Harley-Davidson Tried to Kick Nazi Ass, But Copied the Wrong Motorcycle

kia ev6 Full OverviewAround 2012 a certain upstart electric automaker out of California you might have heard of really started to show car buyers the myriad perks of engineless driving. Kia says its top brass took notice, foresaw change, and that same year commanded its ranks to pivot toward electrification. Initial products of that effort, the Niro and Soul EVs, highlighted the challenges of creating electric cars with fewer compromises than compelling factors. Neither left Tesla looking over its shoulder for Kia, but neither did Kia give up trying to create a standout EV. The EV6 is the result of that decade-long push.Launching alongside the Hyundai Ioniq 5 and Genesis GV60—all three share the Electric-Global Modular Platform, E-GMP, set to underpin numerous upcoming HMG products—the EV6 does what earlier electric Kias could not: It appeals on multiple levels, among them style, practicality, technology, and performance.EV-SixyKicking off with the style aspect, there is the EV6's category-defying form, made possible by its not-based-on-a-gas-car, clean-sheet design. At 184.3 inches, this dedicated electric is less than 1.0 inch longer than the 2023 Kia Sportage compact crossover. Yet the EV6's wheelbase spans 114.2 inches, identical to that of our 2020 SUV of the Year winner, the one-size-up three-row Telluride. At 74.0 inches wide, it's almost a half an inch broader than the largish Kia Stinger. The 6.1 inches of ground clearance is slightly less than offered by the subcompact Soul, backing up the visual impression of lowness. A Volkswagen ID4 or Ford Mustang Mach-E stand at least 3.0 inches above the 60.8-inch-tall EV6; its Hyundai Ioniq 5 platform-mate is more than 2.0 inches taller.Dramatic proportions complement the dramatic sheetmetal. Fiercely squinting headlights capture attention at the front, notably free of the "tiger nose" grille providing familial recognition between combustion-powered Kia vehicles. Behind those, the absence of an engine allows the hood to be almost impossibly compressed; this clamshell stamping cleanly integrates shutlines with the top of the headlights and wheel arches. The sharp rake of the A-pillar is mirrored by the rear windshield—elements in particular that keep the EV6 from being lumped in with conventional SUVs, and rather, impart it with a sporty, sleek wagonoid presence.Within that long wheelbase are E-GMP's batteries, offered in 58.0-kWh standard-range or 77.4-kWh long-range capacities. The standard pack is single-motor/rear-drive only, and dual-motor/all-wheel drive is available with the big battery. EPA-certified range for the EV6 is as low as 232 miles with the standard battery and as high as 310 miles on the big-battery, rear-drive model, while the big-battery, all-wheel-drive setup falls in between with 274 miles on a charge. It is one of today's most efficient EVs.E-GMP's 800-volt charging capacity means that a 350-kW DC fast charger can jump the battery from 10 to 80 percent in less than 20 minutes—very quick. The Ioniq 5 and GV60 share these capabilities, though the Genesis is offered exclusively with the 77.4-kWh battery.The wheels aren't all that the battery can power. Its available vehicle-to-load (V2L) functionality allows external electric devices to plug in, creating the potential to run accessories anywhere the EV6 can travel. That load can even go to a different electric vehicle in need of juice. Or it can be used to make actual juice; we witnessed V2L firsthand as a blender plugged into an EV6 puréed a tasty tomato soup during our drive's lunch stop.How Does It Drive?Kia invited us to drive the EV6 through hills and valleys in Northern California's Sonoma, Lake, and Mendocino counties. The verdant scenery is fine, but the area's incredibly technical and sinuous roads are better.Having already sampled the standard-battery, rear-drive EV6 overseas, we focused our drive time on the big-battery, all-wheel-drive version of the EV6. Its 320 hp and 446 lb-ft of torque is delivered smoothly, linearly, and immediately—not so different from other similarly powerful EVs, but still thrilling. The EV6 rapidly reaches any speed within the range of posted limits; Kia estimates a 5.1-second 0-60-mph time, likely conservative given the 4.4-second sprint our test team recorded from an equally powerful Ioniq 5.The accelerator pedal's directness makes shifting the car's balance intuitive. It is easy to get the EV6 to squat down on its rear tires and leap out of corners. Toggling through Eco, Normal, Sport, and Snow drive modes changes the pedal's responses, from intentionally lazy in Eco to almost alarmingly aggressive in Sport. Those modes also change the torque balance between the front and rear drive motors, minimizing the front's involvement in Eco to maximize range and adjusting the split dynamically in Sport to optimize traction.Don't mistake those paddles on the steering wheel for shifters—they're toggles that allow the driver to choose the level of regenerative braking. The driver can completely switch off the regenerative effect (like engine braking), allowing the EV6 to keep momentum when the accelerator is lifted. When fully armed, the regenerative function allows for one-pedal driving—which Kia calls I-Pedal—by slowing the vehicle strongly, even on downhill gradients. In I-Pedal or any of the three levels below it, the driver can choose their desired braking effect while putting charge back into the battery.These options proved useful on varied roads. On straight, flat sections where a consistent speed should be maintained, we'd switch regen off to ease coasting. If the road turned downhill, we'd tap to a higher setting to keep speed from building and recharge. On twisty sections we'd alter the settings depending on the corner ahead, similar to dropping gears in a combustion car for engine braking. Through town, I-Pedal made it easy to keep with traffic and avoid the friction brakes. When we did press the brake pedal, transitions between regen and friction were typically imperceptible. There's also a Sport mode for that pedal, which firms it up and shortens its travel slightly.An Electric Carving KnifeAs we discovered in our earlier drive, ex-BMW engineer Albert Biermann's tuning acumen is evident in the EV6's handling. (The former BMW M boss took charge of Hyundai Motor Group's R&D department in 2018, and although he recently retired from that post, his legacy is sealed in the EV6's E-GMP platform; Kia calls it Biermann's capstone project.) The steering's quick ratio and relatively light effort make the vehicle easy to place on a road, especially given its width and wheelbase. How the steering and powertrain interact makes the EV6 feel pointy, engaging.Yet its claimed curb weight of 4,661 pounds is obvious. Like with other EVs packing an underfloor battery, the center of gravity is low, which minimizes body roll. Yet a feeling of inertia, of the car's weight straining against its tires, is a factor in any fast bend. The GT-Line examples we drove have no chassis changes over the lower Light or Wind trims, but their 235/45R20 tires give a clearer picture of available grip.Again that weight is felt in how the EV6 handles undulations, but its body motions are predictable and adeptly controlled. Ultimately, the EV6 comported itself enjoyably on the truly demanding roads Kia plotted for our drive route—and the dual-motor version we zeroed in on here helps offset that heft when punching out of corners. The Kia seems accurately positioned as a sporty counterpart to the Ioniq 5, while the upcoming Genesis GV60 should feel more luxurious.… And a Comfortable CruiserIn terms of highway cruising, the EV6 is one of the most relaxing vehicles we've sampled as of late. At such speeds it feels eminently settled and smooth. Wind noise is hardly intrusive, though it is noticeable only due to the absence of other mechanical sounds. The latest version of Kia's Highway Drive Assist, which we've found useful and effective in other contemporary Kias, makes things even easier for those willing to give up steering and accelerator control to a computer on the freeway.Although the sections of Highway 101 we traveled are coated in ultra-smooth pavement, most of the rest of the drive route's roads were not. Unlike our experience in the Ioniq 5, we felt textures and imperfections through the EV6's suspension and steering wheel, though it comes off more as a feeling of connection than harshness. Impacts are felt but comfortably rounded off. Genesis may opt for a plusher tune in its interpretation of E-GMP, but Kia's rendition balances ride and handling impressively.Sustainable, Autonomous, and Sporty?The EV6 is the tip of the brand's electric spear. Kia is readying a diverse range of electrified vehicles, and it plans to invest $25 billion into 11 new global EVs by 2026. Sustainability will be a focus, and to that end the EV6's interior contains the equivalent of approximately 100 beverage bottles' worth of recycled plastic, as well as vegan leather upholstery. But the brand admits that it still has things to learn in making its battery sourcing and manufacturing processes greener end to end.Autonomy is the buzzword of the day, yet it's intriguing how Kia has delivered such a driver-focused vehicle while touting its goals in this area. The brand assures us that self-driving cars won't dominate its lineup. Drivers who enjoy driving will still have options—to be sure, they have one now in the 2022 Kia EV6—but inevitably future electric Kias will push harder on supported-driving technologies. Until that day, the EV6 will shine not for its futuristic tech but rather for its delightful dynamic characteristics and, get this, its affordability. The EV SUV starts at under $35,000—kind of—and is available for sale in Kia dealerships in all 50 states.Looks good! More details?2022 Kia EV6 BASE PRICE $42,115-$57,115 VEHICLE LAYOUT Front- and rear-motor, RWD/AWD, 5-pass, 4-door SUV MOTORS 168-hp/258-lb-ft AC permanent-magnet electric; 225-hp/258-lb-ft AC permanent-magnet electric; 99-hp/188-lb-ft front and 225-hp/258-lb-ft rear AC permanent-magnet electric, 320-hp/446-lb-ft comb TRANSMISSIONS 1-speed automatic CURB WEIGHT 4,000-4,700 lb (mfr) WHEELBASE 114.2 in LENGTH X WIDTH X HEIGHT 184.3 x 74.0 x 60.8 in 0-60 MPH 5.1-8.0 sec (mfr est) EPA CITY/HWY/COMB FUEL ECON 116-136/94-101/105-117 mpg-e ENERGY CONSUMPTION, CITY/HWY 29-31/25-33 kWh/100 miles CO2 EMISSIONS, COMB 0.00 lb/mile (at vehicle) ON SALE IN U.S. Now Show All

It shouldn't come as much of a surprise that there's apparently a lot more planned for the current Dodge Challenger, even as the model appears set to go away in 2024. Considering just how long the car has managed to stick around and remain relevant, most notably with the bonkers Demon model good for 840 horsepower and requiring high octane racing fuel, you'd expect Dodge to send it out with an appropriately gas-guzzling bang before things go electric. Now, MoparInsiders reports the automaker is working on a new Demon-beating model that will be able to run on E85, without the need for more special fuel.For what it's worth, Dodge has already packaged its 6.2-liter Hemi motor in non-Demon configurations, namely the SRT Super Stock we recently tested at the drag strip, but those were slightly limited in power and performance. The report from sources via MoparInsiders suggests a new model will feature a similar powertrain that runs on E85 fuel, but with the performance to beat a Demon, which would set it atop the performance hierarchy and push the Challenger platform even further.Sources indicate we can expect another limited production model with more than 850 horsepower on tap. The car will reportedly debut as part of Dodge's "Never Lift" campaign relatively soon, as part of a plan to introduce new models and products every four months over the next two years, leading up to the debut of Dodge's electric muscle car sometime in 2024. The report seems to indicate it could be limited to just the Challenger coupe, but the four-door Charger could see an upgrade as well.Any new high performance limited edition model from Dodge would likely be the last hurrah, for real this time, for the Hemi engine, as the brand's parent company Stellantis plants to introduce more fuel-efficient, emissions-limiting powertrains for the expected next generation of internal combustion Challenger and Charger models. Eventually everything will go fully electric, but not for a few more years, and we pretty much expect Dodge to be one of the last holdouts of the EV transition if they have their way.

WHAT IT IS: Honda plans to launch two electric sports cars in the medium term. The first is dubbed a "specialty model," and based on the teaser image Honda shared, it looks like it will have the proportions of a smaller, more affordable sports car. The return of the S2000 doesn't sound like a crazy idea, especially when everyone is resurrecting old model names. This will be the company's first electric sports car, but not its only one. The second model will serve as a halo, and based on its proportions, it looks like an Acura NSX with a wilder form. Honda hasn't said if both cars will carry the Honda brand name, but given the NSX falls under Acura for the North American market, it won't surprise us to see such a strategy continue.WHY IT MATTERS: As everyone goes electric, Honda has been one of the most conservative automakers to make the change. This move puts Honda on the radar, as the Japanese company aims to sell more than 500,000 electric vehicles in North America later this year. With the Acura NSX leaving production after the 2022 model year, this electric halo car could mark its return. And who won't be excited by an S2000-inspired electric car?PLATFORM AND POWERTRAIN: It's too early to know the details, but these two cars will be based on Honda's own electric vehicle platform, dubbed e:Architecture. Yes, Honda is working with General Motors to launch two SUVs—the Prologue and an unnamed Acura crossover—but the two sports models will be developed completely by Honda. We estimate each car will have at least 300 miles of range and a scintillating driving experience.ESTIMATED PRICE: The "specialty model" should start at less than $50,000, but the halo model will most likely cost more than $150,000.EXPECTED ON-SALE DATE: 2026 for the small model and 2027 for the halo car.