Design matters: KIA EV6
In the mid-2000s, the closely connected KIA-Hyundai duo took a bold step and fundamentally changed their approach to developing their new models. The result of this conceptual shift is the Hyundai IONIQ 5, which significantly deviates from the template, and its cousin, our subject for testing, the KIA EV6.
In 2005 the KIA-Hyundai group established a development center in Europe and recruited renowned designers with impressive credentials, including Peter Schreyer (known for his work on the first Audi TT, VW Golf IV, and VW New Beetle) and Luc Donckerwolke (associated with the Audi A2, Lamborghini Diablo, and Bentley Flying Spur). The result of their two decades of work is the current range of the company group.
The two cars share the same platform, making them similar in size: the KIA has a 10 cm shorter wheelbase, but overall, it’s slightly longer. The passenger compartment offers ample space, while the trunk is a bit narrower due to the sloping rear design. It’s interesting that the EV6 lacks a rear windshield wiper - I haven’t tested the car in the rain, but I believe it could benefit from one.
I was quite impressed by the presence of physical buttons, allowing control beyond the menu options. For instance, adjusting seat heating and volume can be done in the traditional way. However, the infotainment system isn’t the fastest, screen scrolling is slow, and after turning on the car it takes several seconds until the navigation system starts working. This delay can be frustrating, especially when you’re trying to decide whether to turn left or right as you exit a parking lot. Perhaps a software update or a faster processor during a model refresh could address this issue, the same system worked seamlessly in the IONIQ 6. (The EV6 test car was manufactured last year, at least it didn’t has the annoying speed limit warning system due to that.)
Starting the car – much like many other EVs – could be simpler. First, you need to turn on the car, and then shift it into Drive (D). I don’t quite see the purpose of the first step; perhaps using the gear lever alone would suffice to get going. This EV6 was all-wheel drive, but under normal conditions, it primarily powers the rear wheels. The front drive engages only during intense acceleration or on slippery roads.
Considering the car’s shape and size, the consumption didn’t surprise me: on the highway in warm spring weather (albeit with winter tires), it required 23 kWh per 100 kilometers, while in the city, it used 16 kWh. Similar to its 800V E-GMP platform siblings, the EV6 is a true charging champion. Its maximum charging speed is 233 kW, and perhaps more impressively, the 74 kWh battery can charge from 10% to 80% in just 16 minutes. The car also features V2L (Vehicle-to-Load) capability, allowing the battery to serve as a power source for camping or during power outages at home.
During travel and charging, you’ll find several USB-C ports available (some of them are good to charge a notebook), although the USB-A connector is solely for phone mirroring.
I recommend this vehicle to those who'd like to drive a good quality EV with style, need large space for passengers, use their vehicle mostly in the city and on normal highways, and don't mind to spend a bit more time on chargers on the highway.
Next week's review will be about a true-seven-seater EV, the KIA EV9.
Previous reviews:
#1 Concept car come true: Hyundai IONIQ 5
#2 Efficiency matters: Hyundai IONIQ 6
#3 A giant birthday cake: BMW XM
Disclaimer: opinions expressed are solely my own and do not express the views or opinions of my employer and are not supported by any OEMs.