![]() ![]() The dedicated EV platform creates a nice, spacious interior despite relatively compact exterior dimensions. ![]() In the vast majority of normal use cases, the EV6 has plenty of juice. I admit some range anxiety, but I put over 250 miles on the car to get these photos. A heat pump helps preserve range, too, though I was constantly twiddling the HVAC controls just to get the range figure up. ![]() The car is good at providing real-time range estimates that update based on drive mode and climate control use. Fast charging doesn't quite make up for the convenience of Tesla's Supercharger network, though with more stations arriving every day, the EV6 should (hopefully) soon be as easy to charge on the go as a Model Y. Sadly, Electrify America's fast chargers at the Newburgh, NY Wal-Mart were, no surprise, broken, but we did get charging speeds of around 110 kW at an EvolveNY station earlier the same day. Like the Porsche Taycan, the EV6 uses an 800-volt electrical architecture, allowing for charging speeds of up to 350 kW at a capable charger. This is, essentially, the long-range version, with an EPA-projected range of 310 miles, which R&T matched in fairly mild-to-cold March Northeast weather. The EV6 excels in pretty much every area. Good dynamics aren't the one thing that matters, though. There's a real sophistication to how the EV6 goes about the business of driving-the steering is well-weighted and accurate, and the suspension tuning is spot-on. Hyundai Motor's enthusiast-aimed products-the Kia Stinger, the Hyundai Veloster and Elantra N, the Genesis G70-have been dynamically impressive and the EV6 shows that their excellence has spread across the triplet product lines. Even in Sport mode, the EV6 doesn't have the gut-punch instant acceleration of more performance-focused EVs, yet it's still responsive and quick. It's a willing, eager thing, capable of great pace on a country road, in any country. Of course, the Kia weighs about 1200 pounds more than a Mk7 GTI, at 4255 pounds, though you wouldn't think so from behind the wheel. The EV6’s setup is the sweet spot for me, and it’s made summer driving all the more enjoyable.Those figures stuck out to me, as they're basically identical to the old Volkswagen GTIs. And sure, I dig a good panoramic moonroof, too, but those are all more expensive and heavy on the roof of the car than a traditional moonroof is. When you want to shut the sun out or simply darken the interior, there’s a lovely sunshade that can give you total roof coverage. It’s a nice, wide sheet of glass that covers the front passenger area, and it opens up to let the fresh air in. Give me the moonroof!Īnd that’s exactly what the EV6 provides. Lastly, I simply detest the fact that you have this big piece of glass overhead, but can’t actually open it up to the outside world. It’s only terrible, though, if there is no shade that can be extended to shade you from the sun, which is the case for a number of vehicles. Rear seat passengers end up at weird angles to the sun that places it squarely in their line of sight with no visor to block it out. Depending on the car and the particular glass roof, you can still feel the heat of the sun through it. The sun is brutal and unforgiving, and even with glass that is meant to protect you from that blazing ball of fire, it can be unpleasant. I’ll likely explore this even more in a longer-form opinion piece on the proliferation of glass roofs, but every time I’ve been in a car with one, it hasn’t been fun. Thankfully, our long-term 2022 Kia EV6 has a moonroof, not a glass roof And it opens! What a concept! ![]()
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