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The new Kia EV4 plays a crucial role in competing against the likes of the Volkswagen ID.3 and Tesla Model 3. To stand up to these sharp competitors, Kia has invested heavily in creating a vehicle that is spacious, comfortable, and boasts a significant driving range.
Kia’s goal was to lead its class. Is it possible for them to achieve this? After an initial static encounter in March 2025, we took it for a spin on the road to evaluate how successful the model is.
Technical Data
| Model | Kia EV4 |
|---|---|
| Dimensions | 4.43 m x 1.86 m x 1.48 m |
| Power (horsepower) | 204 horsepower |
| 0 to 100km/h | 7.7 s |
| Autonomy Level | Semi-autonomous driving (level 2) |
| Max Speed | 170 km/h |
| Main Screen Size | 12.3 inches |
| Car Side Connector | Type 2 Combo (CCS) |
|
Try it out |
Product Sheet |
Design: Better in 5 Doors Than 4
During the press conference, Francesco Conti, the product manager for the Kia EV4, shared numerous details, including the development process. He revealed that Kia initially developed the “fastback,” or 4-door version, before designing the more understated 5-door version known as the Kia EV4 in our market.
Fortunately, the 5-door EV4’s design appears more proportionate and balanced. The wheels are positioned at the vehicle’s four corners with short overhangs, giving it a dynamic character. The Fastback version measures 4.73 m, adding an extra 30 cm compared to the compact 5-door version, which is 4.43 m long. These additional 30 cm are mainly distributed behind the rear wheels, ending in a trunk. The wheelbase remains the same at 2.82 m for both models, one of the largest in its category.
The style is modern, with a sharp front light signature reminiscent of the lion’s teeth of a French manufacturer. The LED headlights have a pixel-like appearance. A glossy black strip crosses the front, and our GT-Line trim features a specific front bumper that is slightly lower than other trims.
From the side, the wheel arches have geometric shapes and are glossy black, contrasting with the body color. The GT-Line’s wheels are 19 inches, adequately filling the arches. Standard models come with 17-inch wheels, giving a decidedly less premium appearance. The door handles are flush, and the C-pillar is topped with a black piece that runs across the vehicle, a mere stylistic effect that sets the Kia EV4 apart.
At the rear, there is a black strip as well as a sharp, vertical light signature. The Fastback version features a completely different design with a sloping rear window and different lights.
In terms of aerodynamics, the 5-door version, which Kia expects to make up 95% of its sales in France, has a drag coefficient (Cx) of 0.27, compared to 0.23 for the more streamlined Fastback.
Spaciousness: Room for Everyone
Kia emphasizes that the EV4 is neither a SUV nor a crossover, but a sedan designed to meet customer expectations in this segment. It features a lower seating position compared to the EV3 SUV, its technical cousin.
The seating is relatively low compared to the floor, but legs are positioned slightly higher than the seat. This isn’t uncomfortable, but it is a bit unusual after getting used to the more upright driving position of SUVs.
The front seats are quite soft, particularly the headrests, which are just stretched fabric. However, they don’t provide excellent support for slimmer figures. This issue is exacerbated by the low central console, which doesn’t offer support for the legs, potentially causing movement in the seat during dynamic driving. But for everyday use, the seating is more than comfortable.
The rear seats are surprisingly spacious. It feels like sitting in a Skoda, a brand known for its legroom. But Kia is also a contender for offering an affordable and welcoming car. I was amazed when I sat behind the driver’s seat, set for my driving position at 1.86 m tall; I had plenty of legroom.
Rear passengers benefit from two USB-C ports on the backs of the front seats. Front passengers receive similar attention with two ports on the central console, plus an inductive smartphone charger. The armrest, positioned a bit too far back, includes storage compartments whose contents can rattle. I found myself leaving keys in the cup holder to avoid the noise of plastic rubbing against plastic.
With its Drive Pack offer, Octopus Energy allows you to charge your electric vehicle unlimitedly at home for €29.99 per month. Everything is smartly managed from the Octopus app, all you need to do is plug your vehicle into a socket to enjoy it.
The trunk offers a capacity of 435 liters or 490 liters in the Fastback version. However, the more spacious Fastback version doesn’t feature a hatchback and must make do with a small opening, which limits access to the storage area. Don’t expect to fit a bicycle in the trunk, for example. It’s also worth noting that the front-wheel-drive architecture of the Kia EV4 does not allow for a front trunk (frunk).
Infotainment: Because Two Screens Weren’t Enough
The Kia EV4 features a dashboard design that was first introduced a year ago with the Kia EV3. It consists of a trio of screens: a 12.3-inch digital display for the instrument cluster and driving information, a 5.3-inch touchscreen in the middle for climate controls, and another 12.3-inch central screen for the infotainment system.
This is the second time I’ve encountered this interface, and I still struggle to understand the rationale behind incorporating a small screen dedicated solely to climate control. Its placement behind the steering wheel and controls makes it difficult for the driver to access and read, and it’s quite a reach for the passenger. I found myself using the physical shortcuts on the central console rather than the touchscreen controls of this display.
The ergonomics and interface of the screens are not the most user-friendly, but they become more intuitive with use. I had no trouble connecting my smartphone via Bluetooth or finding a destination on the GPS. Moreover, navigation directions are displayed on the head-up display in front of the driver.
While there are no major innovations with this interface or the dashboard, Kia has utilized technologies previously developed for the EV3. And, of course, Kia includes smartphone mirroring with Android Auto and Apple CarPlay.
Driving Aids: Ding-Ding
Our GT-Line version was the most equipped. It includes a package featuring “Highway Driving Assist 2,” which is a level 2 semi-autonomous driving system with predictive and adaptive cruise control, lane centering, lane following, and highway lane change assistance.
I must admit that using these features was not very intuitive. There are also blind spot sensors and a display of these sensors on the dashboard when using the turn signal.
While it’s comprehensive, it can quickly become annoyingly noisy. If you cross a lane without signaling: ding-ding; if you don’t immediately adjust your speed after a change in the speed limit: ding-ding; if you get too close to another car while changing lanes: ding-ding; if you lack attention on the road according to the system: ding…
Although the intention to make cars as safe as possible is commendable, these aids can be too intrusive, and I found myself turning them off and not using them.
However, in heavy traffic, the regenerative braking in Auto mode adapts deceleration to follow the car ahead until a complete stop. This feature is appreciated during maneuvers, as are the front and rear radars and the 360-degree view, especially since visibility in the rear window of the Fastback version is quite limited, sometimes distorting the view.
Route Planner
A route planner is available, calculating your journey based on the vehicle’s consumption and helping you prepare for the road without stress. Its predictions are quite accurate, comparable to a route prepared with Chargemap.
Driving: The Right Compromise?
With 19-inch wheels, a long wheelbase, and wide tracks—the car measures 1.86 m—it’s no surprise that it feels stable. However, it’s not super dynamic. The FSD suspension strikes a good balance between roll control in corners and smoothing out road irregularities.
It doesn’t encourage sporty driving, especially due to its large steering wheel. There is a Sport driving mode among the four others (Eco, Normal, Sport, My Driving, and Snow) that makes the accelerator pedal more responsive and the steering slightly heavier, but it doesn’t transform the EV4 into a sports car. For that, you’ll have to wait for the EV4 GT version expected in 2026, which should be more expressive and sensational.
I tended to adopt a gentler driving style with the Kia EV4, in Eco or Normal mode. As a result, the 204 horsepower engine provides good acceleration and responsiveness, while fuel consumption is well controlled.
We tested the Long Range version with its 81.4 kWh battery; the Standard Range version with a 58.3 kWh battery is announced to be a bit more dynamic due to a lighter weight.
Regarding regenerative braking, it can be automatic, but also adjustable to three distinct power levels. Note that the One-Pedal driving also has three power levels. You can adjust the energy recovery according to your driving style, but for those who are used to “driving” with regenerative braking according to the upcoming turn, they might be puzzled by so many choices, as everything is managed with the paddles on the steering wheel.
Range, Battery, and Charging
As mentioned, there are two different battery sizes in the EV4 lineup. A 58.3 kWh battery offers a range of 440 km or 456 km in mixed WLTP cycle for the Fastback version, and 81.4 kWh for 625 to 633 km of WLTP range depending on the body style.
Both batteries support a peak charging rate of 128 kW, with a significant portion of the charging curve staying above 120 kW (see charge curve photo by our colleagues at L’Argus). This allows for a 10 to 80% charge in 29 or 31 minutes depending on the battery. While not exceptional, if you wonder why Kia didn’t use its 800-volt technology available on the EV6 and EV9, it’s simply to keep the EV4 at an affordable price. A 400-volt technology offers, according to the brand, a good compromise between price and charging speed.
We consumed about 14 kWh/100 km, very close to what Kia claims in mixed WLTP cycle consumption. On a more winding, mountainous route with a more spirited driving style, we consumed 16.8 kWh/100 km. It’s also worth noting that these tests were conducted in mid-September in the Malaga region with temperatures exceeding 30 degrees, necessitating significant use of air conditioning. It’s worth mentioning that the heat pump is optional.
Kia has also communicated about the durability tests of its batteries. The manufacturer drove 110,000 km on European roads using only rapid charges under stressful conditions, and 10,000 km on the demanding Nürburgring circuit, which they equate to 150,000 km of consumer use. At the end of these tests, the battery capacity remained at 95%. This is not enough to trigger the battery warranty covering 70% of its capacity for 8 years or 160,000 km.
Price, Competition, and Availability
The Kia EV4 range starts at 38,290 euros in France with the Air trim in Standard Range, thus 440 km of range. The Long Range version starts at 42,890 euros for 625 km of range. The GT-Line trim, Long Range, is priced at 46,990 euros.
An interesting price range. For comparison, a restyled Peugeot E-308 offering 450 km of range is priced at 42,000 euros, which matches the price of a Kia EV4 offering 625 km of range. There seems to be no contest.
Moreover, the production of the 5-door version in Slovakia will allow it to benefit from the ecological bonus (boost) of 4,200 euros, even taking advantage of an additional 1,000 euros due to its batteries being manufactured in Poland. A Kia EV4 will therefore cost you 33,090 euros if you take full advantage of the aids.
However, the boost does not apply to the Fastback version: produced in South Korea, it cannot achieve a sufficient eco-score to qualify for state aid. Additionally, a Fastback version is priced 1,700 euros higher. This will undoubtedly not help this version, which is already less practical, less favored by Europeans, and more expensive. Nevertheless, Kia’s initiative to offer such a version in France is commendable.
The prices are competitive, but the EV4 faces a formidable rival in the Tesla Model 3, a benchmark in the electric vehicle market. The American sedan starts at 39,990 euros for the Rear-Wheel Drive with 513 km of range. The Long Range Rear-Wheel Drive offers 702 km of range for 44,990 euros.
It’s a bit more expensive, but the range is even greater, and you benefit from
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Maya Singh is a senior editor covering tablets and hybrid devices. Her work explores how these tools reshape digital productivity and learning. She also contributes to feature editorials on emerging tech.