Subcompact crossover is just the kind of EV Canadians have been waiting for

Again, the EV3 takes a page from the EV5 when it comes to battery offerings. The Light FWD is the sole trim to get the base 58.3 kilowatt hour battery, good for an estimated 354 kilometres. The rest of the trims are powered by the long range 81.4 kilowatt hour battery. Estimated range for the front-wheel drive models is a very impressive 517 kilometres; and in the mid-400s for all-wheel drive models. As mentioned, the EV3 is based on Kia’s dedicated 400-volt E-GMP architecture, and comes standard with the NACS, or Tesla, charging port.

If the exterior of the Kia EV3 looks familiar, it should as it is essentially a smaller version of the EV5, which in turn is a smaller version of the EV9. Not exactly, but enough to clearly make them cut from the same CAD cloth. These include Kia’s signature Tiger face front end, short overhangs and a sloping rear roofline. Yes, it can be described as boxy, but that roofline does give it a sporty silhouette. Around back the hidden rear door handle gives the EV3 a very clean and minimalist look. Speaking of minimalism, the EV3’s cabin, like its larger zero-emission stablemates, is a study in clean lines and a decluttered dashboard. In the cargo area, EV3 features 60/40 flat folding seats, a cargo area with 740 litres of capacity, a standard two-position luggage board with underfloor storage, and a 25-litre frunk, a unique feature in the sub-compact EV segment. And rear passenger room is excellent.

Having just spent a week in the EV5, it was great to drive the EV3 to see if there is much difference in the driving experience. My test vehicle was the front-wheel drive GT-Line model. The biggest difference was apparent right away. The EV3’s steering is much heavier, and that’s not a bad thing. Not that the EV5’s was too light; more like medium. But the EV3’s steering translates to a very sure-footed and fun-to-drive small vehicle. Other than that, the EV3 dynamics felt very similar the slightly larger EV5: well-balanced, very smooth and quick. Under hard acceleration I did experience a little torque steer, though that could have been caused by a slick Vancouver Island on-ramp. And like the EV5, the EV3 comes standard with Kia’s new i-Pedal 3.0 system. The first generation of these systems that allowed for one-pedal driving were unrefined, with occupants’ heads snapping forward and back when the heavy regen took control or was released. This latest version has eliminated almost all of that and really adds to the efficiency of the vehicle. And, when you shut the EV3 off and turn it on again, the i-Pedal setting that the vehicle was last in stays activated. Bravo.

My drive time was five hours and 22 minutes, I travelled 271.6 kilometres and posted a very impressive average of 15.4 kilowatt hours per 100 kilometres. I began the journey in Campbell River with 99% and 477 kilometres of range. I finished in Victoria with 47% charge and 229 kilometres of range. Some quick math reveals that efficiency rating translates to 528.5 kilometres of full charge range (the battery size of 81.4 kWh divided by the efficiency number of 15.4 and multiplied by 100). And that was at speeds at or slightly above the speed limit and with the heat set at 22-degrees and the driver seat heater on. That’s some serious real-world range for a sub-$50K vehicle.

While we reported from the New York Auto Show in April that when the Kia EV3 arrives here it will be the least expensive EV in the country, Nissan Canada recently upended that with the announcement of the 2027 Leaf S, with a starting price before the $5,000 federal rebate of $34,995 before fees. The base EV3, the front-wheel drive Light model, is just $2,000 more, at $36,995 before fees and $39,744 all in. Note that the federal rebate will knock $5,000 off that, and Quebec residents a further $2,000 thanks to that province’s EV incentive program.

The MSRP for the remaining trims are: Wind FWD ($40,995), Wind AWD ($43,595), Land FWD ($43,595), Land AWD ($45,995), GT-Line FWD ($45,995), GT-Line AWD ($48,495), GT-Line Limited FWD ($49,995), GT-Line Limited AWD ($52,494) and the GT AWD ($55,995). Note that the GT-Line Limited AWD and GT AWD do not qualify for government rebates. The 2027 Kia EV3 is on sale now across Canada.

This time last year Kia was sixth in terms of EV sales in Canada; today the company sits fourth, behind top dog General Motors, Tesla in second and Toyota in third. Kia’s EV offensive of the last few years is really starting to pay off, and the arrival of the 2027 Kia EV3 will only add to that sales growth. Heading into 2027, Kia’s EV stable is one of the most diverse in the business, with the subcompact EV3 and Niro EV joined by the EV4 sedan, the EV5 compact SUV and the full-size EV9 SUV. And on the commercial segment there is the PV5. The performance grand-tourer EV6 has been discontinued, but given Kia’s track record, one can expect to see an EV7 and EV8 coming soon. The ultra-compact hatchback EV1 is expected to be released in some global markets later next year, while the subcompact EV2 is currently sold in South Korea and Europe. Neither are expected to go on sale in Canada. Interestingly, the 2027 Kia EV3s that will be sold in Canada will be built at Kia’s Mexico factory near Monterrey.

So, are we truly entering the age of early majority EV buyers, meaning many who have said they would buy an EV if it was priced similarly to an ICE counterpart? I really think we are on the cusp of that, as vehicles like the 2027 Kia EV3 really offer value for money, excellent range and performance and styling that punch above their weight class.

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