Kia EV3 Earth long term review

The EV3 is the latest entrant into Kia’s straightforwardly-named range of all-electric vehicles.

Smaller than the EV5 and EV6 medium SUVs, it’s also the new entry point for Kia’s electric customers, with a smart $47,600 list price ($48,990 driveaway in NSW) for the base model Air.

That means, among big-name rivals, the EV3 has to contend with a host of cut-price, feature-packed rivals from China, such as the BYD Atto 3 (from $43,100) and the MG S5 (from $40,490 driveaway).

Having already impressed us with its value, driving maturity and clever cabin both at launch and in a fierce three-way comparison test, we figured it’s about time to learn to live with the EV3.

It’s also the perfect time because, after an office move, Chasing Cars HQ is finally fitted out with electric car chargers. That means, instead of whinging about the scourge of public charging in Sydney, your humble writer has free (to me…) electricity on tap to fuel the weekly adventures.

For anyone who’s lived with an EV, they’ll know that work or home changing is a game changer. But enough of that, let’s find out what Kia’s smallest electric is like to live with.

Navigate this long-term EV3 Earth review

• Month 1: Fitting in
• Month 2: A creaky companion

Month 2: A creaky companion

• Kilometres: 1842km
• Energy efficiency: 16.9kWh/100km
• Costs this month: $28.00 (charging)

Orange, NSW is a good mini-break destination for the EV3 Earth, given ‘my’ car’s no-cost optional light cabin colours brings with it joyful, Tangerine trim highlights. Being winter, Citrus was in season so we managed to pick a few Mandarins along the way.

Quite aside from the excellent independent, small wineries, getting to Orange is usually quite fun in itself. You can head essentially due west on the Great Western Highway, or turn down one of the many wandering B-roads to the North or South, all of which are surfaced like a Dorito-eating teenager’s face.

Before we hit the road, it was a rare 100 percent top-up using Chasing Cars’ new, 7kW AC chargers which took one comfortably-long day in the office. Worth noting, the EV3 doesn’t ship with a Type 2 charging cable, so a trip to Bunnings later and $300 lighter, we were on the move.

I say rare because unlike many Chinese rivals in this price bracket (including MG S5, BYD Atto 3, Geely EX5, and more), the EV3 has ternary NMC battery chemistry.

Rule of thumb is a limit of 80 percent on a regular basis, with full capacity to be used only sparingly so as to maintain the battery’s longevity. Good news is, after dipping into Eco mode, the EV3’s predicted range was reading 583km — that’s 20km more than WLTP!

It’s good to start with a full ‘tank’ on this occasion because, though we could have theoretically made it there and back on a single charge — it’s only 260km each way — it’s nice to stop, smell the roses (less so roadkill) and explore picturesque roads.

The other problem with charge is that, with the EV3’s stumpy nose pointed west uphill, consumption jumps quite quickly — beyond 19kWh/100km for us. Improved infrastructure nullified this issue somewhat.

What a calm, comfortable, and quiet car to cruise along in. The EV3’s laid-back demeanour means I’m not getting caught in typical highway cut-and-thrust. Instead I’m relaxed, in my own lane, chatting to my partner and blissing out to some Acid Jazz.

We stop for afternoon tea in Lithgow, battery depleted to 46 percent thanks to detours down Cox’s River Rd through Tarana, out to Oberon, and back to the main road.

Greeted by a reliable fast charger, the EV3 takes on electrons rapidly. Not 800-volt fast like its EV6 and EV9 siblings, but acceptably briskly from to 90 percent leaving enough time to have a walk, score some hot chips and a vanilla malt milkshake…or about 37 minutes.

The sun was fast to drop in the sky leaving us and the EV3 in the dark approaching Orange. Thankfully, the LED headlights are bright, with long throw and responsive auto highbeams.

Exploring, ran the range close and got a whisker of anxiety. Good excuse to head into town for an evening wander.

The next day we encountered rougher roads, even some dirt. The EV3’s 19-inch alloys aren’t put off by patchy surfaces, and the ride quality remains silky. Only complaint is a little lack of rebound control at the rear over the biggest bumps.

Despite the ample suspension stroke and totally non-sporty control weights, the EV3 proves a demon in the corners. Low-set centre of gravity, predictable grip from the Hankook EV-specific tyres and magic of an Aussie-calibrated chassis makes the Earth a steadfast yet adjustable companion in the country.

There was a secondary effect to driving briskly on bad roads, though. The light creak I’d started noticing coming out of driveways and big bumps at an angle became dramatically worse.

Any time load was put through the suspension, or a bump jarred the cabin, it’s like ping pong balls were jumping around in the roof and boot. A shame because it’s the only trim rattle we’ve noted so far.

We’ll give Kia the benefit of the doubt for now — the car’s gone back to HQ to see if a fix can be enacted.

Month 1: Fitting in

• Kilometres: 2642
• Energy consumption: 16.6kWh/100km
• Costs this month: $190.65 (charging)

What is it? 

The EV3 is Kia’s newest and smallest electric vehicle. 

Claiming to be based on modular E-GMP underpinnings like its EV6 big sibling, in truth the EV3’s 400-volt electronics shares much with the also good-to-drive Hyundai Kona electric, rather than larger models. 

How much is it? 

The EV3 has a big advantage over the related Kona, however, being launched later in an evolved price sphere, where Chinese rivals such as the BYD Atto 3 and MG S5 have demanded more from big names like Kia. 

Thus, the base EV3 Air can be had from as little as $47,600, before on-road costs. Moving through to the Extended Range and onto our mid-spec Earth, though, really ratchets up the price — in this case, to $62,690, driveaway.

What’s the spec of our car?  

With the larger 81.4kWh battery pack onboard and 19-inch alloy wheels, the range figure is seriously impressive for this class, at 563km WLTP. Only the Skoda Elroq really comes close with its 82kWh pack and 210kW rear motor promising 529km WLTP. 

In the real world, our EV3’s initial 16.6kWh consumption figure — achieved in an urban-heavy use with a few highway jaunts — would see you get 483km from a full charge, or a comfortable 400km between 90-10% charge of the ternary lithium-ion battery. 

And the EV3 Earth is no stripper on spec, with the following features as highlights. 

• Heated and ventilated front seats
• Synthetic leather upholstery
• Power-adjust driver’s seat with lumbar
• Heated steering wheel
• Connected services with companion app
• Navigation
• Wireless Apple CarPlay/Android Auto
• Wireless phone charging

How long is it sticking around for? 

We’re hanging onto ‘our’ EV3 for three months and 5000km in Earth guise. Along the way, we’ll be sampling some of the other trims in the range, including the entry Air and top-spec GT-Line. 

What are we going to do with it? 

As much as possible. My commute isn’t extensive, from inner Sydney to Alexandria it’s often quicker to ride a push bike.

However, weekends are packed with trips to the country with two dogs, adventures with my partner, and the hunt for awesome mountain bike trails.

Expect more than just the urban grind — this EV3 will absolutely be taking on dirt, pockmarked country roads, and hopefully a testing road trip or two.

We’ll also be throwing it into comparisons against rivals in the same segment, and price range, to get a better idea of where it sits.

Initial performance

To sum it all up, the Kia EV3 Earth is a seriously slick operator. It’s right-sized (just 4.3 metres long), has a spacious boot (460L!), comfortable cabin and — most importantly — a smooth, consistent ride.

There’s no firmness to the EV3 despite good body control. It’s unapologetically a car designed to keep occupants comfortable, which is perfect for the EV3’s daily schlep that takes in a scarcely believable number of manhole covers, rippled tarmac and sharp-edged concrete hits, despite only being about four kilometres.

The 150kW/283Nm motor driving the front wheels is also plenty nippy, if far from class-leading. The EV3 effortlessly zips into gaps and out of sharp corners.

It brightens the street up, too, even though it isn’t painted a lurid colour. The Snow White pearlescent shade emphasises the EV3’s crisp exterior lines and bold styling. Inside, there are pops of orange throughout to give some visual interest into an otherwise, fairly grey cabin.

There are two initial complaints, however.

Some safety systems need to be deactivated just about every time you start the car, these include the driver attention monitoring (as little as four taps in total), lane keep assist and speed limit assist (both long holds of a steering wheel-mounted button).

And, there’s no spare tyre in the boot despite there being plenty of space under the twin-level boot floor to fit one. Sure, the EV3 is a small SUV, but its range isn’t and therefore this is a valid choice for a long drive in the country, where carrying a spare gives that much extra peace of mind.

Technically, our first month with the car took in a 1200km round trip to Orange to test the EV3’s all-road capability. But we’ll save that story for next month’s update…