2025 Kia EV3 review: Australian first drive

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2025 Kia EV3

After finding its feet in the electric car market with the larger EV6, EV9 and EV5, Kia has turned its attention to what has become its smallest and most affordable Australian EV yet, the Kia EV3.

Measuring 4.3 metres long – similar in size to a petrol Kia Seltos – the EV3 is a small SUV designed to take on a growing number of rivals, from sister brand Hyundai's Kona Electric to the popular BYD Atto 3.

It brings the price of entry into an electric Kia down to a new low – less than $50,000 drive-away – yet some model grades claim just over 600km of driving range.

Is the EV3 the pick of the small electric SUV segment?

How much is a Kia EV3?

The Kia EV3 is available in three equipment levels – Air, Earth and GT-Line – with Standard and/or Long Range battery packs, depending on trim grade.

Prices start from $47,600 plus on-road costs, or $48,990 to $49,990 drive-away – depending on the state of registration – for the base Air Standard Range with 436km of claimed range.

The line-up tops out with the GT-Line Long Range, priced from $63,950 plus on-roads, or $66,439 to $70,490 drive-away depending on where it is registered. For a full breakdown of pricing by state/territory, plus equipment levels, click here to read our news story.

At the lower end of the range, the EV3 Air lines up with the BYD Atto 3 Premium, which is priced from $44,990 plus on-roads (or about $47,500 drive-away in NSW) and has more equipment, but a slightly shorter range (420km) and warranty (six years vs Kia's seven).

Rivals in the $50K bracket occupied by the Air Long Range – which claims the headline 604km range figure – include the base Hyundai Kona Electric ($54,000 plus on-roads for 370km range) and Renault Megane E-Tech ($54,990 plus on-roads for 454km).

The Earth grade is priced in line with the larger Tesla Model Y ($58,900 plus on-roads for 466km, and a larger car), while the GT-Line is in Volvo EX30 ($59,990 plus on-roads for 482km) territory.

Even the GT-Line is a fair bit cheaper than the similarly sized Kia Niro EV – which has just been discontinued, and will be replaced by the EV3 – which started from $66,590 plus on-roads for a base model with less equipment than the EV3 Air.

Standard features in said entry-level EV3 include a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, 12.3-inch instrument display, dual-zone climate control, wireless phone charging, LED headlights, 17-inch alloys, six speakers, cloth seats, and a suite of advanced safety features.

The Earth adds 19-inch alloys – limiting range to 563km from the big battery – plus a power tailgate, an electric driver's seat, leather-look trim, heated and ventilated front seats, a heated steering wheel, and auto-dimming rear-view mirror.

Exclusive to the GT-Line are features such as unique GT-Line styling, projector LED headlights, grey and white leather-look trim, a power-adjustable front passenger seat, GT-Line steering wheel, head-up display, Harman Kardon stereo, sunroof, an extendable front centre console table, and more.

MORE: 2025 Kia EV3 price and specs – Small SUV is brand's cheapest electric car yet

Kia EV3 best deals

The Kia EV3 has only just gone on sale in Australia, but you can find new – and in time, used – Kias for sale at Drive Marketplace.

Find your nearest Kia dealer here to check out the car in the metal – and in the meantime, for more information on pricing, specifications, and the latest offers on the Kia EV3 range, click here.    

How big is a Kia EV3?

The Kia EV3 is classified as a small SUV – slightly smaller than a BYD Atto 3 but bigger than a Volvo EX30 – at 4300–4310mm long, 1850mm wide, 1560–1570mm tall, and 2680mm in wheelbase.

It has much in common with its larger siblings inside – including the screens and switchgear – but much of its own flair to set it apart.

The front section of the cabin is airy, with plenty of space for front occupants, a large open centre storage area, and in the GT-Line, a mix of colours and materials.

Recycled or sustainably sourced materials are used heavily throughout the cabin, and in the GT-Line they feel well executed – accompanied by good perceived build quality.

But our experiences with similar surfaces in the EV9 suggest they will be prone to marking easily, and in the base EV3 Air, there are more hard plastics on the tops of the doors (and other key areas) than you'd find in some rival cars.

The front seats in all models deliver a good blend of comfort and support, from supple cloth in the base Air, to harder-wearing synthetic leather-look material in the GT-Line.

Heated and ventilated front seats and power driver's seat adjustment are standard from the Earth up, with only the GT-Line getting a power passenger seat, as well as 'relaxation' front seats, which can recline close to flat for easy naps while you're waiting for the car to charge.

There's ample tilt and reach adjustment in the steering column – which fits leather-like trim on the wheel as standard across the range, with heating on higher grades – and as with other Kias, the gear selector is a 'wand' on the steering column, which is odd at first but becomes second-nature quickly.

Amenities up front include dual-zone climate control, wireless phone charging, keyless entry and start, a 12-volt socket and two USB-C ports across the range, with higher grades adding two-stage ambient lighting, a sunroof, and more.

Many of the car's functions run through the screens – more in the next section – but Kia has retained a physical volume roller-dial on the dashboard, as well as metallic-look switches for the air temperature, fan speed, and audio mode.

The open centre storage area unlocks plenty of space for loose items – with pop-out cupholders – plus well-sized door pockets that can fit bottles, and a generous glovebox.

Unique to the GT-Line is an extendable table under the centre armrest that can slide forward by 120mm. It looks like a marble countertop – but feels more like a hollow plastic shelf – and with no rubberisation, it's best used only when parked, as items placed on it will slide off on the move.

It's a novel idea that would be perfect for holding a laptop while stopped to charge, but it deletes the upper centre console storage – both under the armrest, and just ahead of it. For that reason, we would skip the GT-Line entirely and opt for the Earth grade.

Space in the rear is generous for a small SUV of this size, with ample knee room and head room for my 186cm (6ft 1in) tall frame seated behind my driving position, though toe room is limited with the front seats set low.

The rear-seat bench isn't the most sculpted, but underthigh support in the outboard position is good, and occupants don't feel 'perched' due to a high floor as is common in the back of many electric cars. The floor is flat, too, a benefit of the EV-focused platform.

Rear-seat occupants can access a USB-C port and map pocket on each front seatback, bottle holders in the doors, a fold-down centre armrest with cupholders, air vents, and some additional storage on the back of the front centre console. There are outboard ISOFIX points and three top-tether anchors for securing child seats.

As with other Kia EVs, there is support for vehicle-to-load (V2L) – accessible via a port on the rear-seat bench, as well as an adapter that plugs into the exterior charging port – which can power external electrical devices from the car's battery.

Kia quotes boot space of 460 litres behind the rear seats – expanding to 1251L with the 60:4 split-folding seats folded – which is roomy for a small SUV, assisted by a rectangular footprint in the load area without any kinks to pack around.

The boot floor can be adjusted between two positions, though there aren't many amenities in the cargo area bar a light and some bag hooks. The tailgate is power operated in the Earth and GT-Line.

Also on offer is a 25-litre storage area under the bonnet, which Kia says is ideal for storing the charging cables. It has a load rating of 10kg.

There is no spare wheel in the car – just a puncture repair kit – yet there is a space-saver spare-sized space under the boot floor. Kia says there are no plans to fit one – as it would add weight and reduce driving range – but we don't think it would be too hard for owners to add one from the aftermarket.

Does the Kia EV3 have Apple CarPlay and Android Auto?

Standard in every Kia EV3 are three displays – a 12.3-inch infotainment touchscreen, 12.3-inch instrument cluster, and a 5.3-inch touchscreen between them for the climate controls.

The EV3 runs Kia's newest 'ccNC' software, which has plenty of menus to get your head around, but is otherwise easy to use and quick to respond.

Apple CarPlay and Android Auto are available through wireless and wired connections – the plug-less version of CarPlay worked faultlessly on this preview drive – plus embedded satellite navigation, AM/FM/digital DAB+ radio, and software updates that can be downloaded over-the-air without visiting a dealer.

Support for the Kia Connect phone app is also on hand, allowing owners to unlock the doors, track the vehicle, and start the climate control remotely – among other features. There are also charging scheduling functions within the touchscreen.

Kia has kept physical shortcuts for fan speed and air temperature, but functions such as the recirculating air and fan direction run through the 5.3-inch climate display.

Annoyingly, the steering wheel tends to cover most of the screen, but drivers not keen to turn their head can press a button in its top corner that brings its functions up on the main screen.

Ahead of the driver is a 12.3-inch instrument screen – which isn't very customisable, but is clear and easy to read – as well as, in the GT-Line, a head-up display.

There are six-speaker unbranded or eight-speaker Harman Kardon audio systems, depending on the model – both of which deliver clear sound.

Is the Kia EV3 a safe car?

An ANCAP safety rating for the Kia EV3 is pending the publication of a score from sister organisation Euro NCAP, which Kia Australia says is due by the middle of the year.

What safety technology does the Kia EV3 have?

The EV3 offers nearly every advanced safety feature the South Korean car maker can throw at it.

Among the features on offer is autonomous emergency braking tech intended to prevent drivers changing lanes into the path of oncoming cars, to Highway Driving Assist 2 software that lets the car change lanes on its own on select roads with a flick of the indicator stalk.

The lane-centring technology worked well on this launch drive, and the regular lane-keep assist system did its job, if with a slightly snatchy touch at times.

As with other new Kia cars, the traffic sign recognition system includes an overspeed warning that sounds if the vehicle has exceeded the speed limit it has detected, even if it has misread the sign and the driver isn't actually speeding.

The chime can be disabled by holding down the mute button on the steering wheel for a few seconds, but it only silences the overspeed alert, not the beep that sounds when the car detects a new speed limit.

It's possible to turn the latter off, but it requires turning the entire speed sign system off, including the visual warning – and it all turns back on every time the car is restarted.

Kia says the opt-out overspeed chime is a feature mandated by European regulators – not the ANCAP safety organisation – and it is not as easy as you would think to disable it on Australia-bound EV3s.

There is also a driver-facing attention monitor, which beeps if the driver is detected as having taken their eyes off the road for too long.

It is less sensitive than in earlier Hyundai and Kia cars, and does its job – bonging when the driver is distracted – but it still flashes up an error when the driver puts on a pair of sunglasses, and if it is turned off through the screen, it re-enables when the car is restarted.

The only notable omission from the safety suite is a 360-degree camera. The technology is available on EV3s sold overseas, but Kia says it is tied to a blind-spot camera system, and would have pushed the GT-Line over $70,000 drive-away – something it did not want to do.

Instead, all drivers get is a rear-view camera with dynamic guidelines, plus front and rear parking sensors.

How much does the Kia EV3 cost to service?

The Kia EV3 is covered by the brand's seven-year/unlimited-kilometre warranty – compared to BYD's six years and Hyundai's five years, but shorter than MG's 10 years – and a seven-year/150,000km high-voltage battery warranty.

Service intervals are set every 12 months or 15,000km, whichever comes first. Kia offers prepaid plans priced at $674 over three years/45,000km, $1285 over five years/75,000km, and $1897 over seven years/105,000km.

It compares to $1628 over five years/100,000km for a BYD Atto 3 Premium, and $1560 over six years/90,000km for a Hyundai Kona Electric.

A year of comprehensive insurance coverage for an EV3 GT-Line is quoted at $2167, based on a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

The same quote calculator and parameters return $1984 for a BYD Atto 3 Premium.

What is the range of a Kia EV3?

Battery capacities in the EV3 are rated at 58.3kWh for the Standard Range, and 81.4kWh for the Long Range, both using nickel-manganese-cobalt (NMC) chemistry.

Kia claims driving ranges in European WLTP testing of 436km for the Air Standard Range, 604km for the Air Long Range, and 563km in the Earth and GT-Line Long Ranges due to their larger 19-inch wheels and low-profile tyres that add to rolling resistance and/or drag.

Energy consumption is rated at a frugal 14.9kWh/100km in the Air – with either battery – and 16.2kWh/100km in the Earth and GT-Line.

Our experience on the media preview drive suggests the EV3 is at home in stop-start traffic. In said conditions, we saw energy use of just 12.7kWh/100km in a base Air – enough to beat the range claim.

Meanwhile, after higher-speed suburban and country driving in the GT-Line, we saw energy use of 17.2kWh/100km, which is less impressive for a vehicle of this size.

The EV3's battery and electricals run at less than 400 volts – 369V for the Standard Range, and 343V for the Long Range, to be precise – so it cannot charge as quickly as the 800-volt EV6 and EV9.

DC fast charging power tops out at 100kW in the Standard Range, and 127kW in the Long Range, for claimed 10 to 80 per cent recharging times of 29 and 31 minutes respectively.

AC home charging at up to 10.5kW on three-phase power, or 6.9kW on single-phase, is offered, for a claimed 10 to 100 per cent recharge time of five hours and 20 minutes, to seven hours and 15 minutes on an 11kW home wallbox.

Less than ideal is the charging port, located above and behind the front-right wheel, with a flap that opens forwards.

It means the plug is on the roadside in Australia – not the kerbside for easily connecting to a growing number of chargers on power poles, or even an extension cord from your home – and at a DC charger, the cable has a long way to stretch to reach the socket, and must bend around the plastic charging door.

What is the Kia EV3 like to drive?

Powering every Kia EV3 at launch is a single electric motor sending 150kW and 283Nm to the front wheels, irrespective of whether the 58.3kWh or 81.4kWh battery is selected.

All-wheel-drive models are due at a later date – expected to offer up to 250kW in a flagship GT edition – but the performance of the standard model is more than enough for most compact SUV customers.

It is surprisingly sluggish off the mark in Eco and Normal modes – lacking the instant shove in the back we've come to expect from electric cars – but Sport mode improves response somewhat. It's brisk once on the move, though power tapers off at higher speeds.

On paper, more expensive models are slightly slower than cheaper versions due to their added weight – with 0–100km/h taking a claimed 7.9 seconds in the Earth and GT-Line, vs 7.7sec for the Air Long Range, and 7.5sec for the base Standard Range – but there isn't a pronounced difference on the road.

The EV3 is said to ride on an adapted version of the E-GMP electric-car platform under the EV6 and EV9, swapped from rear- to front-wheel drive for this application, and with electrics running at closer to 400 volts, not 800V, to save cost.

As with all other Kia electric cars, the EV3's suspension and steering have been tuned for Australian roads, with emphasis on sure-footedness on bumpy country bitumen.

It has not been engineered to be a corner-carver, but the EV3 provides a good balance of comfort and control – supple over speed bumps in the city but not unruly or uncontrolled at higher speeds.

The comfort pick of the line-up is the base-model Air, as its chubbier tyres around smaller 17-inch wheels help it iron out expansion joints and small imperfections the Earth and GT-Line on 19-inch alloys and low-profile tyres can transmit into the cabin.

Even the Air is not perfect – the EV3's weight (up to 1930kg) means it can bobble around over particularly rough roads, and especially sharp mid-corner bumps or undulations on a country road can upset the car's composure.

But they are hardly deal-breaking complaints, and on balance Kia has delivered a supple ride with easygoing handling, especially compared to an Atto 3 or ZS EV.

Body roll is well managed in fast bends, and the steering is direct and accurate, if a little heavy for a small SUV at higher speeds – though it's more than light enough to make parking easy at lower speeds.

The tyres on all models – Kumhos on the Air and Hankooks on the Earth and GT-Line – deliver ample grip, and they don't kick up too much noise into the cabin either.

The EV3 is equipped with a one-pedal drive mode – branded as i-Pedal – which allows the regenerative braking of the electric motor to bring the car to a full stop without needing to touch the brake pedal.

New for this model is a '3.0' version of i-Pedal, which allows drivers to vary the strength of the regen within the one-pedal mode. In other Kia EVs, activating i-Pedal would lock in the strongest regeneration setting, but that can now be customised to the driver's wishes between three levels of regen.

The car now remembers your last i-Pedal setting and defaults to it on start-up – rather than needing to enable i-Pedal every time you drive the car – and there's also an 'auto' mode (activated by holding the right-hand steering wheel paddle) that adjusts the strength of the regen based on the distance to the car in front, among other parameters.

The brake pedal is generally intuitive to use, but it can be a little soft at the top of the travel and markedly firmer under hard stops. There is also a slightly jerky transition from regen to power when pressing the accelerator pedal in slow-speed traffic.

Should I buy a Kia EV3?

It might not be as richly equipped for the money as its Chinese rivals, but the Kia EV3 should be near the top – if not at the top – of the consideration list for customers shopping for a small electric SUV under $70,000.

It is spacious inside, offers plenty of technology, quiet and comfortable to drive, very energy efficient, and sharply priced against its direct rivals, all backed by a seven-year warranty.

There are some foibles – the speed limit warning's operation among them – but there is otherwise little to complain about with the EV3.

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