It’s currently unclear if Australian supply of the BMW-built cars will be affected.
British BMW subsidiary Mini has been forced to shut up shop at its Oxford factory due to the ongoing semiconductor chip shortage – however, it’s so far unclear if Australian supply will be affected.
Semiconductor chips are small sheets of silicon required for the production of electronics, and the average car uses between 300 and 3000 in LED lights, electronic windows, reversing cameras, airbag deployment systems, infotainment screens, and onboard computers.
In late 2020 international supply became severely compromised, with demand significantly outstripping supply due to a wide range of factors (click here to read more).
An official statement from the Mini marque given to overseas media earlier this week said: “As a result of the global semiconductor shortage – an issue that has affected the entire automotive industry for the last year – Plant Oxford is making some short-term adjustments to its production schedule.”
“Plant Oxford is standing down five days of production … We are monitoring the situation very closely and are in constant communication with our associates and suppliers.”
Overseas reports suggest this will result in approximately 5000 fewer Mini cars being built this year. However, it’s unclear if local deliveries will be impacted.
A spokesperson for Mini Australia told Drive: “It’s too [early] for us to comment on whether the situation will affect our supply.” This story will be updated when more information becomes available.
The Oxford plant builds the three and five-door Mini Hatch models for Australia, as well as the Clubman wagon. The Countryman SUV and Convertible two-door are built in the Netherlands.
Mini sales in Australia have been trending upwards in recent years, with 3579 vehicles reported as sold during 2021 according to VFACTS data – up from 1863 a decade earlier.
The Isuzu D-Max and Mazda BT-50 tied for Australia’s most coveted dual-cab award. Here’s why.
The contest was so tight this year, we have two winners in the 2022 Drive Car of the Year Best Dual-Cab Ute category – for the first time in the history of the award. It is not because we are sitting on the fence. Rather it’s an indication of the level of competition in this segment – and the similarities between these two jointly developed utes.
The Isuzu D-Max and Mazda BT-50 are twins under the skin, with identical engines and transmissions, suspension settings, safety technology, and infotainment systems. In fact, the only major difference is the external appearance, with each vehicle wearing body panels styled to fit within their respective brand’s broader range.
One clear example of this is the identical bi-LED headlight technology packaged in different-looking housings. One is a sleek Mazda design, the other has a truck-like Isuzu appearance, but the spread of the beam is the same.
The Isuzu and Mazda utes are made on the same production line in Thailand – even the air in the tyres and the coolant in the radiator are the same. The steering wheels and key fobs are the same, too, only the badges are different. The list of similarities is seemingly endless.
Another point worth considering: the Isuzu D-Max might not be as good as it is, if not for the significant investment and commitment from Mazda throughout the development process.
So why did the Isuzu D-Max win this award by itself in 2021, but is a joint winner with the Mazda BT-50 this year? A year ago, the Isuzu D-Max had a significant price advantage. But after three price rises in 12 months, the Isuzu D-Max lost its value edge, and you can now throw a blanket over it and the equivalent Mazda BT-50 – depending on which price list you reference.
The RRP of the Isuzu D-Max X-Terrain automatic test car is $65,900 plus on-road costs which, earlier analysis showed, pushed the price beyond $70,000 drive-away according to Isuzu Ute Australia’s website.
The RRP of the Mazda BT-50 SP automatic test car is $65,090 plus on-road costs, or $66,900 drive-away according to the Mazda website as this article was written.
Isuzu has since reinstated a drive-away offer of $62,900 drive-away for its flagship model. But as history shows, this price is not permanent and the flagship Isuzu could return to $70,000 drive-away at the stroke of a pen.
We also looked at pricing and specification for the base variants of each model, and found that while there were differences in price, differences in spec offset this.
This is why we determined the price of the Isuzu D-Max and Mazda BT-50 to be line-ball, especially when comparing their RRPs and standard equipment at, or near, both ends of their ranges.
There are other small differences which, in Drive’s opinion, balance each other out. Isuzu offers a six-year/150,000km warranty, Mazda offers a five-year/unlimited-kilometre warranty.
Some buyers may prefer the Isuzu’s extra 12 months of coverage – or Mazda’s unlimited mileage up to the five-year mark. With these two utes, the choice is yours.
The cost of routine maintenance – based on capped-price service programs for each vehicle – works out to have a difference of $7 after five years.
Routine maintenance in the Mazda BT-50 is listed at $2308 over five years; the Isuzu D-Max is listed at $2315 over the same period. But Isuzu’s capped-price servicing lasts seven years, the Mazda program runs out after five years.
Then there were the vehicles themselves. They drive identically. Mazda spent its money on unique bodywork rather than fine-tuning the suspension or making any significant interior changes.
While the Isuzu/Mazda twins aren’t at the top of the class in terms of driving dynamics and comfort on-road – or in terms of their ability off-road – they excel with their long standard equipment lists and impressive levels of advanced safety.
No other utes in this segment have as much standard equipment – in their respective price points – as the Isuzu D-Max and Mazda BT-50 twins.
While the Ford Ranger drives better on-road and the Toyota HiLux drives better off-road, the Isuzu D-Max X-Terrain and Mazda BT-50 twins tick the most boxes across a broader range of criteria than the top two sellers in the class.
Isuzu and Mazda ought to be praised for democratising advanced safety, regardless of your budget – or model choice.
In addition to the usual array of autonomous emergency braking, radar cruise control, and speed sign recognition, every model – in both the Isuzu and Mazda ute line-ups – comes standard with blind-zone warning and rear cross-traffic alert, intelligent cruise control (which will match the sign-posted speed), and autonomous braking capacity in intersections.
The lane-keeping tech was frustratingly overzealous when this model came out in 2020, but a tech update in late 2021 muted the aggressiveness of the lane-keeping intervention – and a one-touch ‘off’ button was added to the steering wheel (rather than having to navigate the driving menu).
To sum up, the Isuzu D-Max and Mazda BT-50 twins tick the most boxes across broad criteria. And, because of this, they are both worthy recipients of our 2022 Drive Car of the Year Best Dual-Cab Ute award.
The finishing touch: the subtle styling differences mean the Isuzu D-Max will appeal to buyers who prefer tough-truck looks, while the Mazda BT-50 will appeal to buyers looking for a sleeker, upmarket appearance.
They really are two cars in one – and buyers are the winners here, because they are spoiled for choice.
South Korean brothers from other mothers go head-to-head in an all-new EV showdown. Does the new Kia EV6 have what it takes to topple the related Hyundai Ioniq 5? Tom Fraser and Rob Margeit find out.
Overview
South Korean partner brands Hyundai and Kia are having a belter time in the sunshine at the moment. Both have introduced new volume seller mid-size SUVs in the last year, but to really excel towards the future, each manufacturer has released an all-new electric SUV. Sized roughly the same as the Tucson and Sportage, Hyundai’s Ioniq 5 and Kia’s EV6 respectively represent the pinnacle of each brand’s model hierarchy.
Many parallels can be drawn between the two newcomer electric vehicles (EV) that share the same all-new E-GMP platform, making a comparison between the two necessary. That said, Hyundai and Kia have positioned their models slightly differently: Hyundai’s Ioniq 5 is sold as part of a two-strong range beginning at $71,900 and ending at $75,900, while Kia’s range begins more affordable at $67,990 but extends further, ending up at $82,990 (all prices before on-road costs).
Annoyingly for consumers, both cars are sold out from the get-go. Hyundai’s online-only business model saw allocations snapped up almost instantaneously, and Kia’s wait list for the EV6 is reportedly out to 2025.
That said, these two are some of the hottest topics on the new EV market, so what better way to get acquainted than to pit the two head-to-head?
Introduction
Hyundai Ioniq 5
It’s fair to say that of all car launches in 2021, the Hyundai Ioniq 5 was one of the most hyped. We’ve been keen for its arrival, you’ve been reading about it, and its initial Australian allocation is an instant sell-out.
So why is Hyundai’s latest electric vehicle play causing such a stir? It’s not like the Korean manufacturer is reinventing the wheel, nor did its line of previous electric vehicles receive this much excitement.
As a bit of background, the 2022 HyundaiIoniq 5 is Hyundai’s new-generation electric vehicle and exists in a sole five-door, medium SUV body style.
But it is different – that’s for certain. You only have to look as far as its retro, angular styling to appreciate that. Under the skin, too, the Ioniq 5 scores a modular-ish interior with roomy levels of interior space, and forward-thinking design and technology.
Many anticipated the Ioniq 5 as a hatchback runabout in photos, but reality paints a different picture when you’re standing beside it. This low-slung mid-size ‘SUV’ is much closer aligned to its combustion-powered Tucson stablemate – in terms of size – than you’d expect.
So while the pricing lifts the Ioniq 5 to the top of Hyundai’s model tree, you can view the Ioniq 5 as the electric version of the Hyundai Tucson, at least dimensionally.
Hyundai’s secured 400 units for its initial run of Ioniq 5s, throttled by semiconductor supply issues. An extra 160 examples are on their way, though all have been sold-out through Hyundai’s online ordering portal so far.
That there are so many willing buyers at all is a promising sign, because the Ioniq 5 isn’t cheap. Selling through a fixed-price, agency-style strategy, the Ioniq 5 comes in two variants to Australia. The more affordable of the two is simply named the Ioniq 5 2WD (rear-wheel drive) priced at $71,900 before on-road costs and the top-tier specification is the Ioniq 5 AWD for $75,900 (before ORCs).
The rear-wheel-drive Ioniq 5 on test scores a 160kW/350Nmelectric motor on the rear axle, while both are serviced by Hyundai’s dedicated E-GMP electric architecture that offers 400- and 800-volt charging capacity, the latter translating to a 17-minute 10–80 per cent charge time using a 350kW DC fast charger.
Luckily, both variants of drivetrain will come fitted with the same equipment specification. Headline inclusions start with two 12.3-inch displays nestled within the dash, 20-inch two-tone alloy wheels, electrically adjustable seats with heating (fronts score ventilation), panoramic roof, Bose sound system, coloured ambient lighting, power boot release, and eco-friendly leather trim.
Our car is painted in Galactic Grey outside, while featuring a two-tone Dove Grey/Dark Teal leather interior. Most colour combinations come at no extra cost, though the special matte-effect Gravity Gold colour costs an additional $1000 – the sole additional option for the Hyundai Ioniq 5.
In terms of charging, Hyundai supplies a standard AC type 1 charger with the car. You’ll have to pay out an extra $495 for a type 2-to-type 2 charging cable (for some public charging stations), and Hyundai also facilitates the install of a $2454.10 Wallbox Pulsar Plus through Jet Charge.
That’s enough of an intro to the Ioniq 5 for now, let’s get stuck into its closely related sibling.
Kia EV6
Move over Stinger. Kia has a new halo car in its range. And it’s an electric car.
By Kia’s own admission, the 2022 Kia EV6 – the brand’s first electric car built on a dedicated platform – has inherited the mantle of top dog in the Korean brand’s line-up, a mantle previously held by the Kia Stinger.
While it remains unclear whether Australia will become home to every Kia electric car – dubbed imaginatively EV1 through to EV9 – the Korean carmaker has entered the fray in a triumphant fashion with the EV6.
That’s the take-home following the Australian launch of the 2022 Kia EV6, which not only inherits the mantle of Kia’s ‘hero’ car but does so with ease.
Underneath, the ostensibly ‘large SUV’ (according to VFACTS, although Kia has other ideas) sits on the brand’s E-GMP architecture, a skateboard platform with a sole remit to underpin all of Kia’s (and Hyundai’s) electric cars.
It’s big, too, measuring in at 4695mm in length, 1890mm wide and 1550mm in height, with a wheelbase of 2900mm. By comparison, the recently released Hyundai Ioniq 5 that shares the same E-GMP platform is just 60mm shorter (4635mm) while sharing the same width and height as its Kia sibling.
Thanks to its large footprint, the EV6 is considered a large SUV, although in reality it’s more of a crossover hatchback, and a handsome one at that.
Designer Luc Donckerwolke, he of Volkswagen Group fame where his pen crafted icons such as Lamborghini’s Murcielago and Gallardo, has crafted another winner, certainly in this reviewer’s eyes. Its not inconsiderable length is offset by its relatively low height, lending the EV6 a sleek profile.
Around the front, angular headlights are integrated into a slim nose devoid of a traditional grille and all leading into a short bonnet. Kia calls it its ‘Digital Tiger Face’, an interpretation of the more conventional ‘Tiger Nose Grille’ found on its internal combustion vehicles.
The sides are devoid of aero-starving extruding door handles that sit flush inside the doors, while out back a neatly integrated roof-mounted spoiler is said to channel air to a lower spoiler that sits atop the EV6’s outrageously styled tail-light assembly. Those tail-lights are likely to polarise opinion, but for what it’s worth, we like them.
The Kia EV6 range in Australia comprises three variants – Air, GT-Line RWD, and GT-Line AWD. Pricing starts at $67,990 for the entry-level Air, jumps to $74,990 for the rear-wheel-driven GT-Line, and tops out at $82,990 for the range-topping GT-Line with all-wheel drive.
Standard across the EV6 range include dual 12.3-inch screens, 19-inch wheels (20s on GT-Line variants), LED headlights and tail-lights, dual-zone climate control, wireless phone charging, and parking sensors.
A full suite of Kia’s active safety technology comes fitted standard across the range including autonomous emergency braking with intersection support, adaptive cruise control, lane-keep assist, lane-following assist, blind-spot monitoring, rear cross-traffic alert and traffic sign recognition, plus a centre airbag between the front occupants.
GT-Line variants add niceties such as heated and ventilated seats, power adjustable driver’s seat, power tailgate, and leather seat trim with sueded inserts.
There’s also a 360-degree camera, 14-speaker sound system, head-up display, heated steering wheel and Blind-Spot View Monitor that projects a camera feed from the side mirrors into the instrument cluster when the indicators are activated. There’s also the slightly gimmicky Remote Smart Park Assist, which allows the EV6 to be driven in and out of a parking space from the key fob, with the owner standing alongside the car. The GT-Line in all-wheel-drive trim is alone in offering a sunroof.
The EV6’s most obvious rival is Hyundai’s Ioniq 5 priced at $71,900 for the rear-wheel-drive model and $75,900 for all-wheel drive.
Key details
2022 Hyundai Ioniq 5 2WD
2022 Kia EV6 GT-Line
Price (MSRP)
$71,900 plus on-road costs
$74,990 plus on-road costs
Colour of test car
Galactic Grey
Aurora Black Pearl
Price as tested
$77,293 drive-away in Vic
(ineligible for EV rebate)
$74,990 plus on-road costs
(excl. $3000 gov rebate)
Inside
Hyundai Ioniq 5
One of the first things that hits you when saddling up in the Ioniq 5 for the first time is the sheer amount of interior space. Hyundai’s products stock some of the most spacious cabins these days, but the Ioniq 5’s interior is on another level.
What’s better, the space is very configurable too. The centre console slides forward and back, both rows of seats slide electrically, and the front two pews can even contort into a flat orientation when you’re not on the move – dentist chair style.
The vibe inside the cabin is fantastically light and airy, with light-coloured materials catching all of the light supplied through the roof-length panoramic glass roof. I’d imagined the cabin might become too hot on warm days, but Hyundai has fitted a nifty shade blind to curb that.
Materials throughout feel of good quality, with silver-finished switchgear, soft leather-covered door cards, dash, and steering wheel, and hard-wearing plastic that feel nice enough to the touch. You wouldn’t go as far as calling it a Genesis level of quality, but the fit and finish are right up there with the best of Hyundai.
One thing I couldn’t get my head around is the odd red piping and stitching along the door cards and seat bolsters – seems like an odd pairing for the colour palette employed in this Ioniq 5.
Jump inside for the first time and you’ll feel the space is far more lounge room than car cabin. The feeling is a tricky one to describe, but it’s best experienced in the first row, where it’s as though you’re sitting in a chair rather than in a car seat.
As such, the driver’s position does feel a little funny for those who like to sit close to the steering wheel. That said, the position does afford a good view over the road ahead and when you look behind.
The seats are very comfortable and adopt a form-fitting shape that provides good support. Leg rests extend for the driver and front seat passenger as well. I’m a little perplexed about the empty space between the two front seats – the space feels like a missed opportunity that could have been used as extra storage or similar. That said, the centre console slides forwards and back, which is a nifty trick.
With that, there’s still a great amount of storage throughout the cabin – even if some of it is weird to access. The glovebox is an odd slide-out tray system, the tray between the seats is down low, and the slot beneath the dash is a long reach away. Elsewhere, the Ioniq has a large centre console, wireless charging, twin cupholders, and big door cards for water bottles and the like.
Speaking of doors, I love the door handles on both sides: the big interior pulls are impossible to miss, and the outers pop out of the car swiftly and with intuitive accuracy – for whenever you walk up to the car to unlock it.
In the back row, space is equally as commodious. I’m taller than most people and never wanted for more leg room or foot room, though my head was close to touching the headliner. There are map pockets, a little cubby behind the centre console, and door card storage to store items inside.
There’s not a lot to the boot space, though you do get a powered boot release and a 12-volt port for powering items out of the boot. Under the floor is a tyre repair kit as opposed to a spare wheel, while it’s a 593L space in total. That fares better than the Hyundai Tucson, Toyota RAV4 and Skoda Karoq.
The rear-wheel-drive Ioniq 5 also gets a small 57L tub under its bonnet, which brings total cargo capacity with all seats down to 1644L.
Kia EV6
Kia’s new interior design language, first seen in the Sorento and subsequently Sportage, has taken on another dimension in the EV6. It’s at once sleek and modern with interesting design features – such as the centre console – demanding attention.
The dash is dominated by Kia’s new twin-screen set-up and, as it is in other new Kia models, curves gently towards the driver. One houses the EV6’s infotainment functions, the other a digital driver display that can be configured to taste.
GT-Line variants are finished in leather with suede inserts. Those GT-Line seats can be almost fully reclined when parked, allowing driver and passenger to relax in comfort during mid-trip charge stops.
Sustainability is key for Kia as it pushes into a new zero-emissions paradigm. To that end, swathes of the EV6 interior are finished in recycled plastics equivalent to, according to Kia, 107 500ml water bottles.
The cabin certainly looks fresh and inviting, with a minimalism that is hard to ignore. Certainly, the use of materials and the finish are excellent, and arguably the best we’ve seen in any Kia model.
Storage is abundant, with a large central bin and door pockets that can hold bottles, while a wireless charging tray easily accommodates smartphones.
Thanks to the EV6’s battery-friendly architecture, second-row comfort is excellent with plenty of room in all key areas. Kia says there’s 990mm of legroom in the second row, and while we didn’t get the tape measure out to test the manufacturer’s claim, it certainly feels roomy. The ambience, too, remains light and airy, with decent visibility from the second row from the comfortable seats.
Boot space measures in at a claimed 480L for GT-Line models, the higher grades losing 10L thanks to the inclusion of a subwoofer with the premium Meridian audio system.
An additional storage cubby under the bonnet adds 52L of cargo capacity for rear-wheel-drive models, shrinking to 20L in all-wheel-drive models.
2022 Hyundai Ioniq 5 2WD
2022 Kia EV6 GT-Line
Seats
Five
Five
Boot volume
593L seats up / 1653L seats folded
480L seats up / 1270L seats folded
Length
4635mm
4695mm
Width
1890mm
1890mm
Height
1605mm
1550mm
Wheelbase
3000mm
2900mm
Infotainment and Connectivity
Hyundai Ioniq 5
Sitting pride of place on the Ioniq 5’s dash are two 12.3-inch screens that house the car’s infotainment and instrument cluster. The functionality and look of the system aren’t as wild-style as the rest of the car, but what you do get is an intuitive layout and easy access to key vehicle functions.
Pertinent information is displayed clearly on the digital instrument cluster including vehicle charge status, range, consumption, etc, but I was a fan of the way it wasn’t overly complicated in terms of various screens or settings. All of that should be handled through the infotainment display to the left.
The infotainment screen handles both Apple CarPlay and Android Auto, but Hyundai’s proprietary system is nice itself, and I didn’t feel the need to plug in the phone for smartphone mirroring. The maps are bright and clear, the settings are easy to flick through, and media information is well displayed.
One thing I’m perpetually annoyed about in cars is the lack of a hard home button that takes you back to the main menu. This only pops up sometimes on the top of the Hyundai’s screen, but a shortcut alongside all the other buttons would be appreciated.
One feature I know the Hyundai Ioniq 5 has, but didn’t get the chance to test, is the car’s vehicle-to-load technology. It essentially turns the car into a giant portable battery by inserting an adapter into the car’s charge port, which provides a standard Australian power outlet for you to plug electronics into. God knows how often that’d get used (camping comes to mind), but it’s an extremely cool feature.
Each Ioniq 5 is fitted with an eight-speaker Bose stereo system that outputs high-clarity sound to replace the eerie absence of engine noise.
Kia EV6
The entire EV6 range comes fitted with Kia’s new curved twin-screen set-up. Installed as a single screen, curved ever so slightly towards the driver, the dual 12.3-inch screens offer sharp graphics and an easy-to-use interface.
Apple CarPlay and Android Auto are standard, as are satellite navigation and DAB+ radio. GT-Line models score a premium Meridian sound system with subwoofer.
GT-Line models score a 360-degree camera, while the Air variant makes do with a regular rear-view camera. Both iterations provide clear images, with crisp resolution making it easy to navigate tight parking spaces.
A wireless charging pad keeps devices juiced up, while two USB-C points up front are complemented by another two USB-C plugs for the second row. There’s also a 12V plug up front.
GT-Line models score a detailed and crisp head-up display which, as well as displaying critical driving functions such as speed, also provides an array of safety features, such as indicating when another vehicle is in the EV6’s blind spot.
That technology is complemented by the excellent digital driver display that can be configured to taste. Additionally, the driver display changes subtly depending on drive mode selected.
GT-Line models also score Kia’s excellent Blind-Spot View Monitor, which projects a camera feed from the side mirrors into the instrument cluster when indicators are active. It’s clever technology that further reduces risk.
While at first glance the EV6 seems devoid of physical buttons, it’s worth noting that underneath the large dual-screen set into the dash is a slimline screen that houses digital buttons for the car’s functions. Cleverly, it can be toggled through either climate-control functions – such as temperature or fan speed – or with the touch of a single digital button, transforms into the digital nerve centre of the EV6’s infotainment system with an array of shortcut buttons for audio, sat-nav and the like. Clever.
Safety and Technology
Hyundai Ioniq 5
The Ioniq 5 was recently awarded a full five-star safety rating by ANCAP in October 2021. The car has a total of seven airbags throughout the cabin, including one in the centre.
Hyundai’s wide-ranging suite of SmartSense safety features do service in the Ioniq 5 including blind-spot collision avoidance assist, advanced autonomous emergency braking, driver attention warning, lane-follow assist, rear cross-traffic alert, safe exit warning, and adaptive cruise control.
A surround-view monitor is of decent quality for low-speed manoeuvring, but the Ioniq 5 also gets the neat side-view camera that activates inside the cluster when indicating to show what’s in your blind spot.
Another piece of neat tech involves the three levels of braking regeneration. The car can also be driven one-pedal style with i-Pedal.
Kia EV6
At the time of writing, the Kia EV6 remains untested by Australia’s safety body ANCAP.
The range is equipped with a full suite of safety technology including autonomous emergency braking with car, pedestrian and cyclist detection along with intersection assist. Other standard-fit technologies include adaptive cruise control, lane-keep assist, lane-following assist, blind-spot monitoring, rear cross-traffic alert and traffic sign recognition.
A suite of airbags includes the relatively new centre airbag designed to mitigate head clashes between front occupants in the event of an accident.
For kidlets, the outboard rear seats come equipped with ISOFIX child seat mounting points, while all three seatbacks feature top-tether anchors.
After you drive away from the dealership in a brand-new Hyundai Ioniq 5, you’ll be warranted for five years with no kilometre-distance stipulation. Hyundai warrants the vehicle’s 72.6kWh battery for eight years too.
A full 12 months of roadside assistance is included from delivery day, though it’ll be extended by 12 months every time you service the Ioniq 5 at a Hyundai service centre – until nine years post-purchase.
Service intervals occur every 12 months or 15,000km, whichever is first. The first three services are $220 each, though after five services you will have paid $1684.
The Ioniq 5 is equipped with 800-volt charging architecture, which was previously only found on cars such as the Porsche Taycan. Ultra-rapid chargers should charge the Ioniq’s battery from 10–80 per cent in around 18 minutes.
A more user-friendly solution involves the installation of a type 2 high-output alternating current (AC) wallbox system at home, which could charge the Ioniq 5 in roughly six hours.
Hyundai claims the Ioniq 5 2WD will use 17.9kWh/100km on a combined cycle, which our test car actually beat after returning a 16.4kWh/100km reading. That’s about on par with other electric vehicles I’ve driven, such as the Nissan Leaf.
Kia EV6
The EV6’s pricing stacks up well against its major competitors, playing in the same ballpark figures as the Hyundai Ioniq 5 and Tesla Model 3. And before anyone thinks $68,000–$83,000 for a Kia, make no mistake, the EV6 is unlike any Kia you’ve seen before. It’s beautifully designed with a premium interior and, if you swapped the badge on the front for a premium German, wouldn’t look out of place on the streets of Berlin or Munich.
Kia covers the EV6 with its standard seven-year warranty with ‘high-voltage parts’ limited to seven years or 150,000km.
Servicing can be prepaid at time of purchase and is available in three packages – three years at $594, five years for $1089 and seven years at $1584. That averages out to around $226 per annum on a seven-year plan.
The Kia EV6 range is capable of taking an 800V charging system, future-proofing it against developments in infrastructure. Using a 350kW charger, Kia claims the 77.4kWh battery can be replenished from 10–80 per cent in just 18 minutes. Even using the more widely available rapid charger 50kW charging stations will result in a 10–80 per cent top-up in 1h 13m, while a regular home-installed wallbox can fill up the battery from 10–100 per cent in around 11 hours.
At a glance
2022 Hyundai Ioniq 5 2WD
2022 Kia EV6 GT-Line
Warranty
Five years / unlimited km
(Eight years / 160,000km EV battery)
Seven years / unlimited km
(Eight years / 150,000km EV battery)
Service intervals
12 months or 15,000km
12 months or 15,000km
Servicing costs
$660 (3 years), $1684 (5 years)
$594 (3 years) / $1089 (5 years)
Energy cons. (claimed)
17.9kWh/100km
17.2kWh/100km
Energy cons. (on test)
16.4kWh/100km
18.8kWh/100km
Battery size
72.6kWh (451km range)
77.4kWh (504km range)
Driving
Hyundai Ioniq 5
Cautious electric vehicle adopters will be pleased to learn the Hyundai Ioniq 5 doesn’t require the big learning curve you’d expect from an EV. You jump in with a regular key, turn it on with a normal push button, slot it into drive, and away you go. The gear selector itself is the most out-there part of the experience, and is found where you’d traditionally insert a key.
The shift action, twist upwards for drive and twist down for reverse, didn’t feel particularly intuitive when compared with other cars, but it’s something you’d get used to quickly.
The Ioniq 5 2WD is powered by a single electric motor that produces 160kW/350Nm and sends it to the rear wheels. Claimed range from the 72.6kWhbattery pack stands at 451km, which is further than its more powerful alternative, the Ioniq 5 AWD (430km range).
Though it’s not the full push-you-back-in-your-seat-type acceleration that electric vehicles have become known for, the Ioniq 5 2WD’s outputs are more than enough for its application and provide it with peppy, swift acceleration. You’re never wanting for more poke when overtaking, nor do you feel short-changed on power.
Where it does feel a bit sluggish is when handling it round bends and through intersections in town. There is no hiding its 2020kg heft as you lug over speedhumps, though it does remain super comfortable across road imperfections and bumps of all kinds. The cabin is well-insulated from too much road noise across a variety of surfaces.
For a car that’s hasn’t undergone Hyundai’s Australian road-tuning program, it’s remarkably well-suited to our local – sometimes less than satisfactory – road network. It requires next to no effort to steer the deceptively large body, and slotting it through tight city streets is made as simple as can be.
It’s not the easiest thing to creep through traffic in. Acceleration is either on or off, and it’s hard to roll to a slow stop. It’s a minor thing, but something I noticed when sitting bumper-to-bumper.
Despite an instantaneous supply of torque solely to the rear wheels, the Michelin Pilot Sport EV rubber grips well in most scenarios, allowing the driver to push on with confidence no matter the weather. I didn’t take the Ioniq 5 for a back-roads burn – it’s not the car’s intention – but I wouldn’t be surprised for it to put a smile on my face if I found myself in that setting.
Kia EV6
The single-motor EV6 GT-Line offers the same 168kW/350Nm performance as the Air, unsurprising since it shares the same outputs as the entry-level EV6. However, its range is listed at 504km, the presence of bigger wheels (20-inch alloys against the Air’s 19s), and additional equipment over the entry-level model.
Its performance is not hampered, however, the GT-Line proving as spritely, comfortable and agile as its more affordable stablemate.
And like the Air, the GT-Line returned a marginally higher energy consumption number (18.8kWh) compared against its claim (17.2kWh). Again, put that down to some spirited driving. Regular driving should see that number fall.
Three drive modes – Eco, Normal and Sport – can be selected via a steering-wheel-mounted dial. The differences between the three modes are most glaringly felt in the dual-motor GT-Line, with Sport mode in particular providing lightning fast responses to throttle inputs.
Regenerative braking, which harnesses the energy under deceleration, can be similarly toggled through different levels – from none to extreme – that allows for, in its most extreme setting, single-pedal driving. Modes are selected via the steering-wheel-mounted paddle-shifters.
Kia has gone to great lengths to tailor the EV6’s suspension to Australian conditions. And straight off the bat, the local engineering team has done a stellar job.
The ride is supple and composed, the EV6 feeling every bit like a premium car, even on some decently sketchy rural back roads. Around town, the EV6’s compliant behaviour over typical suburban streets is excellent.
Key details
2022 Hyundai Ioniq 5 2WD
2022 Kia EV6 GT-Line
Motor
Permanent Magnet Synchronous
Permanent Magnet Synchronous
Power
160kW
168kW
Torque
350Nm
350Nm
Drive type
Rear-wheel drive
Rear-wheel drive
Transmission
Single-speed automatic
Single-speed automatic
Power to weight ratio
79.2kW/t
84.0kW/t
Weight (tare)
2020kg
2000kg
Tow rating
1600kg braked, 750kg unbraked
1600kg braked, 750kg unbraked
Turning circle
11.98m
11.6m
Conclusion
While they share obvious similarities, the devil is in the detail with regards to this electric vehicle comparison. Although we compare the mid-spec Kia EV6 GT-Line with the entry-level Hyundai Ioniq 5, both cars even out fairly similarly in regards to outputs and specification levels.
With that in mind, Hyundai’s more affordable version is the winner by a slim margin in this case. Packing more storage space in the boot and a beautifully designed interior, the Ioniq 5 will make electric vehicle ownership a more enticing proposition for EV newcomers.
The Kia’s larger battery will likely have negligible benefits in the real world, and you’re paying a few thousand dollars more for the privilege.
With that said, get your hands on whichever one you can. All variants of Hyundai’s Ioniq 5 are sold out, as is the Kia EV6. Both of these models are in hot demand, and both represent a fantastic introduction into how invigorating electric vehicles can be.
The Volkswagen Golf sets new benchmarks for refinement, style, safety and driving enjoyment in the highly competitive small car market.
Volkswagen has always taken an evolutionary approach with its category-defining Golf hatchback. The all-new Golf 8, as it’s known, is testament to that approach. If it ain’t broke…
There are Golfs to suit every taste, from the entry-level $29,550 110TSI to the range-topping (until the Golf R arrives) GTI ($53,300), Volkswagen’s ‘people’s car’ continues to set the benchmark for the category.
Its blend of European styling and engineering add up to a comfortable and capable car. Volkswagen’s decision to ditch the Golf’s dual-clutch automatic transmission (DSG) in favour of a conventional eight-speed automatic has paid dividends with a driving experience that is far more forgiving. As one judge commented, “[the] new [eight-speed auto] makes a tremendous difference to low speed driving [and] manoeuvres”, something that wasn’t always the case with the slightly hesitant and lurchy DSG.
Inside, the Golf’s cabin is a class above, Volkswagen’s minimalist approach looking very contemporary. The second row is spacious, with plenty of room in all key areas for adult backseat passengers and its 374/1230L boot is up there for the segment.
With the Mark 8 Golf, Volkswagen eschews traditional dials and buttons for many key functions in favour of a more modern touchscreen interface for all primary cabin functions. As our judges found, this singular approach can take some getting used to, but owners will no doubt adapt.
One key area where the Golf excelled over its rivals was in braking distance. Our rigorous testing included a 100km/h to zero stop and the Golf’s 35.76 metres was almost two metres better than its nearest rival and a whopping seven metres better than another popular model. In critical situations, where every centimetre can make a difference, the Golf was a clear winner.
The new Volkswagen Golf sets the benchmark in a popular segment thanks to its refined driving experience, stylish exterior design and interior presentation, compelling safety features and strong value for money.
That’s why it’s our 2022 Drive Car of the Year Best Small Car.
