Test Drive Report: Kia EV3: Kia's Small Cult Edge!

Kia continues its design line started with the EV9! In marketing speak, it was a statement car, to be followed by further statements. Although the Soul was already such a statement: the rolling cube significantly contributed to Kia becoming a trend brand for younger drivers. When the Soul then also rolled across the pavement as a fully electric EV, the step into the automotive future was completed. However, the Soul, initially intended for Europe, sold sluggishly here, but much better elsewhere - and it's also been on the wheels for a few years now. Thus, it makes way for the also character-strong EV3. Its design is appealing but not ordinary.

With a length of 4.30 meters, the EV3 fits into the ranks of the slightly larger compact electric cars, in the individualist segment it meets the Volvo EX30 or the Smart #1. The corporate sibling Hyundai Kona adds another three centimeters on top of this measure. Nevertheless, the Kia EV3 does not induce claustrophobia. Not in the back and certainly not in the front. However, drivers and passengers would appreciate longer leg support and more lateral hold. Thus, one more perches on the seats than sits in them. Since the EV3 is not a sports car, this doesn't significantly matter.

In terms of dimensions: A return to rationality - the EV3 offers plenty of space for four adults

More important is the fact that even adults in the back have enough space to travel comfortably. The trunk tends towards the mid-size class with 460 liters of volume. When the backrest of the rear seat is folded down, a flat loading floor is created, and up to 1,251 liters fit in, including the compartment underneath. However, the loading edge is quite high. There is a 25-liter frunk at the front for the charging cable. By the way: the EV3 already masters Vehicle-to-Load (V2L). So, you can also connect and operate electric household devices, PCs, or similar.

The interior exudes a pleasant atmosphere. However, the top configuration GT Line we drove, with a minimum price of 48,690 euros, comes at a cost. We also took a closer look at the base version "Air" of the Kia EV3 (starting at 35,990 euros), and its interior pleasantly differs from the hard plastic ambiance of a first-generation VW ID3. The plastic surfaces of the dashboard are textured and even partially padded. No trace of cheapness. The standard three screens are combined into a slightly curved unit and provide a total screen size of 30 inches. This consists of two 12.5-inch monitors and a five-inch control unit for the air conditioning, located between the digital cockpit and the infotainment touchscreen. The only problem is that it is somewhat obscured by the steering wheel. It's good, then, that there are still classic analogue levers and buttons in the center console. The infotainment system leaves little to complain about as well; even without insider knowledge of Kia, one quickly finds their way around the menus and the optional head-up display (priced at 1,290 euros in a package) completes the display concept.

With top configuration and large battery, the EV3 has its price...

The Kia EV3 has two battery sizes to choose from: the 58.3-kilowatt-hour capacity is sufficient for a maximum of 436 kilometers according to WLTP, while the 81.4 kWh batteries offer 605 kilometers according to WLTP, which is already a bold statement in this segment. We achieved a calculated range of 544 kilometers with this battery at warm outside temperatures of 31 degrees, which comes quite close to the specified value of 563 km (with 19-inch wheels). Even in winter, 400 plus x should still remain, which is certainly sufficient!

The energy storage uses NMC cells (nickel-manganese-cobalt) and instead of the often-used 800-volt technology by the Hyundai group, the Kia EV3 uses 400 volts for cost reasons, which is quite understandable in such a price-sensitive segment as the compact class. However, it will not trigger any enthusiastic reactions regarding the charging performance. While 11 kW for AC charging is completely fine, the maximum charging speed at a DC station is at best average: the small battery charges at 101 kW and the large one at 128 kW. In absolute terms, this translates to charging times of 7:15 hours (81.4 kWh batteries) or 5:20 hours at a wall box to fill the storage from ten to 100 percent. For fast charging, it takes 29 minutes (58.3 kWh) or 31 minutes for ten to 80 percent. This is acceptable but far from the speedy 800-volt company fast chargers.

Even the 150-kW version does a good job

When driving, the Korean electric car makes a good impression. Starting in early 2026, the EV3 will initially be available in Germany only with front-wheel drive and 150 kW / 204 PS and 283 Newton meters of torque, followed later by an all-wheel-drive version with presumably 125 kW / 170 PS at the front and 70 kW / 95 PS at the rear. The top model will be the Kia EV3 GT with an expected 145 kW / 197 PS and 75 kW / 102 PS at the rear axle. Even the base power version is strong enough to briskly move the two-ton vehicle around. From a standstill, 100 km/h is reached in 7.9 seconds, but it caps at 170 km/h.

The driving modes Eco, Normal, and Sport differ only marginally in terms of throttle response. Additionally, the return forces of the steering wheel increase. Two more driving programs are available: a custom one and one for snow.

The EV3 handles transverse joints better than the EV6

Our test vehicle was equipped with 19-inch wheels, which is not particularly beneficial for comfort. Nevertheless, the Kia EV3 does not strain the spinal discs. The suspension is comfortably tuned. One can feel that the springs need to bear the weight while the dampers are responsible for comfort, but the tuning is more harmonious than in many other electric vehicles. Transverse joints do not unsettle the suspension and on more pronounced bumps, the body sways slightly but is less pronounced compared to other vehicles.

Thus, you can travel relaxed even on longer trips in the Kia EV3. Additionally, the compact crossover is the first car from the Hyundai group to be equipped with iPedal 3.0. This means intelligent recuperation that also responds to traffic. Overall, three recuperation levels plus zero (coasting) are available. One-pedal driving is therefore possible.