Kia’s first dedicated electric vehicle, the 2022 EV6, seriously impressed us at launch and again when it arrived in CNET’s garage early last year With its solid balance of performance, range and most importantly value. And I wasn’t the only one. The EV6 went on a real awards tour last year, scooping up multiple Car and SUV of the Year awards, including North American Utility Vehicle of the Year. (Full disclosure, I am a NACTOY juror.)
So, it should come as no surprise that when choosing our next long-term test car—one that I should be logging thousands of miles driving over the course of the next year—we chose the EV6. Of course, by the time we set our test, the Red Hot EV6 GT It was just announced and wasn’t yet available, so we had to make do with just under 576bhp. However, more conservative trim levels still have a lot to offer.
We chose the 2022 EV6 Wind e-AWD model, partly because we’d already evaluated the top-trimmed GT-Line model and partly based on a hunch that this was the sweet spot in the lineup. Our pick of a twin-motor all-wheel-drive system gets us 320 horsepower and 446 pound-feet of torque. Mated to a 77.4-kWh long-range Kia battery pack, the EPA estimates an average range of about 274 miles per charge, which works out to 3,125 miles per kilowatt-hour considering factors like battery reserve.
The Wind e-AWD specification delivers the best balance of performance, range and features in the EV6.
Antoine Goodwin/CNET
Skipping the full-fat GT-Line meant I had to do without a sunroof, larger 20-inch wheels, color-matched GT-Line body trim and a few other bells and whistles. So far, the 19s have proven to be the slightly better choice for range and comfort, while the rest of the differences are purely aesthetic. Going with the less expensive Wind e-AWD allowed us to keep about $2,000 of our hypothetical budget in our pockets; The electric SUV arrived at $55,105, including a $1,500 tech package, $1,295 destination fee, $495 Glacier White paint and $415 floor mats and cargo covers.
When setting up the Kia Access smartphone app on delivery, Kia gave our nickname Linka after Eastern Europe, Windswept boat. The app allows me to remotely monitor the EV6’s location and charge status, as well as send remote commands to lock and unlock the doors, open the hatch, or activate the climate controls. It’s also a useful hub for monitoring the EV6’s service cycles, Not that it needs a lot of maintenance at all.
Right off the bat, I was faced with as many as I have to pick with the 2022 EV6. unlike HMA E-GMP cousins Hyundai Ioniq 5 And Genesis GV60Kia EV6 does not charge with the included home charging cable. Includes EV The V2L adapter is useful for the auto industry It lets you take power out of your battery to power devices or electronics in an emergency or off-grid, but you’re on your own when it comes to sourcing a solution for getting power into the darn thing.
To be fair, I’d recommend that any potential EV owner consider getting one A permanent charging station has been installed Anyway to simplify the daily charging process. However, the included 110 or 240 volt charging cable and brick will be useful as a transitional charging solution during the first weeks of ownership and then for emergency charging on the road. New owners can take advantage of the included Kia Charge Pass, which includes 1,000 kW of Electrify America DC fast charging, but this depends largely on being close to the station. Fortunately, I live near quite a few.
Assuming you hit the EPA mark and live near a station, Kia includes about 3,000 miles of free DC fast charging with the EV6.
Antoine Goodwin/CNET
Unfortunately, I’m just a host on this year’s EV6, not its actual owner, so I can’t take advantage of the free Kia Charge Pass. Instead, I paid for every kilowatt-hour I consumed out of my own pocket. It’s a bit of a bummer, but it allowed me to keep an eye on the cost of frequent DC fast charging.
I received my Linka in late November 2022 and have driven 4,120 miles in the past 7 months. About two-thirds of those miles are around town on surface streets and byways, and the remainder are highway miles in moderate traffic with a few long road trips mixed in as well. Unfortunately, an uncharacteristically rainy winter left my favorite dynamic routes closed to landslides until very recently, so most of my testing so far has been in Normal or Eco mode, with frequent dips in the Sport program. Over its lifetime, efficiency has averaged around 3.3 miles/kWh, which is a touch better than the EPA’s estimate, with single trips sometimes running out to 4.0 miles/kWh.
I never charge the EV6 beyond 80% – fast charging gets much slower and more expensive for the last 20% – and I never let it drop below about 20% for safety’s sake. This means I get about 150 to 160 miles in the real world between charges. Electrify America charges about $0.48 per kWh, and on average quick charging sessions at 20% to 80% DC cost me about $20. At about the 1,800-mile mark, I got smarter and signed up for EA’s Pass Plus program. For $4 a month, the plan reduces the kWh rate to $0.36, cutting my average session by 20-80% to just $16 and essentially paying for it after just one charge.
I was also able to supplement with DC fast charging occasionally Level 2 charging is slower Included with long-term parking at San Francisco and Oakland airports and free at some retail establishments, it’s a nice bonus. Overall, I’ve spent $414.55 on shipping for the year so far, working out about $0.10 per mile not including insurance costs, which Kia covered for the duration of this long-term test. (EV insurance costs tend to be higher of combustion cars, which you’ll want to include in your own accounts.)
Perhaps the most annoying thing about the EV6 is that it includes a V2L adapter, but no home charging cable.
Antoine Goodwin/CNET
Finally, there is the issue of maintenance, or rather the lack thereof. Most modern vehicles, EV or ICE, probably don’t need serious maintenance during the first few hundred miles, but it looks like the EV6 will be especially easy to maintain for years to come, requiring only the occasional coolant and brake service every few years. The first scheduled major maintenance event isn’t until 24,000 miles, when the EV will need to have the tires rotated and the brakes, A/C, 12V battery and suspension components checked. The next major replacement, brake fluid, is not until after 48,000 miles or about two years, whichever comes first.
Of course, there is routine maintenance that you need to take care of. Up until now, I’ve only had to monitor the tire pressure as the temperature fluctuates (for optimal safety and efficiency) and top up the washer fluid as needed. With all the rain, I also had to regularly keep the rear camera clean. (Kia should really consider adding a washer for this, too.)
The biggest takeaway from this first achievement confirms what I already know: Fast charging is probably best reserved for charging when away from home—on road trips or abroad. To make the EV6 really cost-effective, I’m going to need to get it Shipping at home arrangedideally with cheaper off-peak energy, which we’ll cover in the next update.
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