Electric Kia Cars – In the ever-increasing shift to electric cars, automakers like Kia face a question: Are they looking for heritage and nostalgia? Will they move forward by installing new technology under the hood? Or are EVs an opportunity for a massive overhaul?
According to Kia, it’s actually the latter. The EV6, the first of the brand’s many EV6s built on the E-GMP model shared by Hyundai and Genesis, is a pure car unlike anything in the brand’s current or previous lineup. Unlike its new synthetic Hyundai Ioniq 5 cousin, there is no nostalgia at play. Everything here is about the future.
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Like the Stinger sports hatchback that arrived in 2017 and the luxury Telluride SUV that arrived in 2019, the EV6 has a great full-size, almost premium interior feel and looks that will turn you around every time. STOP, try to figure out exactly what gender you are riding.
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Everything else is different though. The EV6 has a basic rear spoiler combined with a supercar nose, giving it the look of a Euro-chic hatchback. A very low profile build from afar and provides a warm glow up close. But once you’re at it, the dimensions can be confusing. The EV6 has the same wheelbase as the Telluride and is 0.2 inches shorter than the Stinger. With a length of 184.2 centimeters and a total width of 74.0 centimeters, its dimensions fit well with the Tesla Model Y, Volkswagen ID.4, Ford Mustang Mach-E or Hyundai Ioniq 5. But the length is 61 centimeters. overall – an inch shorter than other models – the EV6 simply looks taller, lower and lower. This is a good thing.
Like the Ioniq 5, the larger Ioniq 5 in this case is classified as a passenger car in the American small wagon category. Although the dimensions between the models are similar, the length of the Ioniq 5 helps to gain another three cubic meters. passenger dimensions. The EV6’s ground clearance is also auto-class, 2.5 inches lower than the standard Subaru — though it does have a 15.4-degree side angle, so you don’t have to worry about a big spoiler on every road.
We’re back from our first drive with the EV6 in Northern California, and it’s taken a course that would make the Kia Stinger proud – with lots of tight turns, road filler and unexpected edges. The EV6 handled things brilliantly and now we have a clear idea of how the GT model will use its impressive power output later this year with 576bhp and a 0-100mph sprint. 3.5 seconds.
This route gave the EV6’s suspension more exercise than the Ioniq 5 did when it hit the famous circuit last month; Kia feels much better than its Hyundai counterpart – it has an almost thin body, which could be better.
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Basically, the EV6 is a mess. The steering feels confident and there’s no road feel from the wheels, but that’s just a matter of choice. It handles well on the road and feels good when cornering hard. Feeling that the center of mass is under the driver’s seat, it feels perfectly balanced even when approaching the limit of the wheels.
There is a big difference in the handling and handling of a twin-engine all-wheel-drive car compared to a single-engine rear-wheel drive car. The GT-Line I first drove was 4,661 pounds for the loaded AWD, followed by 4,255 pounds for the GT-Line RWD, the car’s handling was exceptional, and the RWD was more stable on the pavement than the AWD. I really liked the shift of the RWD model because it was very good at pulling out slowly in tight corners, while the AWD version required a lot of guts (and time) to get the power going. to the front to help the line move closer to its own line. Both are interesting in different ways.
The EV6 is very quiet inside, with very little road and wind noise – although after driving the front and rear – I noticed more engine noise in the AWD version.
In Wind or GT-Line trims, the EV6 is available with one motor (rear-wheel drive) or two motors (all-wheel drive) and both with a 77.4kW power pack. They produce 225 hp and 258 lb-ft of torque, 320 hp and 446 lb-ft. The base light version of the EV6 will arrive later this year with a 58 kWh power pack. They produce 167 horsepower and 258 pound-feet of torque from the same system.
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For the two big-package models I drove, 0-60 mph was under five seconds for AWD (4.6 and Kia’s official independent results from AMCI), and six to seven seconds for RWD. It’s definitely a difference you can feel, but the same engine model still feels faster.
The largest wheelbase package is EPA-rated at up to 310 mpg, with all-wheel-drive versions rated at 274 mpg and the light and subcompact packages at 232 mpg.
I managed to average 150 miles from start to finish driving in the same location, including four legs: 3.4 mpg and about 55 mpg on the two GT-Line models. all-GT model -Rear line-GT-Line with 95 km on the engine. Since I drove most of the way in AWD and most of the way in RWD, the trail didn’t allow for a comparison between the two modes. The outside temperature went from 53 degrees to 64 degrees, so it was close to where the battery pack could be.
At the end of the drive, my test car showed 38% remaining, which corresponds to 114 kilometers left – a driving distance of 300 kilometers.
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It runs very well with the single-engine, pack-size EV6, which is EPA-controlled combined performance – so I’m held to a higher standard than owners in the world who do better than it.
The EPA formula eliminates two useful options for extending the AWD engine’s dual-motor capability, but it can bring actual performance very close to the identical RWD version. One of them is a dual engine heat pump system that helps to significantly improve performance in cold cars. Another is a dog program that adjusts the front motor more or less depending on the mode to provide up to 6% boost. In Standard mode, the system automatically switches to rear-wheel drive under light loads for optimal performance, while Eco mode operates without the front engine at all. Sport mode allows a split between front and rear, while Snow mode locks in a 50/50 split beam to reduce and invoke regenerative braking.
In almost everything except snow mode, you can use the rotary switch to choose between level 1 (light regen) and level 0 (outdoor) in one mode, or strong level 2 or level 3 regen in the other direction, On I – The pedal models actually operate the same machine. Alternatively, there is an Auto mode that focuses on vehicle speed. The new metalwork isn’t much different from the one and two machines; This is because the system, with a well-functioning silicon carbide converter in the rear, prioritizes energy recovery for these wheels for the longest period of time with traction.
The EV6’s front seats are comfortable and supportive, but as we saw in the Ioniq 5, the better the roofline, the lower the seat is in the front seats; The seat’s H-point—where your thighs sit—is higher than tall drivers want or need. At 6 feet, my head was only an inch or so from the center of the sunroof (lots of sunspots there), which is the case with all US versions, though I found the rear seats comfortable and plenty of room. I found a place.
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The 2022 EV6 offers 24.4 cubic feet of cargo space behind the rear seats and more under the rear cargo area. When the seats are folded forward, cargo volume increases to 50.2 cubic feet. There’s also a deep recess in the center console (it doesn’t slide back and forth like the Ioniq 5), as well as a small plastic-clad fender at the top that looks like a slightly larger, conventional engine-less engine.
The scenario in the EV6 cockpit is capable of providing a suitable environment for the mission, but little. Kia should have taken what Hyundai wrote and moved on. you