Displaying items by tag: Kia

The latest deadly challenge on the social network TikTok is named after a Korean car manufacturer, and not by accident. Kia and Hyundai owners across the US have been reporting the same challenge-related problem for months: their cars are being stolen by thieves using just a USB cable.

It's about a new, crazy TikTok challenge, and what kind of danger it is, is best evidenced by the traffic accident in which four teenagers died in a stolen Kia Sportage. This is not the first time the accident has been linked to the Kia/Hyundai challenge. Two months ago, two 14-year-olds were killed and a third seriously injured in a stolen Hyundai Sonata in Ohio.

An accident related to this challenge also happened in Buffalo, when a 14-year-old girl from a stolen car ended up in the hospital, and a 16-year-old driver was taken into custody.

The first reports of the new TikTok challenge emerged in July, when the first videos were released on the social network showing car thieves targeting unlocked Kia and Hyundai vehicles and using a USB cable to start the engine.

At the end of August, Los Angeles police announced on Twitter that the number of thefts of Kia and Hyundai vehicles increased by 7 percent compared to last year and that the cause was most likely a challenge from the social network TikTok.

As Auto Klub reports, criminals target vehicles equipped with an old, mechanical key, while newer models with "smart" keys are spared this challenge.

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While automakers say the delays can be attributed to ongoing chip shortages and overall growth in demand for new vehicles, many buyers believe the Korean automaker is prioritizing overseas markets due to the depreciation of the Korean currency against the US dollar.

Some buyers of Hyundai, Kia and Genesis cars have been told they will have to wait up to two and a half years before the new vehicle they ordered is delivered, the Korea Times reports.

Indeed, the local car trading platform revealed that Korean buyers of the 26 models made by the listed automakers will have to wait up to 30 months for their car, compared to "just" 11 months of waiting a year earlier.

"I have to wait two and a half years to buy a Genesis or any SUV made by Hyundai or Kia? I don't understand," said one customer on a local forum.

"The delay was only seven months last year. Why don't they make them quickly?"

As stated, the compact model Kia K3 and family sedan K5 are waiting three to five months, and up to 8 and a half months for selected versions of the model K5, large sedan K8 and SUV Sorento Hybrid.

Meanwhile, buyers of the Hyundai Avante, Sonata, Grandeur and Santa Fe models will have to wait between six and 20 months before picking up their keys.

A local company official denied claims that overseas customers were a priority.

"Not only Korean consumers, but also overseas consumers have to wait for the vehicle to be delivered," he said.

"The claim that we prioritize foreign consumers at the expense of local ones is simply untrue. Whether it's electric vehicles (EVs) or hybrids, the latest models need the latest chips and parts, which can take time to get. We'll do our best to make it as soon as possible respond to the growing demand for our vehicles."

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Saturday, 03 September 2022 04:23

How easy it is to steal a Hyundai and Kia car (VIDEO)

The city of Milwaukee in the US state of Wisconsin is not the center of events when it comes to the automotive industry. It's home to Harley Davidson and has a few interesting museums, but other than that, with a population of just over 650,000, there's hardly anything interesting about it. But, during the past year, Milwaukee has suddenly become the topic of writing for almost all automotive media, and the reason lies in the huge number of four-wheeler thefts.

The largest city in Wisconsin is not even among the top thirty in terms of population, but it is among the ten "most popular" when it comes to car theft.

And in most cases (to be precise, in 68% of cases) the choice falls on vehicles of two brands, those with Hyundai and Kia emblems. The situation has gotten so bad that the city of Milwaukee filed a lawsuit against the South Korean giant for making its models easy to steal, forcing the police force to spend more money to track down the criminals. You can read more about it here. Those who engage in this illegal activity introduce themselves under the name "Kia Boyz".

The trend later spread to other cities in the United States of America, and on social networks the Kia Boyz are currently bragging about who is able to steal the fastest and most cars. In most cases, driving a stolen vehicle lasts for several hours before it is disposed of and found by others for the same purpose.

So why would anyone steal a Hyundai or a Kia? If someone is going to risk their freedom, shouldn't they find themselves behind the wheel of a Mercedes or a Lexus? Well, the reason is the one we have already mentioned, and it lies in the fact that the vehicles of the Korean manufacturer are incredibly easy to steal. Getting into the car itself is the easiest part of the job and mostly relies on the technique of breaking the window, or for those slightly more expert thieves, picking the lock.

If you don't have a key (real or digital), the next step is generally more difficult for modern cars, but not for Hyundai and Kia manufactured before 2021. Namely, all you need to do is turn the lock next to the steering wheel and start the car with an ordinary USB cable (which we all probably have for charging mobile phones). The attached video from the YouTube social network shows us how easy it is to do something like that.

Sentences for theft range from up to 42 months in prison, but in most cases it is difficult to detect the perpetrators as they find a new victim before the owner even notices that their pet has been stolen.

Executives at the Korean giant tell us the problem has been fixed for the 2022 model year, but there are still plenty of older models on the streets that, as the line from that iconic movie says, "can disappear in sixty seconds." For those unlucky people who are forced to park outside the garage and thus risk having their pet stolen, the police force recommends that the car be parked in well-lit areas, that a system be installed where it is possible to manually turn off the battery via a switch, and perhaps choose a model with a manual gearbox, since it is known that "over the pond" most drivers do not know how to use it.

And if none of that "works", then it is mandatory to have insurance, so at least in a financial sense, you will not feel the theft.

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Sunday, 14 August 2022 04:21

2023 Kia EV6 GT Is the Quickest Kia Yet

This double engine EV hybrid even has a float mode.

The new Kia EV6 GT is set to end up in some exceptionally recognized organization. The turned-up rendition of Kia's moderate size electric hybrid is a zero-outflow muscle vehicle with pull yield that beats a few a lot pricier contributions. This family hauler puts out 577 drive across its two engines, which ought to convey a 60-mph time in the low threes. And keeping in mind that most electric vehicles have speed limiters set low because of reasons of both reach and reasonableness, the EV6 GT is equipped for 161 mph. Likewise, it has a float mode.

Riding on Hyundai-Kia's profoundly cutting-edge E-GMP stage, the GT vows to be stunningly smooth by the stout norms of its fragment, weighing in at a guaranteed 4780 pounds. Besides, this stage can convey ultraquick DC quick energizing paces of to 240 kW — adequate to recharge the moderately little 77.4-kWh battery pack from 10 to 80 percent in a short time at a 350-kW DC quick charge station, as per Kia.

Close to the all-wheel-drive EV6 GT-Line that sits just underneath the EV6 GT in the order, visual qualification is restricted; the GT most certainly doesn't yell about its additional presentation. The front and back guards have been unobtrusively changed, 21-inch wheels are standard (important to fit around bigger brake circles), and a liftgate spoiler is fitted. Inside, the GT gets semi-pail sports seats managed in microfiber, some new presentation touchscreen shows, and, on the directing wheel, a GT button that gets to the new Dynamic mode, which joins the ordinary Eco, Normal, and Sport settings.

Mechanical changes are more huge. The GT is fueled by fundamentally brawnier engines than the ongoing all-wheel-drive EV6, with the one at the front currently having a most extreme result of 215 strength and the back unit making up to 362 pull. The back hub likewise includes a force biasing differential that changes how much push shipped off each wheel, and the back engine adds one more piece of driving edge EV tech, a two-stage inverter that utilizes silicon-carbide semiconductors. This further develops proficiency by up to 3 percent while likewise decreasing intensity created when the engine is working harder. As in other superior execution EVs, yield is confined in lesser drive modes: Eco limits the framework top to 288 pull, while Normal and Sport lift that to 460. Just GT mode releases the full 577 horses.

The outcome is a genuinely speedy vehicle. As in the current EV6, the GT has a moderately delicate gas pedal reaction at the highest point of the pedal's movement. (This is particularly clear in the logical little-utilized Eco mode, which appears to add an inch of deadness to the highest point of the gas pedal.) But pushing the pedal harder rapidly brings strong push, and a standing send off in GT mode makes g-powers that migrate interior organs as the back tires fight to track down foothold.

This was on the dry black-top of a Swedish test track and regardless of Kia's fitment of execution Michelin Pilot Sport 4S tires as opposed to low-rolling-opposition elastic. In Europe, Kia claims a 0-to-62-mph season of 3.5 seconds, however we suspect that the outcome for our benchmark 60 mph will be far superior. (Our 60-mph time for the 320-hp all-wheel-drive variant was 4.5 seconds.)

Squeezing the GT button on the guiding wheel additionally opens the further choice of the float mode. This, you will be completely unsurprised to hear, is colossal tomfoolery — regardless of whether it's difficult to envision such a large number of EV6 purchasers utilizing it. Kia allowed us the opportunity to encounter the framework on a skidpad, where it permitted the GT to be effortlessly convinced into noteworthy points of force oversteer, with undetectable intercession from the shrewd back differential and help from the front engine assisting with keeping up with them as speed rises. In the case of nothing else, the capacity to smoke tires means that the strength of the most impressive vehicle Kia has at any point delivered.

However, it is at speeds more proper for this present reality that the dynamic diff intrigued more. The capacity to send more force to the external back tire assists the vehicle with turning in, yet additionally gives a feeling of back drove taking care of when GT mode is chosen. That causes the GT to feel energizing great shy of any deficiency of hold. As in lesser EV6s, the guiding is exact and coordinate, albeit minimal low-level criticism moves beyond the significant help.

Ride quality was exceptionally amazing. The GT gets versatile dampers as standard, and, surprisingly, in their firmer mode, they handle knocks and plunges with guaranteed consistence. Albeit the GT has stiffer springs, there's as yet perceptible roll under cornering. It is fantastic to Cruise refinement. We didn't affirm the guaranteed 161-mph maximum velocity on Sweden's very much policed parkways (it's a country where voyaging 5 km/h over as far as possible feels trying), yet at roadway speeds, the GT's lodge was cozy and all around protected.

The EV6 GT's delicate quality really suits it well and is a consequence of the purposely particular person given to the firmly related Kia and Hyundai models. It appears to be sure that the impending Hyundai Ionic 5 N, which will utilize the equivalent powertrain, will be firmer and more forceful.

Driving to the side, the GT is basically vague from the current EV6. The lodge is roomy and decidedly built, albeit the dull, strong materials separate the GT from the more rich choices its exhibition places it into dispute with. Likewise, the 12-inch focal touchscreen's UI is more successful than great, with the route framework feeling cumbersome and somewhat dated. Luckily, drivers can utilize Apple CarPlay and Android Auto all things considered.

Range is another region where the EV6 GT is off the speed of correspondingly strong other options — with the stipulation that we don't have official EPA numbers yet. The European WLTP figure of 263 miles addresses a 65-mile decrease over the rangiest back tire drive 77.4-kWh variant and infers an EPA figure of about 225 miles.

Valuing is likewise to be affirmed, in spite of the fact that if U.S.- bound EV6 GTs follow the case of Europe, where the vehicle is as of now on special, it will be an electric-execution deal. For viewpoint, on the opposite side of the Atlantic, the Kia is both faster than the Porsche Taycan 4S and essentially 50% less expensive. Assuming Kia gets the GT for under $70,000, it will deal with a similar stunt here.

With a flood of other electric models set to continue very soon, the EV6 GT shows that Kia is pushing its direction to the sharp finish of the EV upheaval.

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Friday, 25 February 2022 05:37

Tested: 2022 Kia Sorento PHEV Needs More Motor


Plug-in hybrids promise to bridge the gap between internal-combustion vehicles and EVs, offering a useful amount of all-electric range along with the ability to gas up and drive straight to Topeka, just like you did in your '68 Olds 442. That would seem an ideal combination, but seldom do the gasoline and electric sides of a PHEV play equal roles. For the most part, these are gas cars that can periodically impersonate an EV, rather than the other way around. And whether that talent is useful depends on two things: battery capacity and the size of the electric motor (or motors). As for the first part of that equation, the 2022 Kia Sorento PHEV is EPA rated at 32 miles of electric range, which might be enough to take care of your daily driving. But its electric motor makes only 90 horsepower, and therein lies the problem. The whole point of a plug-in hybrid is to use it as an EV as much as possible, but in EV mode the Sorento's power-to-weight ratio makes a Yugo look like a Ferrari SF90 Stradale.

2022 kia sorento phev sx prestige awd

HIGHS: 32 miles of EV range, tax credit can offset the higher MSRP, three rows of seats.

So then why would you pay an extra $6800 over an AWD Sorento EX Hybrid? Well, first of all because you can get most of that money back, in the form of a federal tax credit—the PHEV's 13.8-kWh (11.8 kWh usable) battery qualifies it for a $6587 tax credit. But the other reason is because you plan to plug it in as often as you can and take advantage of the EV mode's 79 MPGe EPA efficiency estimate. Because once the gas engine is running, the PHEV is no more efficient than the regular hybrid, and in fact a little bit worse—34 mpg EPA combined, to the hybrid's 35 mpg. Over 600 miles of mixed driving, we averaged an underwhelming 26 MPGe.

2022 kia sorento phev sx prestige awd

To awaken the Sorento's electric drivetrain, you typically want to force it into EV mode using the EV button on the console. Because, unlike most other PHEVs, the Sorento has a strange disdain for its own electric mode and left to its own devices, will run the gas engine even in light-throttle situations where you'd expect it to rely wholly on its electric power. With its battery charged, the Sorento often ignored its own electric capability and kept the 1.6-liter four humming. Maybe this was because most of our testing took place during cold weather—and it seemed like the only way for it to generate significant cabin heat is to run the engine—but sometimes it wasn't that cold, and the Sorento would still hoard battery charge for no apparent reason. Other PHEVs, like the Chrysler Pacifica and Ford Escape, will try to use up their available electric range before firing up the gas engine. Which makes sense. That's why you bought a plug-in, presumably.

LOWS: Worse EPA combined gas mileage than the Sorento Hybrid, underpowered in EV mode, carries lots of extra weight.

2022 kia sorento phev sx prestige awd

The challenge, once you've informed the Sorento that you'd prefer electric propulsion, is that now you've got 90 horsepower motivating 4490 pounds of Kia. It doesn't take much throttle to get the gas engine to assist in heaving the oars, and acceleration in EV mode is so gradual you could probably leave your morning coffee on the roof for a few miles if it needs to cool off. In practical terms, the Sorento's EV mode is something you engage once you've attained your cruising speed and you plan to stay there for a while. It does help that the electric motor is upstream from the transmission and thus benefits from multiple gear ratios, but it also feels weird to have upshifts interrupt your silent electric driving, shattering the illusion that this is anything but a mutant internal-combustion vehicle.

The Sorento itself is a slick product, but with so many iterations—2.5-liter naturally aspirated, 2.5-liter turbocharged, 1.6-liter turbocharged hybrid, front-drive and all-wheel-drive, 16 different trims—it's easy to find variations that make more sense than this one, and for less money. At $49,960 as tested in SX Prestige trim, our Sorento PHEV was even more expensive than a top-of-the-line Telluride, a two-time 10Best winner. It's nearly $8000 more than the base EV6. If those two fellow Kias represent the best of the past and the promise of the future, then the Sorento PHEV is an avatar for the muddled present—ready to plug in, but still tethered to the pumps.


2022 Kia Sorento PHEV
Vehicle Type: front-engine, front-motor, all-wheel-drive, 6-passenger, 4-door wagon

Base/As Tested: $46,405/$49,960
Options: Prestige package (perforated leather seats, 14-way-adjustable driver's seat and 10-way-adjustable passenger's seat, heated rear seats, 12.3-inch gauge cluster display, auto-dimming rear-view mirror, Bose stereo), $2900; snow white pearl paint, $445; carpeted floor mats, $210

turbocharged and intercooled DOHC 16-valve 1.6-liter inline-4, 177 hp, 195 lb-ft + AC motor, 90 hp, 224 lb-ft (combined output: 261 hp, 258 lb-ft; 11.8-kWh lithium-ion battery pack; 3.8-kW onboard charger)
Transmission: 6-speed automatic

Suspension, F/R: struts/multilink
Brakes, F/R: 12.8-in vented disc/12.8-in vented disc
Tires: Continental CrossContact LX Sport
235/55R-19 101H M+S

Wheelbase: 110.8 in
Length: 189.4 in
Width: 74.8 in
Height: 66.7 in
Passenger Volume: 142 ft3
Cargo Volume: 13 ft3
Curb Weight: 4490 lb

60 mph: 7.6 sec
1/4-Mile: 15.8 sec @ 89 mph
100 mph: 21.5 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 7.8 sec
Top Gear, 30–50 mph: 3.9 sec
Top Gear, 50–70 mph: 5.0 sec
Top Speed (gov ltd): 127 mph
Braking, 70–0 mph: 162 ft

Observed: 26 MPGe
75-mph Highway Driving, Hybrid mode: 25 mpg
Highway Range, Hybrid mode: 310 mi

Combined/City/Highway: 34/35/33 mpg
Combined Gasoline + Electricity: 79 MPGe
EV Range: 32 mi



Published in KIA

The Kia Sorento is one of the better midsize SUVs you can buy, but it just missed a podium placement in our midsize SUV rankings. So what gives? Well, despite its confident handling, eager responses, and tech-forward interior, the mainstream turbocharged gas powertrain isn't as refined as it should be. We recently tested the Sorento Hybrid, and it has an entirely different personality. Is this the pick of the litter?

 While the non-hybrid Sorento offers a broad range of models, Kia streamlined the hybrid lineup into two moderately contented trims. Our test example was the higher EX version, which is far from Spartan but not as plush as the tippy-top conventional Sorentos, and it's worth noting the hybrid only offers a six-seat configuration where the regular version also has an available seven-seat layout. Fuel economy is the main draw here, with hybrids achieving 39/35 mpg city/highway. In comparison, the gas-only 2022 Sorento tops out at 24/29 mpg with the base engine and 22/29 mpg with the turbo four-cylinder—all with front-wheel drive.

 To achieve these strong results, the 2022 Kia Sorento Hybrid teams a 1.6-liter turbocharged four-cylinder, electric motor, and lithium-ion battery pack to deliver a healthy 227 horsepower and 258 lb-ft of torque to the front wheels. (AWD adds $1,800-$2,300, depending on trim level.) The hybrid trades the regular Sorento's clunky eight-speed dual-clutch transmission for an unobtrusive six-speed planetary automatic.

2022 Kia Sorento EX Hybrid 32

The Objective Numbers—And Subjective Opinion

In our tests, the Sorento Hybrid ran from 0-60 mph in 8.4 seconds. That matches exactly the time we achieved in a Toyota Highlander Hybrid AWD, which is larger than the tweener Kia. Unsurprisingly, the Sorento Hybrid is quite a bit slower than the 281-hp turbocharged Sorento, which hit the mark in 6.3 seconds. More troubling than the mediocre acceleration time is exactly how the Sorento accelerates and its lack of power, especially at speeds above 50 mph. There's a bit of a sugaring feel from the hybrid's turbocharged engine, too, which is a disappointment.

 Our feelings were mixed on the Sorento Hybrid's ride, with some noting it could use refinement. Handling is a tough call, too. On our figure-eight course, the Kia turned in a time of 27.7 seconds at an average 0.62 g, a better performance than we achieved in the Highlander Hybrid (28.4 seconds at 0.58 g). The non-hybrid Sorento beats them both with a time of 26.5 seconds at 0.67 g. Our test team praised the Sorento Hybrid's natural steering feel and neutral chassis, but its performance wasn't consistent. "Acceleration was brisk while I had an almost full battery but clearly waned when I got down to one last bar," road test editor Chris Walton said. We also noted considerable body lean.

Because hybrids often suffer from mushy or non-linear brakes, we were curious to see how the SUV would perform in our 60-0-mph test. The Sorento Hybrid stopped in 121 feet, on par with the Highlander Hybrid but a slightly longer distance than the non-hybrid Sorento. Nevertheless, our test team praised the Sorento Hybrid's brake feel and overall body control.

2022 Kia Sorento EX Hybrid 34

As a whole, the Sorento Hybrid's driving experience failed to impress. The turbo gas-only Sorento is the more tempting option, even if its engine and transmission combination rarely serve up a smooth off-the-line start.

How It Is To Live With

At least the hybrid doesn't sacrifice much interior space for better fuel economy. It offers slightly less legroom in the second row than the non-hybrid model, but it has the same amount of legroom in other rows and the same amount of cargo space. Headroom is tight in the third row, although legroom there is reasonable enough—if still tight—for a three-row SUV of this size. The raised floor causes your knees to sit up higher than you might imagine. Bottom line: The back row is best for occasional use.

Accessing the way back is easy because the rear seats fold down readily. The second-row seats go down with the push of a button on the top of the seat back, and the third-row seats drop to the floor with the simple pull of a lever. There's also the option to fold down the second-row seats with a button in the cargo area.

The interior departs from Kia's usual designs. Along with vertical-oriented air vents, the cabin features a space-saving rotary gear shifter. For the 2022 model year, all Sorento Hybrids feature a sleek 10.3-inch touchscreen. (Our 2021 model photo vehicle was stuck with an 8.0-inch screen).

2022 Kia Sorento EX Hybrid 9

Our Sorento Hybrid EX came with a slew of standard safety features, including rear blind-spot collision avoidance assist, rear cross-traffic collision avoidance assist, stop-and-go adaptive cruise control, and a helpful lane keep assist feature. Heated front seats, an expansive panoramic sunroof, and USB chargers for all three rows sweeten the deal. Kia is known for its strong feature-per-dollar value, and although this isn't a shining example, our Sorento Hybrid test vehicle offers a solid amount of equipment for just under $38,000. Looking at value in terms of five-year cost of ownership, the Sorento Hybrid is just adequate. Considering costs such as depreciation, insurance, fuel, and maintenance over a five-year period, our partners at IntelliChoice gave the 2022 Sorento Hybrid an Average value rating.

Kia has a unique product on its hands: a stylish, three-row SUV that's not too big and that provides excellent hybrid fuel economy. But be prepared to sacrifice performance for efficiency. The Sorento Hybrid lacks the wow factor of Kia's other three-row SUV, the Telluride. At the end of the day, the Sorento Hybrid is a solid vehicle, and it would have been hugely impressive just a few years ago, but we now know how much better Kia can do.

Looks good! More details?

2022 Kia Sorento EX Hybrid Specifications  
BASE PRICE $37,165
VEHICLE LAYOUT Front-engine/motor, FWD, 6-pass, 4-door SUV


Published in KIA
Tuesday, 28 December 2021 07:37

Kia EV6 hatchback review

"The Kia EV6 is one of the best electric cars on sale, with a great range and rapid charging"



  • 300-mile+ range
  • Fast charging
  • Impressive tech


  • Firm ride
  • Rear headroom
  • Smaller battery size not available in the UK

The Kia EV6 is a sporty electric hatchback with a range of over 300 miles, impressive 350kW rapid charging and a 577bhp performance version on the way. It's closely related to the Hyundai Ioniq 5, which is our Best Family Electric Car for 2022. All this makes it a potential favourite in the battle between the Skoda Enyaq iV, Ford Mustang Mach-E, Cupra Born and Tesla Model Y.

It's Kia's first purpose-built electric model that can’t be had with a petrol or plug-in hybrid powertrain. This gives it some key advantages, such as a low centre of gravity for better handling and a flat floor that improves passenger and luggage space.

There are currently two versions on offer in the UK, both of which come with a 77.4kWh battery. The more affordable option is rear-wheel drive and has a single motor with 226bhp, giving it a range of up to 328 miles. Spend around £4,000 more and you get an extra motor up front, increasing power to 321bhp and adding four-wheel drive but reducing range slightly to 314 miles.

We've now tried both, and the rear-wheel-drive version felt every bit as quick as its 7.3-second 0-62mph time suggests. It's very quiet, especially at town speeds, and feels slightly sharper than the Hyundai Ioniq 5. Not only does it look a bit more sporty thanks to its lower stance but its suspension is a notch firmer as well, improving body control but also transmitting a few more bumps into the seats. 

We think the cheaper version is the sweet-spot in the range, because while the all-wheel-drive model is faster in a straight line, it doesn't feel much more exciting to drive overall, has a shorter range and costs significantly more.

Inside, your eyes will be drawn quickly to the curved dual-screen setup for the instruments and infotainment, which spans the dashboard in a graceful arc. Materials are of a good quality too, casting doubt on the assumption Volkswagen still makes the best-quality mass market interiors. There's ample space and lots of kneeroom even in the second row, although headroom does suffer somewhat because of the low roof. A 490-litre boot should come in handy, as will a 40-litre 'frunk' in the rear-wheel drive model.

As you'd imagine, it's close between the EV6 and Hyundai Ioniq 5 but even after we compare them back-to-back, the choice is likely to come down to personal taste. The Kia is more conventional and sporty looking than the quirky Hyundai, with a slightly more precise driving experience. The Hyundai is more striking and a bit more practical, with extra space in its back seats and boot. The Kia stacks up well in its own right, however, with a competitive range figure and interior for the money, making it one of the best EVs in the £40-50,000 price bracket. 

Kia EV6 hatchback - Range, charging & running costs

With a range of over 300 miles and ultra-rapid charging, the EV6 ticks all the right boxes

Kia EV6 range and charging 

In most markets there are 58kWh and 77.4kWh battery versions of the EV6 but UK customers are only being offered the bigger of the two for the foreseeable future. It's a shame a more affordable version isn't available but it seems likely the decision is based on demand. 

The bigger battery offers that headline figure of a fraction less than 330 miles with the lower-powered motor and rear-wheel drive. Choose the GT-Line version with four-wheel drive and range slips to a still-impressive 314 miles, or 300 miles for the GT-Line S with larger 20-inch alloy wheels. For comparison, the Tesla Model Y Long Range has a range of up to 315 miles but costs around £8,000 more. The Cupra Born 77kWh has a range of up to 335 miles.

Kia and Hyundai both appear to be near the top of the class when it comes to EV efficiency, and during a varied test drive on UK roads, motorways, city streets and the occasional A- and B-road blast, our test car returned 4.2 miles per kWh. This would indicate a real-world range of 325 miles, which isn’t far off the official figure, despite using all its various driving modes. In the all-wheel-drive version, a range of around 290 miles is more realistic.

Charging is class-leading, with Kia's 800-volt electrical architecture (the same voltage you'll find in a Porsche Taycan) providing speeds of up to 350kW if you can find a potent enough public DC charger. Do so, and it'll take the battery from 0-80% in just 18 minutes, making long journeys no issue at all. Using a home 7kW wallbox charger will take just under 10 hours for a 0-100% charge.

Insurance groups

The high performance and new technology found in EVs tends to see them placed in higher insurance groups than equivalent petrol or diesel models. The entry-level Air trim sits in group 34 out of 50, which is one band lower than the Hyundai Ioniq 5. With four-wheel drive and some extra power, the GT-Line sits in group 40. The Volkswagen ID.4 sits in groups 20-30, while the Ford Mustang Mach-E Extended Range is in group 37.


Kia is well-known for its seven-year/100,000-mile warranty, which is still one of the best in the industry and can even be transferred between owners. If there are any issues with the EV6, owners are unlikely to have to spend money getting them fixed.


Servicing should be much simpler for EV models because electric motors and batteries only require attention if anything goes wrong. Items like cabin air filters and brake fluid will still need attention, along with brakes, tyres and windscreen wipers.


Kia EV6 hatchback - Electric motor, drive & performance

It's no lightweight but you wouldn't know from behind the wheel

First impressions are also that the EV6 is slightly sharper to drive than the Hyundai, lending it a small edge if you fancy a sporty EV driving experience. It can cover ground quickly, with well-judged suspension keeping everything under control. The Kia's lower roofline also gives it a sportier feel than the slightly taller Hyundai.

We'd recommend against using Sport mode, however, because we found the increased throttle and steering response turn things up too much, making the car feel unruly. 

Kia EV6 electric motor 

There's currently a choice of a single-motor version with 226bhp and rear-wheel drive or a more potent model that has a front motor and four-wheel drive, helping deploy its 321bhp. We tried the entry-level version first, which is hardly slow, getting from 0-62mph in a respectable 7.3 seconds. 

The dual-motor car cuts this to 5.2 seconds and the top speed of both cars is electronically limited to 114mph. There still isn't the crazy hit of power you'll experience in a Tesla Model 3 Performance or Porsche Taycan, but it feels urgent enough.

Like the Ioniq 5, the EV6 is a bigger (and heavier) car than it first appears in photos but it still gets up to the national speed limit in the UK with very little fuss and a sense of effortless performance. It also has instant punch if you put your foot down, providing plenty of confidence for overtaking slower traffic, even in Eco mode. 

A four-wheel-drive GT version is also on the way, which can get from 0-62mph in just 3.5 seconds and carry on to a top speed of 162mph. With 577bhp, this will be the most powerful Kia model in its history, with performance to rival a Porsche Taycan or Tesla Model X. It will have a range of up to 251 miles.

Kia EV6 hatchback - Interior & comfort

Attractive and well-appointed

Kia EV6 dashboard

The dashboard is focused around a pair of 12.3-inch curved displays, both of which are easily legible thanks to sharp graphics. One houses the instrument displays, while the second is a touchscreen for media, settings and navigation, with a ledge beneath it that comes in useful for steadying your hand while interacting with the display. Below this, there's a neat touch-sensitive controller that can be switched between the climate control and audio system with a swipe.

Its design and materials also feel in keeping with a car costing more than £40,000. Fabrics, gloss-black trim and chrome all look the part and, in keeping with the environmentally friendly theme, the seat upholstery uses the equivalent recycled material of 111 plastic bottles per car. A large, augmented-reality head-up display is also available to project useful information ahead of the driver's line of sight.


Standard equipment levels are generous, with LED exterior lighting, 19-inch alloy wheels, rear parking sensors, folding door mirrors and automatic wipers from the off. There's also artificial leather seats, heated front seats, a heated steering wheel, ambient lighting and dual-zone climate control. 

GT-Line adds front parking sensors, tinted glass, upgraded front seats which can fully recline, aluminium pedals and wireless smartphone charging. Upgrade to GT-Line S, and 20-inch wheels are added, as well as a powered tailgate, a panoramic sunroof, heated rear seats, a 14-speaker Meridian stereo and the head-up display.

Kia EV6 hatchback - Practicality & boot space

It's a good size and can even deliver power to other electrical devices

Kia EV6 interior space & storage

The electric Kia has a flat floor, with no transmission tunnel, helping make the interior spacious and uncluttered. There's lots of room in the front seats and you won't feel too hemmed in by a large centre console or towering dashboard, with plenty of forward visibility.

A smooth floor helps three passengers sit across the back seat too, and there's little chance of them banging their knees on the front seats. Headroom isn't quite as good as in the Ioniq 5, though, because of the lower roofline. If you regularly carry tall adults in the back, the EV6 might not be the best choice. 

Boot space

The boot is a useful shape and there's a variable-height floor, so you can decide if you want a smooth loading lip or maximum space. Its 490-litre volume should be more than enough for most owners but it's a shame there aren't more useful features like hooks and a set of cargo nets to help secure items as you drive.

Rear-wheel drive models also get a 52-litre 'frunk' storage area under the bonnet, which is perfect if you want to carry charging cables, a wet umbrella or muddy boots away from the interior. Pick a four-wheel-drive version and this space shrinks to a less-impressive 20 litres.

Kia EV6 hatchback - Reliability & safety

Kia scores highly with owners and the EV6 is loaded with safety kit

Kia EV6 reliability

Both Kia and Hyundai have built up solid reputations as some of the leading proponents of EV technology, and models have sold in large numbers around the world. Hopefully this knowledge will have helped inform lots of decisions to make Kia’s first ground-up electric car even better.

Kia is certainly flying high in our 2021 Driver Power owner satisfaction survey, placed only behind Porsche. It was near the top in every category, and boasts superb scores for reliability and build quality, along with the use of their infotainment. Not only that but owners also told us their Kias were fun to drive and stylish.


As something of a technology flagship for the brand, the EV6 is bristling with safety features. Even the standard version gets autonomous emergency braking, which looks out for cyclists and pedestrians, as well as other vehicles. It also has a navigation-based smart cruise control system that can assist with driving in heavy traffic. GT-Line cars add blind-spot warnings, supplemented by semi-autonomous parking, highway driving assist, an augmented reality head-up display and a system to help avoid collisions while parking.


Published in KIA

The front-wheel-drive hybrid version of Kia's redesigned Sorento mid-size three-row crossover packs a solid 227 horsepower and a 37-mpg EPA combined estimate.

The new 2021 Kia Sorento hybrid doesn't make a big deal of itself, despite being the first electrically assisted version of Kia's mid-size crossover. It's got a 1.6-liter turbocharged four-cylinder mated to a six-speed automatic transmission, and it drives like you'd expect—except that the little four feels like it has about 25 percent more displacement than it actually does. In fact, the Sorento hybrid's combined output—227 horsepower and 258 pound-feet of torque—nearly matches that of the 2020 Volkswagen GTI. Like a GTI, the front-wheel-drive Sorento torments its front tires with torque. Unlike the compact GTI, though, it has three rows of seats and an EPA combined estimate of 37 mpg. Thus concludes our references to the Volkswagen GTI, but we hope the comparisons helped you subliminally internalize the idea that the Sorento hybrid is actually kind of fun.

2021 kia sorento ex hybrid
HIGHS: More power than the nonhybrid base version, 11-mpg fuel-economy gain, modest price premium.

To get the Sorento hybrid's 227 horses out of a 1.6-liter turbo four, you'd generally have to boost the bejesus out of it. Kia didn't do that. But it did pair the engine with a sizable electric motor and a 1.5-kWh lithium battery that enables some neat tricks. Such as producing an abundance of torque off the line and sailing along at highway speeds with the engine off. And, yes, achieving solid fuel-economy ratings of 39 mpg in the city and 35 on the highway. Our 75-mph highway fuel economy test returned 42 mpg, 13 percent better than the EPA’s estimate, and unleashes the potential for a whopping 740 miles of range from its 17.7-gallon fuel tank.

2021 kia sorento ex hybrid

Kia's highly specific spec sheet lists the 1.6-liter as making 177.2 horsepower and 195.4 pound-feet of torque from 1500 to 4500 rpm. The electric motor generates a claimed 60.1 horses and 194.7 pound-feet from zero up to 1600 revs. Notice that those two torque figures are almost the same and happen at low revs, which helps explain why the hybrid's low-end grunt feels diesel-like in strength. It's simply a smooth, prodigious shove that's out of proportion to the gas engine's displacement. The duo combines to send the Sorento to 60 mph in 7.2 seconds and through the quarter-mile in 15.6 seconds at 92 mph. The powertrain's responsiveness is reflected in the Sorento's 5-to-60-mph time of 7.9 seconds—the power is there, real-world ready when you need it.

The 1.6 does sometimes lug at low rpm, particularly when climbing grades, as the transmission holds a tall gear and leans on the electric motor for help. But that's a common hybrid trait. As dealership sales reps like to say: They all do that. And as we often say: At least it's not a CVT (continuously variable automatic transmission). Should you desire a lower gear from the Sorento hybrid's conventional automatic, there are paddle shifters on the back of the steering wheel. We doubt too many Sorento hybrid drivers will be grabbing downshifts on their way into a max-attack run at their favorite off-ramp, but in that unlikely scenario, the Sorento hybrid can generate a respectable 0.81 g of lateral acceleration.

2021 kia sorento ex hybrid

LOWS: Front-wheel drive only, some torque steer, reduced towing capacity.

The Sorento hybrid offers no dedicated electric-only mode, but nonetheless it relies on electric power surprisingly often and at high speeds. Light on the throttle, downhill, you'll see the green EV indicator light come on at 80 mph. While its relatively tiny battery means you won't ever go far on electricity alone, this Sorento is good at seamlessly juggling its propulsion options without calling attention to the machinations happening beyond the firewall.

2021 kia sorento ex hybrid
Priced at $34,765 to start for the base S trim, the hybrid costs $1700 more than a nonhybrid Sorento S, which employs a 191-hp naturally aspirated 2.5-liter four-cylinder and an eight-speed automatic. That model is only rated at 26 mpg combined, and the EPA figures that over five years, the hybrid will save you $2500 in fuel compared to the average new vehicle. Your mileage may vary, of course, but you'll notice that those estimated savings neatly erase the hybrid's price premium. It looks as if a half-decade is your financial break-even point, if that's a motivating factor. But the hybrid also is the significantly more powerful option, and that's a worthy upgrade on its own. It won't outpace a Sorento with the optional 281-hp 2.5-liter turbo four that we've already tested, but giving up 0.9 second to 60 mph seems like a pretty fair trade to earn an additional 11 mpg on the EPA combined cycle. The hybrid S also costs $1400 less than the least expensive 2.5-liter turbo model, the front-wheel-drive EX.

For 2022. the Sorento hybrid will also be offered with all-wheel drive starting at $36,965. Or consider the $46,165 Sorento plug-in hybrid's EPA-rated 32-mile range of electric driving with a combined 261 horses. The hybrid shouldn't be your pick if you expect to tow much with it, as its 2000-pound tow rating lags behind the nonhybrid models' 3500-pound max. But if hauling a load isn't an issue, you may as well spring for the hybrid over the standard Sorento. Think of it as a five-year investment in free horsepower.


Published in KIA
Monday, 22 November 2021 05:17

New Kia EV6 AWD review

The RWD version of the Kia EV6 impressed us, but can the AWD model do the same? 


The Kia EV6 is a terrific electric car, but we’re not convinced that it’s worth spending the extra money on this dual-motor version. It’s faster in a straight line but not really any more involving or capable on twistier roads – so you’re left with a model that commands a price premium, while offering reduced range compared with the rear-drive edition. That’s the EV6 we’d go for.

There was a time, not too long ago, when the idea of a Kia costing even £30,000 would have been hard to comprehend. But the Korean brand has matured greatly over the past decade, to the point where there is currently a very healthy order book for its Sorento large SUV – a car that could cost you more than £50k.

There’s a sense of quiet confidence about Kia’s new electric flagship, the EV6, breaking the same price barrier. EVs still cost more than their combustion-engined counterparts anyway, and the market is also very “green”, with brand equity and image playing a lesser role. Perfect fodder, really, for a company like Kia, complete with the hi-tech backing of the Hyundai group.

We were pretty impressed with the EV6 when we tried it in rear-wheel-drive form in the UK earlier this autumn. Now it’s time to decide whether it’s worth spending the extra money (not far off £10,000 more, in fact) for more power and performance with the four-wheel-drive variant.

The EV6, of course, sits on E-GMP, the same bespoke pure-electric platform as the Hyundai Ioniq 5 and Genesis’s forthcoming GV60. That means 800V electrics, which equates to ultra-fast charging; there’s some debate about the actual speed, but all you really need to know is that when it’s hooked up to a 350kW charger, the EV6 can replenish 80 per cent of its 77.4kWh usable battery in just 18 minutes. We’d struggle to drink a nuclear Costa latte coffee in that amount of time.

The raw stats, of course, are shared with the rear-drive EV6. But this GT-Line S edition has a second electric motor on the front axle, boosting the total power and torque figures from 226bhp and 350Nm to a meaty 321bhp and 605Nm. The top speed remains at 114mph, but the 0-62mph time is now a punchy 5.2 seconds, a gain of more than two seconds over the rear-wheel-drive edition.

You can feel the difference, too; there’s still not the sledgehammer delivery of force that you get in a Porsche Taycan; that will presumably come with a hilarious-sounding, 577bhp version of the EV6 that’s due in 2022. But there is more urgency about the full-size, five-seat crossover in this format; let’s call it genuine shove to match the instant electric torque delivery.


In a straight line, then, the GT-Line S AWD will certainly deliver that all-electric one-upmanship at traffic lights. Around the corners, though, the chassis – while still better tied down than the Ioniq 5’s – is rather less happy with the increased potential. The system struggles to cope with the motors’ responses, giving you an inconsistent delivery that makes it hard to drive smoothly.


Elsewhere, the cruising experience is similar to that of the two-wheel-drive version, albeit with a teeny bit more electric whine because, well, you’re closer to the front motor than you are to the rear.

And of course, the addition of that extra unit in a car with the same battery capacity means a reduction in range – from 328 miles down to around 300. Our experience suggests you’ll get north of 290 miles without much compromise in your driving style, though, which is solid. Hyundai-Kia’s battery-management algorithms remain among the best in the market.

Inside, there are a few harder plastics but the overall finish is excellent, and the technology fitted is right up there with the best in class. There’s a pair of 12.3-inch curved displays, accommodating digital instruments and then a slick, responsive infotainment system.

The cabin itself has room for five adults, albeit with slightly reduced headroom in the rear compared with the Ioniq 5 – a trade-off, certainly, for the EV6’s more coupe-esque roofline. The boot capacity is 490 litres – more than enough for a family’s everyday needs – and you can alter the floor height. There’s also a “frunk”, a plastic storage box under the bonnet, but the additional motor cuts its capacity on this model to 20 litres, compared with the 50 litres on offer in the rear-drive edition of the Kia EV.

Model: Kia EV6 GT-Line S 77.4kWh AWD
Price: £51,945
Motor/battery: 2 x e-motor, 77.4kWh
Power/torque: 321bhp/605Nm
Transmission: Single-speed automatic, four-wheel drive 
0-62mph: 5.2 seconds
Top speed: 114mph
Range: 300 miles
Max charging: 350kW (0-80% in 18min)
On sale: Now
Published in KIA
Tagged under

The new generation of SUV models of the Korean company was also presented on the European market, for the first time in a plug-in hybrid variant.

The PHEV variant is powered by a 1.6-liter T-GDI engine, a 66.9 kW permanent magnet electric motor and a 13.8 kWh lithium-ion polymer battery pack. The powertrain combination offers a total of 265 hp, with 180 hp from the internal combustion engine.

Also new are Kia's latest highly efficient hybrid starter generator (HSG) and hybrid control unit (HPCU). HSG helps improve efficiency and reduce noise and vibration, thanks in part to a high-tech permanent magnet.

HPCU achieves improved capabilities, better efficiency and lower overall noise reduction, despite the smaller volume compared to the previous system.
The installation of the battery pack in the Sportage PHEV has been carefully done to prevent intrusion into the passenger and luggage compartments. That is why the battery is placed in the middle between the two axles under the body of the SUV, which enables a balanced distribution of weight and brings a cabin that is practical, comfortable and versatile.
The state-of-the-art battery pack has a high-tech battery management unit that constantly monitors the condition of the battery, including factors such as current, voltage, insulation and fault diagnosis. The package also has an advanced cell control unit that measures and monitors cell voltage and temperature.
The Sportage PHEV charges with a power of 7.2 kW, which gives it a high power density of 1.53 kW / ℓ and an efficiency of 95%. As we find out, the start of production in Europe is scheduled for the end of the year, while the first models on our market can be expected during the spring of 2022.


Published in Blog/News
Tagged under
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