Overview

A fraternal twin to the Hyundai Ioniq 5—our 2022 EV of the Year—the 2023 Kia EV6 charts its path through the EV market with athletic road manners and a bold look all its own. Rear-wheel drive is standard but all-wheel drive models are punchier and can be had with a larger battery pack with a maximum of 310 miles of driving range. Handling is eager, especially for an SUV, which makes it fun on back roads. For hot-shoe drivers, this year’s new GT model is the one to get as its 577 horsepower is enough to make Stinger owners envious as it blows by them. All the while the EV6’s cabin remains quiet and is spacious enough to justify its place among SUV rivals such as the Ford Mustang Mach E, the Ioniq 5, and the Volkswagen ID.4. It’s one of our favorite SUVs because its traits add up to a well-rounded electric vehicle that’s easy to live with, fun-to-drive, and a good value.

What’s New for 2023?

The ballistically quick GT model takes its place atop of the EV6 lineup this year, complete with 577 horsepower and an adaptive suspension. A green button on the steering wheel unlocks the propulsion system’s maximum potency, which we estimate will be enough to blast the EV6 to 60 mph in as little as 3.2 seconds in our testing. To go along with its enhanced performance, Kia has also added racier interior elements to the GT’s cabin, including sport seats and neon green trim. Unfortunately, the additional juice needed to pump out the extra horsepower cuts the GT’s driving range estimate to just 206 miles per charge, a significant drop from the maximum 310-mile range of the most efficient model.

Pricing and Which One to Buy

Light

$43,000 (est)

Wind

$49,000 (est)

$53,000 (est)

GT-Line

$54,000 (est)

GT-Line AWD

$58,000 (est)

GT

$69,000 (est)

We recommend the dual-motor, all-wheel-drive Wind trim level, not only because it’s the most affordable way to get all-weather traction but also because the dual motors generate a combined 320 horsepower versus the single motor’s lower power output.

EV Motor, Power, and Performance

The EV6 is available with a single electric motor mounted on the rear axle that gives it rear-wheel drive or with electric motors on both front and rear that enable all-wheel drive. While all-wheel-drive models have the larger battery pack and either 320 or 577 total horsepower, the base rear-drive example has a smaller battery and just 167 horses. Opting for the bigger battery boosts the rear-drive EV6’s total system output to 225 horses. We drove a GT-Line AWD in Europe and enjoyed its satisfying acceleration, agile handling, and adjustable regenerative brake settings. At our test track, that 320-hp GT-Line model managed a brisk 4.5-second zero-to-60-mph time. If you prioritize maximum straight-line performance, the 577-hp GT has you covered; we estimate it will hit 60 mph in 3.2 seconds. The performance model sits at the top of the lineup and comes with enhancements such as an electronic limited slip differential, firmer chassis tuning, an adaptive suspension, and stouter brakes.

Range, Charging, and Battery Life

The Kia EV6 offers two battery sizes: a 58.0-kWh and a 77.4-kWh pack. Obviously, the larger of those will provide a longer driving range. The smaller, standard battery has an EPA-rated range of 232 miles; the larger, long-range battery is EPA-rated at up to 310 miles. Opt for the performance-oriented GT model and the range drops to a measly 206 miles per charge even though it comes with the larger of the two batteries. We took an all-wheel drive Wind model, which has the larger battery pack standard, on our 75-mph highway fuel economy route and measured 230 miles of real-world highway driving range before the battery needed to be recharged. Along with an operating voltage of 800 volts, Kia says its battery can be charged from 10 to 80 percent in under 18 minutes when plugged into a 350-kW fast charger. We tested this claim and were pleased with the result. This same setup is also said to add 70 miles in less than 5 minutes. The 11-kW onboard charger is expected to refill the battery from 10 to 100 percent in 7 hours when hooked up to a Level 2 outlet.

Fuel Economy and Real-World MPGe

Every single-motor EV6 has a combined EPA rating of up to 117 MPGe; the dual-motor variant is rated at 105 MPGe. For more information on the EV6’s fuel economy, visit the EPA website.

Interior, Comfort, and Cargo

Inside, the EV6’s design and layout are not as daring as the outside, but the configuration and features look more attractive and futuristic than any other current Kia model. Although the center console doesn’t slide back and forth and there are no front-seat footrests like there are on the Ioniq 5, the EV6 mixes high-tech content such as a digitized dashboard with practical elements such as a floating center console with copious storage solutions and a large bin underneath it. Other touches that stand out are the two-tone, two-spoke steering wheel, the prominent start button on the center console, and the gold accents that are tastefully placed throughout the cockpit. The EV6 has a flat floor and a wheelbase as long as the three-row, mid-size Kia Telluride, so passenger space is generous. There are also 28 cubic feet of cargo space behind the back seat and 54 cubes total with the rear seatbacks folded flat. There’s more storage space under the front trunk, too, but it’s not as big as expected.

Infotainment and Connectivity

The infotainment system runs through a 12.0-inch touchscreen that’s an extension of the EV6’s 12.0-inch digital gauge cluster. However, the design and performance of the menu structure and navigation are unimpressive. Along with the ability to accept over-the-air updates and respond to myriad voice commands, the system includes popular features such as Apple CarPlay, Android Auto, wireless smartphone charging, and a Wi-Fi hotspot. Additionally, the stereo can be upgraded to the available Meridian unit with 14 speakers.

Safety and Driver-Assistance Features

Kia packs the EV6 with a variety of standard driver-assistance technology that includes automated emergency braking and automatic high beams. Several other optional assists can be added for an even safer experience. For more information about the EV6’s crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include:

• Standard blind-spot monitoring and rear cross-traffic alert
• Standard adaptive cruise control and lane-keeping assist
• Available remote parking assist

Warranty and Maintenance Coverage

Kia provides one of the best warranty plans in the industry. Unfortunately, unlike Hyundai, it doesn’t come with any complimentary scheduled maintenance.

• Limited warranty covers five years or 60,000 miles
• Powertrain warranty covers 10 years or 100,000 miles
• No complimentary scheduled maintenance

More Features and Specs

• Car and Driver conducted a test of a 2022 Rivian R1T Launch Edition in June, following over-the-air (OTA) updates which upped the claimed peak charge rate. We saw 199 kilowatts maximum.

• Our average charging rate over the duration of our 10 to 90 percent charging test improved by roughly 7 percent, from 98 kilowatts to 105 kilowatts, just behind the Ford F-150 Lightning, which averaged 106 kilowatts.

• Over-the-air updates open the door to Rivian’s claim of being able to withstand 300-plus kilowatts in the future, which would put it in line with current industry leaders.

Welcome to Car and Driver’s Testing Hub, where we zoom in on the test numbers. We’ve been pushing vehicles to their limits since 1956 to provide objective data to bolster our subjective impressions (you can see how we test here). A more comprehensive review of the 2022 Rivian R1T can be found here.

In an effort to simulate real-world charging, our testing team conducts a fast charging test from 10 to 90 percent state of charge on the fastest equipment the vehicle can handle. This allows us to record in the fastest charging zones (generally between 10 or 15 to 80 percent) and beyond to see how the charging rate declines as the battery is filled. Peak charge rates sound impressive, and are easily marketable, but if the battery is only able to accept power at the peak rate for a short time, average charge rate becomes a much more important metric.

When we originally tested the charging capabilities of an early-build 2022 R1T Launch Edition in November 2021, it managed a peak of 185 kilowatts. The peak came around 25 percent state of charge and held for roughly one minute before quickly retreating.

Our updated test this summer followed an OTA update from Rivian which enabled support for 500 amp charging. Following the update, charging started from 10 percent pushing 191 kilowatts, 81 more than previously, and continued to a peak of 199 kW at 27 percent state of charge. This time the Rivian held the peak charge rate for two minutes facing a similarly sharp decline in charge rate.

Comparing the updated test numbers to the F-150 Lightning’s is a good example of average charge rate providing a better picture of charge rate than peak numbers. While the R1T hits a peak of nearly 200 kilowatts, the Lightning only manages 163. Despite the lower peak, the Ford, with a battery pack that holds slightly more energy, completed our test three minutes faster than the Rivian (61 minutes versus 64) while also edging past it by an average of one kilowatt.

Rivian has announced that further OTA updates will bring peak charge rates over 300 kilowatts. That would place it in contention with some of the industry leaders. Lucid, for example has reached the highest peak charge rate of any EV we’ve tested at 297 kW, enabling the Lucid Air Grand Touring to add 100 miles of real-world highway range in just eight minutes. Our newly crowned EV of the Year for 2022, the Hyundai Ioniq 5, managed to go from 10–80 percent state of charge in only 18 minutes thanks to its 800-volt architecture. For Rivian’s part, it is planning to build its own series of DC fast chargers (3500 of them) at 600 locations throughout the U.S. and Canada.

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Overview

Cadillac’s first entrant into the luxury electric vehicle market is the Lyriq SUV, which offers sharp styling and a modern cabin. Both single-motor rear-wheel drive and dual-motor all-wheel drive models will be offered, the former offering up to 312 miles of range per charge. The Lyriq has been designed from the ground up to ride on General Motors’ new scalable battery architecture which allows for DC fast charging as well as standard in-home connections for refilling the battery. Instead of going for outright performance, the Lyriq’s road manners are more focused on comfort, quietness, and luxury. The cabin is tastefully designed and spacious for passengers, but the Lyriq’s cargo space isn’t as generous as rival SUVs.

What’s New for 2023?

Not only is Lyriq a brand-new nameplate for the American luxury brand, but it’s also Cadillac’s first all-electric offering. It’s intended to go head to head with heavy hitters such as the Audi e-tron, Jaguar I-Pace, and Tesla Model X.

Pricing and Which One to Buy

The Lyriq’s base price —an attractive $59,990—is for the single-motor Debut Edition model which comes with limited options. That model is sold out anyway, so instead we’d recommend springing for the 500-hp Dual Motor AWD model which also boasts a 3500-pound towing capacity.

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EV Motor, Power, and Performance

The Lyriq comes standard in rear-wheel drive form with a 340-hp electric motor on the rear axle. With this entry-level setup, acceleration is adequate and the Lyriq feels responsive, but it lacks the powerful feeling we enjoy in rival SUVs such as the BMW iX and the Model X. At our test track, the rear-wheel drive Lyriq made it to 60 mph in 5.7 seconds, which is fairly quick by mid-size SUV standards, but behind that of EV rivals. A 500-hp dual-motor all-wheel drive powertrain is optional and adds a second motor at the front to drive those wheels. We haven’t driven that model yet, but we expect to find its acceleration more exciting. The rest of the Lyriq’s road manners will be a let-down to enthusiast drivers too. While its handling feels stable and competent, the Lyriq doesn’t deliver much fun when pressed hard. Its steering is nicely weighted but lacks tactility and the same could be said of the brake pedal. Luckily, Cadillac has engineered an aggressive regenerative braking system that allows for one-pedal driving, so merely lifting off the accelerator pedal slows the vehicle quickly enough to avoid touching the brake pedal in most day-to-day driving scenarios. The ride is comfortable over smooth pavement but some may find the suspension to be a bit too firm over rougher stretches of road. When we have a chance to test the Lyriq’s performance, we’ll update this story with results from our test track.

Range, Charging, and Battery Life

General Motors is launching a line of new EV battery technology with the Lyriq called Ultium. The scalable technology allows the automaker to produce batteries that range in size from 50.0 kWh to 200 kWh, although the largest size is said to be reserved only for large EV pickup trucks such as the GMC Hummer EV SUT. The Lyriq’s battery offers 102.0-kWh worth of capacity and offers an estimated driving range of up to 312 miles per charge in the single-motor model. In our highway range test, the Lyriq provided 270 miles of driving before needing to be recharged. Speaking of charging, DC fast charging capability is standard on all models and the Lyriq is also able to charge on home power outlets as well.

Fuel Economy and Real-World MPGe

The EPA estimates that the rear-wheel drive Lyriq is good for 92 MPGe city and 82 MPGe highway. In our admittedly lead-footed hands, we recorded 72 MPGe in mixed driving. For more information about the Lyriq’s fuel economy, visit the EPA’s website.

Interior, Comfort, and Cargo

A rich-looking interior treatment gives the Lyriq an upscale flair. Metallic brightwork is intermingled with open-pore wood on the door panels and center console. A large storage tray on the floor between the driver and front passenger is lined with bright blue leather upholstery, which serves as a cheeky pop of color. Although the concept vehicle was shown with just four seats and a center console that divides the two front and two rear seats, with a touchscreen for the rear seat passengers, the production Lyriq has adopted a more traditional rear bench seat. The absence of a gasoline engine certainly helps create a quiet cabin, but the Lyriq also employs advanced noise cancellation technology to reduce road noise. The interior is spacious but the cargo room isn’t as generous as in other SUVs and Cadillac hasn’t integrated any storage under the hood.

Infotainment and Connectivity

The Lyriq’s dashboard, like the Escalade’s, is dominated by a giant, 33.0-inch curved advanced LED touchscreen that serves as both the SUV’s infotainment system and the driver’s gauge display. The infotainment system can also be controlled by a click wheel on the center console, a boon for drivers who aren’t fond of touchscreens. Apple CarPlay, Android Auto, and a Wi-Fi hotspot are all standard features. A rich-sounding 19-speaker stereo system from the high-end audio experts at AKG comes on all models.

Safety and Driver-Assistance Features

Cadillac endows the Lyriq with driver-assistance features as standard the brand’s Super Cruise hands-free driving system requires a subscription. For more information about the Lyriq’s crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features are likely to include:

• Standard automated emergency braking with pedestrian detection
• Standard lane-departure warning with lane-keeping assist
• Standard adaptive cruise control

Warranty and Maintenance Coverage

Like the similarly sized Cadillac XT5 and XT6 SUVs, the Lyriq comes with a powertrain warranty that trumps that of other premium people haulers. Cadillac currently covers the first dealer maintenance visit, but rivals such as the I-Pace offer longer periods of free maintenance.

• Limited warranty covers 4 years or 50,000 miles
• Powertrain warranty covers 6 years or 70,000 miles
• Complimentary maintenance is covered the first visit

Specifications

Specifications

2023 Cadillac Lyriq 450E Debut Edition
Vehicle Type: mid-motor, rear-wheel-drive, 5-passenger, 4-door wagon

PRICE

Base/As Tested: $62,990/$62,990
Options: none

POWERTRAIN

Motor: permanent-magnet synchronous AC

Power: 340 hp

Torque: 325 lb-ft

Battery Pack: liquid-cooled lithium-ion, 102.0 kWh

Onboard Charger: 19.2 kW

Transmission: direct-drive

CHASSIS

Suspension, F/R: multilink/multilink

Brakes, F: 12.6-in vented disc; R: 13.6-in vented disc

Tires: Michelin Primacy All-Season
265/50R-20 107H M+S TPC

DIMENSIONS

Wheelbase: 121.8 in

Length: 196.7 in

Width: 77.8 in
Height: 63.9 in

Passenger Volume: 107 ft³
Cargo Volume: 28 ft³
Curb Weight: 5642 lb

C/D TEST RESULTS

60 mph: 5.7 sec

1/4-Mile: 14.3 sec @ 99 mph
100 mph: 14.7 sec
130 mph: 18.3 sec

Results above omit 1-ft rollout of 0.3 sec.

Rolling Start, 5–60 mph: 6.1 sec

Top Gear, 30–50 mph: 2.3 sec

Top Gear, 50–70 mph: 3.2 sec

Top Speed (gov ltd): 118 mph
Braking, 70–0 mph: 191 ft

Braking, 100–0 mph: 387 ft

Roadholding, 300-ft Skidpad: 0.80 g

C/D FUEL ECONOMY

Observed: 72 MPGe
75-mph Highway Range: 270 mi

EPA FUEL ECONOMY

Combined/City/Highway: 89/97/82 MPGe

C/D TESTING EXPLAINED

More Features and Specs

• The Acura Precision EV Concept provides a glimpse of the styling direction for future Acura models.
• It’s an evolution of the 2016 Precision Concept design language, with a focus on electrification.
• The dual-mode cockpit is designed for both performance and autonomous driving situations.

When Acura’s original Precision Concept debuted in 2016, it provided a visual roadmap for every future model. Staying true to that promise has resulted in today’s cohesive-looking lineup. Now, that established aesthetic is getting a glow-up in the form of the Acura’s Precision EV concept. Much of the styling seen here will debut shortly on an all-electric Acura SUV, slated to use GM’s Ultium battery platform, that is set to go into production as a 2024 model.

The overall design goal of the Precision EV Concept is to demonstrate the flexibility of an EV future by reinterpreting current Acura styling cues rather than outright reinventing them. Nowhere is this more evident than the front fascia, where a dazzling light show plays across an illuminated version of the familiar pentagon-shaped grille. While the previous Precision concept was a sedan, the new one’s SUV shape is also a nod to changing consumer tastes, though Acura insists future styling cues will easily translate to other bodystyles as well.

In evolving this theme, Acura designers were said to be inspired by the chiseled contours of luxury powerboats. We particularly like the sweeping character line reminiscent of a V-shaped hull’s tumblehome. It looks best from a front-three-quarters angle as it arcs gracefully from the rear of the body up to the A-pillar, transitioning into a powerful crease along the hood. Less visually appealing is the unmoored chrome strip atop the glass, whose presence feels like an afterthought.

Dipping below the prow reveals a set of light clusters at both ends of the vehicle. They project a chaotic menagerie of shapes whose pattern is also echoed in the spokes of the 23-inch wheels. Acura calls the theme “Particle Glitch,” which evokes images of circuitry gone awry. We find the name to be a whimsical yet odd choice for such a tech-focused concept. Seeing as how these lower detailing elements would be submerged under a powerboat’s waterline, perhaps it’s Acura’s subversively clever way of continuing the nautical theme.

Inside the cockpit, Acura’s next-generation cabin tech is represented by a curved, transparent touchscreen atop the dash, accompanied by a smaller transparent display in front of the driver. A yoke-style steering wheel contains a cluster of knobs and dials along its hub.

Since the future of electrification suggests both increased performance and the promise of autonomous driving, Acura created two distinct cockpit experiences which respectively cater to each end of this spectrum. “Instinctive Drive” brings out your inner F1 champion by enveloping the space in a cacophony of red lighting and racy engine sounds. In “Spiritual Lounge,” the steering wheel and pedals retract, both displays go fully transparent, and the seats recline. As passengers are whisked to their destination, soothing scents and sounds waft through the cabin while oceanic imagery projects dreamily onto the surfaces. What’s the opposite of a sensory deprivation tank again?

In developing this split personality, principal designer Gypsy Modina talked about creating an environment that was capable of immersing all five senses, though we’re curious how taste factors into the equation. It could be the use of 100 percent biomass leather on the seats, which admittedly did look pretty appetizing. In addition to a study in extremes, the interior is also an exploration of sustainable materials which still convey a premium feel. Recycled aluminum and plastic are used liberally throughout the cockpit.

While it’s unlikely that many of the interior features will reach production anytime soon, the exterior design of the Precision EV Concept hints very strongly to a roadgoing model in the near future.

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The Pebble Beach Concours d’Elegance and all the festivities around Monterey, California, during Car Week transform the peninsula into an open-air car museum. Nearly every event—and there are many—is packed with one-of-a-kind cars you may never see again or that you’ve only seen in books. This weekend, our editors will share the most interesting, wild, and beautiful cars, and we invite you to join us through the weekend. So put on your salmon-colored pants or seersucker suit and join us in looking at some amazing cars.
— Car and Driver

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Thursday, August 18: Legends of the Autobahn

The Legends of the Autobahn is the German-car show that excludes one particular German brand that rhymes with More-sha. Organized by the BMW Car Club of America, the Mercedes-Benz Club of America, and the Audi Club of North America the show is open to any German car, even defunct brands like NSU and Wanderer. The show is filled with a mix of modified and stock cars and although judging happens, the atmosphere is very fraternal.

Fleets of BMW E30s fill the lawn of the Pacific Grove Links in Pacific Grove, California. BMW E36 M3s are also popular, the Mercedes-Benz 190E enjoyed a strong showing, and E9 BMW 3.0 CS and CSLs in vintage ’70s colors were out in force too. I brought my personal 1991 BMW 325i convertible to display, which in my not-so-humble opinion looked a bit nicer than some of the judged cars. Maybe next year I’ll enter earlier and have my car properly scrutinized. —Tony Quiroga

BMW also brought along some of its new-car lineup, including the first showing of the $140,895 M4 CSL in North America. Horsepower is up by 40 to 543 hp and weight is down by a claimed 240 pounds, thanks in part to no back seat and fixed-back carbon-fiber seats. We don’t think the laser dress-up detailing in the rear taillights saves weight, but does look interesting. Unlike with the last special-edition M4, the GTS, the U.S. market gets the good stuff this time around, as the seats incorporate airbags to be able to meet crash regs. And the angle of the backrest can be adjusted somewhat; the seats just have to be unbolted out of the car to get to all the fasteners to do so. This one’s a pre-production car, not one of the 220 or so that are coming to the U.S., which are already spoken for.

Dave VanderWerp

Things can get more than a bit stuffy during Car Week, so we appreciated the approachable, not-too-series nature of the Legends show. For example, here’s a well used, nearly 200,000-mile Audi RS4 in the mix. Also, there were plenty of works in progress: You don’t need the interior all buttoned up to drive it to the show, right?

Dave VanderWerp

Dave VanderWerpCar and Driver

This BMW 1602 was rightly getting a lot of attention, as a company called Son of Cobra, which also deals in surfboards, painstakingly rendered every body panel in carbon fiber.—Dave VanderWerp

Wednesday, August 17: Highway 1 in an SL

Elana Scherr

As one of the California-based team, I once again rejected air travel in favor of driving up California’s Highway 1 in a classic Mercedes SL, thanks to the Mercedes Benz Classic Center. My ride was a 1980 380SL, red as the sunburn you’d get from dropping the top. Fresh from the shop, the SL was tuned and tightened so that not only the complex climate controls worked, but even the clock did. This impresses me, as my entire fleet of old cars each ticks off a different hour, mostly dependent on the last time the battery died.Wait, 1980? Didn’t we only get the 380SL in 1981? Yes! You’re so smart.

Elana Scherr

Elana Scherr

This was the first 380SL in America, formerly based in Michigan and used to develop the U.S.-only emissions equipment (a weak claim to fame, I realize, considering we were cheated of the European-spec horsepower in the 3.8L, but infamy is fame). Even with only 155 horses, the little ‘vert gamely kept up with the modern SLs in our caravan. (It helped that they were slowed down by Highway 1 traffic and driven by enthusiastic sightseeing Germans.) Our fleet of new and old made it into Monterey with no mechanical failures, and no sunburns. —Elana Scherr

Elana Scherr