The Great 2,470-Mile Kia Carnival California to Michigan Road Trip!

We're at the end of an era for luxury sport compact sedans. The segment that BMW invented with the 1986 M3 has long embraced change. The little four-cylinder homologation specials that matured the segment beyond icons such as the 2002 eventually became V-8-powered cruise missiles in the early '00s. The engines have since downsized to forced-induction sixes as times changed, and with nearly every automaker now promising to electrify their lineups in the near future, we're witnessing yet another transition. But thanks to cars such as the new 2022 BMW M3 Competition and 2022 Cadillac CT4-V Blackwing, the internal combustion luxury sport compact sedan is going out with a bang.Spec RundownPitting the M3 Competition (the top dog of the M3/M4 lineup) against the CT4-V Blackwing (effectively a reskinned ATS-V) may seem like a mismatch, but there's a method to our madness. The ATS-V, despite never winning a comparison test, had always been one of our favorite vehicles in the segment. The new CT4-V Blackwing, simply put, makes the ATS-V better. Its 3.6-liter twin-turbo V-6 gets a small output boost, now churning out 472 hp and 445 lb-ft of torque, and it's paired with an optional quick-shifting 10-speed automatic (a six-speed manual is standard). It's also crucially fit with the latest generation of MagneRide dampers, and well, that's really about it. Prices start at $59,900, but the CT4-V Blackwing you see here stickers for $80,235.With 473 horsepower and 406 lb-ft of torque spilling forth from its 3.0-liter turbocharged I-6, the standard M3 seems to be an even matchup for the Cadillac. Except when we drove the latest manual-equipped M4 (the two-door version of the M3) back to back with the CT4, it was no competition—the Caddy was just plain better to drive. More fun, more planted, and more capable, it made the M4 feel like a midgrade M440i. So, with an M3 Competition on hand and in the interest of making things, well, interesting, we decided the M3 Competition would take the M4's place.The Competition turns the wick up a bit on the basic M3/M4 formula. Thanks to more boost and upgraded cooling, output rises to 503 hp and 479 lb-ft of twist. To make the most of the newfound power, BMW equips the Competition with an eight-speed automatic, and on our test car, defeatable all-wheel drive (meaning you can force it into a rear-drive-only mode). Prices for the M3 start at $70,895, while the all-wheel-drive M3 Competition xDrive starts at $77,895. A good chunk of our M3 Competition xDrive's $108,545 sticker is eaten up by optional M carbon-ceramic brakes ($8,150) and the dividing (literally) M Carbon bucket seats ($3,800), though the vast majority of the options on our test car are inconsequential cosmetic and luxury options.Hitting the RoadAlthough the outright performance of both the CT4-V Blackwing and M3 Competition is what will get buyers into showrooms, how they drive in the real world is what will sell them. So let's ignore the numbers, shall we? May the most fun-to-drive car win—because after all, "fun" is what this segment is all about.Riding on GM's rear-drive Alpha platform, the Cadillac is, as senior features editor Jonny Lieberman puts it, "a stud." Aided in part by the latest MagneRide dampers and more accessible Performance Traction Management (PTM) modes (now handily operable via a switch on the steering wheel instead of buried in fiddly menus), the CT4-V Blackwing shines on a good back road. Steering is quick and communicative; the chassis feels light, poised, and well balanced; and the car is damn near impossible to upset. The Cadillac's brakes are worthy of praise, too. Despite lacking fancy (read: expensive) carbon-ceramic brake rotors, we are enamored by the steel rotors' stopping power and the CT4's brake tuning. "Makes the M3 Competition feel like it has 320i brakes," features editor Scott Evans said. "Immediate bite, perfect modulation, and it stops so much harder than the BMW."If the Cadillac has a weak spot, its low-revving V-6 is a good candidate. We weren't taken with this engine back when it first appeared under the hood of the ATS-V, and the addition of 8 extra horsepower hasn't made it any better. That's not to say the CT4-V's powertrain is bad. The twin-turbo V-6 is punchy and delivers a broad torque curve, while the 10-speed auto is among GM's best performance automatics yet, with quick, decisive up- and downshifts, and bang-on tuning for hard driving. It's just so … incredibly uninspiring, with a dull, flat exhaust note and a relatively low 6,500-rpm redline. A naturally aspirated V-8—like the one currently available in the CT4's Chevrolet Camaro SS 1LE platform mate—would do much to wake the CT4-V Blackwing up.The M3 Competition, on the other hand, feels as if its "engine runs on Tannerite," as deputy editor Alex Stoklosa puts it. The Bimmer is explosively powerful and gloriously unhinged. Capable of revving to 7,200 rpm, the M3's inline-six feels like a Minuteman missile on a hair trigger, throwing its power down so violently that we question its 503 horsepower rating.But the M3 is more than just an underrated engine. In a welcome change of pace from modern BMWs, steering is quick, and feel is light but direct. The all-wheel-drive system is impressively neutral, too, helping tame the manic engine without negatively impacting steering feel. "The chassis feels very balanced front to rear," Stoklosa said, "and I found it very easy to transition between over/understeer. It's supremely easy and satisfying to meter out just enough throttle to tuck the nose in or kick the M3 into a controllable, easily placed slide."Still, it's not all roses for the BMW. For starters, there are way too many adjustable settings in the M3 and no easy way to cycle through them while on the move; it is much easier to find your Goldilocks setting in the Cadillac. Some editors found the BMW's carbon-ceramic brakes difficult to modulate smoothly when driving hard, though we were all impressed by their stopping power.Do Numbers Even Matter?With any car—but especially performance cars—it's really tempting to get bogged down in the numbers. Surely, they must tell us something, right? Honestly, though, they really don't in this particular case. There will always be cars that are quicker or faster than a BMW M3 Competition and Cadillac CT4-V Blackwing. These cars—among the last of their kind as we approach widespread electrification—are about the way they feel, the way they drive. The emotional response rises above other considerations.You're more than welcome to geek out over performance numbers by scrolling down to the chart at the bottom of the page, but spoiler alert: The more expensive, more powerful, grippier M3 comes out ahead in all of our instrumented tests. But again, in this particular case, so what?Which Car Is Best?When it comes to picking the winner, ignoring everything but the way these vehicles make us feel when unleashed on our favorite roads, the BMW M3 Competition earns the victory. The Cadillac CT4-V Blackwing is a fantastic riding and handling car that's ultimately held back by an uninspiring engine and a general lack of fireworks. The M3 Competition, on the other hand, is everything we're going to miss about internal combustion—loud and unapologetic but also an absolute joy to drive. It's an engaging and organic powder keg and a return to form for BMW. Just a shame about that nose, no?2nd Place: 2022 Cadillac CT4-V BlackwingPros: Well-balanced chassis with great handlingSuperb brakesRelatively cheapCons: Uninspiring engineCould handle more powerBoring exhaust note1st Place: 2022 BMW M3 CompetitionPros: Unhinged engineTransparent all-wheel-drive systemExceptional steeringCons: PriceyCarbon-ceramic brakes aren't worth the upgradeIt's quite rough to look atPOWERTRAIN/CHASSIS 2022 BMW M3 Competition (xDrive) Specifications 2022 Cadilac CT4 V Blackwing Specifications DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, RWD ENGINE TYPE Turbo direct-injected DOHC 24-valve I-6, alum block/head Twin-turbo direct-injected DOHC 24-valve 60-degree V-6, alum block/heads DISPLACEMENT 2,993 cc/182.6 cu in 3,564 cc/217.5 cu in COMPRESSION RATIO 9.3:1 10.2:1 POWER (SAE NET) 503 hp @ 6,250 rpm 472 hp @ 5,750 rpm TORQUE (SAE NET) 479 lb-ft @ 2,750 rpm 445 lb-ft @ 3,500 rpm REDLINE 7,200 rpm 6,500 rpm WEIGHT TO POWER 7.8 lb/hp 8.2 lb/hp TRANSMISSION 8-speed automatic 10-speed automatic AXLE/FINAL-DRIVE RATIO 3.15:1/2.02:1 2.85:1/1.82:1 SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 15.0:1 11.6-15.5:1 TURNS LOCK-TO-LOCK 2.0 2.2 BRAKES, F; R 15.7-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc 15.0-in vented disc; 13.4-in vented disc WHEELS, F;R 9.5 x 19-in; 10.5 x 20-in, forged aluminum 9.0 x 18-in; 9.5 x 18-in cast aluminum TIRES, F;R 275/35R19 100Y; 285/30R20 99Y Michelin Pilot Sport 4S 255/35R18 94Y; 275/35R18 99Y Michelin Pilot Sport 4S DIMENSIONS WHEELBASE 112.5 in 109.3 TRACK, F/R 63.7/63.2 in 60.5/60.5 in LENGTH x WIDTH x HEIGHT 189.1 x 74.3 x 56.4 in 187.6 x 71.4 x 56.0 in TURNING CIRCLE 41.4 ft 38.8 ft CURB WEIGHT (DIST F/R) 3,899 lb (54/46%) 3,888 lb (53/47%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.6/37.8 in 38.3/36.5 in LEGROOM, F/R 41.6/35.6 in 42.4/33.4 in SHOULDER ROOM, F/R 56.0/54.6 in 55.2/53.9 in CARGO VOLUME 13.0 cu ft 10.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.0 sec 1.5 sec 0-40 1.7 2.2 0-50 2.3 3.0 0-60 3.0 4.0 0-70 3.8 5.1 0-80 4.8 6.4 0-90 5.9 7.7 0-100 7.2 9.4 PASSING, 45-65 MPH 1.5 1.9 QUARTER MILE 11.1 sec @ 124.7 mph 12.4 sec @ 114.0 mph BRAKING, 60-0 MPH 105 ft 106 ft LATERAL ACCELERATION 1.03 g (avg) 1.05 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.89 g (avg) 23.8 sec @ 0.84 g (avg) TOP-GEAR REVS @ 60 MPH 1,500 rpm 1,500 rpm CONSUMER INFO BASE PRICE $77,895 $59,900 PRICE AS TESTED $108,545 $80,235 AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 6 yrs/70,000 miles FUEL CAPACITY 15.6 gal 17.4 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg 16/24/19 mpg EPA RANGE (COMB) 281 miles 331 miles RECOMMENDED FUEL Unleaded premium Unleaded premium ON SALE Now Now Show All

audi s8 Full OverviewAudi's S8 has always flown under the radar. Even the iconic D3 model, launched in 2006, hid its light under a bushel, with a discreet "V10" badge, silver side mirror caps, and quad exhausts the only clues to the 450-hp of mellifluous madness delivered by the Lamborghini Gallardo-derived 5.2-liter V-10 lurking under the hood. The refreshed 2022 S8 maintains the stealth sport sedan tradition.Sadly, the charismatic V-10 is long gone. The D4-generation S8 launched in 2012 with the Audi-developed EA824 4.0-liter twin-turbo V-8 that made 520 horsepower and 421 lb-ft of torque under the hood. For the current-generation S8 that arrived in 2016, that engine was in turn replaced by the Porsche-developed EA825 4.0-liter twin-turbo V-8, which also sees duty in the Porsche Panamera, Bentley Continental GT, and Lamborghini Urus.That engine carries over unchanged in the 2022 refresh of the S8, its 563 hp and 590 lb-ft of torque delivered with a baritone burble that scarcely rises above a murmur even in Dynamic mode. It may sound like a more plebeian powertrain on paper, but there's nothing wrong with what it delivers: The 2023 S8 will surge from 0 to 60 mph in 3.8 seconds, a full 1.1 seconds quicker than its 550-pound-lighter Lambo-powered predecessor could manage.In simple terms, the 2022 S8 is an A8 with the lot. Standard equipment includes rear-wheel steering, a sport rear differential, and predictive active suspension. The suspension uses actuators at each wheel to counter cornering loads rather than electrically twisting a stabiliser bar across the axle, and it delivers a surprisingly supple ride with very low noise levels even though the big sedan scarcely rolls through corners or pitches under acceleration and braking.The 2022 face-lift, which also extends across the regular A8 range, is little more than a subtle nip and tuck. The most visible change is at the front, where the single-frame grille has been made even bolder and more aggressive. It's still roughly hexagonal in shape, but it's wider, and the corners on either side have been positioned closer toward the bonnet. The new grille, which makes the slightly slab-sided S8 look lower and wider, is flanked by more upright air intakes and redesigned headlights.At the rear, bazooka-caliber chrome exhaust pipes peek out from under a rear bumper that has been redesigned to incorporate a new diffuser graphic. Customizable digital OLED taillights feature a continuous light strip that runs the full width of the car.America's S8, like those in Canada, China, and South Korea, is built on the long-wheelbase A8L platform. That means a 5.1-inch stretch in the wheelbase compared with the rest of the world's S8, but the standard rear-wheel steering system endows the car with surprising agility in tight corners. High-speed stability is superb.With their engine slung out ahead of the front wheels, big Audis have always tended to push when you gas the accelerator a shove. But despite carrying 56 percent of its weight over the front axle, the S8 turns in nicely, and the sport diff ensures the rear wheels get maximum torque to the tarmac. This is a big sedan that is calm and fast, confident and comfortable, the sort of car you could happily hustle 600 miles through the Rockies in a day and step out at the end of it feeling relaxed.Four new colors have been added to the S8 exterior palette, three of them available in the U.S.: District Green, Firmament Blue, and Ultra Blue, the last of which is the signature shade for the 2022 refresh (which may end up arriving in American dealers as a 2023 model). The standard wheels are 20-inch double-five-spoke pieces, with 10-spoke 21-inchers in either silver or black available as an option. Europeans can order their S8 with a full white leather interior. American customers are offered black or black with either cognac brown or merlot red inserts.No, nobody's going to look twice at the new S8 when it arrives here in spring, priced from $118,995 (a decrease of $12,950 from the 2021 model). Especially if you order one in anything other than the punchy Ultra Blue. But that's an intrinsic element of this car's appeal.The 2022 Audi A8 story is a mix of good and bad news. The good news is the subtle refresh gives Audi's somewhat conservative flagship sedan a more arresting presence on the road, and all cars come with the sportier S-Line design tweaks being offered on the A8 for the first time, plus the customizable OLED rear lights.The bad news is the model lineup has been rationalized. The PHEV powertrain will no longer be offered, and if you want a V-8, you'll have to reach for the top shelf and order the S8. Mind you, that's not a bad option.What that means is Audi's flagship luxury sedan now comes in only one flavor for America: long wheelbase and with the 340-hp, 369-lb-ft 3.0-liter V-6 under the hood, which is known as the A8L 55 TFSI Quattro in Audi-speak. Prices start at $87,595.The $3,400 Executive package adds 20-inch wheels—19s are standard—and adaptive cruise with traffic jam assist and turn assist, among other things, while the $3,250 Comfort Plus package includes goodies such as noise-reducing dual-pane glass and massaging front seats. The $5,400 Luxury bundle brings rear-wheel steering plus interior upgrades such as power rear seats with lumbar and memory functions.New for the A8 worldwide and available on U.S.-spec cars are a pair of optional Black Optic packages, one priced at $1,750 that offers high-gloss black exterior trim items and silver and black multispoke 21-inch wheels, the other priced at $2,750 and adding black-painted 10-spoke 21-inch wheels, black Audi badges,\ and black-painted brake calipers.Looks good! More details?2022 Audi S8 Specifications PRICE $118,995 LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 4.0L/563-hp/590-lb-ft twin-turbo direct-injected DOHC 32-valve V-8 TRANSMISSION 8-speed automatic CURB WEIGHT 5,300 lb (MT est) WHEELBASE 123.1 in L x W x H 208.7 x 76.6 x 58.5 in 0-60 MPH 3.8 sec (mfr est) EPA FUEL ECON, CITY/HWY/COMB 14/23/17 mpg EPA RANGE, COMB 369 miles ON SALE Spring 2022 Show All

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