Displaying items by tag: Electric cars

Another BMW EV, this time a small, very trendy one, the iX2. Jonathan Crouch takes a look at what's on offer.

Ten Second Review

The market's first fully electric compact coupe crossover is this car, the iX2. It's basically an iX1 in drag of course, but there's a little more to the iX2 that that. It's sharper to drive and has a degree or two more of the personality missing from its EV showroom stablemate. So many small EVs today are disappointingly sterile in character. This one at least, is a little different.


For most of the last decade, BMW's smallest full-electric offering was the innovative and charismatic little i3. For any who might have found its conventional-looking iX1 replacement in 2022 a touch on the dull side, the Munich maker has brought us this, the iX2.

As with the combustion-powered second generation X2, BMW's tried to do a little more here than simply provide a sleeker-looking version of the model that sired it, in this case the iX1. So we're promised sportier handling to go with the trendier Coupe-SUV visual vibe. The price here might be pushing up towards the kind of level that would get you a slightly larger lower mid-sized EV crossover. But the Bavarian brand hopes that this iX2's combination of looks, life and fashion might make you want one anyway.

Driving Experience

Initially, the iX2 is only being offered in top xDrive30 form, which has two electric motors, AWD and 313hp (62mph in 5.6s). Drive range is up to 266 miles, though to achieve that, you'd have to select the most frugal 'Efficient' MyMode drive setting and make full use of all the various provided energy recuperation settings. There are selectable high, medium or low braking energy recovery settings, or you can simply leave the system in its automatic adaptive setting. Do that and thanks to intelligent networking, the drive system can use navigation and driver assistance system data to adjust how much power is recuperated, according to the respective traffic situation.

As with the combustion X2, sharp Sport steering is standard, as is adaptive M Suspension with adjustable and frequency-selective dampers. The Bavarians have also included rear actuator wheel slip limitation to maximise agility, with a traction control system integrated into the engine management. This allows corrective inputs to be applied up to ten times faster than with conventional systems, benefiting traction, poise and handling stability. The suspension system's been designed with special axle kinematics and lift-related damping on the front axle. And there's a powerful integrated braking system with four-piston fixed-caliper front discs.

Design and Build

Visually, this iX2 isn't much differentiated from its combustion-powered X2 showroom stablemate. The front is dominated by an enormous pair of blanked-off kidney grilles which can be illuminated and are flanked by LED headlights that extend back into the flared front arches. In profile, the roof line slopes back dramatically, before being truncated by a blunt rear end. Striking? Certainly. Pretty? Not so much.

And inside? Well if you've tried the iX1, you'll know what to expect: a very avant garde cabin based around a curved glass fascia panel incorporating a 10.25-inch digital instrument display and a 10.7-inch central touchscreen. The iDrive software behind the set-up is BMW's 'Operating system 9' package, which gives you a new 'Quick Select' feature, allowing you to activate key functions without endless scrolling through sub-menus.

As with the ordinary X2, the rear bench is a little more spacious than you might expect and doesn't have that much less headroom than the iX1. Out back, there's a 525-litre boot, which is 10-litres more space than you'd get in an X2 sDrive20i and, interestingly, 35-litres more than you'd get in a supposedly boxier iX1. That extends to 1,400-litres with the rear seats down.

Market and Model

Pricing for this iX2 started from launch from just over £56,500 in xDrive30 AWD form. That's over £9,000 more than the combustion alternative, the X2 M35i xDrive. With the iX2, there's only one trim level - 'M Sport'. That's the one most customers would have chosen anyway because it provides the various visual cues this car needs to look in any way sporty. Specifically, this trim level includes large side air intakes integrated into the front apron, a body colour border along the lower edge of the body, M-specific side skirts, M High-gloss Shadowline exterior trim and a rear apron with integrated diffuser.

Adaptive M suspension and double-spoke 19-inch M light-alloy wheels are also part of the M Sport specification, together with sport seats, an Alcantara-covered instrument panel, an anthracite-coloured headliner and an M leather steering wheel with gearshift paddles. On the options list is the 'M Sport Pro' pack. Among the features this adds are M High-gloss Shadowline exterior trim with extended elements, M lights Shadowline exterior trim, an M rear spoiler, an M Sport braking system with red-painted callipers and M seat belts.

There's a comprehensive media package that includes 'Apple CarPlay' and 'Android Auto' wireless smartphone integration. And BMW ConnectedDrive upgrades keep the car up to date with the latest software, with upgrades ranging from new services to improved vehicle functions. Specify the 'Comfort Access' pack and you'll get the 'BMW Digital Key Plus' feature, which will allow you to lock or unlock your iX2 with your Apple iPhone. And you'll be able to share this functionality with up to five users using the 'My BMW app'.

Cost of Ownership

This iX2, as we told you in our 'Driving' section, can go up to 266 miles on a single charge. For that, you'll need to select the most frugal of the provided MyMode drive settings - 'Efficient'. And you'll also need to make full use of the brake recuperation energy you'll get while driving in the provided 'B' gear setting. Recuperation of up to 120kW can be generated via the brake pedal regardless of the driving mode. If you're rapidly running out of battery charge, you might want to engage the provided 'MAX RANGE' function, where drive power and top speed are carefully restricted and comfort functions scaled back, allowing range to be increased by up to 25%.

The iX2 can support single and three-phase AC charging up to 11kW, which allows the battery to be fully replenished from empty in 6.5 hours. As an option, you can increase charging capacity to 22kW, which allows the battery to be fully replenished from empty in just 3 hours 45 minutes. DC charging at up to 130kW makes it possible to boost the battery level from 10 to 80% in 29 minutes, or increase range by 75 miles in just 10 minutes.


We're starting to see small EVs that are more credibly sporting - and this iX2 is one of them. Obviously, like every full-battery crossover, it has to overcome a prodigious level of weight, but there's lots of advanced engineering here to mitigate against that. As a result, you might well find yourself having more fun at the wheel of this BMW than you might ever have expected to in a small EV.

Of course, you're going to need to like the way it looks: not everyone will. But the iX2 isn't intended to attract everyone, nor would it be as appealing if it was. Few people in your neighbourhood or company car park will have one. An EV you might want not just because it's an EV but because it's a BMW. In the truest sense.

Source: rac.co.uk

Published in BMW
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A billion people around the world live in areas without electricity. Toyota also supplies vehicles to those regions, so electric cars alone cannot provide transportation for everyone.

Toyota will never switch to electric cars only – hybrids and hydrogen will play an important role in the future.

"Regardless of the progress of electric cars, I think they will still have a market share of 30 percent," says Toyota president Akio Toyoda.

After speaking at the Tokyo Motor Show, when asked how he sees Toyota's future plans with electric cars and hydrogen, Toyoda stated that the answer would take four hours, but still decided to answer in four minutes, writes Revijahak.

Many manufacturers and countries are currently working to switch to electric cars only, and the EU will ban the sale of electric cars by 2035. Toyota has completely different ambitions and plans.

"A billion people around the world live in areas without electricity. In the case of Toyota, we also supply vehicles to those regions, so electric cars alone cannot provide transportation for everyone," said Akio Toyoda.

Hybrids have so far been the most successful technology for reducing CO2 emissions. He says that Japan is the only developed country that, thanks to hybrids, managed to reduce CO2 emissions by as much as 23 percent and that the media is to blame for hiding this information.

"Toyota will therefore produce about 30 percent of electric cars out of about 10 million cars produced annually," claims Toyoda. -

"The remaining 70 percent will be hybrids, fuel cell cars and hydrogen," Toyoda concluded.

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Tuesday, 21 February 2023 06:02

Nissan's most popular models are going electric

Unlike some other manufacturers, Nissan's practice will not be exclusively separate electric models, but will use current names for electrification.

The first in a series of novelties is the Micra, which will be offered in an electric version. However, we now know that other models, the Juke, Qashqai and X-Trail, will also get electric versions. They should appear on the market by 2025.

This was confirmed by the head of Nissan for Europe, Guillaume Cartier, who told the British Autocar that electrification has already begun with the launch of hybrid versions of e-Power, and will end with fully electric models.

Some are exempt: The ban on the production of gasoline and diesel engines from 2035 will not apply to everyone
He says the company "must make use" of electric power on the Qashqai, and the same goes for the smaller Juke and larger X-Trail.

Existing models use the CMF-B mechanical platform, for the Juke launched in 2019, and the CMF-CD, on which the other two SUVs are based.

In the future, all these models are likely to move to the CMF-EV base, which is currently used by the Nissan Ariya and the Renault Megane E-Tech.

At the same time, the Juke should take over the CMF B-EV platform, which will debut with the new Renault 5.

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Thursday, 16 February 2023 05:47

The electric Golf is coming

After 14 years at the top of Europe's best-selling car list, the Volkswagen Golf lost its throne to the Peugeot 208 in 2022.

In fact, the compact car from Wolfsburg didn't even make it onto the podium as the affordable Dacia Sandero came second, while Volkswagen's T-Roc crossover took third place. The small Fiat/Abarth 500 came in fourth place "closely" ahead of the Golf, while Toyota's subcompact hatchback Yaris is not far behind, writes Klix.ba

In order to improve sales, Volkswagen is working on a refreshed version of the eighth generation Golf, which will go on sale in 2024. Meanwhile, rumors are circulating that the German giant is thinking about the future and is preparing a popular name for the inevitable electric future. Autocar writes that ID. The Life concept presented at the Munich fair in 2021 is "dead", but that the new concept will be presented in March.

This concept will herald a new electric car that will be a production model for 2025, and will also become the first Volkswagen Group car to use the MEB-Plus platform developed for front-wheel drive. The platform is believed to support the two electric motors required for the four-wheel drive models. The British magazine calls the concept the ID.2 model, but insiders claim that the production car will actually carry the Golf name.

In terms of dimensions, the car will be longer than the Polo, but shorter than the conventional Golf with a length of around 4,250 mm. A dedicated platform for the electric car will result in a short overhang to maximize the wheelbase and allow for the interior space offered by the Golf. The car is expected to weigh between 1,600 and 1,700 kg and will also get a GTI version.

Autocar's source from the company revealed that the decision has been made to abandon the GTX suffix, which is currently used for the sportier versions of the ID.4 and ID.5 models. Also, the powerful hatchback ID.3 and the high-performance van ID are expected to follow. Buzz.

In May at the earliest, we could see a new electric concept that announces the electric GTI, and if that doesn't happen, then the premiere is possible in September.

Although the Golf based on the MQB platform and with conventional engines is produced in Wolfsburg, the electric model will be produced by SEAT at the Martorell plant in Spain. It is also where the Cupra Urban Rebel will be produced. Skoda will also get its version of a small electric car.

If the information is correct, it means that the eighth generation Golf will peacefully coexist with its electric "cousin" for several years. Given the arrival of a redesigned model based on the MQB platform in 2024, that means VW intends to sell it until at least 2027 or 2028. In the end, the company will be forced to consign the gasoline and diesel versions to history, as the European Union has voted to ban the sale of new vehicles with SUS engines from 2035 onwards.

Published in Blog/News
Sunday, 25 December 2022 05:52

2025 Buick Electra E5

Buick’s electric future will wear a name from its gas-guzzling past: Electra. The first of the Buick Electra lineup will be the 2024 Electra E5 SUV, which will also be sold in China. Powered by General Motors’s Ultium battery platform, the Electra E5 should deliver similar performance and driving range as the Cadillac Lyriq. That should mean around 340 horsepower and around 300 miles of driving range per charge. We haven’t seen any pictures of the Electra E5’s interior yet, but we’re expecting that it will contain about the same amount of space as the gasoline-powered Envision SUV.

What's New for 2025?

The Electra E5 will be Buick’s first electric offering when it goes on sale in late 2024. We know that it will be produced in China for the Chinese domestic market, but it’s unclear if the North American version will be produced here or imported from Asia.

If the Electra follows the Buick brand's current trim structure—and that's an open question at this point—the base model will likely be the Preferred trim, with a mid-range Essence adding more luxury features, and a range-topping Avenir carrying the most goodies and the biggest price tag. When we find out more about the Electra E5 and its standard and optional equipment, we'll update this story with that information.

As more information becomes available, we'll update this story with more details about:

EV Motor, Power, and Performance
Range, Charging, and Battery Life
Fuel Economy and Real-World MPGe
Interior, Comfort, and Cargo
Infotainment and Connectivity
Safety and Driver-Assistance Features
Warranty and Maintenance Coverage

Published in Buick

Senior Editor Mike Hanley is a father of three boys; he reviews new cars, admires classic cars and has embraced the minivan lifestyle. Email Mike Hanley

The verdict: The new GT performance version of the 2023 Kia EV6 dials up the power, handling and fun of this all-electric SUV — without breaking the bank.

Versus the competition: The EV6 GT delivers better top-end acceleration performance than the Ford Mustang Mach-E GT Performance Edition and is more engaging to drive than the Tesla Model Y Long Range. It also costs considerably less than both of them.

We’ve been fairly impressed with the Kia EV6 all-electric SUV, especially when it beat the Tesla Model Y when we matched a GT-Line trim level against our long-term Model Y Long Range in a head-to-head comparison consisting of street, track and charging testing.

The EV6 was already a bit of a performance electric vehicle, but for 2023, Kia has a new high-performance GT trim that considerably sharpens and heightens the SUV’s demeanor. It features more powerful front and rear motors, bigger brakes, revised steering tuning, an adaptive suspension and an electronically controlled limited-slip rear differential. Exterior and interior changes are more modest but include 21-inch alloy wheels wrapped in Goodyear Eagle F1 summer tires and, inside, front sport seats with neon-green accents.

So how do all these changes affect the EV6 driving experience? To find out, I traveled to Las Vegas at Kia’s invitation to drive the EV6 GT both on the street and at the track (Cars.com pays for its own airfare and lodging when attending manufacturer-sponsored events). The changes make the EV6 a compelling performance machine, but they have tradeoffs, too, and the GT still has some of the same shortcomings as the regular EV6.

On the Street

The EV6’s GT-specific features come through in different ways in everyday driving and, combined, give it a clear performance focus. The adaptive suspension tuning is firm even in the Normal drive mode, and it gets even less forgiving when you choose GT mode. The ride isn’t as harsh (or as loud in the cabin) as in a Model Y, but you always feel the suspension reading the road and communicating back to you the pavement’s general condition. Even if you’re on a road that looks perfectly smooth, the EV6 GT will let you know that it’s not as it reacts to unseen bumps and dips.

The suspension tuning’s benefit is evident in the car’s controlled body motions, as the EV6 GT stays impressively level when charging through fast corners, and it isn’t unsettled when the road drops from under you when cresting a hill. The car’s curb weight is considerable at nearly 4,800 pounds, but around 1,000 pounds is from the high-voltage battery pack. The battery is in the floor, which helps lower the EV6’s center of gravity, and this, along with the suspension tuning, benefits handling.

The new steering tuning also contributes to the GT’s performance feel. The steering ratio is quicker, the wheel itself has quite a bit of heft to it, and the Sport and GT drive modes further increase steering effort. There’s also a bit of feedback through the rim of the wheel to let you feel what’s happening at the tires.

The only tires the GT offers are summer performance rubber. The Eagle F1s do tend to pick up and launch small road debris like sand and pebbles at the wheel liners, creating a bit of a background soundtrack when driving, but the tires themselves aren’t noisy, and the cabin is impressively quiet overall, with wind noise only noticeably intruding above 70 mph.

The GT’s new front and rear electric motors are powerful, delivering total output of 576 horsepower and 545 pounds-feet of torque. That’s a big jump from an all-wheel-drive GT-Line, which makes 320 hp and 446 pounds-feet of torque but is also around 300 pounds lighter. Kia claims the GT is good for 0-60 mph in just 3.4 seconds and has a top speed of 161 mph.

Moving up the drive modes from Eco to Normal to Sport to GT heightens accelerator-pedal response, to the point where it’s very immediate in the GT mode. GT mode also unlocks the car’s full 576 hp; it’s limited to 429 hp in Normal and Sport, and 286 hp in Eco. GT mode offers the most aggressive acceleration response, but Normal and Sport modes also provide effortless acceleration that’s more than enough for everyday driving. Drive more conservatively, and the EV6 GT turns into a docile EV that can get decent efficiency; I observed 3.5 miles per kilowatt-hour during one 36-mile stretch of highway and rural two-lane-road driving, which is similar to the 3.3 miles per kWh that an EV6 GT-Line got during a highway range test as part of our Model Y comparison.

The EV6 includes adjustable regenerative braking and a one-pedal driving mode that are controlled by paddles on the steering wheel. When one-pedal driving is active, vehicle speed is controlled by the position of the accelerator pedal alone; let off on the pedal, and the car slows immediately. This turned out to be an unexpected performance feature, as it helped manage speed when entering a corner.

At the Track

I also drove the EV6 GT on a road course and drag strip adjacent to Las Vegas Motor Speedway, and both places further showcased the car’s handling and acceleration performance.

Perhaps the most surprising thing about the EV6 GT’s road course manners was just how willing, in GT mode, the rear end is to step out if you’re not careful getting back on the accelerator pedal when exiting a corner — there’s a looseness that you don’t always see in modern performance cars, let alone electric SUVs. The rear motor is powerful — it contributes 362 hp to the car’s total output — and GT mode dials back the stability system’s willingness to intervene (it can be turned off completely, too). The resulting tail happiness added a bit of unexpected fun when pushing the SUV on the track. If you really want to let it all hang out, there’s a Drift setting that uses the rear motor to create oversteer when cornering.

The EV6 GT will get around a tight road course reasonably well thanks to its well-controlled body motions and stout power, but you can feel the car’s considerable heft — particularly when mashing the brake pedal before entering a turn. The car’s beefier brakes — the front ventilated discs measure 15 inches, while the rears are 14.2 inches, and there are quad-piston front calipers — do a good job shedding speed, but you can tell they’re working hard.

The drag strip revealed just how strong the EV6 GT’s dual-motor drivetrain is, as the SUV consistently ran quarter-mile times in the 11.4-second range at around 118 mph. We’ve tested the Model Y Long Range with its Acceleration Boost unlocked versus a Genesis GV60 Performance, as well as a Ford Mustang Mach-E GT Performance Edition, at our home drag strip in Union Grove, Wis., and the EV6 GT was faster than all of them. I was particularly impressed with the EV6 GT’s ability to sustain its acceleration during the latter half of the quarter-mile; the Mustang Mach-E GT Performance Edition, by comparison, loses a considerable amount of steam, resulting in unimpressive quarter-mile performance.

A Familiar Cabin — For Better or Worse

Apart from the new front sport seats and some distinctive green accents, the GT’s cabin is very similar to the GT-Line version of the EV6 with mostly black trim and suede-style accents. It looks stylish and sporty, and the various controls are easy enough to use.

The front sport seats are a good addition overall, as their bolstered sides do a good job holding you in place during fast corners, but they’re not perfect. For one, the seats have manual as opposed to power adjustments like the GT-Line, and though they’re heated, they lack adjustable lumbar support and ventilation, which are also GT-Line features. The seats’ overall lack of amenities seems out of place in an SUV with a starting price north of $62,000. What’s more, the seats’ hard cushioning wasn’t particularly comfortable; most seats in the cars I test agree with me, but the EV6 GT’s are a notable exception.

There are other comfort shortcomings, too, that are also present in other EV6 models and are particularly relevant if you’re taller than 6 feet, as I am. Front-seat headroom is especially limited in moonroof-equipped trim levels like the GT where it’s standard and, in the backseat, you sit with your thighs elevated at an uncomfortable angle because the seat cushion and floor are close. The rear backrest reclines, which improves overall comfort somewhat, but the combination of a black headliner and short side windows make the backseat feel a bit closed-in.

Efficiency, Range and Charging

Like other performance EVs, the EV6 GT is less efficient and has a shorter estimated driving range than its less powerful siblings, but the difference is more dramatic than its competitors. The GT gets an EPA-estimated 79 mpg-equivalent combined and has an estimated range of 206 miles, but the most efficient AWD EV6 is rated 109 mpg-e combined with a range of 282 miles. The efficiency and range spread between regular and performance versions is closer for the Model Y, Mustang Mach-E and GV60.

The Model Y Performance’s 303-mile driving range is considerably longer than the EV6 GT’s, but the Kia’s 800-volt architecture supports faster DC charging, which is an advantage we observed during our comparison test of the Model Y and EV6. The EV6 GT also comes with 1,000 kWh of complimentary energy at Electrify America chargers to use within the first three years of ownership.

The GT’s 206-mile range is modest by modern EV standards, but it should still be more than enough for most daily driving needs, making home charging the more relevant consideration. All EV6s have a 10.9-kilowatt onboard charger that Kia says can recharge the battery in around 7 hours using a Level 2 charger operating at 48 amps. Like other EV6s, the GT has a 77.4-kWh battery pack, and in earlier testing, using a Wallbox Level 2 home charger operating at 48 amps, an EV6 added 11.2 kWh of energy in an hour, so Kia’s roughly 7-hour charging time estimate seems reasonable.

A Surprising Performance Value

There’s been some hefty price hikes recently on EV offerings from Tesla and Ford, to name two automakers, and the result has made models like the Model Y and Mustang Mach-E quite expensive, with the Model Y Performance starting at $71,440 and the Mustang Mach-E GT Performance Edition priced from $77,195 (all prices include destination).

Against this backdrop, the EV6 GT is a performance bargain with a starting price of $62,695. There aren’t any option packages to boost the overall price; the only extra-cost items are some available accessories and certain paint colors.

Finding highly anticipated performance cars selling at their sticker price without any dealer markups has long been difficult, and it’s a situation that’s been exacerbated with new-car inventory remaining tight coming out of the pandemic. Kia only plans to build 2,000 to 2,500 GTs a year for the U.S., so finding one for sale at its MSRP could very well be challenging. The thrills the EV6 GT offers, however, will make it worth your while.

Source: cars.com

Published in KIA
Monday, 19 December 2022 07:58

Volkswagen announced a new electric crossover

Volkswagen plans large investments in electromobility and announces a new crossover model. The German auto giant will invest 460 million euros in the modernization of the factory in Wolfsburg, which will prepare it for the production of electric models.

The production of models on the MEB mechanical platform should start already next year. This was confirmed by Thomas Schaefer, the first man of Volkswagen, who told the workers that the production of the ID.3 model will start next year, and that the factory will work at full capacity from 2024.

"Volkswagen represents electromobility for everyone. And Wolfsburg will be part of this success story," said Schaefer.

"Increasing the production capacity of the ID.3 is the first important step towards the electrification of our main plant. Along with the restyled ID.3, a new crossover is coming to the market that will use the renewed MEB platform."

The new MEB+ platform, as the biggest innovation, brings batteries with new technology, which, according to Volkswagen officials, will offer a range of up to 700 km.

Also, future models will be able to charge on 200 kW fast chargers.

"The new model will ideally complement our best-selling ID.4 and ID.5. In this way, we intend to further expand our market position and provide our customers with the high-quality vehicles they expect from us," said Šefer.

Interestingly, the MEB platform will remain in production until further notice. A total of 10 electric models have been announced until 2026, and among them is a new entry-level model with a price of 25,000 euros.

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Kia’s quickest and most powerful electric vehicle is an impressive hoot that’s looking to take on the Tesla Model Y Performance.

Now that we've finally spent time with the new 2023 Kia EV6 GT, it's wild to look back at the automaker just five years ago. It had just unveiled the Stinger, a sports sedan that was just as (if not more) entertaining than the contemporary BMW 3 Series, and worthy enough to be named a 2018 MotorTrend Car of the Year finalist. We marveled at its sharp styling, as well as its twin-turbo V-6 that launched the four-door from 0-60 mph in 4.6 seconds. If you thought the Stinger was peak Kia, however, then you thought wrong.

That's because the EV6 GT is not only the most powerful Kia to date (576 hp!), it's also the quickest, with our test car blasting from 0-60 mph in just 3.2 seconds and through the quarter mile in 11.4 seconds at a blistering 121.0 mph. Plus, it can do those deeds over and over again until you're out of electrons. With those numbers, the EV6 GT outguns an impressive list of cars we've tested. But let's stick to its main competitors, shall we? The 2021 Tesla Model Y Performance, for example, is an obvious bogey that lags behind the Kia to 60 mph and the quarter mile, at respective times of 3.5 and 12.0 seconds. The Ford Mustang Mach-E GT (with GT Performance package) was slower still—although by no means slow—needing 3.6 seconds to hit 60 mph and 12.6 seconds to cover the quarter. One staffer deemed the EV6 GT a "baby Porsche Taycan." A bold take he may want to reconsider seeing as how a comparably powered 2020 Taycan 4S was 0.2 second slower than this Kia in both acceleration benchmarks.

How To Slay A Tesla, Mustang, And Porsche

The EV6 GT sits atop the EV6 lineup and combines a 77.4-kWh battery pack and two motors (one up front and one at the back) with AWD traction. Power output is rated at 576 hp and 545 lb-ft of torque. That's a whopping 256 horsepower bump from the EV6 AWD GT-Line and puts it easily above the 480-horse Mustang Mach-E GT and the 456-hp Model Y Performance.

In addition to more power, Kia further elevates EV6 GT from the rest of the lineup with a number of other performance upgrades, including an electronic limited slip differential, adaptive dampers, larger front and rear brake rotors (the rears are now vented, too), and a quicker steering ratio. The top speed gets a big bump from 117 to 161 mph, as well. Stickier Goodyear Eagle F1 tires help with the work of putting all those horses to the ground.

The EV6 GT also provides drivers a long list of drive modes that tweak everything from accelerator response, steering feel, damper stiffness, the e-diff programming, stability control settings, and the power split between the front and rear motors. In addition to the Eco, Normal, Snow, and Sport modes found in all EV6s, the GT gets a Drift mode (rear motor does all the work here), GT Drive Mode (everything turned to its most aggressive setting), and a My Drive Mode that opens up further customization. Want stiff dampers but prefer the lightest steering feel? My Drive Mode lets you do just that.

A Hefty Hoot

When exploring the handling limits of the EV6 GT it's important to note its weight, all 4,790 pounds of it. Heavy, yes, but not at all shocking compared to the recent slew of high-performance EVs, or EVs in general. The Mach-E GT, for example, tipped our scales at 4,980 pounds, while the Tesla came in at a relatively svelte 4,408. So with that said, the EV6 GT lapped our figure-eight course in 25.1 seconds with a 0.77 g average. Respectable numbers but outgunned by the Ford (24.9 seconds at 0.78 g) and Tesla (24.8 seconds at 0.79 g). What gives? We'd say it's tires, as evidenced by the EV6 GT's 0.87 g average on the skidpad, whereas the Mach-E GT and Model Y Performance were able to stick harder to the skidpad at 0.96 g and 0.91 g, respectively. Coincidentally, both those cars were fitted with Pirelli P Zeros.

But let's not fixate on those figure-eight numbers too much, because the EV6 GT is an absolute thrill to fling around the track. The rear motor is much more powerful and torquey than the front, and the stability control is surprisingly lenient in GT and even in the tamer Sport setting, which means it's quite easy to get the tail end to hang out through the corners. Body roll is significant (again, weight), but the suspension is tuned well and prevents things from feeling sloppy. The steering is quick and precise, and the brakes are solid and dependable. Stopping is augmented, too, by aggressive brake regen in GT mode that Kia says is powerful enough to provide 0.60 g of deceleration on its own.

576 HP On The Daily

Despite the EV6 GT's heft and its big, 21-inch wheels, it also excels as a remarkably quiet and comfortable daily driver. The Eco and Normal drive modes smooth out throttle inputs, and the suspension is quite compliant over rough roads. The front seats are heavily bolstered and provide great lateral support during spirited driving but are comfy enough for long hauls. That said, power-adjustable and ventilated front seats (offered in lesser EV6s) are not offered on the GT; Kia says it couldn't engineer those creature comforts into the sporty seats in time for production, but hopefully that'll change in the future.

The EV6 GT is roomy, too, with plenty of front and rear legroom and adequate cargo space. The interior is well laid out with a futuristic design that complements the EV6 GT's handsome exterior. An impressive list of tech includes a head-up display with augmented reality (mostly for navigation prompts), a wireless phone charger, and a smart cruise control system that can handle stop-and-go traffic and automatically change lanes with the tap of the turn-signal stalk.


For starters, the range is a downside. Use and abuse Eco mode all you want, but the most you'll be able to travel on a single charge is around 206 miles. On the upside, getting most of the 206 miles back is impressively quick, so long as you're recharging at a 350-kW charger and have followed the battery preconditioning procedure. In such an instance, Kia says charging the 77.4-kWh battery pack from 10 to 80 percent capacity should only take 18 minutes, and this was pretty much spot on based on our experience. This isn't going to be an inveterate road-tripper, though.

The EV6 GT is a head-turner, but owners hoping to stand out from lesser EV6s will likely be disappointed, as neon green brake calipers, the larger wheels, and slightly reworked bumpers pretty much sum up the cosmetic differences.

Still, the EV6 GT is hard to dismiss, considering you get its prodigious performance and five-passenger practicality for $62,695. For anyone experiencing sticker shock, perhaps the 1,000 kWh of free charging at Electrify America stations (as of this writing) should take away some of that initial sting. Kia says it's only producing 2,000 to 2,500 units annually, so you may have to get scrappy if you want to get your hands on one.

Source: motortrend.com

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Saturday, 12 November 2022 06:41

2023 BMW iX1 Is the Bavarian Brand's Littlest EV

The somewhat little electric SUV is charming and speedy — however not so much for us.

We had trusted that the transition to jolt could contract the world a little by permitting various pieces of the globe to have similar models, particularly EVs in view of existing burning vehicles. However, in spite of the fact that BMW will be selling fuel controlled forms of the new X1 in the US, there are no designs to bring the completely electric iX1 across the Atlantic.

Quite recently BMW appeared to be at the very front of the electric upset. The delightfully awkward carbon-bodied i3 hatchback and the three-chamber PHEV i8 sports vehicle were the two trailblazers. In any case, as of late the organization has changed to a more bashful methodology, one where — beyond the exclusively electric iX — BMW has presented another scope of "I"- marked vehicles that are EV renditions of existing models. Like the iX3, i4, and i7, the new iX1 is one of these, fitting a completely electric powertrain to the third-gen X1, which is simply going discounted in Europe.

The iX1 is being presented in double engine all-wheel-drive structure, conveying xDrive30 marking (BMW hints it will send off a less strong two-wheel-drive variant later). The engines turning every hub are indistinguishable yet for a somewhat lower gear proportion for the single-speed decrease at the back. Joined top result is 308 drive and 364 pound-feet of force. Power comes from a 64.7-kWh battery pack under the floor that gives a scope of 266 miles under Europe's complimenting WLTP testing convention — reasonable under 240 miles under the EPA's more thorough technique. The battery upholds DC quick energizing at to 130 kW, which can take it from 10% to 80 percent in a guaranteed 29 minutes. The water-cooled pack will likewise change its temperature to an ideal 77 degrees Fahrenheit while approaching a quick charger modified into the nav framework.

The iX1's inside feels great got done and stunningly roomy for a vehicle that is a little more than 177 inches long. Standard size grown-ups will actually want to sit front and back without grumbling, and there is a spacious 24 cubic feet of freight space — ethics that will stay for the U.S.- bound, gas controlled X1 xDrive28i, which really gets somewhat more freight room at 25.7 cubic feet.

The iX1 gets a 10.3-inch computerized instrument show as standard, in addition to a 10.7-inch bended touchscreen, both running the new BMW 8 working framework. This looks decent and works snappily, yet it implies the downfall of both actual warming controls and the helpful column of adaptable capability keys BMW recently advertised. Swiping down on the highest point of the screen raises a delivered form of the capability keys however expects eyes to be removed the street. Essentially, albeit a My Modes button on the mid control area has endure the winnow of regular switchgear, squeezing it simply raises choices on the screen, with one more info then expected to choose one.

This EV's presentation is punchy and conveyed with insignificant show. The iX1's gas pedal is a little top-stacked in its reactions, particularly in Game mode, where the forceful planning makes it hard to accomplish a smooth departure. BMW claims a 5.7-second zero-to-62-mph time. Full push is saved for Lift mode, which is enacted for 10 seconds by hauling an oar behind the controlling wheel, however we didn't see a detectable contrast versus simply trampling the gas pedal. There is likewise a one-pedal mode, got to by pulling the thickset stuff selector to "B."

The iX1 additionally accompanies a switchable soundtrack, with the supposed IconicSounds Electric choice making a cutting edge and enigmatically motor like murmur in the lodge that changes as per gas pedal position. This felt less imagined than some adversary contributions, however we actually favored the quietness with it switched off.

That is on the grounds that refinement is great. The lodge is very much protected at both metropolitan and parkway speeds, and in spite of a thick 4600-pound weight — in excess of 800 pounds heavier than the X1 xDrive28i — ride quality stayed great considerably over the knock tossed English byways where we drove the vehicle. The iX1 rides on latent dampers, at the same time, similar to those in the G20-age 3-series, they can powerfully shift exertion under enormous suspension travel.

What's missing, tragically, as in a few other late BMWs, is the feeling of dynamic association that previously came as standard with any of the organization's items. The iX1's guiding is totally without any trace of low-speed input, and its front-one-sided taking care of equilibrium is effectively fueled into understeer. The resigned i3 was more modest and more slow but at the same time was more keen and better to drive.

The needs of driving devotees don't appear to be extremely high on the rundown of iX1 ascribes. The fact of the matter is made by three new switchable modes that have joined the recognizable Individual, Game and Proficient settings: Expressive, Unwind, and Computerized Craftsmanship. Choosing Expressive changes the dashboard show and triggers the driver's seat rub capability; changing to another mode didn't switch the working off, which must be finished through a visit through different menus. Unwind began to play an encompassing soundtrack. Also, Advanced Craftsmanship gave another update to both showcase screens. In all honesty, all felt like contrivances.

In any case, would it be advisable for us to feel wronged to be denied the iX1? Without a doubt, given its blend of areas of strength for moderately, charming plan, and serious estimating — in Europe in any event. In Germany, the pre-charge value means simply more than $45,000, meaning it costs the very same as the section level Kia EV6 and undermines the Mercedes EQA350 4Matic. Better news for us is that the remainder of this X1 is essentially updated over the active model, which looks good for the gas variant that will come here.

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A switch to pure electric mobility would wipe out more than 600,000 jobs.

Recently, the European Union announced that it will ban the sale of all new gasoline (including hybrid) and diesel vehicles from 2035. Another "passing point" was left because this decision will be discussed again in 2026.

Was the European Union too hasty in its decision? The motive is to protect the climate, but is the price that the EU economy will pay too high, especially when it comes to countries with a powerful auto industry, such as Germany, France, Italy...?

In an interview with Politiko, the commissioner for the internal market of the European Commission, Thierry Breton, set off the alarm. Breton warned that a switch to pure electric mobility would wipe out more than 600,000 jobs.

Already in 2030, well before the planned ban, 15 times more lithium, four times more cobalt and graphite and three times more nickel will be needed for electric cars - which is an enormous consumption of raw materials, this Frenchman claims.

On the other hand, Europe has some mines, but it will have to import most of the raw materials. Also, 20 to 25 percent more electricity will be needed, but its production using gas or coal does not make sense from the perspective of the fight against climate change.

Even if electricity is produced in a clean way, electric cars still contribute to pollution – due to increased particulate emissions from tires and brakes, Breton says.

Electric cars are on average much heavier than conventionally powered vehicles. The electric Mercedes-Benz EQA, an SUV based on the GLA, is heavier than the large S-Class.

Breton also pointed out serious shortcomings in the expansion of charging infrastructure. Seven million chargers would be needed for serious electric mobility in Europe, and currently there are a total of 350,000.

Seventy percent of them are located in only three countries, France, Germany and the Netherlands, writes Revijahak. That's why phasing out internal combustion engines is not a good idea right now - because even if it succeeds in Europe, petrol and diesels will still be sold on other continents.

"I recommend that European companies continue the production of SUS engines," Breton said.

As for Europe, the EU's internal market commissioner wants to set out in the next few weeks strict criteria by which progress can be measured.

The transition to e-mobility has such an impact on industry that the EU cannot afford to fail. If the Commission finds that line missed, the release date must be postponed.

What the commissioner did not mention is that China also represents a huge competition with its electric cars, which are technologically equal to European models, and are significantly cheaper.

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