At the end of our test day, around the table, the boss of European design, the French Gregory Guillaume, asks us a riddle: Which legendary rally model is inspired by the design of this new EV6? We gave our tongue to the cat. Our colleagues too! Answer, the Lancia Stratos. Oh yes okay… By halving the height of the EV6 and squinting our eyes, we can indeed find some similarities with this former rally beast, three-time world rally champion in the 1970s. profile and its rear in “duck butt”. Anyway, we have to admit that this “i-vi-six”Goes off the beaten track with a singularly original line which differs from that of the Ioniq 5. If its proportions are difficult to apprehend in the photos, in particular because of its XXL wheelbase (2.90 m), its design irresistibly catches the eye and cuts through the automotive landscape. And makes you want to take a seat on board. We discover a particularly large interior, both refined and airy, where life is good. Perfectly integrated, the double screen, twice 12”3, brings together the counter unit and the multimedia touch screen in a huge curved slab. The large floating central console is also very successful and storage abounds on board. At the wheel, if the visibility is very satisfactory, we deplore a position too high perched and “posed”, like the minivans of yesteryear.. And some awkwardness like these touch-sensitive buttons flush on the front of the console, which one triggers involuntarily, like that of the heated steering wheel! If the presentation is elegant and the materials pleasant and original – the equivalent of 111 recycled plastic bottles (!) For the entire cabin – with a dashboard covered with a pretty fabric, and seats in “ vegan leather ”(sic), their quality is not exceptional. At the rear, we find the same ease, especially in terms of legroom, worthy of a limousine, and the same fault, seats that are too flat and too firm..
Steering wheel in hand, we console ourselves with the excellent ergonomics of the latter, both in diameter and rim thickness. Satisfaction that continues with precise and ideally assisted steering that directs an incisive front end. The two electric machines, front and rear, deliver their 239 kW (the equivalent of 325 of our good old horses) and especially their 605 Nm with smoothness and progressiveness in standard mode. And with ardor in sport mode where we reach, on the motorway, the maximum speed in less time than it takes to write it … Knowing thata 585 hp GT AWD version will be launched at the end of 2022. The paddles on the steering wheel allow you to choose between several levels of regeneration, the most virulent of which allows you to until stop without using the brake pedal (e-pedal). What to combine driving pleasure and economy since this mode allows a regeneration of up to 150 kW.
Surprisingly neutral behavior
The chassis turns out to be very balanced, well helped by an ideal weight distribution (53/47%) and a lower center of gravity by the installation of 483 kilos (!) Of batteries under the flat floor. It results surprisingly neutral behavior which, in very sporty driving, can go as far as a slight drift of the four wheels, very easy to control, under the aegis of an effective anti-slip ESC. It is only in the event of notorious abuse, on a roundabout approached in overspeed, that one will be able to detect a slight understeer, the time that the front end is in turn, too, driven. (in 0.4 ”). Knowing that this integral, non-permanent version works most of the time in propulsion mode. In any case, the consequent mass of this EV6 – between 2.1 and 2.2 tonnes – is hardly felt. Clearly strengthened compared to the too lax one of the Hyundai Ioniq 5, the damping here benefits from an active mechanical system which, via an additional piston, makes it possible to adapt the damping force in rebound.. Optimized efficiency which results in relative dryness, especially at the rear. Which does not strike for all that overall very convincing comfort despite the relative firmness of the seat bases and the 20 ” rims of our test model. Logically, there is an appreciable silence, specific to all electric models, even if, on the motorway, air and rolling noises do not make this Kia fundamentally quieter than a thermal model of an equivalent category.
As for consumption, we noted an average of 25.6 kWh during our test carried out without any restrictions on a mixed city-road-motorway route. Which is exactly the same as a range of 263 km for 396 km announced at the start. What to expect between 300 and 340 km in “normal” use. Regarding the recharging time of long-range batteries of 77.4 kWh, it varies closely. 33 hours on a standard domestic socket – or 7:20 a.m. on an 11 kW wall-box (available as an option against € 1,490) – 18 minutes to recover 80% of the autonomy on a 350 kW super-charger ; a “best in class” figure, verified, chronograph in hand, by one of our eminent colleagues! Top-ups accessible via the card Kia Charge, without subscription, or with. For 13 € per month we have a preferential rate of 0.29 € per minute at Ionity, which amounts to € 5.22 the full, at 80%.
Rest a rather well-placed price positioning given the “all-inclusive” equipment, in particular on this medium-high GT Line finish which will represent 40% of sales. With, to mention only the safety equipment, full LED matrix headlights, scrolling indicators, an augmented reality head-up display, lane keeping assistance, emergency braking with detection of pedestrians and cyclists , adaptive cruise control with stop & go function or active assistance for driving on motorways and in traffic jams.
Our opinion
In addition to an original design, this EV6 asserts a beautiful driving pleasure, performance of very good level, good comfort and flattering roominess. There remains an autonomy that we would have liked a little more generous.
Technical sheet
To buy
Essai Kia EV6 325 AWD
Starting at: € 51,990
Average manufacturer consumption / average test (kWh / 100 km): 17.2 to 18 / 25.6
CO2 / bonus: 0/2000 €
Fiscal power: 6 CV
Country of Manufacture: South Korea
Warranty: 7 years / 150,000 km
Proposed range
Electric: from 229 to 585 hp, from 47,990 to 66,990 €
Drive
Engines : synchronous electric with permanent magnets, front + rear
Transmission : non-permanent integral, single gearbox ratio + reverse gearbox
Power (ch): 325 (239 kW) (100 AV, 225 AR)
Couple (Nm) : 605
Weight (kg): 2,090 to 2,180
Long.xlarg.xhaut. (m) : 4,69×1,89×1,55
Wheelbase (m) : Batteries : lithium-ion-polymère, 77,4 kWh
Recharge time : 18 minutes for 80% on 350 kW super-charger, 1h13 for 80% on 50 kW fast terminal, 7h20 for 100% on 11 kW wall box & 32h45 on domestic socket
Max speed (km/h): 185 km/h
0-100 km/h : 5’’2
Standard tires : 235/55 R 19
Test tires : Michelin Pilot Sport 4 SUV (255/45 R 20)
To live
Chest at 5 / at 2 (l): 490 (480 with subwoofer) / 1,300 (+ 20 at the front)
Recommended options
- Semi-autonomous driving + emergency braking with pedestrian and cyclist detection + blind spot display + remote parking (€ 2,000)
- 20 ” aluminum rims + sunroof (€ 1,300)
- V2L heat pump + bi-directional recharge (€ 1,400)
- Metal, pearlescent or matt paint (650 to 950 €)
Main participants (4 wheels driving)
Ford Mustang Mach-E AWD, 269 ch, from € 56,500
Hyundai Ioniq 5 HTRAC, 306 ch, from € 55,900
Tesla Model Y Long Range AWD, 476 ch, from € 59,990
WE love
- Life on board-habitability
- Driving pleasure
- Behviour
- Design original
We like less
- Improved ergonomics
- Autonomy
- Weight
Also read on auto-moto.com:
Hyundai Ioniq 5 tests
Ford Mustang Mach-e test
Tesla Model Y long range test
At the end of our test day, around the table, the boss of European design, the French Gregory Guillaume, asks us a riddle: Which legendary rally model is inspired by the design of this new EV6? We gave our tongue to the cat. Our colleagues too! Answer, the Lancia Stratos. Oh yes okay… By halving the height of the EV6 and squinting our eyes, we can indeed find some similarities with this former rally beast, three-time world rally champion in the 1970s. profile and its rear in “duck butt”. Anyway, we have to admit that this “i-vi-six”Goes off the beaten track with a singularly original line which differs from that of the Ioniq 5. If its proportions are difficult to apprehend in the photos, in particular because of its XXL wheelbase (2.90 m), its design irresistibly catches the eye and cuts through the automotive landscape. And makes you want to take a seat on board. We discover a particularly large interior, both refined and airy, where life is good. Perfectly integrated, the double screen, twice 12”3, brings together the counter unit and the multimedia touch screen in a huge curved slab. The large floating central console is also very successful and storage abounds on board. At the wheel, if the visibility is very satisfactory, we deplore a position too high perched and “posed”, like the minivans of yesteryear.. And some awkwardness like these touch-sensitive buttons flush on the front of the console, which one triggers involuntarily, like that of the heated steering wheel! If the presentation is elegant and the materials pleasant and original – the equivalent of 111 recycled plastic bottles (!) For the entire cabin – with a dashboard covered with a pretty fabric, and seats in “ vegan leather ”(sic), their quality is not exceptional. At the rear, we find the same ease, especially in terms of legroom, worthy of a limousine, and the same fault, seats that are too flat and too firm..
Steering wheel in hand, we console ourselves with the excellent ergonomics of the latter, both in diameter and rim thickness. Satisfaction that continues with precise and ideally assisted steering that directs an incisive front end. The two electric machines, front and rear, deliver their 239 kW (the equivalent of 325 of our good old horses) and especially their 605 Nm with smoothness and progressiveness in standard mode. And with ardor in sport mode where we reach, on the motorway, the maximum speed in less time than it takes to write it … Knowing thata 585 hp GT AWD version will be launched at the end of 2022. The paddles on the steering wheel allow you to choose between several levels of regeneration, the most virulent of which allows you to until stop without using the brake pedal (e-pedal). What to combine driving pleasure and economy since this mode allows a regeneration of up to 150 kW.
Surprisingly neutral behavior
The chassis turns out to be very balanced, well helped by an ideal weight distribution (53/47%) and a lower center of gravity by the installation of 483 kilos (!) Of batteries under the flat floor. It results surprisingly neutral behavior which, in very sporty driving, can go as far as a slight drift of the four wheels, very easy to control, under the aegis of an effective anti-slip ESC. It is only in the event of notorious abuse, on a roundabout approached in overspeed, that one will be able to detect a slight understeer, the time that the front end is in turn, too, driven. (in 0.4 ”). Knowing that this integral, non-permanent version works most of the time in propulsion mode. In any case, the consequent mass of this EV6 – between 2.1 and 2.2 tonnes – is hardly felt. Clearly strengthened compared to the too lax one of the Hyundai Ioniq 5, the damping here benefits from an active mechanical system which, via an additional piston, makes it possible to adapt the damping force in rebound.. Optimized efficiency which results in relative dryness, especially at the rear. Which does not strike for all that overall very convincing comfort despite the relative firmness of the seat bases and the 20 ” rims of our test model. Logically, there is an appreciable silence, specific to all electric models, even if, on the motorway, air and rolling noises do not make this Kia fundamentally quieter than a thermal model of an equivalent category.
As for consumption, we noted an average of 25.6 kWh during our test carried out without any restrictions on a mixed city-road-motorway route. Which is exactly the same as a range of 263 km for 396 km announced at the start. What to expect between 300 and 340 km in “normal” use. Regarding the recharging time of long-range batteries of 77.4 kWh, it varies closely. 33 hours on a standard domestic socket – or 7:20 a.m. on an 11 kW wall-box (available as an option against € 1,490) – 18 minutes to recover 80% of the autonomy on a 350 kW super-charger ; a “best in class” figure, verified, chronograph in hand, by one of our eminent colleagues! Top-ups accessible via the card Kia Charge, without subscription, or with. For 13 € per month we have a preferential rate of 0.29 € per minute at Ionity, which amounts to € 5.22 the full, at 80%.
Rest a rather well-placed price positioning given the “all-inclusive” equipment, in particular on this medium-high GT Line finish which will represent 40% of sales. With, to mention only the safety equipment, full LED matrix headlights, scrolling indicators, an augmented reality head-up display, lane keeping assistance, emergency braking with detection of pedestrians and cyclists , adaptive cruise control with stop & go function or active assistance for driving on motorways and in traffic jams.
Our opinion
In addition to an original design, this EV6 asserts a beautiful driving pleasure, performance of very good level, good comfort and flattering roominess. There remains an autonomy that we would have liked a little more generous.
Technical sheet
To buy
Essai Kia EV6 325 AWD
Starting at: € 51,990
Average manufacturer consumption / average test (kWh / 100 km): 17.2 to 18 / 25.6
CO2 / bonus: 0/2000 €
Fiscal power: 6 CV
Country of Manufacture: South Korea
Warranty: 7 years / 150,000 km
Proposed range
Electric: from 229 to 585 hp, from 47,990 to 66,990 €
Drive
Engines : synchronous electric with permanent magnets, front + rear
Transmission : non-permanent integral, single gearbox ratio + reverse gearbox
Power (ch): 325 (239 kW) (100 AV, 225 AR)
Couple (Nm) : 605
Weight (kg): 2,090 to 2,180
Long.xlarg.xhaut. (m) : 4,69×1,89×1,55
Wheelbase (m) : Batteries : lithium-ion-polymère, 77,4 kWh
Recharge time : 18 minutes for 80% on 350 kW super-charger, 1h13 for 80% on 50 kW fast terminal, 7h20 for 100% on 11 kW wall box & 32h45 on domestic socket
Max speed (km/h): 185 km/h
0-100 km/h : 5’’2
Standard tires : 235/55 R 19
Test tires : Michelin Pilot Sport 4 SUV (255/45 R 20)
To live
Chest at 5 / at 2 (l): 490 (480 with subwoofer) / 1,300 (+ 20 at the front)
Recommended options
- Semi-autonomous driving + emergency braking with pedestrian and cyclist detection + blind spot display + remote parking (€ 2,000)
- 20 ” aluminum rims + sunroof (€ 1,300)
- V2L heat pump + bi-directional recharge (€ 1,400)
- Metal, pearlescent or matt paint (650 to 950 €)
Main participants (4 wheels driving)
Ford Mustang Mach-E AWD, 269 ch, from € 56,500
Hyundai Ioniq 5 HTRAC, 306 ch, from € 55,900
Tesla Model Y Long Range AWD, 476 ch, from € 59,990
WE love
- Life on board-habitability
- Driving pleasure
- Behviour
- Design original
We like less
- Improved ergonomics
- Autonomy
- Weight
Also read on auto-moto.com:
Hyundai Ioniq 5 tests
Ford Mustang Mach-e test
Tesla Model Y long range test
