Yahoo Autos 2026 Kia EV3 Is a Promising Pint-Sizer
An affordable EV with decent range is perpetually just around the corner. Chevrolet had the Bolt, until it didn't, but it's coming back... eventually? In the meantime, we just keep seeing a rollout of ever-larger, less wieldy EVs with battery packs big enough to power whole city blocks. While we understand that the primary goal of business is to Make Lots of Money, and margins are much richer at high price levels, it feels like folks hunting for affordable electric motivation keep getting the short end of the stick.
Korea hopes to buck that trend with the 2026 Kia EV3. This compact electric crossover offers all the trick trimmings found in the automaker's larger models, with some upgrades that we expect to make their way across the lineup in time. It offers a decently capacious battery for its size, together with a targeted price range between $35,000 and $50,000. But is it any good?
Promising Figures
Many small EVs are hamstrung by tiny batteries and range figures that don't jibe with American use cases. The EV3, however, tucks a solid 81.4-kWh battery under its body, which is a little shorter than the Niro it eventually will be sold alongside. It's rated for a whopping 370-plus miles, but that's on the notoriously generous WLTP cycle—in the U.S., we expect the EV3 to land somewhere near the all-important 300-mile mark. A 58.3-kWh battery is also available, but it's unclear at this juncture if both will come to the U.S.
Unlike its larger siblings, including the Hyundai Ioniq 5, that use an 800-volt architecture, the EV3 has a 400-volt setup. Before you get too freaked out about slower charging, though, know that Kia estimates a 31-minute fill-up from 10 percent to 80 when hooked to a 350-kW charger, although it's worth noting that the EV3's max DC fast-charge rate is 130 kilowatts.
Eventually, the EV3 lineup will grow to include all-wheel drive, as well as a hopped-up GT variant. But for starters, the U.S. will get the EV3 in single-motor, front-wheel-drive configuration, producing (in its current form, which could well change before its U.S. debut) 201 horsepower and 209 pound-feet of torque. That should scoot this little guy to 62 mph in about 7.5 seconds. Kia estimates the future AWD model will need fewer than seven seconds for the same task, while the GT will get it done in under six. There are no power figures for either of those models yet, though.
Updated Tech
In trying to keep costs low, Kia could have easily de-contented the EV3. Instead, it's privy to a couple tech upgrades that we fully expect to spread across the brand's EV lineup in the coming years.
First up, there's iPedal 3.0, the latest version of Kia's multi-stage regenerative braking system. This new setup uncouples one-pedal driving and maximum regen strength, allowing drivers to combine one-pedal mode and any level of regen they see fit, including in reverse.
That ties in with Kia's Smart Regenerative System 3.0, which uses GPS and the car's suite of sensors to adjust regen strength for traffic or road features like speed bumps and roundabouts. Activating this setting is easy; just hold the right steering-wheel paddle for a second or so. A driving range guide will show the pilot the expected maximum and minimum range based on their driving style, in case anyone's looking for tips on how to drive more efficiently.
The EV3 gets some other, smaller tweaks too. Upgraded heat management promises better charging behavior in cold weather, something we at C/D take seriously, as many of our long-term EVs are often hampered by extremely slow charging rates in the hellish depths of Michigan winter. The HVAC system has been rejiggered as well—it's now a bit more compact, which, according to Kia, adds a whopping 2.4 inches of footwell space, bringing more openness to the compact's cabin.
Driving the EV3
Seoul is... not really anybody's first preference as a venue for vehicle evaluation, but we think it was an appropriate choice here. The EV3 is not some corner carver; it's a simple compact EV meant for small families and urbanites. Seoul's legendary traffic and long stretches of highway are, therefore, a proper analogue for how most of these cars will spend most of their time.
With that in mind, we walked away excited by the EV3's promise. The loaded GT-Line model we drove rode on 19-inch wheels, two inches larger than the base alloys, and yet we found the ride to be quite smooth. Body motions were kept in check, and while there was an inherent softness to the ride, it never wallowed. We imagine things would be even more serene on the 17s. Every one of the available wheel designs looked amazing too; other automakers should be taking notes here.
This chunky little downsized EV9 has the right amount of urge for its mission. We never found ourselves lacking for acceleration, and truth be told, it was refreshing to drive an EV that wasn't an attempt to live life a quarter-mile at a time. This is an approachable, appropriate amount of motive force, something that'll work great for people who have little experience with or desire for something with Corvette levels of hustle.
Our time bouncing around Seoul's vast urban landscapes gave us plenty of opportunity to fiddle with the new regen settings. We weren't big fans of the Smart Regenerative System, as we prefer something with a more linear response that provides predictability. However, those who want something like this should enjoy it, as we found an excellent blend between friction and regenerative braking. Decoupling max regen strength and one-pedal driving also turned out to be a smart move; it added a dash of driver customizability without taking anything away from the experience, and we hope it'll make its way to more models soon.
The EV3's interior is pretty great too. A mix of recycled or otherwise sustainable materials maintains the green vibe, and we will never complain when fabric makes its way onto dashboard trim. Despite its compact footprint, the cabin is pretty roomy, even in the back, where we were able to sit behind a six-foot-tall driver without our knees approaching the seatbacks. The charging ports' low, inset position kept the lower half feeling roomy, with dedicated tray space for wireless charging and knickknack storage. There's also a trick little table built into the center armrest that can extend out for use while you're charging; it had no problem hosting a small laptop or tablet.
Kia didn't hold back on the tech front in the EV3. As in the EV9, a tripartite display spans some 30 inches of dashboard, with the climate controls nestled between the digital gauge display and the infotainment touchscreen. It's frustrating that the HVAC's controls are constantly obscured by the steering wheel, though; this is perhaps Kia's (and Hyundai's) biggest L in recent memory. But, thankfully, there are physical knobs and buttons for controlling temperature, volume, and swapping between various corners of the easy-to-use infotainment. Rear occupants get their own USB-C charging ports built into the front seatbacks, which is a great placement that keeps cables and phones out of trip-hazard territory.
Wait for It
It's always a little tricky pulling impressions from a drive that is as far ahead of a car's debut as this one—everything we've heard thus far points to a calendar-year 2026 debut. But based on our early experiences, we're optimistic that the EV3 will slot into the U.S. lineup with ease. The promise of more affordable EVs might not be bearing much fruit yet, but if you're hungry for an EV that isn't some swollen SUV, help is on the way. In a bit.
You Might Also Like
