Personally, I prefer Kia's dark interface to the retina searing white menus of the Ioniq 5, particularly when driving at night.Īndroid Auto and Apple CarPlay are standard, but wireless connectivity for the technologies is not supported. Vehicles and is logically organized, satisfyingly responsive and packed with a complement of useful and weird features like a voice memo recorder or ambient soundscapes. The menu system is similar to the icon-based setup used in many modern Hyundai, Kia and The left screen serves as the fully digital instrument cluster, while the right is the touch-sensitive main infotainment display. Antuan Goodwin/Roadshowĭual 12.3-inch screens stretch across the dashboard behind a single curved panel. The EV6's larger center console makes the crossover feel more cramped than the Ioniq 5, but noticeably improves ergonomics. (Hyundai hides these commonly accessed controls in a touchscreen submenu.) Kia's console doesn't slide like Hyundai's, so passengers won't be able to take as much advantage of the flat floor, but I like the EV6's center unit makes room for dedicated and easily reached controls for the heated seats and steering wheel just ahead of the electronic rotary shifter. However, the Kia feels more compact and its inteior more cockpit-like thanks mostly to its larger, floating center console that stretches up to almost meet the dashboard - not to mention my tester's darker upholstery. Overall, the EV6's cabin is about the same size as that of the Hyundai Ioniq 5. Users can also customize the behaviors of any of the three presets or completely disable the generated sounds altogether. There's the subtle Stylish sound, a deep Dynamic tone and a sci-fi Cyber sound, each with three volume levels that correspond to the throttle position and speed. I was surprised to find a menu in the infotainment system that allowed me to select from three settings for the EV6's faux engine sound. Interestingly, during full-throttle launches, the EV6 squats back onto its haunches enough that I was able to feel the steering lighten up a touch - not so much that it detracts from the overall surefooted stance and flat, controlled handling, but enough of an effect to add to the "holy crap, I'm hauling" feeling. The steering is nicely weighted with enough positive feedback to make going around bends enjoyable. This dual-motor GT-Line model steps up to larger 20-inch wheels. Dual-motor models also feature a fourth Snow mode for increased traction in slippery conditions. Normal is the default setting, splitting the difference with on-demand use of the front motor. Sport boosts throttle sensitivity and makes full use of both motors for maximum responsiveness. Eco mode detunes the accelerator's responsiveness and deactivates the front motor under most conditions for the best possible range. There is a fifth i-Pedal mode that enables true, full-stop, one-pedal braking, but it's only selectable under certain conditions and the EV6 will always revert to Level 3 when restarting.įour drive modes are also selectable. There are four main settings, ranging from Level 0's no-regen coasting to Level 3 with near-max regeneration, which is pretty close to one-pedal driving, but still requires the brake pedal to hold at a complete stop and will creep forward at very low speeds. The EV6 features paddles that adjust the level of regenerative braking applied when lifting the accelerator.
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