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Kia EV6 |
RRP EUR 54,890.00 |
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VW ID.5 GTX |
RRP EUR 56,455.00 |
Price announcement: In the test trim, the EV6 and ID.5 GTX each cost almost 65,000 euros. The Kia delivers the better quality.
The Kia is more solid and valuable
Anyone who takes a seat in the hard plastic-heavy VW likes to look at the bill again – in order to be able to really believe the test car price of 65,000 euros.
Engine design in front
Rear engine design
overall peak performance
continuous power
system torque
V max
transmission
drive
Brakes front/rear
test car tires
tire type
wheel size
Range*
Consumption*
battery type
battery capacity
Charging power AC/DC
charging port
Charging time (10-80%, DC charging)
pass-by noise
Trailer load braked/unbraked
drawbar load
trunk volume
Length Width Height
wheelbase
basic price
Test car price (is evaluated)
The workplace of the ID.5 is more distracting. The volume and temperature sliders somehow never do exactly what we expect.
With 549 to a maximum of 1561 liters, the trunk in the VW swallows noticeably more than that in the EV6, here it is 490 to 1300 Liter. And the Kia affords a weakness in the details: The lashing eyes are made of plastic and attached to the interior paneling – on the VW they are made of metal and attached to the sheet metal.
When operating the VW makes nervous
Kia has made the controls conventional, with plenty of physical buttons, beautiful, easy-to-read gauges and logical multimedia menus. Works fine. For example, the dimmer can be set in any menu without any searching.
Brutal: The Kia EV6 goes from zero to 100 km/h in 5.2 seconds. Passengers quickly feel nauseous.
But no comparison with the ID.5. Here it takes a lot more getting used to, here many functions are grouped together in the middle of the touchscreen, the menus are confusing and poorly structured.
In addition, there are the strange sensor fields – sliders – for temperature and volume. They quickly make us nervous: they never do exactly what you want, and the loud/quiet slider is also unlit and requires a closer look. That’s not progress.
The EV6 kicks powerfully in the small of the back
VW has even done away with the start button. The key in your pocket is enough, take a seat, step on the brake. Engage gear D and it starts humming.
There is more balance in the ID.5 chassis
The VW (460 Nm torque) is not boring either, but accelerates rather gently and emphatically, doing the sprint to 100 km/h in 6.4 seconds. The chassis with adaptive dampers (package 1150 euros) is typically VW balanced rather than sporty to work.
This is matched by the Kia steering with its firmer hand feel, unfortunately also with something
synthetic overall impression. And on our test rumble route, the Kia looks more solid than the VW, which occasionally crackles.
acceleration
0-50km/h
0-100km/h
0-130km/h
0-160km/h
intermediate sprint
60-100km/h
80-120km/h
curb weight/load
Front/rear weight distribution
Turning circle left/right
seat height
braking distance
from 100 km/h cold
from 100 km/h warm
interior noise
at 50 km/h
at 100 km/h
at 130/160 km/h
consumption
saving consumption
test consumption
Average of the 155 km test lap (deviation from the WLTP specification)
sports consumption
CO2 (local)
Range
While the lane departure warning system in the VW likes to work discreetly in the background, the Kia system constantly corrects and tugs at the steering wheel. Annoying, there is a lack of fine-tuning. In the VW, on the other hand, Travel Assist and Lane Assist do not invite you to switch off and actually relieve you. You can find more details about the comparison test in the picture gallery!
