Displaying items by tag: Kia

The Korean manufacturer is withdrawing its most prestigious model from the offer until recently.

Kia Stinger, one of the most attractive cars in its class and certainly the most interesting Kia in this millennium, is going down in history. This spinner will be replaced by a new one - you guessed it - the Stinger will be replaced by the electric EV6, especially in the GT edition.

The Stinger was introduced in 2017, and immediately stood out with its extremely attractive appearance, but also with a high dose of luxury.

V6 engines dominated, a 4×4 version was also offered, and a diesel engine arrived later. The model was redesigned in 2020, but this did not significantly affect its popularity.

Now the model is saying goodbye with a celebratory Tribute Edition, available in 1,000 copies, index.hr writes. The car is distinguished by a special color of the exterior, as well as a slightly different decoration in the cabin.

Of course, there is also a plate with the designation of the special series. When it comes to the engine, the offer is reserved exclusively for the 3.3 V6 T-GDI twin-turbo with 370 hp and 510 Nm. The price is not known.

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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

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.

Downsides?

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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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.

Specifications

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

PRICE
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

POWERTRAIN
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

CHASSIS
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

DIMENSIONS
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

C/D TEST RESULTS
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

C/D FUEL ECONOMY
Observed: 26 MPGe
75-mph Highway Driving, Hybrid mode: 25 mpg
Highway Range, Hybrid mode: 310 mi

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

https://www.caranddriver.com/reviews/a39210859/2022-kia-sorento-phev-by-the-numbers/

 

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
PRICE AS TESTED $37,610
VEHICLE LAYOUT Front-engine/motor, FWD, 6-pass, 4-door SUV

https://www.motortrend.com/reviews/2022-kia-sorento-hybrid-suv-first-test-review/

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"

 
 

Pros

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

Cons

  • 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.

Warranty

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

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.

Equipment

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.

Safety

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.

(https://www.carbuyer.co.uk/kia/ev6)

Published in KIA
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