Therefore, you can access the audio or navigation shortcuts, or the ventilation controls. Two physical dials complete these controls. Everything is easy to use, but not as easy as traditional controls.
The top of the dashboard houses two screens of 12.3 inches each, connected within a slightly curved frame. The central touch screen dedicated to infotainment has an architecture and design identical to that of the Ioniq 5. The graphics are modern, the responsiveness is correct without being exceptional and the interface is complete and dense: it takes a little adaptation time.
There are many settings available, such as the possibility to choose the maximum load, driver assistance, comfort options, brightness customization or even access to Kia Live. However, we note that while the matte panel offers a good brightness, it is particularly sensitive to fingerprints.
Navigation provides an acceptable experience. Unlike many manufacturers, it is already possible to preview the range of the vehicle in proportion to the remaining range. However, we regret the absence of a “route planner” that would integrate the charging stages into the navigation route.
The seats offer good support and support. It is possible to activate the ventilation of the seats and their heating, as well as the heating of the steering wheel through buttons located on the center console.
Finally, the digital instrumentation, carried on another 12.3-inch screen, does not revolutionize its field, but it is quite readable and easy to use. However, we are sorry that it is not possible to display the navigation map in this interface.
handling and performance
The Kia EV6 is a beautiful baby whose imposing size doesn’t make the city its favorite terrain. However, the smooth controls make maneuvering particularly easy. The quality of the 3D renderings and the reversing camera provide good visibility of your surroundings and the obstacle detection radars are quite accurate.
The direction is soft, relatively well calibrated, without however offering a very exhaustive feedback. Comfort is very good, even with the 20-inch wheels, but the weight of 2,075 kg is very noticeable when driving a bit dynamically. The 229 hp and 350 Nm of our test version are clearly not much. However, they offer sufficient performance with an advertised 0 to 100 km/h time of 7.3 seconds. Despite its line, the Kia EV6 proves to be a good grand tourer and shows a certain neutrality in the corners, despite a slight sagging in the front axle when entering a corner. The rear is a bit stiffer, but the whole is healthy.
The Kia EV6 benefits from 4-stage regeneration, with One Pedal mode allowing driving with just the right pedal outside of emergency situations. The recovery when lifting the foot is then quite significant, but could give passengers annoying kicks in the kidneys. Instead, only on board, we greatly appreciate this mode, especially in a peri-urban environment.
The Kia EV6 gives pride of place to driving aids with a level 2 autonomous mode that combines adaptive cruise control and a lane centering function. The feature is well calibrated on the road, with assistance particularly useful in traffic jams. On the other hand, we were not convinced by the lane change assistant, which requires very open conditions. In the same way, the automatic modification of road speed based on navigation data and the recognition of traffic signs causes phantom braking.
The EV6 is approved to tow up to 1600 kg, as long as its battery charge is greater than 35%.
Autonomy and recharging
The EV6 is already accessible with a 58 kWh battery (and 170 hp) to lower the entry ticket, but the autonomy is only 394 km in WLTP combined cycle.
Our test version was equipped with a useful battery of 77.4 kWh, for a maximum range of 528 km in WLTP combined cycle, according to the manufacturer. According to our measurements, we note a mixed autonomy of 424 km, with an average consumption of 18.2 kWh/100 km: 15.3 kWh in the city, 17.5 kWh on the highway and 23.4 kWh on the highway.
On the charging side, the EV6 accepts as standard up to 10.5 kW in alternating current, for a charge from 10 to 100% in 7 h 20 min, according to Kia. This crossover is distinguished rather by its direct current charging capacity of up to 239 kW, thanks to its 800 V architecture. Thus, it is possible to go from 10 to 80% charge in just 18 minutes, in a compatible terminal.
Comprehensive driving aids.
Loading speed on compatible terminals.
Maneuverability in the city.
Trunk volume compared to overall dimensions.
Overabundance of submenus in the interface.
How does the rating work?
The Kia EV6 is one of the best electric cars tested by the newsroom. Although it suffers from certain shortcomings, such as a somewhat low trunk volume compared to its dimensions, a slightly disappointing finish given its price and an interface that takes getting used to, this 100% electric crossover has good energy efficiency and above all all substantial and efficient equipment, even from the first trim level. In addition, its driving, if it is not as dynamic as its line might suggest, is safe and comfortable. All in all, the Kia EV6 offers a compelling electric experience, crowned by a charging speed that minimizes the time spent in the terminal.
#Test #Kia #EV6 #Design #2WD #style #électrique