When it comes to cars, Los Angeles is a car-obsessed city. I was shocked by the public's reaction to the 2022 Hyundai Ioniq 5 and the 2022 Kia EV6 when Porsche 911s are as prevalent as Corollas and a Lamborghini Aventador isn't even worth a second glance. As we drove by, I got whiplash. At stoplights, people ask questions. My door is being knocked on by my neighbors. These two mid-priced tiny electric "SUVs" are interesting, but not exactly dreamy.
The new Ioniq 5 and EV6 are design-driven, ambitious, and importantly accessible EVs that happen to perform as well as they look, after years of non-Tesla EVs being essentially dull-looking and -driving tiny crossovers and compliance cars. But, in a head-to-head contest, which of these show-stoppers comes out on top?
Meet the Hyundai Ioniq 5 and the Kia EV6
Hyundai and Kia, represented here by the equipped Ioniq 5 Limited AWD and loaded EV6 AWD GT-Line, may be billed as SUVs, but they have about as much in common with SUVs as the BMW X6 does with coupes. At a stoplight, a Toyota Camry looms above the Kia and is at eye level with the Hyundai, proving this point. Even still, the fact that neither car is an SUV adds to their appeal.
Surprisingly, the Ioniq 5 is the more traditional of the two Koreans. The Ioniq 5's design is inspired by Hyundai's Italian-designed hatchbacks from the 1980s, with a hefty dose of 64-bit pixelization in the headlight and taillight graphics. The Hyundai looks more like a 9/8ths-scale hatchback than a sport-utility to us. That's not to say that's a bad thing.
The Hyundai looks backward for design inspiration, but the Kia looks forward. It has an athletic, muscular, and purposeful look to it. The EV6's nose isn't quite as well resolved as its striking tail end; we assume that increasing its dash-to-axle ratio and stretching its wheelbase from 114.1 inches to match the Hyundai's 118.1-inch spread would go a long way toward refining its appearance (no pun intended). The Hyundai Ioniq 5 and Kia EV6 are textbook examples of platform-sharing done properly, despite their vastly different wraps.
Both use the same batteries and motors and are built on Hyundai's E-GMP (Electric-Global Modular Platform) architecture. Although both automakers offer their EVs with a single-motor configuration and a 58.0-kWh battery pack in their basic trims, ours come with 77.4-kWh battery packs and dual-motor all-wheel drive. Each car has two permanent-magnet electric motors with a total system output of 320 horsepower and 446 lb-ft of torque, and both are capable of quick-charging at peak rates of 235 kW (the standard battery packs are limited to 195 kW), which means charging from 10% to 80% can take as little as 18 minutes—among the fastest in the industry.
The suspension tuning, tires, and range are the most significant variations between the two cars. The Ioniq 5 Limited AWD has a range of 256 miles on a single charge, while the EV6 GT-Line AWD has a range of 274 miles. It's worth noting that the Hyundai and Kia, in their most efficient configurations (big battery, rear-drive), can travel 303 and 310 miles on a single charge, respectively.
The Ioniq 5 and EV6 on the Road
Because the Hyundai and Kia's specifications are nearly identical, it's no wonder that they drive similarly in real life. Both will throw you hard back in your seat off the line, with the initial surge of torque only starting to taper deep into highway-speed territory. Neither is as powerful as a Tesla Model Y or Ford Mustang Mach E GT—if that's what you're after, Kia promises a 576-hp EV6 GT in the near future, and Hyundai is electrifying its N performance brand—but both will throw you hard back in your seat. Any dual-motor EV6 or Ioniq 5 will have no trouble passing power. The Ioniq 5 is somewhat faster than the Kia, reaching 60 mph in 4.4 seconds vs 4.5 seconds for the EV6.
Likewise, the EV6 and Ioniq 5 feature excellent brakes. In "iPedal" mode, both offer four degrees of adjustment through steering-wheel paddles, ranging from minimal regen to peak regen, allowing one-pedal driving. We found ourselves bouncing between the maximum and Level 3 settings, the latter of which felt like engine braking after downshifting in a car powered by internal combustion.
Between the EV6 and the Ioniq 5, there are significant changes in ride and handling. The Kia's ride is the sportier of the two, and it's calibrated to perfectly balance the firmness and softness of the ride. The Hyundai has a softer edge, bobbing over flaws that the EV6 simply ignores.
The Ioniq 5, on the other hand, steers better than the Kia. Like a plus-sized hot hatch, its steering is lighter, more organic-feeling, and more lively. It makes this 2.3-ton electric car feel remarkably nimble. The steering in the Kia is swift and direct, but it lacks the purity of the Hyundai's. We're interested to see how the EV6 performs on the Ioniq 5's Michelins, as the Kia's Continentals could be able to compensate for the difference in steering feel. We think the Hyundai's cabin is quieter than the Kia's because of the tires.
What are their prices?
The prices of the EV6 and the Ioniq 5 are comparable. The EV6 Light is now less expensive than the EV6 at $42,115 for a standard-battery rear-drive EV6 Light. The SE, which has additional amenities, a larger battery, and a more powerful rear engine, is now the cheapest Ioniq 5 at $44,895. Our equipped Ioniq 5 Limited AWD and EV6 GT-Line AWD were both pricier than the identical Kia, the EV6 Wind, which starts at $48,215 and is a touch more expensive. Our Ioniq 5 Limited started at $55,725 and came with only one option, carpeted floor mats, bringing the total price to $55,920 out the door. The starting price for our identically equipped EV6 GT-Line was $57,115.
EV6 and Ioniq 5 charging
The Ioniq 5 and EV6 both have Level 3 DC fast-charging capabilities, which is one of its greatest selling points. The battery packs of both Koreans are rated for 800-volt charging, which allows them to charge at twice the rate of many modern EVs; 800-volt charging allows peak rates of roughly 350 kW, whereas more prevalent 400-volt systems are generally limited to 150 kW. That implies the Hyundai and Kia, which are both limited to a max rate of 235 kW (presumably to protect battery life), can charge faster and more efficiently than comparable vehicles such as the Mustang Mach E (limited to 150 kW) and Model Y. (limited to 210 kW). As a result, you'll spend less time at the charger.
We discovered that both cars charged as advertised—and identically—when connected to a 350-kW-rated DC fast-charger over the course of nearly a month, putting them among the most road-trip-friendly EVs this side of a Lucid Air.
However, to demonstrate how much of a difference 800-volt charging makes, we connected the Hyundai into a 350-kW charger and the Kia into a nearby 150-kW charger that competitors like the Mach E or Volkswagen ID4 would use. The Ioniq 5 had an 11 percent charge and 28 miles of range left, while the EV6 had a 10% charge and 27 miles left. The Hyundai charged to 80 percent in 16 minutes—roughly the length of a typical road trip gas station stop—and predicted a range of 205 miles. Meanwhile, the Kia needed 41 minutes and 219 miles to reach 80 percent on the slower 150-kW charger.By that point, the Ioniq 5 had charged to 99 percent full and offered up 253 miles of range.
The Ioniq 5 and EV6 help redefine what "fast-charging" really means, making them both viable solutions for one-vehicle families thanks to their 800-volt capability.
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