2025 Kia EV3 GT-Line review

Kia’s new small electric SUV is here. It is the brand’s smallest electric vehicle to arrive in Australia to date, and its cheapest.

A scaled-down version of the 2024 Drive Car of the Year-winning EV9, the EV3 has futuristic looks, a quick but composed driving experience, as well as high levels of specification as standard.

For those looking at transitioning to an electric car, or going electric for the second family car, perhaps even coming from a related Kia Stonic or Seltos, is the EV3 the one to have?

It takes the helm as the smallest offering in Kia’s electric line-up from the now-discontinued Niro EV, offering more kit in the base variant as standard, for less.

We test the top-spec GT-Line to find out if this almost $70K drive-away mainstream small SUV is worth it, or if shopping further down the range presents better value for money.

There are four grades of the Kia EV3 so far. The base-spec Air, which comes in both Standard Range and Long Range form, followed by the mid-grade Earth and top-of-the-line GT-Line. The Earth and the GT-Line come only in Long Range guise.

The Air Standard Range has a 58.3kWh battery, while the Air Long Range, Earth and GT-Line all use a larger 81.4kWh battery. All variants are powered by an electric motor sending 150kW/283Nm to the front wheels through a single-speed automatic transmission.

The EV3 range starts from $47,600 for the Air Standard Range and goes up to $63,950 for the GT-Line, which is the variant I had on test here. Both prices are before on-road costs.

As standard, the GT-Line has the highest level of equipment, which includes four USB-C ports (two in the front and one on the side of each front seat for rear occupants), a head-up display, a 12.3-inch infotainment screen and 12.3-inch digital instrument cluster, eight-speaker Harman Kardon sound system with subwoofer, and DAB radio.

It also gets wireless Apple CarPlay/Android Auto, a wireless charger, 10-way electrically adjustable front seats, which are also both heated and ventilated, a heated steering wheel, a powered tailgate, sunroof, ambient lighting, and rear privacy glass.

The Kia Connect app gives owners access to remotely control various vehicle functions like locking and unlocking, set and schedule climate control, and access real-time information such as for traffic or weather.

Compared to the BYD Atto 3, which is a mid-sized SUV, the Kia EV3 is more expensive, with the Atto 3 priced at $39,990 for the entry-level Essential variant or $44,990 for the top Premium grade.

However, the EV3 is cheaper than its rivals from Hyundai and Volvo.

The Hyundai Kona EV line-up, which is also front-wheel-drive only, opens at $54,000 for the Kona Electric and tops out with the Premium N Line grade for $71,000.

Meanwhile, the Volvo EX30 range starts with the Single Motor Extended Range Plus rear-wheel-drive variant for $59,990, followed by the Single Motor Extended Range Ultra RWD in the middle for $66,290 and closes with the Twin Motor Performance Ultra all-wheel drive for $71,290.

At present, all-wheel drive (AWD) isn’t offered in the EV3 range, though an AWD variant is expected to join the line-up in the future, as is a performance GT version.

There are eight exterior paint choices available for $550 extra, with only Clear White offered as standard.

The Kia EV3 is 4310mm long, 1850mm wide, 1570mm high, with a 2680mm wheelbase.

It is similar in size to the related Kia Seltos small SUV, though it is a little shorter in height, and it has a shorter wheelbase.

In comparison, it is smaller than the BYD Atto 3 in every regard, but bigger than the Volvo EX30. It is similarly sized to the Hyundai Kona EV except that it is wider and has a longer wheelbase.

The inside of the Kia EV3 is an interesting place. The aesthetic is ultra-modern, almost futuristic in appearance. 

The GT-Line gets a Medium Grey trim with more grey for the console tray, while lower specs either have a Subtle Grey with Blue for the console, or Light Warm Grey with a Tangerine contrast.

Though the materials mostly feel well made, there’s something a little cold and unwelcoming about all the contrasting grey matte plastic and scratchy recycled fabric that lines the dash in my opinion. 

The greys are juxtaposed with white highlights (in reality they look more cream-like) on the GT-Line three-spoke steering wheel, armrest and doors, as well as on the front seat bolstering, which helps to brighten up the front row. Visibility is good here too thanks to large side windows and a narrow A-pillar.

However, as Sam and Alex predicted at launch, the cream on the steering wheel marks easily and has already become quite grubby even in only its first 1500km or so of life.

The seats themselves are made of a synthetic leather-look material, which are visually appealing, and though at first they feel quite firm, after spending time in them they don’t actually cause any discomfort.

They are, however, the sort of seats you sit on, rather than in, almost like a padded leather bench you might find on an old-fashioned train.

If you scan the little QR code that is posted on the corner of the dash by the front passenger’s window, it will take you to the Kia website page that details all the sustainable practices that are used in making the EV3.

However, I personally don’t really like the idea of a permanent QR code on my dashboard, as it feels like advertising. 

It would be more useful if the code took you to the car maker’s service booking page, for example, or pulled up helpful contact details for roadside assistance and the like. Something with a real-world use.

One standout feature in the front, but unfortunately not in a good way, is the sliding table that comes out of the middle armrest, which can only be had in the GT-Line grade, with other variants instead getting a regular centre console storage bin.

I would prefer to have the storage bin for several reasons. Firstly, due to the table, the actual armrest itself stops short of just being comfortable and I found my arm position sitting awkwardly on the edge of where it ends and the table begins.

Secondly, the finish is not to my taste. The speckled pattern is more reminiscent of the kind you might find on a kitchen counter than a high-spec car, but the marble-effect hasn’t quite been pulled off, and it feels very plasticky and flimsy.

And finally, I tried to use it for its intended purpose as a table, getting out my laptop to do some work, but to have enough room to do so and not be completely squished by the steering wheel, I had to move the driver’s seat all the way back. 

The concept might work in a car like the EV9, but not in something as small as the EV3.

I didn’t really miss the lack of storage bin, though, as the open compartment Kia has created on the floor is great for just chucking items such as your wallet, sunglasses, keys or even a small bag, and makes things easier to grab. 

For anything you’d rather keep hidden or tidied away when you get out, there is a good-sized glovebox.

A material better executed is the rubber mat for the wireless phone charger, which offers good grip for your phone so it doesn’t move around while you’re driving.

The dedicated EV platform in the Kia EV3 maximises the available space inside, with the front row feeling spacious enough, if not vastly so.

There is room for two bottles in retractable holders in the centre, allowing for different-sized vessels to be placed without them rattling around, but the space in the doors for drink containers is much more restricted. 

A normal 1L bottle will fit width-wise but not for height, mine juts or pokes out, and the opening is narrow down the sides, with really only enough room for keys, pens or other very small items.

At first glance I found the interior’s look to be quite jarring. It grew on me over the course of the week I had the car on test, but never enough to make me feel at home.

In the second row there is less cream, now only found on the armrests of the doors, with the seats clad in the same mid-grey fake leather. This, coupled with the fact that the EV3 gets a small sunroof and not a full-length panoramic one, makes the back of the car quite dark.

Similarly to the front row, the back seats are reasonably comfortable, with enough leg room for me at around 167cm behind my own driving position. Someone taller might feel a little more cramped, and my little one's legs were within easy reach of the back of the front passenger seat.

Two child seats can fit on the outboard seats, but you couldn’t manage a third. I just about could squeeze myself between the two at the hips, but there wasn’t room for my shoulders. The seats themselves can be installed easily through simple to access ISOFIX anchors, albeit the top tether hooks are fiddly to reach through the seatback fabric.

Head room is also limited. Sitting in the back, I had about a hand’s width above me.

There are two map pockets for putting things in the second row, although they are made of hard plastic on springs, and ideal for books and packs of stickers but not really toys or bottles because of the awkward way they open. Each rear door has room for a regular-sized drink bottle but nothing else.

As mentioned previously, rear occupants benefit from two USB-C ports, as well as a 12V power outlet that can be found at the bottom of the middle seat near the floor, which could be handy for plugging in small electrical items.

Where the EV3 does really excel with space is in the boot, offering a generous 460 litres with the seats up (in its lowest position as it can be raised to lie flat) and 1251L with them folded, as well as an extra 25L in a ‘frunk’ beneath the bonnet.

The overall larger BYD Atto 3 actually offers less with the seats up, claiming 440L, though more with them down at 1340L.

The Volvo EX30 is smaller by far, with only 318L in the boot – though there is also 61L available underneath the floor – and 904L with the second row down.

The Kia EV3’s boot space is comfortably able to accommodate daily family duties, with a pram fitting neatly alongside school bags and jackets. It also has enough room for five large open-handled-style shopping bags with plenty of space to spare, and there’s one deep side cubby, too, to stop any small bits and bobs flying around on the go.

Where the EV3 shines the most is its exterior appearance. 

The LEDs at the front and back are sharp, with the cube-shaped projectors that can only be had on the GT-Line giving a particularly edgy look.

The black highlights contrast nicely with the Ivory Silver paint this test car was swathed in, with sharp angles front and back making it an attractive proposition that turned heads everywhere I went.

However, one area where form has overtaken function is with the front door handles. They lay flat, with the user required to push one end in to get the handle itself out, to open.

I first experienced them on the first-generation EV6 in 2022 and found them difficult to use back then. Sure they look sleek, and would be beneficial for the aerodynamics, but they are fiddly to use and feel like a hard pull would see them coming off.

Even without anything in your hands, they are awkward, but having your hands full, as any parent going out with young children every day will know, plus a toddler in one arm and they are downright impossible. The type that lie flat but pop out when you approach/unlock the car are much better.

There is a win here, though. The rear door handles are the 'hidden' type and are situated higher up, as you might see on a Honda HR-V or an older Toyota C-HR. My six-year-old son couldn’t initially find them and said it was silly to put them so high up, but I found them much easier to use.

The EV3 comes with dual 12.3-inch screens, one for the infotainment and the other for the digital instrument cluster, connected as one single unit.

Through the infotainment you can access both wired and wireless Apple CarPlay and Android Auto, which works well with no loss of connection.

The infotainment system’s display is clear and crisp, though honestly a little dull to look at, in my experience.

There are a handful of selectable options you can scroll through, with things like a voice memo feature, weather and calendar all on the main screen along with Apple CarPlay/Android Auto and Bluetooth.

Below this are also some touch buttons you can adjust to be more or less sensitive, offering shortcuts to high-use features like the sat-nav, media, home screen or any favourites.

There are physical controls stationed underneath the infotainment screen for the heating and ventilation fan speed and temperature, which are easy to use by a simple push up or down. But the rest of the system is only accessible via a 5.3-inch climate control display on the screen between the main display and the driver’s cluster. 

Frustratingly, it is not visible from the driver’s seat, hidden behind the left side of the steering wheel, and it would be much better if it were positioned elsewhere, perhaps swapping out something non-essential like the voice memo feature. 

There is a ‘plus’ symbol that opens up its functions to fill the whole infotainment screen, but you’ve still got to reach around the steering wheel to touch it.

There’s not much that can be customised on the instrument cluster either.

On the steering wheel, though, you’ve got the basics at hand, such as volume, cruise control, voice command and phone buttons, plus the ability to turn the lane-keep on or off, set favourites and select your drive mode.

Controls for the heated and ventilated seats, as well as the heated steering wheel, can be found on the doors, which is quite neat and makes them easy to reach and find without having to dig through layers of menus.

The Kia EV3 has a five-star ANCAP rating awarded in 2025.

It achieved an 83 per cent pass mark in the adult occupant protection category, as well as 86 per cent, 78 per cent and 81 per cent marks for child occupant protection, vulnerable road user protection and safety assist respectively.

Two of its three main rivals also have five-star ratings, the Atto 3’s given in 2022 and the EX30’s in 2024, while the Hyundai Kona received four stars in 2023.

The top-spec GT-Line gets almost Kia’s entire arsenal of safety equipment.

This includes seven airbags, as well as features such as low- and high-speed forward collision mitigation, emergency steering assist, rear cross-traffic alert (when reversing), lane-keep assist, hill descent control, autonomous emergency braking, front and rear parking sensors, rear camera (which is very clear, but there’s no front or 360-degree cameras) and a rear seat occupancy warning.

It also has new Highway Driving Assist 2 technology, which lets the car change lanes on its own on certain roads when the indicator is activated.

The cruise control works really well, easily accessed through simple buttons on the steering wheel, with the distance control and lead vehicle alert operating effectively too.

None of the driver assistance technology in the EV3 was overbearing, with even features like the lane-keep assist, which can commonly be overdone, gently pulling the car back to the centre of the lane with minimal fuss.

Even the driver attention monitor, which I recently found to be insufferable in the related Genesis GV70, was present but fair – a long look at the infotainment might mean it chimes in but it doesn’t trigger at the drop of a hat.

The only exception was the traffic sign recognition system, which often misreads speed signs like other Kia and Hyundai models, and chimes loudly and repeatedly even if the limit is exceeded by just one or two kilometres an hour fleetingly.

It’s possible to turn the sound element off via a long press of the volume scroller on the steering wheel, leaving just a flashing icon of the speed sign on the digital cluster, but it will reset again each time you start the car.

Unlike in other top-spec Hyundai Group models, though, the EV3 only gets a blind-spot sensor and not the blind-spot view monitor you might find in the base GV70, or even range-topping Kia Sportage, for example, which is a little disappointing for almost $70K drive-away.

The Kia EV3 is covered by a seven-year/unlimited-kilometre warranty, with seven-year or 150,000km coverage for the battery.

Service intervals are set at 12 months or 15,000km, whichever comes first.

This compares to the six-year/150,000km offered by BYD for the Atto 3, five-year/unlimited-kilometre for the Hyundai Kona and five-year/unlimited-kilometre warranty for the Volvo EX30.

BYD has set the servicing schedule at 12 months/20,000km for the Atto 3, while the Kona’s is lengthened out to 24 months/30,000km.

Volvo offers the first five years or 160,000km of services for the EX30 for free.

The Kia EV3's insurance quote, using an online generator, cost $1696.24 per annum to comprehensively insure 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 driving range for the Kia EV3 depends on which grade you opt for, as there are two different batteries on offer.

The entry-level Air Standard Range comes with a 58.3kWh battery, good for a claimed 436km of driving range, while the Air Long Range gets a bigger 81.4kWh battery offering a claimed 604km – allowing buyers to access the more affordable end of the line-up and still get good driving range.

The mid-spec Earth and top-grade GT-Line, the latter of which I had here, also use the 81.4kWh battery but claim a lesser driving range of 563km because they ride on larger 19-inch wheels clad in more sporty 215/50 R19 Hankook tyres as opposed to the 17-inch 215/60 R17 Kumhos worn on the Air.

Energy consumption is rated at 14.9kWh per 100 kilometres for the Air and 16.2kWh/100km for the Earth and GT-Line.

On test, I found the best I could achieve was 14.2kWh/100km, coming from regular long commutes in stop/start traffic, with my worst – when the freeway traffic actually got moving – jumping to the claimed figure of 16.2kWh/100km. Our average consumption on test was 15.2kWh/100km.

Unlike its larger siblings, the EV3 uses 400V architecture and front-wheel drive rather than 800V and AWD to save on cost, which means it doesn’t charge as quickly as say the EV6 or EV9.

AC charging times from 10 to 80 per cent are quoted at 32 hours and 10 minutes using the three-pin AC charger, or seven hours and 15 minutes using an 11kW three-phase charger.

However, using a 50kW public fast charger can slash that time to 79 minutes, fine for plugging in while you do your grocery shopping, or 31 minutes on a 350kW ultra-fast charger.

As the popularity of EVs grows, most people will likely charge at home, which is what I did. When I got the EV3 it had 551km of driving range, claiming it had around 93 per cent remaining. In total, over the week, I drove 614km, returning it with 131km and around 21 per cent charge remaining.

So by trickle-charging for around three hours on three occasions at home during peak solar times, and using our 11kW office charger once for roughly four hours, in total gave me an additional 194km which negated having to use a public charger. 

If I were to own the EV3, however, I would get a home charger installed so I could get more driving range and pay nothing for it using my home solar.

I did find throughout the week that I was getting climate control-specific range anxiety, though, as EVs really make you aware of how much energy you’re using to crank up the heating on cold winter mornings.

While Eco mode offers the best distance, by also limiting the output of the HVAC system, even by just knocking the fan speed up a notch means losing 10km from the driving range. In Normal mode you can drop as much as 30km doing the same thing. 

Have the heating blowing, heated seats on, and heated steering wheel on, and you could be looking at closer to a 100km drop in range. Gulp.

All variants are powered by the same 150kW/283Nm single electric motor driving the front wheels.

Despite only having 150kW to play with, with a claimed 0–100km/h time of 7.9 seconds, the EV3 is quick off the mark and has plenty of poke for most circumstances, until it reaches high speeds when it starts to run out of puff.

Acceleration is decent even in Eco mode, making the most of the available torque for overtaking or lane changes and the like. Sport mode improves the throttle response even more, while also adding weight to the steering.

Braking is good, too, with the EV3 equipped with not only a one-pedal drive mode, dubbed i-Pedal, but a new for this model ‘3.0’ version that allows you to vary the strength of the regeneration from one to three. 

In level one the regen is almost absent, and it’s more like driving a traditional car. Level three, on the other hand, is very jolty and feels like you’re slamming your foot on the brakes every time you ease off the accelerator. At the risk of sounding like Goldilocks, level two is the sweet spot.

Like other Kia EVs before it, the EV3 has been specifically tuned for Australian roads, with a unique suspension tune that features bespoke springs, anti-roll bars and dampers designed to suit local roads and driving conditions, as well as recalibrated steering.

The ride is pretty good in the small SUV as a result, although the suspension can be upset by big potholes, sending a shockwave through the chassis. It feels comfortable and composed most of the time and handles the rough patches and imperfections on our roads well.

The low-profile Hankook 215/50 R19 tyres offer good grip, even in the wet, with the EV3 feeling well planted and only a little body movement. But, going faster through tight corners, it exhibited some understeer, and on hills, the front wheels spun in my experience.

Noise in the cabin is not as quiet as I would’ve hoped. There’s no overwhelming roar, but the sound of the wind can’t be ignored and you have to turn the volume up quite high to totally eclipse it. Luckily, the Harman Kardon sound system is top notch and does the job.

Similarly, a fair amount of road noise is kicked up by the tyres, and it sounds like it could benefit from more absorption in the front foot wells and wheel wells. There doesn’t seem to be much difference whether you’re in Eco, Normal or Sport mode.

The steering isn’t overly engaging, but it’s agile enough to respond as needed, with no apparent dead spots. As mentioned, it’s sharper in Sport and in the individual MY mode, if sport steering is selected. Grip of the steering wheel is fair, but not great due to its awkward and chunky shape.

In addition to the drive modes mentioned above, accessible through a toggle at the bottom of the steering wheel, there is also a Snow mode in case any daring owners fancy taking the EV3 off the beaten track in icier conditions.

Yes, but not very much. The Kia EV3 is rated to tow 1000kg braked and 750kg unbraked.

There’s a lot to like about this small SUV, and it will be interesting to see how much favour it finds with buyers with Kia now offering a more affordable entry point to its electric range.

The top-of-the-line GT-Line, however, is quite expensive considering it misses typical high-spec features like a 360-degree camera and real leather seats, and that centre console table alone is almost reason enough to shop further down the range.

Depending on what you’re looking for from your family EV, it could be worth considering the Air Long Range or, if budget allows, the Earth instead.

The Air LR uses the same larger battery as the GT-Line but gets more driving range from it and a lower energy consumption figure. The 17-inch wheels are obviously smaller, but higher-profile, so they would be more comfort-focused.

And it benefits from the same extensive list of safety equipment as the GT-Line, with the exception of the remote boot release function. 

Sure it’s handy, but it’s not a game-changer for a $10K difference in asking price in my mind, and neither are the alloy sports pedals, head-up display and ambient lighting, which only the GT-Line get.

If you can’t live without heated seats and a heated steering wheel, for five grand more you can get them in the Earth for $58,600.

A BYD Atto 3 is bigger, and cheaper, but its looks and some of its features are polarising, and it doesn’t drive nearly as well, while the Volvo EX30 is a little on the small side for a practical family daily… though it does offer AWD in its highest configuration.

The Kia EV3, then, if we’re back to playing Goldilocks, is just right, though the Kona EV also has sharp looks, is a good size, and comes in at a compelling price too. 

A born-and-bred newshound, Kathryn has worked her way up through the ranks reporting for, and later editing, two renowned UK regional newspapers and websites, before moving on to join the digital newsdesk of one of the world’s most popular newspapers – The Sun. More recently, she’s done a short stint in PR in the not-for-profit sector, and led the news team at Wheels Media.

Read more about Kathryn Fisk