Kia EV6 test: our truth test on its autonomy

If the old Sephia, Shuma, Opirus and Carnival did not worry their European rivals of the time, the contemporary Kias no longer make anyone smile. Not even the builders of the premium circle, jostled by the Korean on the ground of holy electrification. The Kia EV6 is the perfect example: platform dedicated to 100% electric propulsion, generous useful 77.4 kWh batteries, great autonomy announced. And an 800 V architecture (like the Porsche Taycan!) allowing recharges from 10 to 80% in just 18 minutes on a 250 kW fast terminal. Obviously, the price no longer really smacks of low-cost with a starting price of €48,690 for the 229hp rear-wheel-drive EV6, rising to €56,490 in the GT-Line high finish pictured here.

The range also includes a 4 x 4 version of 325 hp (sold another €4,000 more), but it is the 4 x 2 version that announces the best radius of action. Its identical battery gives it 528 km of range in the WLTP combined cycle, and even 740 km in town! Enough to hope for records on our test course for electric vehicles, broken down as follows: 109 km of motorway at 130 km/h between Croissy-Beaubourg (Seine-et-Marne) and Reims (Marne), then 140 km of secondary roads in the opposite direction. To top it off, the conditions appeared ideal on the day of our test. The thermometer reads 25°C, the west wind does not exceed 5 km/h, and the tire assembly of our test EV6, in 19 inches, is less energy-consuming than the optional 20-inch. On the way !

What range on the highway?

Electric cars do not like motorway journeys. They mobilize a lot of energy to maintain the 130 km/h and recover little, except during the rare decelerations when approaching the tolls. Audi Q4 Sportback 50 quattro (237 km of autonomy measured in winter), MG Marvel R (248 km), Hyundai Ioniq 5 (273 km), Volkswagen ID.4 (311 km), no SUV therefore shines in this exercise… apart from our Kia EV6 of the day. At 130 km/h real (i.e. 132 km/h on the tachometer), the Korean has just consumed 20.6 kWh/100 km and could theoretically travel 376 km until the breakdown.

A value certainly impossible to reproduce in real use (there is not a charging station every kilometer!), But much higher than those of rivals and sufficient to propel the EV6 to the rank of reference on this course. Remember that the Tesla Model Y had failed at 303 km (in certainly winter conditions), and the Ford Mustang Mach-E had thrown in the towel at 341 km despite its truckish 99 kWh battery.

In addition to the speed of recharging (see below), the EV6 confirms its status as a licensed motorway via other qualities. The 229 hp are enough to revive the 2 tons of this strange bird, the aerodynamic noises are limited to whispers, and the blind spot monitoring cameras, which are displayed on the speedometer when the turn signal is triggered, chase away the fear of not seeing a user when changing lanes. The device is unfortunately part of a €2,000 pack, including a perfectible semi-autonomous driving system. The assisted lane change lacks speed and consistency, while the absence of a capacitive steering wheel (which detects the presence of hands on the wheel) requires it to oscillate regularly to drive out the warning messages on the meter. To be refined.

What range on the road?

Pleasant on long journeys, the EV6 stays on the road. Its soundproofing continues to appeal, its suspension filters out irregularities better than in town, and its handling appears reassuring. But it lacks a touch of dynamism in this crossover with a sporty look, despite its rear-wheel drive and its Dynamic mode which amplifies the response of the accelerator. The lack of support from the seats and the fairly geared-down steering prevent you from enjoying the winding routes.

You will therefore have to find pleasure elsewhere. And why not playing with the paddles on the steering wheel, which control the five energy recovery modes on deceleration? Level 0 is equivalent to a freewheel mode to maintain momentum, level Max frankly slows the car at the slightest lift of the foot, to the point of stopping it completely without activating the brakes thanks to the i-Pedal function. As for Auto mode, which modulates regeneration according to road conditions or speed limits, its operation is not as relevant as at Volkswagen.

Reverse hierarchy on the brake pedal side, much easier to control in the Kia EV6 during relaxed driving. The latter also allows new soft consumption: 14.5 kWh/100 km on our road route combining portions limited to 80 km/h, expressways at 110 km/h and crossings of fluid villages. The theoretical autonomy peaks at 532 km in these conditions, ie 4 km more than the approved mileage in the WLTP cycle. Still a great value… but not the best. Helped by a slightly more favorable wind on the same route, the Volkswagen ID.4 was down to 13.8 kWh/100 km, or 560 km of range.

Duration and cost of fast charging

If the charging times announced from 10 to 100% do not beat any record in alternating current (7 h 40 on public 11 kW terminal and more than 30 h on classic domestic socket), they shine on fast terminal in direct current: just 18 minutes from 10 to 80% thanks to a maximum tolerated power of 240 kW. A value actually collected by the EV6, and not just a few seconds like the majority of rivals. On the Ionity fast terminal, the charging power of 240 kW thus remained constant from 20 to 52%, remained at 182 kW from 52 to 63%, before gradually falling to 135 kW up to 80%. A quarter of an hour is enough to reach this level! It is then slower (85 kW from 81%, 52 kW at 90%, 18 kW at 99%), like any electric model to preserve the life of its batteries.

An honorable result that serves (long) journey times as the cost of recharging… as long as Ionity charges energy by the minute and not by the kilowatt hour delivered. By only needing 15 minutes to go from 20 to 80%, our recharge cost only €4.35 with the Ionity Power subscription plan, which charges €0.29 per minute instead of €0.79 (free the first year, €13 per month thereafter). The cost of the same recharge billed per kilowatt hour would increase to €13.35, which remains very reasonable to ensure 220 km of autonomy on the motorway. With fuel displayed at €2 per litre, a petrol station wagon would require at least €35 of unleaded under the same conditions.

And the city?

During our tests, we do not measure autonomy in the city because the kilometers traveled are low, and the possibilities of charging at public terminals are less lacking than in the countryside. Displaying 4.70 m long, the EV6 is not really cut to linger in the alleys, while strangely its turning circle is arbitrary despite the absence of a front engine on this version. It is also at low speed that its suspensions lack softness, generating jolts when passing manhole covers and other speed bumps despite the generous size of the tire sidewalls. Mention very well, on the other hand, to the i-Pedal driving mode, which dispenses with using the left pedal to slow down and then stop. Degressive braking is then perfectly managed before stopping, to the benefit of smooth driving.

Find the results of the test, the technical sheet, prices, equipment and options on the following page.