Takeway on real-world range, charging, and livability vs. Ioniq 5

The Kia EV6 and Hyundai Ioniq 5 are the two most wanted EVs of the year. And with the Ioniq 5 largely unavailable to them in some parts of the country this year, it may seem somewhat stable on Hyundai that they have to settle for second-best.

Having recently spent time on these two models, I can say that although I like the design and basic interface choices of the Ioniq 5 a little better, the EV6 is my choice.

Why? The Kia aspect of this dynamic pair of EV cousins ​​has been well tuned in almost every case. And it helps me see the whole car in a better, more desirable light.

For that, here are some point-by-point observations on range, charging and livability সহ some of the details of why I consider the EV6 to be the best choice between the two at the moment and one of the best electric cars at the moment. Available at a (somewhat) affordable price.

Range: Good for 200 miles-even count for damp and cold interstate travel

This Hyundai and Kia EV now experience a number of highway-trips, including a basically identical propulsion system, I am confident that whatever the situation, the 77.4-kilowatt battery pack will return a range of more than 200 miles.

As part of my weekend with the single-motor, rear-wheel-drive EV6 – in the typical stubborn Pacific Northwest spring weather, cold with frequent showers – I measured up to about 3.4 miles per kilowatt which I observed in very good weather. Enthusiastic Napa-area first drive earlier this year.

2022 Kia EV6 GT-Line (RWD)

2022 Kia EV6 GT-Line (RWD)

To get an idea of ​​its less-than-ideal highway range, I took the EV6 from Portland to Shelton, Washington, covering 149 miles and maintaining an average speed of 3.1 miles / kW that stretched somewhat and exceeded an average of about 70 miles per hour to 65 miles per hour. Was 50 degrees and the whole way was damp, with stained showers. Then another 74 miles of work and back in an event, a smooth 40-55-mph two-lane, my average was 3.4 miles / kilowatt. Finally, on the 123-mile international leg back to Portland, I used adaptive cruise control to keep it down to 70 miles per hour for most of it. Over 123 miles in total, I averaged, surprisingly, the equivalent of my very fast outbound trip —3.1 miles / kW.

The difference? It was pouring in on the return trip, and I had to run climate control in its defog mode for most of the trip.

Meanwhile, my colleague Brian Ong in Los Angeles loses 1,000 feet at an average of 4.3 miles / kilowatt hour, an average of 5.2 miles / kilowatt hour at 54.7 LA Street miles altitude, with an average of 174.3 miles of mixed driving, plus 3.7 miles / kilowatt hour free 5.6 miles 54.7. Feet increase.

It underscores that somewhat cold weather and rain can have a pretty significant effect.

Ironically, my rain highway-driving profile এবং and these temperatures ও would also be accurately identified for the heat pumps included in the dual-motor all-wheel-drive model, but not the rear-wheel-drive model I was driving.

Charging: Don’t look for 150-kW charging

I recently emphasized in a review update of the 2022 Hyundai Ioniq 5, there is no need to look for a 350-kw DC fast-charging, as the actual time it takes to recover most of the charges is actually going to be significantly closer. – The state of the world. The Ioniq 5 and EV6 are clever about accessing their maximum charge of 235 kilowatts or more, and if you look at it – and even more than 200 kilowatts – it can be very short.

2022 Hyundai Ioniq 5 and Kia EV6 Fast Charging - Lacey, WA

2022 Hyundai Ioniq 5 and Kia EV6 Fast Charging – Lacey, WA

When I connected the 350-kilowatt hardware to the EV6 in this humid, cold weather (49 degrees), it took me 31 minutes to get from 7% to 80% — first with the sub-100-kilowatt rate, then to the Explosion 202. kw, briefly at 35%, with a power setting of just over 150 kw for the rest of the charge. The recent charge of the Ioniq 5 was actually somewhat faster when warmed by 150-kilowatt hardware.

Once Kia and Hyundai enable battery prerequisites for fast-charging হিসাবে as a button, part of the route plan or, we hope both — my advice will change. But until then, there is no point in finding the 150s.

Real world driving notes

When I first drove the EV6 in January, I was able to pace it in a way that I did for the Ioniq 5. Kia forced us to drive on the challenging roads of Northern California with weird banking and rough surfaces. It made me wonder if what I felt as a strong tune for the EV6 as a whole would be comfortable enough in everyday driving.

After this follow-up drive I’m sure the EV6 is very well tuned for most American road types আসলে actually, better than the Ioniq 5. Yeah Al that sounds pretty crap to me, Looks like BT aint for me either. Unexpectedly, the EV6 is more forgiving when you encounter the worst expansion on rough roads and it all comes down to a lower secondary speed. It’s easy to imagine what this tune will look like on the 576-hp GT model coming out later this year.

2022 Kia EV6 GT-line

2022 Kia EV6 GT-line

The EV6 has a basic choice that still strikes me as an amazing oversight: the belt-powered electric power steering feels absolutely numb, but what I’ve done here has not really bothered me with everyday driving and interstate slugs.

On the other hand, I have come to a better understanding of how well this car accelerates, brakes and gives you plenty of options for the region. And then between the modes, the Sport accelerates the accelerator response a bit, but I like the more linear feeling like normal to you. In its eco and normal mode, the EV6 is a very easy car to drive.

Takeaway: Don’t let the Stinger look scare you

On the outside, from the supercar snout to the Curvy Euro-hatch rear styling, the EV6 looks positively resi. But inside, it’s a much more practical car than the bold first impression suggestion.

2022 Kia EV6 GT-Line (RWD)

2022 Kia EV6 GT-Line (RWD)

2022 Kia EV6 GT-Line (RWD)

2022 Kia EV6 GT-Line (RWD)

2022 Kia EV6

2022 Kia EV6

Although the road noise may be comparable to that of the Ioniq 5 — and really, I am very impressed by the lack of wind noise at speeds of 70 mph and above at EV6 in most EVs of this class. I wouldn’t be surprised if the smoother, more wrapped rear air tunnel pays dividends.

There is an exception to my delight about the EV6. Tall? Don’t miss the top-level EV6 GT-line.

The more time I spend on these two electric hatches, the more mysterious I become about the driving position. Although the actual H-point numbers do not imply much in the reference to the roof, the gist of it is that the lower the seat, the less consistent the taller drivers will be মতো like me, the longer legs will feel around the 6-foot-6 sunroof. The solution? Go with mid-level winds and avoid the sunroof. If you are tall it is worth it because you will feel fit in the car. If the seat moves another inch or two inches down the advice here would be different.

2022 Kia EV6

2022 Kia EV6

My test car was a GT-line, single-motor rear-wheel-drive (225 hp and 258 pound-feet of torque), priced at $ 52,710. The GT-Line includes a number of additional active safety items, including dress-up trim, alloy paddles, ambient lighting, an excellent augmented-reality head-up display system, remote parking capabilities, adaptive cruise control with active lane control, and enhanced fusion. The sensor is a “plus” forward collision-avoidance support version, a blind-spot camera. This car also had a $ 295 suede seat package.

All EV6 models get a dual 12.3-inch display, with a gauge on the front one of the driver and a touchscreen on the right. The touchscreen is responsive and fast, and its menu system is mostly intuitive, with a nifty row of buttons that can be toggled between climate and hot buttons. Combined with the long center console, the design isn’t as elegant and integrated as the Ioniq 5, but I feel more comfortable with it.

2022 Kia EV6 GT-Line (RWD)

2022 Kia EV6 GT-Line (RWD)

And after spending a week with the EV6, that’s what makes this car so bright. While this may give the first impression of something juicy and glamorous, it is not at all. It’s easy to drive, live with and interface – which can be very efficient, looks great and adds a great value if you can claim a federal EV tax credit.

Would the base model be the best?

My decision is far from final. The Ioniq 5 will continue to sing siren songs from its 80s throwback design and what I feel is one of the most comprehensive design statements of this century so far. Both of these models have the potential to drive quite differently in their rear-wheel, base-battery shapes যেখানে where I think Ioniq 5 may not be the problem যা something I appreciate less about-and I’m looking forward to breaking it down.

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