This time, the Kia EV6 must pass the electric vehicle super test. He inherits the technology of the Hyundai Ioniq 5, but his design and orientation are much more sporty. Is it sufficient for a passing grade on the E-Auto Supertest?
Kia EV6 seems to be the coupe-like and sportier sibling of the mechanically identical Hyundai Ioniq 5. In the electric vehicle super test by top writer Alex Bloch, 10 distinct chapters evaluate modern electric automobiles in depth. The applicant may get a maximum of six stars in each category. Price and market sector is immaterial; all automobiles are appraised using the same criterion. Our test vehicle is an EV6 GT Line with 325 horsepower and 605 Newton-meters of torque. Kia offers four performance levels. We shall now reveal the capabilities of the Koreans.
The impression of excellence
The zero joints and neuralgic points at the front – where body pieces and components such as headlights meet – have been cleaned, and the size of the gaps are appropriate. The rear doors protrude slightly over the fender when seen from the side of the vehicle. Additionally, the trunk lid is not flush with the back.
The inside looks to be of extremely excellent quality at first sight. The majority of the materials used are of good quality, and the craftsmanship is impeccable, notwithstanding the occasional usage of somewhat high-up hard plastic. The center console, which often creaks or has played in other cars, is once again believable. Overall, the Kia EV6 scored four out of six ratings for Quality of Appearance.
The city’s adequacy
In this chapter, the advantages of wide space are often undermined. It is self-evident that a huge vehicle is only marginally fit for city driving, and the EV6’s length of 4.70 meters surely qualifies it as such. Without outside mirrors, it increases the width to 1.88 meters. In terms of wheelbase, however, the Kia is somewhat superior to the Hyundai Ioniq 5 because instead of three meters, it is just 2.90 meters, which decreases the turning circle to 12 meters.
While front visibility is not a problem, the sloping roofline reduces the view to the back. Obviously, there is also an onboard reverse camera that provides multiple angles, but many drivers still prefer the traditional view over the shoulder. The EV6 is half a star better than its group sibling because of its superior turning circle. 3 out of 6 stars is absolutely right.
Some electric vehicle drivers may already be relishing the EV6’s trunk. Our test vehicle’s modest compartment under the front hood provides just around 20 liters of storage capacity. A charging cable cannot be inserted there, hence it must be located in the rear charging compartment.
There’s a storage capacity of 480 liters (1,300 liters with the rear seats folded down). However, when moving large items, the EV6’s flat profile might be problematic. If you forego the premium-priced subwoofer of the audio system, you may even use 520 liters of rear baggage space.
The absence of the center tunnel, which is characteristic of e-cars, contributes to the driver’s seat’s airiness, which is believable. Below the center console, Kia has included storage alternatives that can accommodate a big water bottle. In fact, there is so much room in the front row that the USB ports are nearly too far away.
Nobody has to be concerned about knee mobility in the back. However, the design-related drawback of a coupé form is now also becoming obvious, as the EV6 gives substantially less air in the head region compared to its Hyundai sibling. As a result, the Kia lost half a point to the Ioniq 5 and received four out of six stars for the space it provides.
In this section, the EV6 should be distinguishable from its more comfortable sibling, the Hyundai Ioniq 5. The chassis design of both vehicles is fundamentally identical. The frequency-selective built-in dampers behave differently depending on whether an excitation occurs rapidly or slowly.
The mechanism reacts with a low dampening rate in the event of fast, brief hits. With low-frequency stimulation, such as cornering or evasive maneuvers, the damping forces stay strong, enhancing the vehicle’s drivability and safety. This technology is included in both the EV6 and the Ioniq 5, with the EV6 being much more compact overall.
Even on rainy roads and with a state of charge (SOC) of less than 50 percent, the 2.1-ton EV6 with all-wheel drive can reach 100 km/h in 5.3 seconds when equipped with all-wheel drive. When it comes to the delay, the Korean does not need to conceal either.
On a dry road, the EV6 stops at a little over 34 meters while braking from 100 km/h in an emergency situation. In addition to its longitudinal dynamic traits, the e-vehicle exhibits a play impulse when turning quickly in sport mode and pushes the rear outward. This should be approached with care by inexperienced drivers, particularly on rainy roads.
At the conclusion of all dynamic calculations, the Kia earned 4.5 out of a possible 6 stars. A grade that would have likely been considerably higher if the top-of-the-line GT had passed the super test. Take a peek at our really fun ride if you want to get a feel for it. The video is located directly below this line. Albert Biermann, until recently the chief of Koran development, is at the helm.
The e-car operates.
The Kia EV6 features a function that presently sets it apart from the majority of other electric vehicles since it can also be utilized as a powder dispenser. The only need is an adapter that, due to its small size, also fits in the smaller trunk.
The adaptor connects to a standard Schuko socket, which the Kia may use to power any electrical item, even other electric vehicles. The current strength may be adjusted using the infotainment system. However, if the EV6’s battery charge goes below 20%, the system ceases providing linked users.
While the functioning of other electrical gadgets in day-to-day driving likely plays a secondary role, the Kia offers a number of helpful features for current e-mobilizes. It begins with a clear display of pertinent facts on the huge touchscreen.
A special EV button may be used to access a menu that displays information on the vehicle’s range in various circumstances, such as with the air conditioning on or off. In general, the EV6 is quite comprehensive and gives information on different charging choices and their duration as well as the energy consumption of the vehicle’s systems and equipment.
To safeguard the battery, the system may also be used to establish maximum charge levels for DC and AC charging. The missing heat pump will substitute for the winter mode. It utilizes the battery’s energy to warm the battery before charging or immediately after a cold start. Sounds contradictory, but in reality, brings many kilometers. You may reserve a heat pump if you still choose to utilize one.
However, there is potential for improvement in the navigation system’s charge planning when route guidance is active. For instance, if you are traveling to a location that is outside the battery’s range, the system will identify this and offer to search for charging possibilities. Nonetheless, in the neighborhood of the present situation, this makes little sense.
Although the driver has the option of searching for power columns along the route or at the destination, the technology does not provide comprehensive trip planning. The Kia EV6 maintains a 4.5-out-of-six-star rating in this chapter due to the abundance of features, most of which also perform effectively.
With 20-inch wheels and wide sports tires, the EV6 can go up to 380 kilometers depending on its fuel usage during the test. A little more than its model counterpart.
The average WLTP fuel consumption for the 325-hp all-wheel-drive EV6 is 17.2 kWh per 100 kilometers, according to Kia. Instead of the 19-inch wheels on which the WLTP figure was derived, our test vehicle has slightly bigger 20-inch wheels with broader tires, which prevents it from meeting this guarantee.
However, we will not be deterred by the WLTP statistics and will test them for ourselves. Here, two permanent magnet synchronous motors are in operation and need power. The ingenious aspect of the design is that, if required, the front motor may be totally mechanically detached, hence preventing drag losses. Less clever:
Nonetheless, surprise: on the Eco lap, the Stromer meets the manufacturer’s standard with 17.2 kWh per 100 km – at least according to the on-board computer, which does not account for charging losses. Throughout the whole course of the test, during which almost 800 kilometers were traveled, the vehicle used an average of 20.5 kWh.
It barely outperforms the comparable Ioniq 5, but because of its aerodynamically superior shape, its fuel consumption is lower than that of the Hyundai, particularly at speeds beyond 100 kilometers per hour. At a steady speed of 140 kilometers per hour, the two separate one kilowatt-hour. The Kia’s chapter on fuel economy scores three out of six stars since it fails to distinguish itself from the competition.
As usual, this section examines both suspension and noise comfort. During the study of the dynamics, we were able to ascertain that the Kia EV6’s tighter tune is intended to offer the group’s athletes a competitive edge. Does this remove any solace for him? no It is true that short transverse joints are readily felt by the back end of the passenger, but the overall suspension comfort is still satisfactory.
In terms of noise comfort, the flat windshield of the Kia EV6 at higher speeds is advantageous. If you are driving more slowly, such as in city traffic, there is no difference between the Ioniq 5 and the Ioniq 5 in terms of noise. But since it has a far more comfortable suspension, the Kia cannot match the Ioniq 5’s five stars and receives just four out of six stars.
The Kia EV6’s battery provides 77.4 kWh. Using the Eco lap’s fuel usage as a baseline, this results in a range of 450 kilometers. Taking into account the test usage (20,5 kWh per 100 km), the range is still 380 kilometers.
Theoretically, somebody traveling at a continuous 120 km/h on the autobahn may cover 345 kilometers. At 80 percent SOC, the EV6 can go 275 kilometers. Why does this information matter? Because on lengthy excursions at quick-charging stations, you often charge to a maximum of 80 percent, since the last 20 percent requires substantially more time, and with this charging compromise, you are back on the road sooner. The Kia scores four out of six stars for this.
The capacity for travel
This chapter focuses mostly on the subject of how rapidly I can add “range” to the automobile, i.e. electricity. Under ideal circumstances, the maximum charging capacity of a Kia is 240 kW. Due to the fact that the KIA does not effectively prepare the batteries in cold weather, the charging capacity declines dramatically in the winter, in some instances to just 60 to 70 kW.
If you warm up the battery with a longer length of highway before charging, you will be satisfied with CCS charger values of more than 180 kW. But just for a brief plateau at the start of the charging procedure. For the length of the procedure from 20 to 80 percent SOC, the average charging power is 142 kW. With this number, the EV6 is behind the Ioniq 5 and provides superior performance in this regard. The Kia receives a total of five out of six stars.
Here, the EV6 has a few tricks up its sleeve, beginning with the excellent head-up display and the spacious instrument panel, which make it simple to view all the relevant information. Kia’s steering wheel buttons are mechanical and well-labeled; there are no touch-sensitive control areas.
However, the central infotainment display’s home page lacks any indication on how to access the main menu (spoiler: by swiping to the left). What does not seem to be modern are the presentation and writing, but it is ultimately a matter of taste and will not be reviewed here.
Below the huge display is a dynamic control bar for regulating the temperature, accompanied by two haptic knobs. The display bar may either show the additional controls for the air conditioning system or individual menu selection buttons.
Kia provides extra controls for different comfort features, such as seat heating and ventilation or steering wheel heating, in the center console. Despite the fact that these settings are not a secret, altering the cruise control speed while driving is quite tricky. The Kia EV6 receives 4.5 out of a possible 6 stars due to the voice control’s ability to comprehend even informal orders such as “I have to urinate” and to provide solution-oriented outcomes.
The Kia EV6 GT Line model with 325 horsepower and all-wheel drive costs at least 57,000 euros. With a few additions, the test vehicle swiftly surpasses the 60,000 euro level. The purchase expenses do not factor into the assessment for the electric vehicle super test, but we are disclosing them for the purpose of openness.
The Kia EV6 received an overall score of 4.05 out of 6 stars in the arms chief reporter Alexander Bloch’s electric vehicle super test across all chapters. This ranks the Korean vehicle in the fourth position on the Supertest ranking, ahead of the Tesla Model 3 LR (4 stars) and below its model sibling, the Hyundai Ioniq 5 (also 5 stars) (4.1 stars).
This result status is a snapshot since the number of test-takers is continuously rising. Therefore, it is quite probable that there will always be changes in the top 5.