Kia’s refreshed US-made, native NACS 2025 EV6 starts at $42,900
Kia announced pricing for the upcoming 2025 EV6, with lots of improvements from a mid-cycle refresh and only a slight price bump from the previous model.
The 2025 Kia EV6 has been a long time coming… and unfortunately it’s still “coming,” but at least today we’re seeing one more step towards its imminence, and the news is honestly pretty good.
To recap some of the details of the refresh of Kia’s popular electric model, this year’s EV6 is getting a few interior and exterior design changes, a quieter interior, much better vehicle-to-load capability (12kW, up from 1.8kW), a ~10% bump in battery capacity for both the smaller and larger battery options, and support for over-the-air vehicle software updates. The EV6 GT trim gains some more horsepower, but other models stay the same.
The new EV6 also comes with a native NACS port, making it one of the first non-Tesla vehicles to have this feature. It joins its cousin vehicle, the Hyundai Ioniq 5 with which it shares the E-GMP platform, as some of the only cars on the road with a native NACS port (the Ioniq 5 recently charged faster than a Tesla on the same Supercharger), after the Ioniq 5 also got a big refresh this year.
The native NACS port is also accompanied by a relocation of the EV6’s charge port (on all but the GT model) – from the right side of the car to the left, to better mirror Tesla’s charge port location and make it easier to fit into Superchargers (while we wait for Tesla to add longer cables).
So, with all these changes, alongside stupid government actions aimed at increasing inflation for Americans, we’d perhaps expect a price bump… and it turns out we got a relatively small price bump, of just a few hundred dollars on the low-end specs, though rising to a $2,200 increase on the top-end GT spec (the only one with a horsepower boost).
Here’s the new pricing, compared to the old pricing:
| Pricing – MSRP1 (excludes $1,475 destination) | Old price | New price |
| EV6 Light | $42,600 | $42,900 |
| EV6 Light Long Range RWD | $45,950 | $46,200 |
| EV6 Light Long Range AWD | $49,850 | $50,300 |
| EV6 Wind | $48,700 | $50,300 |
| EV6 GT-Line | $52,900 | $54,200 |
| EV6 Wind AWD | $52,600 | $54,300 |
| EV6 GT-Line AWD | $57,600 | $58,900 |
| EV6 GT | $61,600 | $63,800 |
Perhaps one reason Kia was able to avoid larger inevitable price increases that are coming to many products for Americans as a result of boneheaded tariff announcements is because the 2025 EV6 will be built in Kia’s facility in Georgia (except for the top-end GT trim).
And best of all, the EV6 still qualifies for the US EV tax credit (again, except for the GT trim, which is still built in Korea). So you can still get it for cheaper than the listed price above, at least until Donald Trump and Elon Musk continue on their quest of making your life more expensive.
Kia says the models are in production now, but we’re still waiting on them getting delivered to customers. Usually vehicles come out a little bit before their model year starts (so 2025 cars will ship in the last few months of 2024), but the 2025 EV6 has taken its sweet time coming out. We suspect the NACS transition has had something to do with this (there has, after all, been a lot of back and forth about Kia Supercharger compatibility…), but Kia is tight-lipped about the reasons for such.
This move suggests that we finally might not have much longer to wait, though, so start getting ready and maybe call your local dealer if you want to get in line for the new EV6 (and hopefully get it before some bonehead tries to raise its price more or gets rid of tax credits because his oil bosses said so).
If you’d like, you can use our affiliate link to get in touch with your local dealers about the Kia EV6, and try to be one of the first in line to get the newest iteration of one of the better EVs on the road.
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Paris’ bike-share system, Vélib has long been considered one of the shining success stories of urban micromobility. With a massive fleet of over 20,000 pedal and electric-assist bicycles around Paris, the service has helped millions of residents and tourists get around the City of Light without needing a car or scooter. But lately, a growing problem is threatening to knock the wheels off this urban mobility marvel: theft and joyriding.
According to city officials and the service operator, more than 600 Vélib bikes are now going missing every single week. That’s over 30 bikes a day simply vanishing from the system – some stolen outright, others taken on “joy rides” and never returned.
“At the moment we’re missing 3,000 bikes,” explained Sylvain Raifaud, head of the Agemob company that currently operates the Velib system. That’s nearly 15% of over 20,000 Vélib bikes across Paris.
The sticky-fingered culprits aren’t necessarily professional thieves or organized crime rings. Instead, they’re often regular users who treat the shared bikes like disposable toys.
The city estimates that many people have figured out how to pry the bikes out of the system’s parking docks, unlocking one for a casual cruise and then ditching it somewhere far from a docking station.
Once pried free, the bikes are technically usable for the next 24 hours until their automatic locking feature kicks in. At that point, the bikes are often simply abandoned. Some end up in alleyways. Others get tossed in rivers. A few just disappear completely.
And since the bikes are intended to be parked at their many docking stations around the city, they don’t have GPS chips, further complicating recovery of “liberated” bikes.
The issue started small but has grown into more than an inconvenience – it’s beginning to undermine the entire purpose of the service. With bikes going missing at such a high rate, many Vélib docking stations are left empty, especially during rush hours.
Riders looking for a quick commute or a convenient hop across town are increasingly finding themselves without available bikes, or having to walk long distances to find a functioning one.
That kind of unreliability chips away at user confidence and threatens to drive potential riders back into cars, cabs, or other less sustainable forms of transport at a time when Paris has already made great strides to dramatically reduce car usage in the city.
The losses are financially painful, too. Replacing stolen or vandalized bikes isn’t cheap, and the resources spent on tracking down missing equipment or reinforcing anti-theft measures are stretching thin. Vélib has faced theft and vandalism issues before, especially during its early years, but this latest surge has officials sounding the alarm with renewed urgency.
Officials acknowledge that there’s no easy fix. Paris, like many cities with bike-share systems, walks a fine line between accessibility and accountability. Part of what makes Vélib so successful is its ease of use and widespread availability. But those same features make it vulnerable to misuse – especially when enforcement is limited and the consequences for abuse are minimal.
The timing of the problem is especially unfortunate. In recent years, Paris has seen impressive results in reducing car traffic, expanding bike lanes, and promoting cycling as a key part of its sustainable transport strategy. Vélib is a cornerstone of that plan. But if the system becomes too unreliable, it risks losing the very people it was designed to serve.
Meanwhile, as Parisians increasingly find themselves staring at empty docks, the challenge for the city and Vélib will be to restore confidence in the system without making it harder to use. That means striking the right balance between freedom and responsibility, between open access and protection against abuse.
In a city where cycling is supposed to be the future of mobility, losing thousands of bikes to joyriders and sticky fingers isn’t just frustrating; it’s unsustainable.
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