The Kia EV6 is one of the best electric vehicles we’ve tested, just as we found with the Hyundai Ioniq 5, its mechanically similar corporate cousin. The EV6, which has a sleek look inside and out, is quick, nimble, and invigorating to drive, and benefits from a quiet cabin and a mostly-comfortable ride. Its biggest downsides are the closed-in side- and rear visibility, awkward exterior door handles, and annoying split-use climate and media controls.
Drivers are sure to appreciate the car’s maximum 235-kilowatt acceptance rate that allows for quick DC fast-charging in public venues—Kia says the battery can go from a 10-percent state-of-charge to 80 percent in 18 minutes. We observed it can add 60 miles of range in just 10 minutes on the Electrify America network when the battery is half-full. Owners can benefit from the car’s 10.9-kW onboard charger that makes for quicker at-home charging than most EVs (figure on about seven hours, instead of eight, from near-empty) using a 240-volt system installed on a 48-amp circuit, similar to an outlet for your dryer.
The dual-motor EV6 AWD (which comes standard with the longer-range battery) has an EPA-rated driving range of 274 miles, which is slightly better than most competitors. Thanks to 320 horsepower, acceleration is smooth, effortless, nearly silent, and quite brisk: It scooted from 0 to 60 mph in 4.7 seconds in our testing, which matches the Tesla Model Y and Hyundai Ioniq 5, and is quicker than the Ford Mustang Mach-E and Volkswagen ID.4.
The base rear-wheel-drive EV6 has a smaller battery, makes do with only 167 hp, and has just a 232-mile driving range. Rear-wheel-drive models with the longer-range battery generate 225 hp and have an EPA-estimated 310 miles of range.
Handling is taut and agile; the car’s sporty demeanor stems from the low-mounted battery pack and power distribution biased to the rear wheels. The steering turns into corners quickly, although we’re not fond of its rather-syrupy feel. We found the suspension on the firm side, but it soaks up most bumps fairly well and overall delivers a pretty civilized ride that stays comfortable and controlled.
We like that Kia makes it easy for drivers to adjust the level of regenerative braking—which slows the car when it’s coasting—on the fly simply by pulling on the paddles located behind the steering wheel. Regenerative braking recoups energy back to the battery that would otherwise be lost during braking. When you do press on the actual brake pedal, it can be a bit touchy or grabby at low speeds, such as in parking lots. They also have a slightly spongy feel, and the regenerative braking system often means that you have to dial back your brake pressure a bit as you’re getting close to your stopping point.
The cabin is roomy, but the EV6’s lower roof and shorter wheelbase make for a tighter rear seat and less cargo volume compared to the mechanically-similar Ioniq 5. The car's aggressive styling also leads to a sloping roofline, extra-thick front and rear roof pillars, and a small rear window that severely diminish outward views.
The front seats delivered decent comfort and support for most of our drivers, with praise aimed primarily at the well-bolstered seatback, though some felt the foam was too firm. The center console’s “floating” design frees up space for the driver’s right knee. But many drivers complained that they had to tilt the steering wheel up uncomfortably high in order to see the upper portion of the instrument panel. There’s a good amount of legroom in the rear seats, but the EV6’s sloping roofline means headroom will be tight for taller passengers.
Kia gave the EV6 a generous amount of EV-specific information, such as prominent predicted driving range and state-of-charge displays; it even shows how the range is affected by the climate control and drive-mode settings. The infotainment touchscreen operates intuitively, but the split-use controls for climate and audio are annoying—you have to press a tiny “button” on a panel to switch back and forth. The flush exterior door handles are also awkward—instead of extending automatically so you can pull them, you need to push the handle on one end and then pull on the other in order to open the door. The rotary gear selector dial also takes some getting used to because you have to press a separate button to shift into Park, rather than turn the dial there. This makes it too easy to shift into Reverse by mistake.
Forward collision warning, automatic emergency with pedestrian and cyclist detection, blind spot warning, rear cross traffic warning, reverse automatic emergency braking, lane centering assistance, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams are all standard.