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GMC Sierra AT4X Review

by | May 31, 2022 | 0 comments

GMC Sierra AT4X Review

Don’t get stupid with it and the 2022 GMC Sierra AT4X will get you there and back in secure comfort

A front view pf the AT4X in devil's Drop off

The 2022 GMC Sierra AT4X meets Diablo Drop Off in the craggy desert of Anza Borrego State Park. (Photos courtesy of GMC)

Table of Contents

5 Cool Things
Overview
Pricing
New for 2022
Powertrain
Ride and Handling
Interior
Why Buy the GMC Sierra AT4X?
Specifications

BY MARK MAYNARD

It was 109 degrees when I nudged the 2022 GMC Sierra AT4X into the churned-up chute of the Diablo Drop Off in the craggy desert of Anza Borrego State Park.

The tire-rutted drop-off is just a few dozen yards long and is not extreme for skilled off-roaders. But what might be extreme is guiding this brawny crew-cab pickup — 8-feet wide and more than 19 feet long — along trails more commonly used by Jeepers and compact desert runners.

I consider myself a seasoned off-road driver, but it seemed indulgent to ramble along sand trails in an $80,000, 420-horsepower pickup with ventilated seats and a soundproofed and leather-lined cab. My drive partner and I were part of an extensive media drive of the new, more capable 2022 GMC Sierra 1500 AT4X.

This is the hauler to get your toy-hauler travel trailer to the desert or the mountains. Don’t get stupid with it, and the Sierra AT4X will get you there and back in secure comfort.

A trail-side view of the GMC Sierra AT4X

The 2022 GMC Sierra 1500 AT4X is a one-package offering of a crew-cab body style, 6.2-liter EcoTec V-8, 10-speed automatic transmission, and an arsenal of electronic traction controls. Pricing starts at $78,195.

5 Cool Things About AT4X

  1. Front and rear e-lockers.
  2. Multimatic DSSV shocks and dampers.
  3. 16-way power heated and ventilated front seats with massage.
  4. Terrain Mode for off-road crawling.
  5. Trail Cam.
A front view of the forward-facing trail camf the AT4X

A forward trail-cam view mode to the camera system.

GMC Sierra 1500 Overview

Today, every pickup truck brand has an ultimate version with sophisticated off-roading technologies — at the ultimate price.

GMC added its AT4 sub-brand in 2019, which is now offered across its line of SUVs and pickups, including the HD versions.

All-Terrain4 is a premium treatment, GMC says, and not necessarily a contender to take a beating at the notorious King of the Hammers off-road racing event  .

The GMC Sierra AT4 models have a 2-inch factory lift, skid plates, and Rancho monotube shocks. There are powertrain choices of a 3.0-liter Duramax turbo-diesel inline-six engine or a 420-horsepower 6.2-liter V-8. Starting prices for the diesel are about $64,000 or about $65,000 for the V-8.

GMC says its AT4 line is bringing in more affluent customers and younger customers who are new to GMC. According to GMC market research of its truck owners:

22 percent desire a rugged or off-road vehicle.

19 percent use their truck off-road.

67 percent say everyday convenience and on-road comfort are important for their vehicle.

And GMC truck owners are 3.5-times more likely to actively use their vehicle for camping and carrying outdoor sports gear.

A view of the loaded Sierra AT4X cargo box

AT4X payload is 1,420 pounds. The 6-way MultiPro tailgate is standard.

AT4X Pinnacle In Price and Ability

The 2022 GMC Sierra AT4X is the new pinnacle for GMC off-roaders. The AT4X builds on the AT4 foundation to emphasize the “X” in the nameplate — all-terrain four-wheel-drive extreme.

The AT4X is a one-package offering of a crew-cab body style, 6.2-liter EcoTec V-8, 10-speed automatic transmission, Multimatic DSSV shocks and dampers, and an arsenal of electronic traction and safety controls.

Also standard is the six-function MultiPro tailgate. It features flip-and-fold panels for load stops, a center section drop-down for an easier reach into the bed, and a full-width step that folds down with a grab-bar arm that can be pulled out of the bed corner.

GMC Sierra AT4X Pricing

AT4X Crew Cab pricing starts at $78,195, including the $1,695 freight charge from Silao, Mexico. Options on the test truck were Desert Sand metallic paint $495 and rocker guards, $1,150. The as-tested price came to $78,940.

The interior color scheme is Obsidian Rush (black) with full-grain leather front seat upholstery.

Of the seven paint colors, only white is no cost. The others are $495 each except Cayenne Red Tintcoat, $645.

And there are easily 100 accessories for trailering, cargo systems, hard and soft bed tonneau covers, lighting, and exhaust upgrades.

Get current pricing and incentives here.

The view out the windshield of the AT4X

New interior design includes a cockpit-oriented instrument panel and a larger 13.4-inch color touch screen.

New for 2022 GMC Sierra

GMC updated its 2022-23 AT4 pickups with three new grille designs, a more in-your-face front fascia, and dual-projector LED headlights integrated with the grille. The so-called “split C” running lights half-circle the headlights that frame the grille. The AT4X grille has horizontal dark-nickel-colored bars centered by a big GMC badge.

New interior design includes a cockpit-oriented instrument panel and a larger 13.4-inch-diagonal color touchscreen with Google built in.

There is a new 12.3-inch configurable digital gauge cluster and a 15-inch multicolor head-up display. GMC boasts that the more than 40 diagonal inches of digital displays are the most in its class.

Massaging heated and ventilated 16-way power front seats are standard on AT4X.

Massaging heated and ventilated 16-way power front seats are standard on AT4X.

Premium AT4X features include:

  • Heated and ventilated 16-way power front seats with massage.
  • Full-grain leather interior with white stitching and white piping on the seats.
  • Authentic dark vanta ash wood adds texture to the shades of black in the cabin. (I’ve never heard of vanta ash, but its graining is handsome in the AT4X.)
  • Microsuede headliner.
  • 12-speaker Bose Premium audio with Centerpoint surround sound.

Sierra AT4X Powertrain

There is no substitute for displacement when moving a curb weight of 5,640 pounds; the AT4X is the heaviest pickup in the Sierra 1500 line. Add people and gear, and the weight rises to 3 tons and more.

With a towing capacity of 8,900 pounds, the 420-hp 6.2-liter overhead-valve V-8 is an obvious choice for the AT4X. But so would the diesel, which is not available for the AT4X. The 10-speed rolls out easy shifts and holds a steady pace without seeking gears on the highway.

Fuel economy, however, is about what might be expected. The EPA estimated fuel economy ratings are 14 mpg city, 18 highway and 16 mpg combined. And this engine has GM’s Dynamic Skip Fire, which shuts off half of the cylinders when cruising.

On the nearly 3-hour one-way run to the desert and back to the base hotel in Encinitas, Calif., we clocked a 15.1 mpg (not including the off-road driving). And we were pushing 65 to 70 mph when possible.

Rather than adding turbochargers or multi-valve cylinder heads to increase power, GM says it chooses to preserve power and save fuel by switching off half of the cylinders when they aren’t needed.

Premium fuel is recommended for peak power but not required, and filling the gas tank of 24 gallons will be painful.

Sierra AT4X Ride and Handling

It is an eighth-marvel of automotive engineering to build a towering pickup truck with a blunt front end that rides as quietly as a luxury sedan. The GMC Sierra AT4X is remarkably soundproofed and smooth-rolling along the highway. Tire noise is minimal, and the long wheelbase gives an unperturbed ride quality even along choppy road surfaces.

The magic is in the new Multimatic DSSV shocks and dampers https://www.multimatic.com/manufacturing/suspension/damping-technology/

Based in Ottawa, Canada, Multimatic has supplied suspensions to race cars, Aston Martins, and also the Chevrolet Camaro Z/28, Camaro ZL1 1LE, and Colorado ZR2.

Its Dynamic Suspensions Spool Valve (DSSV) dampers have three separate spool valves to control damping. The AT4X also has off-road calibrated springs that stretch maximum suspension travel by almost 2 inches (50mm) at the front and an inch (25mm) at the rear.

AT4X Off Road

Despite the heat and 20 mph winds, my drive partner and I were belted in with AC flowing and the climate system set to recirculation to filter the desert’s talcum-fine sand. The 18-inch black wheels with 32-inch Goodyear Wrangler DuraTrac Mud-Terrain tires were aired down to 15 pounds to fatten the footprint for toeholds.

The two-speed four-wheel-drive Autotrac transfer case has selectable modes for different trail conditions. Electronic front and rear locking differentials are engaged by a dashboard switch, with no need to unspool from low range.

For the rocks and ruts we were in, the traction control was set for Terrain Mode, allowing one-pedal rock crawling. It might as well be called Tractor Mode.

Nosing into the chute, I used the accelerator to apply power gently, and to lift off the pedal for braking. But the Level 1 of Terrain Mode was slower than a granny gear and almost suspended us in the seatbelts on the steep dip. But it takes just a flick of the paddle shifter to upshift to Level 2 or Level 3.

The graunch of steel on sandstone sent a shiver, but the skid plates (steel transfer case skid) and the rock rails ($1,150) bore the brunt.

The weight and crew-cab body style help keep the AT4X planted to hook-up traction. And despite the outside elements, the engine temp did not move a notch from normal.

A rear view of the GMC Sierra AT4X on the desert trail

Standard Multimatic shocks and dampers and longer wheel travel keep the AT4X moving through rough terrain.

Braking and Steering

On road or off, the four-wheel discs engaged without grab and have surprising force in emergency braking. The brake system has electro-hydraulic power assist for the 13-inch vented front rotors and rear 13.6-inch Duralife rotors.

Power-assisted rack-and-pinion steering is well-boosted for in-town comfort. But it also is firm enough off road to make minuscule adjustments when steering between rock outcrops.

But the turning circle of 47.5 feet is wide for making U-turns on the trail.

AT4X Interior Function

The spaciousness of the Sierra cabin is the American dream for comfort and openness. But there were some issues with some plastic trim pieces not fitting securely, and the passenger-side seatbelt anchor in our test truck was stuck at the upper position.

Front headroom of 43 inches and long legroom of 44.5 inches cannot be duplicated in a sedan or most SUVs. There are acres of storage, including dual glove compartments (the larger of which is lockable) and a deep and spacious center armrest box. Large visors extend and have wide, lighted mirrors. Five USB ports include the standard 2.0 and the new USB-C connectors.

While there are a lot of electronic controls, the display screens are not prone to glare and a simple enough to use.

Back-seat headroom is also tall at 40.1 inches, with a large headliner inset for heads with hats. The 43.4 inches of legroom is a country mile, even with a tall driver ahead. The rear bench is a little short on thigh support, and there are no heat, fan, or AC controls, but there are sturdy grab handles, seat heaters, two USBs, and a 12-volt plug.

Standard GMC Sierra safety technologies include:

  • 6 air bags;
  • Forward Collision Alert and Front Pedestrian Braking;
  • Following Distance Indicator;
  • Lane Keep Assist with Lane Departure Warning;
  • Automatic Emergency Braking.

Why Buy the GMC Sierra AT4X?

The AT4X is a showpiece of technological prowess. The mountain-climbing tech is not entirely necessary for the skilled driver, but it is an impressive array of capabilities.

Off-road enthusiasts can spend $80,000 on upgrades and modifications over the life of their vehicle. The GMC Sierra AT4X is a shortcut to completion. And when the AT4X is the daily driver during the workweek, it is always calling for the next weekend adventure.

 GMC Sierra 1500 AT4X Specifications

Body style: half-ton 4-door 5-seat crew cab with a 5.8-foot-long box

Engine: 420-hp, direct-injection 6.2-liter overhead-valve V-8 with variable valve timing and Dynamic Fuel Management; 460 lb.-ft. torque at 4,100 rpm

Transmission: Hydra-Matic 10-speed automatic; AutoTrac automatic transfer case with high- and low-range 4WD

Fuel economy: 14/18/16 mg city/hwy/combined; premium fuel recommended, not required

Front suspension: Independent coil-over-shock with twin-tube shock absorbers; Multimatic DSSV dampers;

Rear suspension: Solid axle with semi-elliptic, variable-rate, two-stage multileaf springs and Multimatic DSSV dampers

Braking: 4-wheel discs with electro-hydraulic power assist and ABS; 13-inch vented front rotors and rear 13.6-inch Duralife rotors

Tires and wheels: 18-inch aluminum wheels; LT265/70R18 Goodyear Wrangler DuraTrac Mud-Terrain

BY THE NUMBERS

Fuel tank: 24 gallons

Payload: 1,420 pounds

Trailering: 8,900 pounds

Front head/leg room: 43/44.5 inches

Rear head/leg room: 40.1/43.4 inches

Length/wheelbase: 232.9/147.4 inches

Width/height: 97.6*/75.4 inches *81.2 in. without mirrors

Ground clearance: 10.9 inches

Approach angle: 25.5 degrees

Departure angle: 23 degrees

Breakover angle: 20.9 degrees

Curb weight: 5,640 pounds

Turning circle: 47.5 feet

SAFETY FEATURES

Standard AT4X safety features include: 6 air bags; Forward Collision Alert and Front Pedestrian Braking; Following Distance Indicator; Lane Keep Assist with Lane Departure Warning; Automatic Emergency Braking

PRICING

AT4X Crew Cab base price: $77,395, including the $1,695 freight charge. Price as tested $78,940

Options on the test truck: Desert Sand metallic paint $495; rocker guards $1,150

Where assembled: Silao, Mexico

Chevrolet Corvette Stingray Review

by | May 26, 2022 | 0 comments

Chevrolet Corvette Stingray Review

The Corvette Stingray is a track weapon, a daily driver, and a grand tourer

A horizontal view of the Corvette Stingray at the harbor

The 2022 Corvette Stingray is sold in three trim levels with starting prices of $62,295 to $74,245. (Photography by Mark Maynard or as credited)

Table of Contents

Pricing
5 Cool Things
Powertrain and Transmission
Ride and Handling
Interior Function
Electrified Corvettes
70th Anniversary Edition Corvette
New for 2023
Why Buy the Corvette Stingray
Specifications

BY MARK MAYNARD

The Corvette Stingray is waaay too easy to drive way too fast. I’m not complaining, however, this modern flying shingle is not always easy to live with.

The Corvette will celebrate its 70th anniversary in 2023. Now in its eighth generation, this American icon of a car has the longest-running nameplate on the road today, Chevrolet says. And it will celebrate the occasion with 70th Anniversary Edition models, but more on that below.

Now in its eighth generation, the Corvette Stingray is a complete re-engineering that swapped the traditional front-engine format for a midengine layout. The Stingray continues as rear-wheel drive, but Chevrolet just announced plans for electrified and electric versions. And more on that below, too.

“In terms of comfort and fun, it still looks and feels like a Corvette, but it drives better than any in Corvette history,” General Motors President Mark Reuss said in a statement.

Compared to the Gen-7 Corvette, the new Stingray is 2.5 inches longer on a half-inch longer wheelbase (107.2 inches). It is 2.2 inches wider (76.1 inches) with a roofline lowered by 0.2 inch. The turning circle grew slightly to 38 feet, but the FE4 option for Magnetic Ride Control will trim the arc to 36.4 feet. (And you will want the MR control, $1,895.)

The Stingray driver seat in red leather

Headroom of 37.9 inches will accommodate 6-feet-plus drivers.

2022 Corvette Stingray Pricing

The 2022 Corvette Stingray is sold in trim levels of LT1, LT2, and LT3.

The LT1 is the garden-variety Corvette Stingray. It has the genuine powertrain but with fewer convenience features and access to options. Stingray LT1 pricing starts at $62,295, including the $1,395 freight charge from Bowling Green, Ky.

LT2 is the sweet spot for standard features and access to desirable extras. Pricing starts at $69,595.

LT3 is the loaded choice, starting at $74,245.

Today’s LT2 tester was $78,425 with options that most’ Vette enthusiasts would want. (Standard and optional features for the test car are in the specs box at the end of the story.)

The Chevrolet Infotainment 3 system with 8-inch HD color touch screen

The Chevrolet Infotainment 3 system has an 8-inch HD color touch screen for navigation and a rearview camera with a front curb view.

5 Cool Things About Stingray

Hydraulic lift system. This system allows the driver to raise the chin by 2 inches for driveway and speed-bump transitions. The system is GPS-enabled and can remember 1,000 locations to raise automatically. It lifts almost as quickly as the Stingray can launch to 60 mph, in 2.8 seconds.

Two trunks. The 12.6-cubic-foot rear trunk has space for two medium-size golf bags or an airline-spec carry-on and a laptop bag. A “frunk,” front trunk, adds a couple of cubic feet.

Carbon fiber rear bumper beam. An industry first in a production car to save weight, Chevrolet says. The Stingray has a curb weight of 3,535 to 3,637 pounds, depending on trim level.

2 HD front cameras as parking aids to avoid curb rash.

A lightweight glass panel on the rear hatch shows off the 6.2-liter V-8.

The glass liftgate shows off the engine

A lightweight glass panel on the rear hatch shows off the LT2. An open slot at the base of the glass and side vents evacuates heat.

Stingray Powertrain

The re-engineered and naturally aspirated V-8, known as the LT2, has 490 horsepower and 465 foot-pounds of torque at 5,150 rpm. Opt for the performance exhaust ($1,195) and get 495 horsepower and 470 lb.-ft. of torque—a well-spent $1,195.

Every part under the hood, including the exhaust system’s wires, tubes, routing fasteners, coolant hoses, exhaust manifold, and even the bolts and fasteners, was built with appearance in mind, said Corvette Executive Chief Engineer Tadge Juechter in a statement. Even the heat shields are textured. And the lightweight glass panel on the rear hatch allows owners to show off the engine.

The LT2 V-8 has two overhead valves per cylinder and direct injection. Active Fuel Management shuts off a bank of cylinders when the engine is not under acceleration, such as when cruising on the highway.

Fuel economy ratings on the recommended 87 octane are 16 mpg city, 24 highway, and 19 mpg combined. However, it is not uncommon to see 24 to 28 mpg on the highway or 9 to 12 mpg around town.

Stingray 6.2 liter V8

The 495-hp ‘redhead,’ with the carbon trim package.

DCT Transmission

There is no choice for a manual transmission. And for the first time, there is an eight-speed dual-clutch (automated manual) automatic with six drive modes. A button on the shift console allows manual shifting.

The six drive modes are Weather, Tour, Sport, Track, MyMode (configurable to the driver), and Z mode. The “Z” is for Zora Arkus-Duntov, the father of Corvette, and also the Z06, ZR1, and Z51 Corvette performance packages.

Z mode is activated by a metallic “Z” button on the steering wheel. This mode builds on the MyMode configurations and includes a powertrain setting that controls the gas pedal, transmission, and engine response.

Engineers calibrated the DCT with a low first gear to quickly get the car off the line. The close-ratio, two-through-six gears keep the engine near the power peak on track, Juechter said. Tall seventh and eighth gears make for fuel-efficient long-distance cruising with low mechanical stress.

“The performance shift algorithms are so driver-focused, they can sense when you’re doing spirited driving — regardless of driving mode — and will hold lower gears longer for more throttle response,” Juechter said.

The midengine layout allows the car to “rotate around you in a turn,” he said. “The very short, straight (electric) steering system gives an instant response.”

And the Stingray has better weight distribution.

“The driving dynamics are better than we thought they’d be,” Juechter said.

He calls the new Corvette a track weapon, a daily driver, and a grand tourer.

The multifunction steering wheel

The flat top and bottom steering wheel helps visibility and thigh room.

Stingray Ride and Handling

Once the driver is belted into position, the Corvette Stingray experience is supercar sublime. It’s the crackle and hack of the 495-hp V-8 as it clears its throat on start-up. And then the siren song of the pipes blaring at 3,000 rpm in third gear.

The optional Magnetic Selective Ride Control ($1,895) is the secret sauce to the suspension. It has a remarkable range to be so effective, from touring to track modes. Ride comfort in Touring mode soaks up more road harshness than a typical family car. Track mode is hard but not hostile.

Suspension engineering, braking, and wide rubber form a united front of car control.

The Stingray’s tires are staggered from front to rear: 245/35ZR 19 inches front and 305/30ZR 20 inches rear. Michelin Pilot Sport All Season 4 performance run-flat tires provide a supple grip when pushed to the edge without the hardness of some zero-pressure tires.

Front and rear Brembo disc brakes have four-piston two-piece front calipers and four-piston monobloc rear calipers — 12.6 inches front and 13.3 inches rear.

And oh, how fine it feels when downshifting and tucking into a corner — it’s the promise of a good time. The sensation recalls how much fun driving once was.

The Trident 19-inch front wheel

Michelin Pilot Sport All Season 4 performance run-flat tires and optional Trident wheels, $1,495.

Interior Function

The supercar cabin is as functional as it can be. There is wide hip and shoulder room of 52/54.4 inches, but the side bucket-seat bolsters might feel narrow for some.

The cockpit interior is a driver-focused command center. A ridge of cabin controls sweeps downward from the instrument panel to the armrest console. The design looks cool (if a little gimmicky) to select temperature controls, fan, and the heated and ventilated seats. But the design also creates a mono-posto effect that isolates the passenger from the experience, with not much of an “oh-shit” grab bar for support.

A low open-door view of the Stingray cockpit

GT1 bucket seats in the Adrenaline Red and Mulan leather.

Electrified Corvettes

General Motors President Mark Reuss announced via LinkedIn.com that there would be news of electrified Corvettes soon.

“Yes, in addition to the amazing new Chevrolet Corvette Z06 and other gas-powered variants coming, we will offer an electrified and a fully electric, Ultium-based Corvette in the future. In fact, we will offer an electrified Corvette as early as next year. Details and names to come at a later date.”

70th Anniversary Edition Corvette

Next year marks the 70th anniversary of Corvette. In tribute, there will be special 70th Anniversary Edition packages for the 2023 model year Corvette Stingray and Corvette Z06.

70th Anniversary Edition Corvettes will be built in one of two exterior colors unique to this package: White Pearl Metallic Tri-coat or Carbon Flash Metallic. Stripes will be available in colors of Satin Gray with the White Pearl Metallic Tri-coat and Satin Black with the Carbon Flash Metallic.

Corvette 70th crossflags

70th Anniversary Corvette crossflags.

Special 70th Anniversary Edition features include distinct wheels with commemorative wheel center caps. While Stingray and Z06 have different wheel designs, the wheels share a similar dark finish and Edge Red stripe.

Inside the cockpit are Ceramic leather GT2 or Competition Sport seats, red stitching throughout, red seatbelts, and suede-like microfiber seat inserts and steering wheel.

Additional 70th Anniversary Edition content includes:

  • Exterior badging, including special Corvette crossflags;
  • Edge Red brake calipers;
  • Logo on seats, steering wheel, and sill plates;
  • Rear bumper protector and trunk cover;
  • Custom luggage set with red stitching and 70th Anniversary Edition logo;
  • Edge Red engine cover for the coupes.

The 70th Anniversary Edition package will be available when production starts later this year on 2023 Corvette Stingray 3LT and Z06 3LZ coupe and convertible models. Pricing had not been announced at the time of posting this story. Car and Driver speculates the 2023 Z06 will start at around $90,000.

The 2023 Corvette Z06 visualizer on Chevrolet.com provides details, including the 70th Anniversary Edition package.

And here is the link to my first look at the 2023 Corvette Z06.

2023 Chevrolet Corvette Z06 70th Anniversary Edition in White Pearl Metallic Tri-coat.

The 2023 Corvette Z06 70th Anniversary Edition in White Pearl Metallic. (Chevrolet)

Also New for the 2023 Corvette

All 2023 Corvettes, including those not equipped with the 70th Anniversary Edition package, will feature a commemorative 70th-anniversary interior plaque on the center speaker grille and a graphic imprinted on the lower rear window.

And there are two new paint colors, raising the choices to 14, with eight interior colors.

Why Buy the Corvette Stingray?

The Stingray LT2 is the sweet spot of the Corvette trim levels. The LT1 has limitations for personalization; the LT3 can be too intense for the enthusiastic fan flirting with Corvette ownership. And the LT2 has supercar potential with open arms for any level of driver.

The tester in Hypersonic Gray Metallic paint and the Trident silver-painted aluminum wheels gave the Stingray a sophisticated presence. Not all Corvettes have to be red.

If you knew the previous Corvette, elements of the new Stingray would be familiar:

  • The distinct interior smell of the composite fiberglass and plastic body panels.
  • The V-8 still sounds like a Corvette. And the push of rear-wheel drive is smile-generating.
  • Seat height and the wide view over the hood and at the side windows.

But no matter how glorious it can be to drive, it also is self-limiting to buyers:

  • The wide and low body is a workout when trying to park in a small shopping strip;
  • Low seat drop-in height and the oomph boost when exiting the cabin;
  • Long doors create a door-ding squeeze for entry in tight parking situations.

The Corvette Enigma

The Chevrolet Corvette is an enigma, an icon, an American all-star, and a hometown hero.

I’ve been testing Corvettes since the fourth generation, or C4, which ran from 1984 to 1996. The public reaction to seeing a Corvette is unlike any other high-performance sports car I’ve tested.

The Corvette generates friendly encounters with fans and the fascinated. Passers-by go out of their way to share their Corvette stories. I’ve been waved through several times at four-way stop signs before it was my turn. That has never happened in a Porsche.

And rather than hot-shoes looking to challenge the big-bad Corvette, I get a thumbs-up.

Perhaps it is respect and honor for the badge.

A three-quarter rear view

The tester in Hypersonic Gray Metallic paint had a sticker of $78,425.

2022 Corvette Stingray Coupe 2LT Specifications

Body style: 2-seat, rear-wheel-drive sport coupe with a liftoff roof panel and composite body

Engine: 490-hp, direct-injection, OHV 6.2-liter LT2 V-8; 465 lb.-ft. torque at 5,150 rpm

Transmission: 8-speed dual-clutch with manual and automatic modes

0-60 mph acceleration: 3 seconds; quarter-mile in 11.2 seconds at 123 mph

Fuel economy: 16/24/19 mpg city/hwy/combined; 87 octane

BY THE NUMBERS

Fuel tank: 18.5 gallons

Trunk space: 12.6 cubic feet

Head/leg room: 37.9/42.8 inches

Length/wheelbase: 182.3/107.2 inches

Width/height: 76.1/48.6 inches

Track, front/rear: 64.9/62.4 inches

Curb weight: 3,535 pounds

Turning circle: 38 feet (or 36.4 feet with the FE4 option for Magnetic Ride Control)

FEATURES

LT2 standard equipment includes: Keyless open and push-button ignition with remote start; leather-trimmed upholstery; 12-inch color driver gauge display; HD front and rear cameras; wireless Apple CarPlay/Wireless Android Auto capability; wireless charging; 8-way power GT1 bucket seats with lumbar and bolster adjustment; performance data and video recorder; memory seat presets for driver and passenger; leather-wrapped multifunction steering wheel with power tilt and telescoping; rear camera mirror; Bose Performance Series 14-speaker audio system; head-up display; Chevrolet Infotainment 3 system with navigation and 8-inch HD color touch screen; carpeted floor mats and cargo nets; floor console with covered storage; vehicle health management

LT2 Exterior features: Removable roof panel; Michelin Pilot Sport All Season 4 performance run-flat tires (245/35ZR19 front and 305/30ZR20 rear); 19-inch front and 20-inch rear 5-open-spoke Bright Silver-painted aluminum wheels; Solar-Ray light-tinted glass; limited-slip rear differential; body-color heated, driver-side auto-dimming power-folding outside mirrors with integrated turn signal indicators; body-color roof panel; Carbon Flash exterior badge and trim package; LED headlights;

Safety features include: 4 air bags, traction and stability controls, rear cross-traffic alert, rear park assist, side blind zone alert; inclination (theft) sensor

PRICING

Base price: $62,295, including $1,395 freight charge; price as tested $78,425

Options on test vehicle:

  • Front adjustable height lift, with GPS memory, $2,260;
  • Magnetic Selective Ride Control, $1,895.
  • 19-inch front and 20-inch rear Trident wheels, $1,495.
  • Performance exhaust, $1,195.
  • Engine appearance package, $995 (Carbon pieces)
  • Low rear spoiler and front splitter, $595.
  • Torch Red seat belts, $395

Where assembled: Bowling Green, Ky.

Warranty: 3-years/36,000-miles bumper to bumper; 5-years/60,000-miles powertrain with roadside assistance; free first maintenance

Hyundai Tucson Plug-In Hybrid Review

by | May 18, 2022 | 0 comments

Hyundai Tucson Plug-In Hybrid Review

With 30-35 miles of battery-electric range, driving the 2022 Tucson plug-in is like getting a free gallon of gas every morning

An exterior view of the Hyundai Tucson plug-in SUV

The 2022 Hyundai Tucson Plug-in hybrid is sold in two all-wheel-drive trim levels. The starting prices are $40,745 and $43,945. (Photos courtesy of Hyundai USA or the author)

Table of Contents

Overview
Pricing
Hybrid Vehicle Incentives and Rebates
Performance
Ride and Handling
Interior Function
Back Seats and Cargo
Why Buy the Hyundai Tucson PHEV?
Specifications

BY MARK MAYNARD

The 2022 Hyundai Tucson plug-in hybrid is an effective shield from surging gas prices. It is not as effective as a full battery-electric vehicle, but the latest PHEVs have a valid real-world driving range without the high cost for drivers not quite ready to cut the gasoline hose.

Among the mainstream choices for a plug-in hybrid:*

Ford Escape PHEV, $35,185, with 38 miles of EV driving range and 600 miles total combined gas and electric range. Sold in front-wheel drive only.

Toyota RAV4 Prime, $41,015, with 42 miles of EV driving range, in front- or all-wheel drive.

Mitsubishi Outlander PHEV (2023), $37,000, estimated: The new Outlander PHEV, with standard all-wheel drive, will debut in the U.S. in the second half of 2022. Industry reports estimate it will be capable of 35-plus miles of all-electric driving.

*Starting MSRPs include the freight charge but no federal, state, or local incentives. See below for those details.

An interior view of the Tucson front seat area

The elegant dual-cockpit presentation.

Hyundai Tucson PHEV Overview

The compact-class Tucson SUV is Hyundai’s top seller among its 13 models. A year ago, Hyundai debuted a completely redesigned Tucson SUV, which was followed this year by the sporty Tucson N Line and Tucson Plug-in Hybrid models.

So far, the Hyundai Tucson Plug-in is sold only in California and 10 other states with increased emissions standards — Colorado, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New York, Oregon, Rhode Island, and Vermont.

The hybrid powertrain in the 2022 Tucson plug-in is comprised of a 180-horsepower, 1.6-liter turbocharged and direct-injected four-cylinder engine that is integrated with a 90-hp, 66.9kW electric drive motor. Total system power is 261-hp.

The lithium-ion hybrid battery has 13.8 kWh of power, which provides an all-electric range of 30-35 miles. But careful driving can yield more miles on battery power.

The combined city/highway fuel economy rating of 35 mpg is impressive because it factors all-wheel drive and curb weights of 4,081 to 4,235 pounds. And Hyundai did not cheat on the level of engineering and the quality and appearance of interior materials or engineering.

A side view of the Tucson front seats

Seat comfort is supportive without aggressive bolstering.

Tucson PHEV Pricing

The 2022 Hyundai Tucson plug-in is sold in two all-wheel-drive trim levels of SEL Convenience and Limited. The starting prices are $36,645 and $43,200, including the $1,245 freight charge from Ulsan, Korea.

Today’s Limited tester was $45,040, which included $400 for metallic Deep Sea (blue) paint and $195 for two rows of carpeted floor mats.

Standard equipment for the Limited includes:

  • Smart-key locking and push-button ignition.
  • Rearview monitor with guidance lines.
  • Bose audio system.
  • Heated rear seats.
  • Leather-trimmed upholstery.
  • Panoramic sunroof.

See the standard and optional equipment list in the specs box at the end of this story.

The elegantly designed door panel

Slim, dual metallic lines, separated by a band of piano black, span the dashboard and carry into the upper door panels. (Mark Maynard)

Hyundai Special Purchase Offers

Currently, there is a $500 Dealer Choice Cash offer for both 2022 Hyundai Tucson plug-in models through May 31. But the vehicle must be purchased from dealer stock, and it must be financed through Hyundai Motor Finance.

The bigger catch is the availability of either Tucson PHEV. As of this writing, dealer deliveries of Tucson PHEVs were a month or farther out. If you visit a dealership, the sales rep will add your name to a list of potential buyers. A San Diego dealer told me that it is not possible (in most cases) to order a vehicle with your preferences. Hyundai specs out the vehicles and ships them to the dealership, a few at a time. When vehicles arrive, the dealer will call with details on what is available with the trim level, paint color, and options. Take it, leave it, or wait a while.

Get current Hyundai Tucson pricing here.

Smartphone app for accessing the vehicle

Use the Hyundai Digital Key to unlock doors, start the engine, and precondition the cabin.

Hybrid Vehicle Incentives and Rebates

Plug-in hybrid, and fuel cell electric vehicles purchased new in 2023 or after may be eligible for a federal income tax credit of up to $7,500. However, the availability of the credit will depend on several factors. Among the criteria are:

  • The vehicle’s MSRP;
  • Its final assembly location;
  • Battery component and/or critical minerals sourcing;
  • And the buyer’s modified adjusted gross income.

Learn more about the new federal tax credits at FuelEconomy.gov.

And the Tucson PHEV qualifies for High-Occupancy-Vehicle freeway access with the green DMV decal ($22).
Find federal and state laws or incentives here.

Tucson PHEV Performance

Unlike most plug-in hybrid models that use a continuously variable automatic transmission, the Tucson plug-in hybrid delivers smooth and consistent power through its stepped six-speed automatic transmission. Hyundai says the transmission is tuned to support the greater performance demands of a hybrid SUV.

There are three driving modes of Automatic, Electric, and Hybrid. Electric mode prioritizes EV usage. It functions, essentially, as an EV except in heavy acceleration or when driving above 70 mph or so. Otherwise, the operation of the PHEV system is fully automatic and applies the most efficient mode, whether gasoline, electric or hybrid.

In my driving experience, it is a sad moment when the battery power drains and the engine fires. The transition is hardly noticeable, but acceleration with electric boost feels more responsive. But with a full tank, there is still another 330 to potentially 400 miles of gasoline driving range.

The battery pack can be fully charged in less than two hours using a home Level 2 240-volt charger.

Tucson PHEV engine and motor

The 261-hp hybrid powertrain in the 2022 Tucson plug-in.

Tucson PHEV Ride and Handling

Suspension engineering is not always simple for the heavier curb weights of an electrified compact SUV. But the Tucson PHEV suspension uses Hyundai’s sophisticated e-handling technology.

When a driver steerw into a corner, the motor system applies incremental braking to the front wheels, which increases the tire contact patch for enhanced traction and steering. Then, as the vehicle exits the corner, the electric motor applies torque to the rear axle, which increases the rear tire grip for control accelerating out of the corner.

The ride is comfortably steady without the objectionable jostle of head toss over street transitions and speed bumps. Evasive or emergency maneuvers are well controlled by the front MacPherson struts with coil springs, the rear multilink, and gas-pressurized shock absorbers front and rear.

Regenerative braking functions without lag or nosedive. The four-wheel discs have 12.8-inch ventilated discs at the front and 12-inch solid discs rear. Whether braking, coasting on the highway or going downhill, the battery gets an incremental recharge.

Both Tucson PHEV models have aero-attractive 19-inch wheels and 235/55 Michelin Primacy all-season tires.

The Tucson (and Santa Fe SUV) hybrids have standard, mechanical HTRAC AWD. Hyundai says the fully automatic HTRAC system monitors 50 vehicle inputs over 100 times per second to calculate the torque needed for each wheel. If it detects slippage, power is rerouted between the front and rear axles and applies subtle braking pressure to the left and right wheels to help maintain traction.

The 19-inch front tire and wheel

Both Tucson PHEV models have 19-inch aero wheels.

Tucson PHEV Interior Function

Hyundai’s design treatment of the Tucson PHEV Limited has an almost elegant dual-cockpit influence. Slim, dual metallic lines, separated by a band of piano black, span the dashboard and carry into the upper door panels. Just below is a swath of fabric that adds another dimension of up-class detail. It is a level of refinement with precise fit that your friends will notice.

A diffusing mode to the ventilation system wafts air flow and reduces the direct blast to the face and hands on the steering wheel. Unfortunately, the fan is very noisy.

It takes just a finger’s reach from the center armrest to make adjustments on the 10-inch touchscreen. The shift console integrates a wireless charging pad with USB charging and data ports and a 12-volt, 180-watt household plug.

There also is a slip space of storage along the sides of the shift console and a deep center storage box.

Sliding visors have large and lighted mirrors. The glove box is large but not lockable. And the panoramic sunroof is the speediest to open and close of any I’ve tested.

Seat comfort is supportive without aggressive side or cushion bolstering. The Limited has an eight-way power driver’s seat — including seat-bottom tilt — and a six-way power front passenger seat. The seats are heated and ventilated, and there’s a heated steering wheel.

Driver sightlines are accommodating at the side mirrors, across the hood, and over the shoulder. Headroom of 38.1 inches, with the panoramic sunroof, will accommodate most taller drivers. (Tucsons without the pano roof have taller headroom of 41.1 inches.)

Except for the noisy fan, the cabin is luxury-class and traffic calmed.

The roomy back seat area

The Tucson has one of the more comfortable back seats of a compact SUV.

Tucson Back Seat and Cargo Space

The Hyundai Tucson has one of the more comfortable back-seat areas of a compact SUV. And the panoramic sunroof creates an inviting space to watch the sky roll by. However, the sunshade cannot be fully opened without also opening the sunroof.

Back seat occupants have a long 39.5 inches of legroom and good footroom even when the front seats are in a low position. A low transmission hump aids three-across footroom, and there are several inches of recline to the seatback, with a 60/40 split.

The doors open to nearly 90 degrees for simplified adult entry and exit. And shoulder room of 56 inches (door to door) is also adult class. Amenities (on the Limited) include two-stage heated window seats, a nicely padded fold-down center armrest with can holders, plus bottle storage in the doors.

The open cargo area with seats folded

Fold the seatback for 5.5 to 6 feet in length. (Mark Maynard)

Cargo space in the Hyundai Tucson plug-in is slightly less than in the non-PHEV Tucson because of the underfloor battery placement. Consequently, the cargo entry opening is 29.5 inches. The cargo opening is wide at 43 inches by 38 inches to the back seat. Fold the seatback for 5.5 to 6 feet in length.

There is subfloor storage for the flat tire inflator kit (there is no spare) and a section for the coiled charging cable. Other extras include left and right seatback releases and a 12-volt, 180-watt plug.

A roller cover is not included, even on the Limited, but is available for $190. Floor mats are extra, too, adding $195 for both rows.

A Tucson PHEV plugged in to charge

Using a home Level 2 240-volt charger, the battery pack can be fully charged in less than two hours.

Why Buy the Hyundai Tucson PHEV?

None of the currently available mainstream plug-in hybrid SUVs is as luxuriously appointed as the Tucson Limited PHEV.

The frugal buyer might prefer a few more miles of electric driving, but it seems irrelevant if you drive less than 30 miles a day and have a home charger. Your Tucson plug-in will always be topped off in the morning after charging overnight at the lowest rates.

But do not expect to negotiate a selling price. Vehicles are in tight supply and most dealers are tacking on a premium, sometimes as much as $3,000. And if not a price overage, the dealer is adding an upsell package, such as an alarm system and paint protection, for a flat $1,000.

If the Hyundai Tucson plug-in you want is not at the dealership, just wait. Hyundai will make more.

Underfloor storage in the cargo area

The Tucson cargo area has subfloor storage for the flat tire inflator kit, wth a section for the coiled charging cable. (Mark Maynard)

Hyundai Tucson Limited PHEV Specifications

Body style: compact, 5-seat, 5-door unibody SUV crossover with AWD; primary body materials of advanced high strength steels and high tensile steel

Engine: 180-hp, 1.6-liter turbocharged and direct-injection 4-cylinder; 195 lb.-ft. torque from 1,500-4,500 rpm

Motor: 66.9kW (90 hp) permanent magnet synchronous with 224 lb.-ft. torque

Battery type: 13.8kWh lithium-Ion polymer

Battery output: 88kW

Total system output: 261 hp and 258 lb.-ft. torque

On-board charger: 7.2kW; 2-hour charge time on Level 2, 240-volt charger

Transmission: 6-speed automatic with paddle shifters

Fuel economy: 35 mpg combined city/hwy; 80 MPGe

Electric driving range: 32 miles; 420 miles total range, gas with battery

BY THE NUMBERS

Fuel tank: 11.1 gallons

Cargo space: 31.9-66.3 cubic feet

Front head/leg room: 38.1*/41.1 inches *40.1 inches without panoramic sunroof

Rear head/leg room: 38.7/39.5 inches

Shoulder room, front/rear: 57.6/56 inches

Length/wheelbase: 182.3/108.5 inches

Curb weight: 4,235 pounds (Limited model)

Turning circle: 38.6 feet

Tow capacity: 2,000 pounds for trailers with brakes; 1,650 lbs. without trailer brakes

FEATURES

Standard equipment includes: smart-key locking and push-button ignition, rearview monitor with guidance lines, 8-way power driver’s seat with seat-bottom tilt, power passenger seat, heated and ventilated front seats, Bose audio system, satellite radio with a 3-month subscription, heated rear seats, heated side mirrors with turn signals, leather-trimmed upholstery with driver’s memory presets, leather-wrapped and heated steering wheel, ambient interior lighting, electric parking brake, panoramic sunroof, 60/40 split-folding back seat with recline, dual front and rear charging USB ports and 2 12-volt (180-watt) outlets

Electronic convenience features: smart cruise control with stop-and-go, Hyundai digital key, surround-view monitor and blind-view monitor, 10.25-inch digital instrument cluster, 10.25-inch navigation screen with Android Auto and Apple CarPlay, wireless device charging, remote smart park assist, Blue Link connected services for 3-years, Blue Link remote start for 3-year subscription

Exterior features: 19-inch alloy wheels, automatic LED taillights and headlights with high-beam assist, body-color rear spoiler with LED brake light, LED running lights, premium grille finish

Safety features include: 6 air bags, forward collision avoidance assist, lane-keeping and lane-following assists, blind spot collision avoidance assist, rear cross-traffic collision-avoidance assist, downhill brake control, hill-start assist, brake assist, stability, and traction controls

PRICING

Base price: $43,945, including $1,245 freight charge; price as tested $44,540

Options on test vehicle: Carpeted floor mats $195; metallic Deep Sea (blue) paint $400

Where assembled: Ulsan, Korea

WARRANTIES

  • Powertrain, 10-years/100,000-miles
  • Hybrid system components, 10-years/100,000-miles ;
  • Hybrid electric battery, 10-years/100,000-miles ;
  • New vehicle limited warranty, 5-years/60,000-miles
  • Free scheduled maintenance for 3-years/36-000 miles for oil changes and tire rotations;
  • Anti-perforation warranty, 7-years

VW Taos 1.5T SEL Review

by | May 3, 2022 | 0 comments

VW Taos 1.5T SEL Review

The 2022 VW Taos 1.5T is unpretentious and practical with a teaser’s driving attitude

The Taos exterior

The VW Taos is the brand’s fourth and smallest SUV. Sold in front- or all-wheel-drive, pricing starts at about $25,000. (Photos courtesy of VW of America)

Table of Contents

Overview
Powertrain
Pricing
Ride and Handling
Travel Assist
Interior Function
Back Seats and Cargo
Why Buy the VW Taos?
Specifications

BY MARK MAYNARD

Thirty-Nine-point-Five miles per gallon in a front-drive VW Taos — 39.5. On a recent highway drive in a Taos 1.5T, I kept checking the onboard fuel-economy meter to be sure that what I was seeing was correct.

39.5 mpg in a subcompact SUV crossover exceeded my expectations, and that of several of the competing models I’ve tested. 39.5 was not a one-off lucky run. I went out multiple days to repeat the numbers, which the Taos tester did easily. And it seemed as if the highway mileage might even go a few clicks higher.

The around-town mileage was also strong, typically averaging 20 to 30 mpg, on the recommended 87 octane fuel. EPA fuel-economy ratings for the front-drive Taos are 28 mpg city, 36 highway, and 31 mpg combined. Mileage ratings for the Taos 4Motion all-wheel-drive models drop to 25/32/28 mpg.

I would have expected high mileage ratings in a hybrid vehicle, but what separates the 2022 VW Taos from its competition is its driving attitude.

This little SUV with a puny 158-hp., 1.5-liter turbocharged four-cylinder is eager to please. And it is just fun to drive.

There are at least 13 competitors in the subcompact SUV segment, but the VW Taos seems less subcompact and roomier. Among the competitors are the Buick Encore, Chevrolet Trailblazer, Honda HR-V, Hyundai Kona, Jeep Renegade, Kia Seltos, Mazda CX-30, Mitsubishi Eclipse Cross, Nissan Rogue Sport, Subaru Crosstrek, and Toyota C-HR.

The front seats

The compact but not cramped front seat area has open sightlines.

VW Taos Overview

The VW Taos is Volkswagen’s fourth SUV model. In the lineup, it is the smallest, slotting below the Tiguan, Atlas, and Atlas Cross Sport.

Taos is built on VW’s “modular transverse toolkit,” or MQB platform. The MQB is easily tuned for various world markets, VW says. Road conditions were a challenge for chassis engineers. Striking a compromise between ride and handling becomes a serious task.

“For the front-wheel-drive [U.S.] Taos, we went through 77 iterations of the various chassis components — springs, dampers, anti-roll bars, suspension components, bushings, and so on.”

—  Gerold Bremer, Technical Development Director

In the U.S. alone, roads vary from the smooth blacktop in the southern states to surfaces rippled by earthquakes in California to midwestern roads with the heaves of freeze-thaw conditions. And then dirt roads add another complexity.

“To get to a balanced chassis for these markets takes a huge amount of work,” Gerold Bremer, Director, Technical Development, Volkswagen de México, said in a release.

“For the front-wheel-drive [U.S.] Taos, we went through 77 iterations of the various chassis components — springs, dampers, anti-roll bars, suspension components, bushings, and so on,” said Bremer.

The compact but not cramped driver’s space has smart integration of controls, switches, and dials.

The driver’s space has smart integration of controls, switches, and dials.

Taos Distinctions

The VW Taos uses a strut-type front suspension, but it has different rear suspensions. All-wheel-drive models have a rear multilink layout while front-drive versions get a torsion beam. The multilink rear suspension helps extend wheel travel and maintain traction when off-roading.

And there are slight body size variations between front-drive and AWD. The front-wheel-drive Taos has a wheelbase of 105.9 inches and is 64.4 inches tall. The all-wheel-drive Taos has a wheelbase of 105.6 inches and is 64.6 inches tall. Both versions are 72.5 inches wide.

Front-drive models have a fuel tank of 13.2 gallons but 14.5 gallons for AWD. I’ll bet some buyers of the front-drive Taos would like the option for the larger fuel tank for fewer stops in the week’s commute.

And the FWD models shift gears via an eight-speed automatic transmission with a Sport mode. Taos 4Motion AWD models have a seven-speed dual-clutch automatic transmission.

The 158-hp, 1.5-liter turbocharged four-cylinder

The 158-hp, 1.5-liter turbocharged four-cylinder is as revvy as it is efficient. (Mark Maynard photo)

Taos Powertrain

All versions of the VW Taos are powered by a 158-horsepower, 1.5-liter turbocharged and direct-injection four-cylinder engine (the EA211 TSI). The engine has a peak torque rating of 184 foot-pounds at 1,750 rpm.

The engine is an updated and more powerful version of the 1.5-liter used in the Jetta sedan. But the Taos engine is more efficient in fuel usage, VW says. It features Volkswagen’s modified version of the Miller cycle . In the Miller cycle, the intake valves are closed early in the induction stroke to help with fuel economy. For a turbocharged engine, the Taos 1.5 has a very high compression ratio of up to 11.5 to one.

Among the engine’s key features is Variable Turbine Geometry. VW says VTG is more efficient, provides higher boost pressure, and avoids wastegate mass flow. The high-pressure injection system also produces better atomization of the fuel/air mixture. And this injection system also has a shorter injection time, optimized mixture formation, and lower particulate emissions.

Performance around town is calibrated for maximum fuel economy, and it can feel unsteady as it metes out mileage. But pull the floor-shift lever into Sport mode for the fun zone. It brings much quicker and more satisfying, acceleration —without being nervously aggressive.

18-inch grand-touring Bridgestone Turanza tires

The 18-inch grand-touring Bridgestone Turanza tires (215/50).

VW Taos Pricing

The 2022 VW Taos is sold in trim levels of S, SE, and SEL, in front- or all-wheel drive. Starting prices range from $24,690 to $33,285; pricing includes the $1,195 freight charge from Puebla, Mexico. (Pricing is up about $600 from 2021.)

Today’s front-drive SEL tester was $34,880 with and options for Kings Red metallic paint ($395) and a power tilt and sliding panoramic sunroof ($1,200). AWD would add $1,555.

The SEL list of standard equipment has some sophisticated features and technologies. Among them: the Volkswagen Digital Cockpit Pro (digital gauge display), keyless entry with push-button start, adaptive cruise control, blind-spot monitor, rear traffic alert, parking distance alerts, pedestrian monitoring, Travel Assist (semi-automatic driving assist with lane assist and emergency assist), Discover Media 8-inch color touchscreen navigation system, dynamic road-sign display, wireless smartphone charger, two front USB-C data ports and one rear USB-C charging port.

On the outside are 18-inch alloy wheels, adaptive turning headlights, illuminated grille, LED lighting (headlights, taillights, and daytime running lights (with low-speed corner illuminating), power and heated side mirrors.

The interior features leather-trimmed upholstery, a rearview camera, an eight-way power driver’s seat with power-adjustable lumbar support, a front center armrest with a storage compartment, and heated and ventilated front seats.

The eight-speed floor-shift console.

The eight-speed floor-shift console.

Less Can Be Plenty in a Taos

Sometimes, however, less is plenty, as in the base VW Taos S.

If you can live with a basic gray and black interior with fabric seats, you can drive home a fun SUV for $25,685. And that includes the $995 IQ.DRIVE Package & S Convenience Package. AWD would add $2,045, for a total of $27,730.

Standard S model features include the configurable Volkswagen Digital Cockpit, 17-inch alloy wheels, six-way manually adjustable front seats, a multi-function steering wheel, automatic headlights with a coming-and-leaving home feature, power side mirrors, and LED headlights with LED daytime running lights and taillights.

Digital extras for the Taos S include a rearview camera system, two front USB-C data ports, App-Connect, Bluetooth phone and audio, and a color 6.5-inch touchscreen sound system.

Also standard is the next-generation Volkswagen Car-Net telematics system. And it includes five years of remote-access services and in-car Wi-Fi capability with a data-plan subscription.

Find current VW Taos incentives and discounts here.

The Taos has full LED exterior lighting

The Taos has full LED exterior lighting

Taos Ride and Handling

German-driving DNA is built into the gasoline-powered Volkswagens. The Taos is a mighty mite of keen handling — with handfuls of grip and grin. The front-drive suspension smooths out rough road, and the torsion-beam rear suspension has none of the clunks that are commonly felt in some of these setups.

Four-wheel disc brakes have vented 12.7-inch front rotors and solid 10.7-inch rear discs. Left-foot braking, however, can confuse the electronic safety system. In an abundance of caution, the power is reduced in the event of unintended acceleration.

The 18-inch grand-touring Bridgestone Turanza tires (215/50) have good grip in enthusiastic driving and a meaty sidewall to help resist curb rash. The tires have a fairly high (hard) treadwear rating of 560. Such a high rating typically translates to a hard ride, but not so on this Taos, which speaks well of the suspension and its mounting points.

A turning circle of 37.6 feet is tight for easy U-turns and easy maneuverability in tight parking situations.

The 8-inch Discover Media color touchscreen integrates audio and navigation.

The 8-inch Discover Media color touchscreen integrates audio and navigation.

Taos Travel Assist

Volkswagen’s semi-automatic Travel Assist is a valuable asset. The system can be used with or without cruise controls. In the crush of commuting traffic, it is an all-seeing system to guard against distractions or an unintended meeting with a driver in the next lane.

The IQ.DRIVE package is a suite of technologies. Integrated into the safety systems are adaptive cruise control, blind-spot monitor, rear traffic alert, pedestrian monitoring with front assist, travel assist, lane assist, and emergency assist.

With both hands on the wheel, the drive guidance gives steady lane centering, but can still be prone to shutoffs in shaded situations. Culprits include a shaded highway overpass or low-angle sunlight into the front grille sensor.

The rearview camera screen

The color camera system.

Taos Interior Function

The sturdy upright exterior design benefits the interior with tall headroom (40.7 inches) and extremely roomy back-seat legroom, 37.9 inches.

The compact but not cramped driver’s space has smart integration of controls, switches, and dials. Gauge graphics in blue on black are easily viewed in all conditions of lighting. Sightlines are open at the side mirrors and over the shoulder.

The $1,200 optional panoramic sunroof trims an inch or so from the front headroom, but it is a compelling picture window for those in the back seat.

The SEL interior design is durable with a variety of plastics, piano black trim, and stitched leather inserts. The eight-way power driver’s seat includes seat-bottom tilt, which is sometimes uncommon in smaller vehicles. However, I would have appreciated a seat-side driver’s armrest. The padded console armrest isn’t one-size-fits-all and it does not slide, as in some VWs.

The power tilt and sliding panoramic sunroof, $1,200.

A power tilt and sliding panoramic sunroof, $1,200.

Back Seat and Cargo

The Taos back seat is no penalty box for children. The boxy space is open and airy with headroom of 39.8 inches. The smallish exhaust-AWD tunnel benefits footroom for occasional three-across seating.

There is no recline to the seatback, but it has a comfortable angle.

Back-seat features include a fold-down, ski-passthrough center armrest with can holders. There also are bottle holders in the door panels and a C-type charging USB.

Cargo space is neatly square with a 42-inch wide opening and about 3 feet in length to the seatback. Fold the 60/40 seatback for a maximum of almost 6 feet in length. The temporary spare tire is stored below the cargo floor.

The Taos back seat space is open and airy

The Taos back seat space is open and airy with headroom of 39.8 inches.

Why Buy the VW Taos?

The Taos is a good starter family SUV that won’t be easy to send down the road, if and when it gets outgrown. Fortunate will be the teen driver who inherits the trusty family Taos.

Fold the 60/40 back seat for maximum cargo space length of almost 6 feet.

VW Taos SEL Specifications

Body style: subcompact, front- or all-wheel drive, 5-seat, 5-door SUV crossover

Engine: 158-hp, turbocharged and direct-injected DOHC 1.5-liter 4-cylinder; 184 lb.-ft. torque at 1,750 rpm

Transmission: 8-speed automatic

Fuel economy: 28/36/32 mpg city/hwy/combined; 87 octane recommended

BY THE NUMBERS

Fuel tank: 13.2 gallons

Cargo space: 27.9 to 65.9 cubic feet

Front head/leg room: 40.7/40.1 inches

Rear head/leg room: 39.8/37.9 inches

Length/wheelbase: 175.8/105.9 inches

Curb weight: 3,175 pounds

Turning circle: 37.6 feet

FEATURES

Standard equipment includes: Smartkey entry and locking with push-button ignition, leather-trimmed upholstery, rearview camera, eight-way power driver’s seat with power-adjustable lumbar support, front center armrest with storage compartment, heated and ventilated front seats. VW Digital Cockpit Pro (configurable digital gauge display), adaptive cruise control, blind-spot monitor, rear traffic alert, parking distance alerts, pedestrian monitoring, Travel Assist (semi-automatic driving assist with lane assist, emergency assist, 8-inch color touchscreen navigation and media system, dynamic road-sign display, wireless smartphone charger, two front USB-C data ports and one rear USB-C charging port, 18-inch alloy wheels, adaptive front-lighting (turning headlights), illuminated grille, LED lighting (headlights, taillights, and daytime running lights (with low-speed corner illuminating), power and heated side mirrors.

Safety features include: 6 air bags, Intelligent Crash Response System, electronic stability control, anti-slip regulation, electronic differential lock, engine brake assist, ABS with brake-force distribution, and hydraulic brake assist

PRICING

Base price: $33,285, including $1,195 freight charge; price as tested $34,880

Options on test vehicle: King’s Red metallic paint $395; power panoramic sunroof $1,200

Where assembled: Puebla, Mexico

Warranties: 4-years/50,000-miles bumper to bumper, including powertrain; 2-years/20,000-miles free scheduled maintenance (includes vehicle checks at 10,000 and 20,000 miles with oil change, but not a tire rotation; roadside assistance for 3-years/36,000-miles

Triumph Speed Twin First Look

by | May 3, 2022 | 0 comments

Triumph Speed Twin First Look

The 2022 Triumph Speed Twin is a  1960s Bonneville modern classic

An static view of the 2022 Triumph Speed Twin sport roadster motorcycle

The Triumph Speed Twin set the benchmark for how a modern classic sport roadster should ride and feel. (Photos courtesy of Triumph)

Table of Contents

Performance
Ride and Handling
Styling
Pricing, Accessories
Why Buy the 2022 Triumph Speed Twin?
Specifications

BY JOE MICHAUD,
Special to Maynard’s Garage

The original Triumph Speed Twin 5T was designed in 1937 by the prolific British visionary Edward Turner. When the 5T made its debut, the 500cc parallel-twin design proved innovative in a performance world previously dominated by large displacement single-cylinder motorcycles. The 5T provided significantly more horsepower, torque, and, more importantly, less vibration than era-available performance singles.

Turner was complicated, sources say, and his inability to compromise was often an impediment to design progress. However, no one can doubt the success of his Speed Twin design. Turner’s design would set the tone — as well as the basic parallel-twin engine design — that would sustain the British motorcycle industry for nearly four decades. Even today, most Triumph devotees credit the 5T and its offspring, the 5TA, for the post-war recovery of Triumph. Its popularity would allow the model to soldier on until 1966.

Triumph cannily resurrected the famous “Speed Twin” nameplate in 2018. It marked the introduction of a line of 1200cc twin-cylinder bikes the factory called “modern classic performance roadsters.”

Four years later, the newest Speed Twin continues the panache of the sport roadster.

Metzeler Racetec RR tires on lighter 12-spoke 17-inch cast wheels.

Metzeler Racetec RR tires on lighter 12-spoke 17-inch cast wheels.

2022 Speed Twin Performance

Triumph has updated the High Power Bonneville twin engine with more midrange power and torque. The fresh enhancements boost the fun for me with the 83 foot-pounds of peak torque moved lower to 4,250 rpm. The power band is more available for real-world riding. And torque is where my motorcycle fun lives.

Rider feel has been enhanced by a reduction in rotating engine inertia. A lightened crankshaft and alternator allow the motor to rev quicker. The combined modifications raise the redline by 500 rpm to 7,250 where the horsepower peaks at 100. A revvy motor coupled with a new profile camshaft (more lift and longer duration) and fresh porting add to the fun factor. It’s all good stuff.

Brushed stainless-steel twin upswept exhaust silencers

Brushed stainless-steel twin upswept exhaust silencers are new.

Improved Handling

Triumph improved the 2022 Speed Twin handling with fresh higher-spec Marzocchi cartridge-damped forks up front. The Marzocchis are a non-adjustable, upside-down 43mm design with 120mm travel.

Twin rear shocks are pre-load adjustable only, and also give 120mm travel. Suspension mods always improve riding feel. These non-adjustable items certainly fit the moderate price point, but enthusiastic riders may tire of them.

Metzeler Racetec RR  tires wrapped on lighter 12-spoke 17-inch cast wheels make turn-in smooth and predictable.

Front brakes are by Brembo with four-piston M50 radial monobloc calipers.

Front brakes are by Brembo with four-piston M50 radial monobloc calipers.

Front brakes are Brembo four-piston M50 radial monobloc calipers squeezing twin 320mm discs. The rear stopper is a single Nissin two-caliper 220mm disc. ABS is standard. Initial bite is strong with much good feel for the bike.

The cable-pull clutch is torque-assisted, coupled through a six-speed gearbox. The shifts are as slick as a bolt-action rifle.

 Speed Twin Ride and Handling

The narrow-waisted saddle with a 31.5-inch seat height provides a slim stand-over width. The reach to the midposition pegs and tapered bars deliver an easy upright position to the rider. It sits easy-peasy and comfy in urban use. Dealing with a stretched sport-bike crouch designed for the track can often be an ergonomic distraction for urban commuting. For most of my bike business, I’ll take some upright situational awareness over sport-bike ergonomics.

There is no multi-axis lean angle sensing (IMU), no quick shifter, and no cruise control. ABS is non-cancellable and electronic controls are limited to basic ride modes — rain, road, and sport. There are no wide distinctions between the basic ride modes. After a few days of playing with the modes, I suspect most riders will simply leave in it Sport and modify their right fist as needed.

The bright headlight

All Speed Twin lighting is LED, except the headlight.

Electronics

The lack of cruise control might feel like an oversight to some riders; inclusion during production would be a pushover for a ride-by-wire bike. Triumph already includes cruise control on other models, so perhaps it’s an additional cost saver. However, I’m not sure I would miss it. Electronic cruise control can be a boon on long commutes over open interstate roads, but I enjoy having personal control of my motorcycles.

All lighting is LED, except the headlight, oddly enough. An under-seat USB charger can keep your phone at the ready.

The claimed weight is 476 pounds, wet and ready. And the first major service is slated for 10,000 miles. That’s a nice cost saving.

Fuel capacity is a moderate 3.8 gallons with a claimed combined fuel economy of 43 mpg. I’m not a fan of the exposed bottom seams currently unavoidable on many new bike tanks. It’s less expensive to manufacture, but I always see the seams.

The bike's ergonomics are ideally proportioned.

The Speed Twin ergonomics are ideally proportioned.

Speed Twin Styling

I like that the Speed Twin looks as a Triumph should.

The modern Speed Twin has kept the open, airy silhouette of a vintage twin-shock 1960s T120. The Speed Twin would not look out of place parked in formation with my 1966 T120 and ’68 TR6R. Light, nimble, and sporty. To my eye, it simply looks right. As much as American V-Twins cling to their classic look, the Bonneville line from Triumph also stays the course. Retro sells, and I enjoy it.

The brushed stainless-steel pipes with black-capped exhaust cans look the part. Together they cleverly hide the emission-control catalyst that makes the bike Euro-5 compliant.

Brushed alloy fenders fore and aft lend a sporty detail. A bar-mounted scroll button controls the discrete multi-function LCD display. The gauges — tach and speedo — are analog and needle-swept. I love them.

Instrumentation is by twin dial analog speedometer and tachometer with LCD multi-functional displays.

Instrumentation is by twin dial analog speedometer and tachometer.

Triumph Speed Twin Pricing

Sharper-minded race folks might decide the Thruxton RS better suits their jam. But the Speed Twin at $12,500 MSRP, has the same basic horsepower and torque as the RS — albeit with a few less zooty parts, suspension, etc. — for $5,000 less.

Paint choices are three, Jet Black is standard, Red Hopper and Matt Storm Grey are $300 options. Finish and detail are superb throughout the Triumph line.

Accessories I would select include knee grips ($70), round bar-end mirrors ($199), and the quilted black seat ($430). See the list of accessories here.

A well accessorized speed twin

More than 50 Speed Twin accessories are available.

Why Buy the 2022 Triumph Speed Twin?

My dictionary defines a roadster as a “two-seat performance vehicle” so it’s not a stretch when Triumph calls the Speed Twin “a modern Classic, performance roadster.”

I’ve never bought a motorcycle simply for transportation. For me, emotion is a powerful persuader. So, I’d like to see a Speed Twin with polished alloy engine cases and wire-spoked wheels. Otherwise, this bike ticks all my boxes for a thoroughly modern 1960s Bonneville.

Joe Michaud is a San Diego-based motorcycle rider and restorer. Send him an email at jmichaud@san.rr.com.

2022 Triumph Speed Twin Specifications

Style: Sport roadster with tubular steel frame and steel cradles

POWERTRAIN

Engine: liquid-cooled, 8-valve, SOHC 1200cc High Power Bonneville parallel-twin, 270-degree crank angle

Power: 98.6 bhp at 7,250 rpm; 83 lb.-ft. torque at 4,250 rpm

Fuel injection: electronic multipoint sequential

Fuel economy: 43 mpg, estimated; combined city and highway

Exhaust: brushed stainless steel 2 into 2 system with twin silencers

Transmission: 6-speed manual

Clutch: wet, multiplate torque-assist clutch

TIRES-WHEELS

Front: 12-spoke cast aluminum alloy, 17 inches by 3.5 inches; 120/70 ZR17

Rear: cast aluminum alloy, 17 inches by 5 inches; 160/60 ZR17

SUSPENSION

Front: 43mm USD Marzocchi forks, 120mm travel

Rear: twin RSUs with adjustable preload, 120mm rear wheel travel

BRAKING

Front: Twin 320mm discs, Brembo M50 4-piston radial monobloc calipers, ABS

Rear: Single 220mm disc, Nissin 2-piston floating caliper, ABS

BY THE NUMBERS

Wet weight: 476.2 pounds (216kg)

Fuel tank: 3.8 gallons

Seat height: 31.85 inches

Length/wheelbase: 82.6 inches (2099mm)/ 55.6 inches (1413mm)

PRICING

Speed Twin base price: $12,500 MSRP

Warranty: two-years unlimited mileage

Where assembled: Hinckley, Leicestershire, England

Kia EV6 Review

by | Apr 27, 2022 | 0 comments

Kia EV6 Review

The 2022 Kia EV6 battery-electric is a visual blitz of aerodynamic origami for the electrified era

An exterior view of the EV6

Buyers of the battery-electric 2022 Kia EV6 will receive a charging credit of 1,000 kWh, useable over 3 years. (Photos courtesy of Kia America)

Table of Contents

Developing the Kia EV6
EV6 Exterior Design
5 Cool Things
Kia EV6 Pricing
Incentives and Rebates
Powertrain and Charging
Onboard Generator
EV6 Performance
Ride and Handling
Interior Function
Why Buy the Kia EV6?
2022 Kia EV6 Wind Specifications

BY MARK MAYNARD

The speedline styling of the 2022 Kia EV6 gives it a car-of-the-future mystique. But beneath its steel exterior and neural network of electrification, is the familiar function of a “normal” car. If you are comfortable navigating a smartphone, this car will be a quick study — but not all is simple with some of the electronic controls.

Developing the EV6

The battery-powered Kia EV6 crossover SUV signals the beginning of the brand’s transformative “Plan S” electrification strategy. Kia says it will deliver 11 new electrified models across the world by 2026.

Starting with the EV6, Kia’s EV lineup will have the “EV” designation followed by a number that indicates the car’s position in the lineup.

The E-GMP modular platform will allow multiple vehicle segments — sedans, CUVs, SUVs — with dual-motor options for all-wheel drive.

It is an adaptable foundation with a long wheelbase and wide stance, Kia says. The EV6 has the same 114.2-inch wheelbase as the full-size Kia Telluride SUV. And the liftback EV6 compares with the width of a Ford Mustang Mach E and the wheelbase and ground clearance of a Tesla Model Y.

The EV6 shares powertrain elements and some technologies with corporate partner Hyundai and its just-released IONIQ5, but the two EVs are distinct in styling and footprint. The EV6 is 1.8 inches longer than IONIQ5 and narrower by just .04 inch. The EV6 wheelbase is shorter by 3.9 inches, and the roofline is lower by 2.2 inches.

An overhead view of the Kia EV6

Features of the EV6 GT-Line include a sunroof and monochromatic paint.

EV6 Exterior Design

Exterior design of the EV6 was a collaborative effort between all three of Kia’s global studios: Namyang, Korea; Frankfurt, Germany; and Irvine, Calif.

The appearance is a visual blitz of aerodynamic origami for the electrified era.

  • A series of slash lines above and below the headlights are the daytime running lights. Kia says the treatment defines the car’s “Digital Tiger Face,” which carries over from Kia’s “Tiger Nose Grille.”
  • The smooth rise of the hood with fender-top bulges flows up and over the swept-back windshield to the slant of the rear tailgate.
  • Crossover-inspired side profile . A character line runs along the bottom of the doors and curves upward toward the rear wheel arches to visually elongate the profile of the car.
The 'Digital Tiger Face' of the Kia EV6

The ‘Digital Tiger Face.’

5 Cool Things About the EV6

  • Dual 12.3-inch-wide digital display screens for driver information and navigation-media.
  • 800-volt multicharging architecture allows ultra-fast DC charging from 10 percent to 80 percent charge (up to 210 miles range) in less than 18 minutes.
  • An upcoming high-performance EV6 GT will have 576 horsepower and is capable of 0-60 mph acceleration in less than 3.5 seconds, Kia says.
  • 21 standard active advanced driver assistance systems. Semi-autonomous driver capabilities include Highway Driving Assist 2.
  • Onboard power generator, known as Vehicle-to-load (V2L) functionality. Owners can use the EV6 battery as an emergency power source.
The power-opening charge door of the EV6.

The power-opening charge door.

 2022 Kia EV6 Pricing

The Kia EV6 is sold in three rear-wheel-drive trim levels of Light, Wind, and GT-Line; all-wheel drive is available for the Wind and GT-Line. The transmission is a single-speed reduction gear with drive modes of Eco, Normal, Sport, and Snow.

Starting prices range from $42,155 for Light, $48,750 for Wind RWD (add $3,900 for all-wheel drive), and $52,455 for the GT-Line RWD or $57,155 with AWD. Pricing includes the $1,255 freight charge from Hwasung, Korea.

Standard equipment on all EV6 trim levels is substantial to support the pricing. Among the features is smart-key entry with push-button ignition (and remote start). Navigation-based smart cruise control has stop-and-go function. And dual 12.3-inch-wide digital display screens (one screen is for driver information, the other for navigation-media) have a panoramic presence. There also are five USB ports (four USB-C charging ports and 1 USB-A media port) and a wireless phone charging pad. The front seats are heated and the driver has an eight-way power-adjustable seat with lumbar.

Also standard is Kia Connect smartphone connection via app. Users have access to lock or unlock the car, remote climate control for preheating or precooling, vehicle charging, Find My Car, and stolen vehicle recovery.

Check here for current Kia EV6 pricing.

The Kia EV6 GT-Line driver area

The EV6 GT-Line driver area with non-animal leather upholstery.

EV6 Trim-Level Details

The EV6 Light trim level has a smaller battery and a shorter driving distance. Inside, the black interior is dressed in recycled fabric and vegan leather (or pleather). Paint colors are limited to just two no-cost choices (Interstellar Gray and Gravity Blue) with a $495 option for Snow White Pearl.

EV6 Wind

For another $6,595, the Wind brings a significant boost of features. The big assets are a bigger battery, a bigger motor, and a 310-mile all-electric driving range, 78 miles farther than the base model.

The Wind also adds the onboard power generator (V2L), gloss-black exterior accents, ventilated front seats, vegan-leather upholstery, an eight-way power front passenger seat with lumbar support, 14-speaker Meridian audio system, smart power tailgate, park-distance warning forward and reverse, and tow-package wiring.

The rear-drive Wind tester was $48,750 with one option for Glacier paint (sort of a faint gray), $495.

EV6 GT-Line

As the top-line model, the GT-Line includes all the features of the Wind, plus exterior and interior upgrades for the price difference of $3,705.

Inside are such extras as a wide sunroof, non-animal leather, and suede seat upholstery, an eight-way power front passenger seat with two-way power lumbar. The “Chauffeur Seat” fore-aft adjustment switch (more of a limousine feature) allows rear passengers to move the front passenger seat forward for more footroom or easier exit).

The EV6 Augmented Reality (AR) Head-Up Display system is engaging for its large three-dimensional image that appears to hover over the hood of the car. Graphics are projected from the base of the windshield and include such functions as speed and driver assistance system alerts, lane guidance, and turn-by-turn navigation instructions.

The augmented head-up display in the EV6

The Augmented Reality Head-Up Display system, only on the EV6 GT-Line.

Unique to the GT-Line exterior are monochromatic paint with gloss black accents, 20-inch wheels, and the very desirable automatic extending door handles.

The GT-Line AWD adds 20-inch wheels (a 1-inch upgrade), heated rear seats, and a heat pump, which is more range-preserving than radiant cabin heating.

Kia EV6 Incentives and Rebates

In California and some other states, the 2022 Kia EV6 qualifies for up to $10,250 in federal and state rebates or incentives.

Federal Electric Vehicle Tax Credit: $7,500.  IRS tax forms are here.

California Clean Fuel Reward: $750. Available toward the purchase or lease of a new electric vehicle with a battery capacity greater than 5. The customer must register the vehicle in California and the customer must reside in California.

California Clean Vehicle Rebate: $2,000.  Participants are eligible based on gross annual income, as stated on their federal tax return.

Find federal and state laws or incentives here.

And the Kia EV6 qualifies for California’s High-Occupancy-Vehicle freeway access, $22, with the green DMV decal

EV6 tire and wheel sizes are 19 or 20 inches with a substantial footprint of 235/55.

Tire and wheel sizes are 19 or 20 inches with a substantial footprint of 235/55.

EV6 Powertrain and Charging

The lithium-ion polymer battery is packaged “skateboard” style under the floor. There are two sizes of high-voltage batteries: 58 kWh (only on the Light trim level) and 77.4 kWh, standard for Wind and GT-Line.

Rear Wheel Drive, Light: 58 kWh battery with a 125kW 167 horsepower rear motor. Estimated zero-to-60 performance in 8 seconds with 232 miles of driving range;

RWD, Wind and GT-Line: 77.4 kWh battery with a 168kW 225-hp rear motor. Estimated zero-to-60 performance in 7.2 seconds with 310 miles of driving range;

AWD, Wind and GT-Line: 77.4 kWh battery with a 70kW front motor and 239kW rear motor for 320-hp total. Estimated zero-to-60 performance in 5.1 seconds with 274 miles of driving range;

Ultra-Fast Charging

Kia says its “world’s first” patented multicharging system supports 400-volt and 800-volt DC charging. The system works on DC chargers with speeds ranging from 50kW to 350kW.

  • 50kW DC fast charging will take 73 minutes to charge from 10 percent to 80 percent.
  • 350-kW DC fast charging adds nearly 70 miles in less than 5 minutes. From a 10 percent to 80 percent charge, it takes fewer than 18 minutes to add up to 210-miles.
  • 11kW onboard charger for Level 2 home or public charging. It can boost the charge from 10 percent to 100 percent in 7 hours, 10 minutes (240-volt AC at 40-amps) for the 77.4 kWh battery.

Onboard Generator

The so-called Vehicle-to-Load (V2L) functionality, or onboard power generator, allows the EV6 to be a power-outage savior. A special adapter connects at the rear charging port to tap power from the high-energy battery.

The generator provides 1900 watts to power electrical appliances, devices, tools, and recreational gear. Or tap into it for tailgating and beach parties.

From a full charge, EV6 power can be drawn for 36 or more consecutive hours, Kia says. And the EV6 can charge vehicle-to-vehicle at 1.1 kW, equivalent to a 110-volt charger. (Charging will be verrry slow but it’s better than nothing in an emergency.)

The system also includes a household 110-volt power outlet at the second-row seat base. Owners could use it to recharge tools and devices or plug-in for video entertainment on the go.

The Kia EV6 has an onboard generator to use in emergency situations or to power appliances and more

Be the life of the outdoor party with the onboard generator.

EV6 Performance

I did the majority of my driving in Normal mode, but if I had a Level 2 home charger, I’d let it rip in Sport mode all the time. It’s not that performance in Normal is lacking. Acceleration from a start feels reserved as the curb weight gets rolling. But there is a fire hose of force with a heavier foot on the accelerator pedal.

Driving in Normal mode seemed miserly in how it conservatively, or efficiently, used the battery reserve. Depending on temp and terrain, a 5-mile jaunt can register 3 miles on the battery charge.

Flip the steering wheel drive mode tab to Sport and the EV6 sees red — the digital driver’s screen glows red. Plunge the accelerator and the performance feels blistering fast, but always controllable. There is no lag in moving away from the light.

A Quick Charge

For a 90-mile roundtrip to visit friends, I topped off the battery, which had a charge of 71 percent. At an EVgo public fast-charge station, it took just under 31 minutes for the charging to stop at 100 percent for 299 miles of range. I used 24.270 kWh of energy for a cost of $14.12. And that is without member discounts on charging. Charging at home on a Level 2 charger gives a greater member discount and a lower power company time-of-use cost to charge in off-hours.

The equivalent fuel cost for adding just over a quarter tank of 87 octane to a 15-gallon fuel tank would have been almost $20 at $5 a gallon.

When asked why my charge didn’t reach the expected 310 miles, the Kia rep explained that total range depends on a variety of factors, including driving style and past efficiency. “Your battery percentage and indicated range will not always be linear per charge, he wrote in an email. “That explains a significant portion of the variance, as you’ve probably experienced with other EVs.”

As with an ICE vehicle, “your mileage may vary.”

The front motor of the Kia EV6 AWD

AWD models add a front motor for a total of 320 hp and 274 miles of range.

EV6 Ride and Handling

The EV6 rides like a big luxury sedan. And the suspension is not elaborate, a steel multilink setup with MacPherson struts at the front and a rear five multilink. Shock absorbers front and rear have selective damping control.

With a curb weight of 4,017 pounds, the EV6 Wind is not a heavyweight among EVs, but the driver can sense the heft of motivating the tonnage.  Transitioning speed bumps and driveways will generate a waggle of head toss. And there will be occasional clunks and jolts as the suspension manages the weight over heaves in the road and busted pavement.

On the highway, the EV6 is a superliner of smoothness. The ride is sound-isolated from road or tire harshness and the cabin is a relaxed atmosphere from the clamor of the commute.

Driving in Sport mode noticeably boosts acceleration response and, somehow, makes the EV6 feel less weighty. With a home Level 2 charger, I’d drive in Sport mode all the time.

Dual 12.3-inch-wide digital display screens show driver information and navigation-media.

A dramatic presentation of dual 12.3-inch-wide digital display screens.

Interior Function

The EV6 cabin has the appearance of a crisply dry-cleaned and neatly pressed dress shirt. It is thoroughly modern and lined with eco-friendly materials. Recycled plastic is used extensively with non-animal leather surfaces on some trims. There is full LED lighting inside and out.

The joined 12-inch digital infotainment screens form a curved display extending 2 feet across the instrument panel. The combined span of screens has a dramatic presence and is easily viewed with filtered blue light.

There are just a few key physical buttons along the instrument panel.

The slim dashboard extends from the steering wheel across to the center of the car. Below the navigation screen are controls for heat, ventilation, and AC that have electronic haptic-touch buttons. There is a bi-modal function to access either the heat-AC-vent controls or the media-radio settings. At either end of the slim control panel is a small dial. One is for manually adjusting volume or fan speed, the other is for channel tuning or temp. But the touchpoints to switch modes is a small contact point that can sometimes be hit-and-miss while driving. Several times I cranked the fan speed when I want to blast the tunes. In time, a driver will adjust.

The center armrest is treated almost as a design statement. Its peninsula style anchors the start button, gear engagement selector, wireless charging pad, and switches for seat heating and ventilation. And there’s also a deep storage box.

The peninsula-style console in the Kia EV6 has open storage below.

The peninsula-style console has open storage below.

Below the console is open storage large enough for a purse or to-go bag. Door panels have generous bottle storage slots and the space is lined with some type of recycled fabric-like material.

The center shift console in the EV6

The multifunction center console makes a design statement.

EV6 Driver Sightlines

Sightlines for the driver are open across the hood. But over-the-shoulder views are somewhat complicated by the narrow back glass and upswept rear quarter. However, the standard surround-view monitor gives total parking views through four cameras.

My biggest complaint was the exterior door handles that do not automatically extend when walking up to the car with the key fob in pocket. Instead, opening the door is almost a two-handed exercise to push open the flush handle and pivot your hand to grab the lever. To get an automatically extending door handle, you’ll have to step up to the EV6 GT-Line.

Unfortunately, there is not a standalone option for automatic door handles on the Wind. And for that simple convenience, I’d opt for the GT-Line.

Back Seat and Cargo Area

All of the back-seat dimensions for the EV6 indicate executive-class transport: 38 inches of headroom, a flat floor, and thin front-seat frames that help maximize rear knee room. But there are complications. Passengers with large shoe sizes might comment on the narrow foot space for entry and exit. The 39 inches of max legroom is adult-class long unless there are tall people up front who don’t wish to move their seats forward a bit. And the seating position feels low because of the upswept rear-quarter panels. And the Wind has no option for a sunroof to help visually open the space.

Once seated, however, there are many assets. Among them are B-pillar vents that add welcome airflow, which is especially beneficial for those who are sensitive to motion. The seat bottoms have adult thigh support and there are a few clicks of seatback recline. And the handy USB port in the side of the front seatback is such a smart idea that it should be copied by others. The fold-down center armrest has a pair of can holders, and there is bottle storage in the doors.

The EV6 has 39 inches of max legroom and a flat floor.

39 inches of max legroom and a flat floor.

Cargo Space

The slant of the EV6 tailgate crops cargo space (24.4 cubic feet) behind the seatback for taller, boxy items. But fold the 60/40 seatback for about 6 1/2 feet in length. The tall floor height (because of the battery below) lowers the cargo entry height to 27 inches. Conveniences include seatback releases (left and right), a 12-volt plug, and a roller cover.

Cargo area of the Kia EV6

Space behind the back seat (24.4 cubic feet) limits taller, boxy items.

The folded seatback for more cargo space in the Kia EV6

But fold the 60/40 seatback for about 6 1/2 feet in length.

Why Buy the Kia EV6?

The Kia EV6 is the car of tomorrow for today. It is a proud statement of Kia’s attention to detail and engineering.

An on-road rear view of the Kia EV6

In California and some other states, the 2022 Kia EV6 qualifies for up to $10,250 in federal and state rebates or incentives.

 2022 Kia EV6 Wind Specifications

Body style: Compact-class 5-door crossover SUV; unibody construction of advanced high-strength and high tensile steels

Motors: AC Permanent-Magnet Synchronous

Battery: 77.4 kWh lithium-ion polymer, 697 volts; 253 kW output

Battery weight: 1,052 lbs.

Power: 168 kW 225 hp rear motor; 258 lb.-ft. torque

Transmission: Single-speed reduction gear with drive modes of Eco, Normal, Sport, and Snow); steering-wheel-button selectable

Top speed: 115 mph (117 mph AWD)

0-60 mph acceleration: 7.2 seconds, in Sport mode; (5.1 seconds AWD)

Driving range: 310 miles

MPGe: 136/100/117 mpg city/hwy/combined

CHARGING TIMES

400V Rapid DC 150kW: 73 minutes, estimated, to 100 percent charge

800V Rapid DC 250kW: 18 minutes, to 100 percent charge

Level 2 240-volt: 7 hours, 10 minutes

Onboard charger: 10.9kW

BY THE NUMBERS

Cargo space: 24.4-50.2 cubic feet

Front head/leg room: 39/42.4 inches *36.8 in. w/sunroof

Rear head/leg room: 38/39 inches

Length/wheelbase: 184.3/114.2 inches

Height/width: 60.8/74 inches

Curb weight: 4,299 pounds; AWD, 4,539

Turning circle: 38.2 feet

Max towing capacity: 2,300 pounds w/braked trailer

FEATURES

Standard equipment includes: smart-key entry with push-button ignition (and remote start), navigation-based smart cruise control with stop-and-go, dual panoramic 12.3-inch digital display screens with navigation-media combination, recycled fabric and vegan-leather seat materials, 5 USB ports (4 USB-C Charge Ports, 1 USB-A media port), Android Auto and Apple CarPlay infotainment, Kia Connect, wireless phone charging pad, Wi-Fi hot spot, heated front seats, 8-way power-adjustable driver’s seat with power lumbar, 19-inch wheels

Wind RWD features: Onboard power generator (V2L), gloss-black exterior accents, ventilated front seats, vegan-leather upholstery, an 8-way power front passenger seat with lumbar support, Meridian premium audio system, smart power tailgate, park-distance warning forward and reverse, and tow package wiring

Safety features include: 7 air bags, forward collision avoidance assist and cyclist-junction turning assist; blind-spot collision avoidance; rear cross-traffic collision-avoidance assist; lane-keeping assist and lane-following assist; parking distance warning-reverse; highway-driving assist

PRICING

Wind base price: $48,255 including $1,255 freight charge; price as tested $48,750

Options on test vehicle: Glacier paint $495

Where assembled: Hwasung, Korea

Warranties: 10-years/100,000-miles electric-vehicle system (150,000 miles in California); 10-years/100,000-miles powertrain limited warranty; 5-years/60,000-miles new vehicle limited warranty and 7-year anti-perforation warranty