2024 Kia EV9 GT-Line review

Kia's got some brass ones these days, because its new EV9 electric SUV is big, bold, and bloody expensive. It's also unique, for Kia and the market alike, which could result in a surprise success – even at $100k a pop.

It's here. Arriving in rapid form after its global reveal just nine months ago, Kia's massive EV9 is now on sale in Australia. And, unlike the smaller EV6 when it launched last year, Kia has enough supply to satisfy all but the most unlikely levels of buyer interest, with an allocation of around 100 cars each month.

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Whether the EV9 will come close to those sorts of sales numbers remains to be seen, but with something like 7000 'expressions of interest' – which can be anything from a visit to a phone call or a click online) – and dealers "writing orders for a while already", Kia might be onto a good thing here.

At the time of last week's Australian media event, Kia's local arm said it had around 200 EV9s inbound by ship, and it intends for each of its 133 dealers to have a demonstrator on display.

Should you go take a look? The short answer is yes, but let's get into it.

NEW: Kia's plan for EVs in Australia

Kia is looking at 2024 as a watershed moment for its electrification plans, with a host of new and updated EVs bound for Australia. Get all the details here.

JUMP AHEAD

• Pricing and features
  • Power and range
  • Equipment
  • Technology
• How do rivals compare on value?
• Interior comfort, space and storage
• How does it drive?
• VERDICT

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How much is the EV9 and what do you get?

The EV9 is expensive, have I mentioned that? I feel like I've mentioned that.

Of course, everything is about context, and while the EV9's size and segment positioning form big pieces of the puzzle, it's also very well equipped. Through the entire three-model range, in fact.

You can read Jordan Hickey's full and exhaustively detailed pricing story here, but I'll touch on some range-wide highlights.

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Drive configuration, power & range

The entry-level model is the rear-wheel-drive EV9 Air, with a 76.1kWh lithium-ion battery pack and a claimed 443-kilometre driving range (WLTP). The Air's single motor produces 160kW and 350Nm, promising a 0-100km/h time of 8.2 seconds with only the driver on board.

The $106,500 'mid-range' EV9 Earth moves us into dual-motor territory with a 99.8kWh battery pack, boosting outputs to 283kW and 700Nm while adding all-wheel drive, a claimed driving range of 512km, and a much sharper 6.0-second run to 100km/h.

At the top of the range, and our focus here, is the $121,000 EV9 GT-Line. With battery and power numbers identical to the Earth, the GT-Line differs primarily in its equipment list – although it will draw more current to deliver a 0-100km/h time of 5.3 seconds, corresponding to a slightly shorter claimed driving range of 505 kilometres.

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It's uncommon for a RWD EV to have the shortest driving range, but Kia says its buyers have shown a preference for AWD – which, in this case, also boosts braked towing capacity from 900kg to 2500kg. But, as always, buyers should note that EVs will lose around half their driving range when towing at their full claimed capability. You should also consider that the rearward position of the charging port means you'll usually have to unhitch a trailer and back up to the charger.

The EV9 uses the same E-GMP platform that underpins the EV6, upcoming EV5 and Hyundai's Ioniq models – meaning it also boasts the same 800V electrical system.

Using a 350kW 'DC+' fast charger, this system enables a 20-minute charge from 10-80% for the EV9 Air, and 24 minutes for the GT-Line. To preserve their battery cells, most EVs will slow their charge rate after 80%, and the EV9 is no exception.

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Equipment & safety

I said the EV9 is well-equipped, and it is. First impressions count, and when I climbed into the Air, my first impression was that there isn't much missing. That isn't quite true, as the tables below make clear, but there's still a lot going on here.

The most noticeable and flashy inclusion at the $97,000 opening end is the dual 12.3-inch displays (those are the huge kind) with a cleverly devised 5-inch climate display sandwiched between them.

Even listing the entry-level EV9 Air's highlights is a challenge. What to exclude? For me, as a tech nerd, the standouts are the three-zone climate control; six USB-C charge ports (two in each row); powered tailgate; heated, ventilated and eight-way powered front seats; and a heated steering wheel.

That's the creature comforts. As a dad – and for it to achieve a top ANCAP safety score under the latest strict requirements – I'm pleased to see that the EV9's standard safety list is loaded almost to the lid. See the full list below.

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But! Despite this royal flush of active and passive safety features, there are still three omissions at the entry level that should really be included: a top-down 360º surround camera view, blind-spot cameras, and a head-up display. For the first two, you'll need to step up to the $106,500 Earth, which Kia expects to be the most popular variant. The head-up display is unique to the GT-Line.

Buyers should also know that Intelligent Speed Limit Assist (ISLA) is again featured (as it is in all new Hyundai models), causing a loud beeping when the speed limit is exceeded. This can be made quieter or even deactivated, but as with previous ISLA-equipped models, it must be done each time the vehicle is started. Kia notes, however, that you can now map the ★ button on the steering wheel to go direct to the safety settings screen, shortening the number of steps from about seven to four. Of course, the noise is most easily avoided by not speeding...

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The $121,000 GT-Line is the focus of this review, and you can see that even though the Air and Earth models are well-equipped, the GT-Line adds its share of comfort, convenience and safety kit.

$15k worth? That's up to you, and Kia knows the mid-range Earth is where most buyers will land, but the GT-Line should prove compelling for big-budgeted yet pragmatic buyers considering a more expensive and traditionally premium offering – with or without a need for seven seats.

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What technology is the EV9 packing?

Err, a lot. Let's start with the phone-like fingerprint authentication pad that means crooks can't steal your car even if they've got one of the key fobs – so long as they don't also have one of your fingers. It works quickly, and setting up your fingerprints is exactly the same processed you'd use for any phone with a fingerprint scanner.

The second generation of Kia Connect is also featured, pairing your vehicle with your phone through a persistent online connection. The system launched last year with the small Niro, but this latest form adds over-the-air updates and, soon, an online store for features and apps. (We're not expecting heated seats to become a paid feature.)

Kia says Connect will allow owners to download and install software updates for "almost 60%" of the EV9's controller systems 'over the air', and map updates are also delivered twice yearly through this connection.

Apple Carplay and Android Auto are both standard in a wired form, but an over-the-air update due in the next month-or-so will enable wireless connectivity for new and existing owners.

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As with a number of other recent electric cars, the EV9 gets digital cameras in GT-Line trim. Yes, we may scoff at the 'solution looking for a problem' mirror cameras, but I've come around.

Not only do they show a marked improvement in wind noise when compared to the conventional mirrors on the Air and Earth models, but the viewing angle displayed on the door screens is so wide that it largely (but not completely) diminishes the critical importance of performing a head-check.

They're also a more obvious presence and easier to glance at, improving the driver's general situational awareness. If these features help to stop less mindful drivers from causing harm or bingles on the road, I welcome them. (Let's see how long they go before needing an expensive replacement...)

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There's also a less controversial camera view in the main rear-view mirror, which can be used as a conventional mirror if preferred (thanks to the mirrored glass of the screen), or quickly flicked to a digital display as needed – such as when passengers' heads are in the way, or the boot is loaded too high to see out the rear window.

Not only is the digital view wider, but it's also proved surprisingly entertaining for Miss 5, who gets the exact same view from her seat in the second row, since there are no mirror angles to deal with. "There are so many cars chasing us!" 😆

The EV9 also marks the Australian launch of Highway Drive Assist 2.0, which can autonomously manage a lane change on mapped highways – but, since it's illegal to take your hands off the wheel, the system's official job is to monitor for potential collisions when you indicate, and then guide you safely through the lane change when the coast is clear.

HDA also brings hands-on detection, stop-and-go cruise control, and lane-following assist to keep you centred in your lane.

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How do the EV9's rivals compare on value?

For now, the EV9 is Australia's 'Goldilocks' option for seven-seat electric SUVs.

The Mercedes EQB is cheaper but markedly smaller, and the EQS is a little bigger but markedly more expensive – while the EQE is both more expensive and short two seats.

Volvo's large EX90 is still a year away from its local launch, and will likewise be much more expensive than the EV9.

The most appropriate rival, if it's space you need, is probably the LDV Mifa 9 electric people mover. It's more expensive, ranging from $106k to $131k, but you get a comparable feature set and a 440km driving range. However, it charges slower, delivers only 180kW/350Nm front-wheel-drive for the price of Kia's dual-motor AWD EV9 Earth, and has a shorter warranty.

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The Volvo EX90, an all-electric successor to the popular XC90, will reach Australia in late 2024

Interior comfort, space and storage

Comfort, personal space and cargo capacity in the EV9 is just about bang-on, as you should be able to expect from a vehicle of this size.

The EV9's long 3100mm wheelbase – a huge 285mm longer than that of the Sorento – along with its wide and surprisingly tall cabin, make it a properly spacious thing. Even the space-focused Carnival has a slightly (10mm) shorter wheelbase, although its total length is 145mm longer (5155mm plays 5010mm).

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Driver and front passenger will have no valid complaints for space, and the synthetic 'vegan leather' (not made from vegans, I confirmed) seats provide a well-considered compromise between firm and plush cushions, along with good thigh support and fixed bolstering that feels suitably secure without leaving wider occupants uncomfortable.

In the GT-Line, there's also smart bolsters that will actively tighten around you under swift acceleration, which is a neat effect.

And, oh, friends... the mesh headrests. The mesh headrests are just lovely. A little Volvo inspired, they're beautifully supportive and perfect for a nap when you've powered your seat back into the relaxation position while charging.

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The second row is similarly accommodating, thanks to good toe space beneath the front seats, scalloped seatbacks for knee room, a flat floor, and room enough for three adults to sit fairly comfortably.

Second-row passengers would benefit from more thigh support, however.

Thanks to the completely flat floor and long wheelbase, most adults will survive a trip in the third row with muscles unharmed, knees intact and hair styles unspoiled, which is saying something for most third rows. Knee room can actually be quite generous, thanks to the sliding second row.

A one-touch sliding function for the second-row seats is also featured, along with the ability to flip them entirely forward – meaning the third row can be accessed even if you have child seats in the outboard positions of the second row. (Perhaps remove your child from the seat first, though.)

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There are three climate zones – two in front and a shared rear zone with two vents in each of the rear rows, long with two USB-C ports each. As with most EVs, the EV9 can't cool the cabin well enough on a warm day to simulate an icebox (this furnace-bodied writer's preference), but the lowest setting of 17º, along with the cooled seats, will keep everybody comfortable.

Materials throughout, along with fit and finish, are comfortably up to the best in the class. The EV9 Air has more exposed hard plastics at touch points than I'd like – especially around the centre console, where your knee will often rest – but this is a minor grievance, especially in mind of how well equipped the Air comes.

The GT-Line, where I spent most of my time on launch and in the week after, is just about sumptuous by comparison. With very convincing leather-like bioplastics for the seats, a surprisingly classy recycled plastic-based fabric on the dash, and a suede/Alcantara-like headliner made from – you guessed it – recycled plastics. If you saw my earlier walkaround video, you might recall I lingered on that detail. It's a very "what sorcery is this?!" experience.

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Cabin storage and boot space in the EV9 is impressive overall, with only the door bins standing out as surprisingly tight for anything bigger than a 600ml drink bottom.

The boot is a real showpiece, however. Kia claims a frankly huge 333 litres with the third row in use and 828 litres when folded flat. This blows out to a "could... could I live in here?" 2320 litres if you drop the third and second rows flat. And you'll do that electrically, by the way, via a set of four buttons in the boot – set alongside a 250V, 16A three-pin power outlet for all manner of conventional appliances. You've seen the videos.

Kia lists its storage capacities to the European VDA standard, but for the sake of comparison, it's also offered a chart to show how the EV9's rear storage compares to the large seven-seat Range Rover, measured to the SAE standard.

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In the front, the RWD EV9 Air has a 90-litre 'frunk', while the dual-motor Earth and GT-Line models get a smaller 52-litre space to accommodate the additional motor.

In terms of sheer dimensions, Kia is keen to note that while the EV9 is a fair bigger in all directions than the Sorento, it's not as overwhelmingly large on the road as a seven-seat Range Rover – which has a 97mm longer wheelbase and measures 238mm longer overall. The big Rangey is also 67mm wider and 90mm taller.

Why does Kia make a point of this? Because it's proud of the EV9's packaging, which claims greater legroom in the first and second rows, headroom in the first and third rows, and shoulder room in the first and second row. Land Rover doesn't quote shoulder room for its third row, so Kia offers no comparison numbers for that very back row.

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In the front row, there's a large combination cup-holder and cubby space with a sliding drawer lid, set above a huge lower storage section that makes good use of the EV9 having no conventional transmission to take up that space.

Behind the cup holders is a fairly shallow console bin beneath the arm rest, along with a single wireless phone charging pad. There's also a large glovebox (9 litres in Air and Earth, 8 litres in GT-Line), and decent – if a little narrow – door pockets.

Passengers in the second row get cup holders in the rear of the centre console, and in the flip-down centre armrest if that seat isn't in use. There's also map pockets in the front seatbacks, small but useful door pockets, and – oh yeah – a properly deep cubby in the bottom of the centre console. Storage space democratised!

Way out back in the third row, you've got large cup-holders and a small tray next to each that would accommodate an AirPods case at most – but it's something at least.

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Mini Match-up: Key alternatives

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What is the EV9 like to drive?

Firstly, in case you've been living on Mars these past few years, here's an important point to keep in mind: all EVs are heavy.

Really heavy. The EV9 weighs in at 2960kg in RWD form and breaks the scales at 3240kg for the dual-motor models. A lot of that is in their big battery packs, too, at 463kg and 566kg respectively.

For some perspective, if you swapped those batteries for a 1957 Fiat 500 (fresh out of a hydraulic press), you'd add nothing more to the EV9's weight. It wouldn't go anywhere, but still.

All of this is really to say that when I tell you the EV9 handles as neatly as the well-regarded and surprisingly fun Sorento GT-Line, if not better – with weight distribution, long wheelbase, a complimentary centre of gravity and yet more of Graeme Gambold's exhaustively proven local suspension work in its favour – it should, well, carry some weight.

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It's also stronger through the body than, for example, a Tesla Model Y, with eight more hot-stamped parts used as well. Kia says the EV9's torsional stiffness is 14% greater than the Tesla, while average tensile strength is 9.7% better.

Listen, it's not a sports car. I find myself saying that a lot – mostly for those readers who can't comprehend that a modern SUV might corner flatter and shift direction with more composure than many older sports cars – but this is where we are now. If you're uncommonly inclined to give the EV9 a competent whipping, it won't go screeching into the first concave guardrail you see. It grips. It's balanced.

Indeed, it'll rarely utter a squeal except for at the hands of the most wildly thrill-thirsting drivers, and if you let the i-Pedal brake-regen setting do its thing as you approach a corner – effectively producing a trail-braking sensation when you gently lift off the accelerator – you'll scoot through. Often with the thought "but how?" rushing into your mind.

Of course, it's bloody quick, too. All that electric torque is no joke, so if you'd rather just enter corners sensibly and rocket out of them, that'll work too.

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In regular driving, the EV9 GT-Line is perfectly competent as a comfortable commuter, even on its large 21-inch wheels – thankfully shod with low rolling-resistance Continental PremiumContact C rubber, developed for a low-noise application.

In touring sections of the New South Wales coast and the Southern Highlands, I encountered little cause for concern when it comes to the EV9's ride and comfort over pot-holes and broken surfaces, corrugations and unsealed surfaces. Like the smaller EV6, the EV9 is equipped with frequency-selective damper tech and self-levelling rear suspension – all with Australia-specific tuning by Kia's ride and handling guru, Graeme Gambold.

Road and wind noise are well suppressed, thanks to those tyres but also an abundance of sound-insulating materials and laminations in the body and the windows. It all adds to the vehicle's weight, of course, but a journey without these elements would not be pleasant.

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Road trippin'

Immediately after the launch event, I drove an EV9 GT-Line from the Southern Highlands to Outer Eastern Melbourne – a journey of more than 700km. I had 490km indicated range when I left.

Using the Kia Connect navigation system to identify charging options along the way, I decided to make my stops at Jugiong, 210 kilometres away, and then Barnawartha, a further 240km.

Why didn't I skip Jugiong and head directly for Barnawartha? I'm no genius, but I'm no fool: EVs do their best work in urban environments where they've got less drag to combat and can capitalise on plenty of stop-start traffic to pour braking energy back into the battery.

So, while the EV9 GT-Line's official WLTP efficiency rating of 22.8kWh/100km is good for its massive 3240kg weight (plus my 120kg and my four-tonne camera bag...), it wouldn't be doing its best work on the highway.

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Well, I pulled into Jugiong with 54% battery and 242km range remaining.

Efficiency? Travelling at 110km/h with no brake regeneration and a number of breaks for photos and toilet stops, varied from the high 20s to – by the time I backed up to Jugiong's free-for-now 50kW NRMA charger – 21.3kWh/100km. Not bad.

Clearly I had little to worry about, but nonetheless, I was right to not try barrelling on to Barnawartha before topping up.

After a wander around to snap some photos of the car and the local scenery, I returned to 81% charge and 397km indicated range. No sense charging any further, since it had throttled charging speed when it hit 80% – and my next stop was well within range.

Arriving at the RACV Chargefox location in Barnawartha, situated about 80 metres from the Shell servo and food hall whose site it shares, the EV9 showed 23% battery and 102km remaining. Again not bad, given my indicated range from Jugiong suggested I'd hypothetically have 155km remaining at this point. Efficiency had fallen off, however, with the EV9's big display showing 24.2kWh/100km with 3 hours and 51 minutes of driving behind us.

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The Barnawartha charging station presents an interesting puzzle for the EV9.

Because this Kia's charging point is on the driver's side at the rear, you have to back into your space – which is fine, except that this location has a disabled parking spot at one of its two chargers, and that's where I'd need to park in order for the charging cable to reach the EV9's receptacle.

I would've if I had to, but thankfully the other 350kW charger's most appropriate spot was available. But, as I discovered, this charger wasn't behaving too well. When plugged into the EV9, it wouldn't progress beyond 'preparing your session' – and I tried a few times. Eventually, I phoned Chargefox, who tried confirmed the problem and tried to reset the charger remotely, but it wouldn't respond.

I suggested we simply try another session while they were on the call, so they asked me to firmly support the cable in the EV9's charging port, as this can supposedly help deal with any degraded or damaged pins. In the EV9? I don't believe so, since I've since charged at an Evie location with no issues.

Well, this trick worked, so the charging session was off and away. I asked if the charger would be marked for a maintenance visit, and I was told no – it's not a significant enough fault. It was pretty significant for me...

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After a chat with an elderly couple in a 2022 first-gen Kia Niro Electric (new badge, old model) who confirmed they absolutely love their Niro but not so much the apparently EV-ignorant and disinterested staff at their local (regional) Kia dealership, I wandered off for a burger. Lunch time!

Burger down, my 35-minute stop had returned the EV9 to 90% charge, feeding 75.4kWh into its 99.8kWh pack. So, with 413km indicated range, I decided to power on home with no further stops. Exiting the Hume towards Mansfield for the scenic and more dynamically interesting route, I had a 305km trip from that last recharge – stopping only briefly in Bonnie Doon to take in the serenity.

With half-a-dozen more stops for photos, and the corresponding accelerations back up to speed, I arrived home with just over 40km of indicated range. Not quite the 108km I "should" have had remaining, but when have you ever met a car with a perfectly accurate prediction of its remaining range? And, friends... I wasn't exactly babying it.

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VERDICT

It's a good thing, this big, bold, and bloody expensive electric SUV.

The EV9 feels every bit the premium offering Kia wants you to consider it, and while it's no Bentley... the general fit and finish, through to the materials used, the leaps made in its technology offering, the smarts of its interior packaging and the first-class efficiency of its electric drive system all combine to make the EV9 the sort of product you might mistake for a more prestigious brand's work in one of those blindfolded taste tests.

I don't know if Kia will move many at the $100,000 price point it's decided to kick off from, but if you're shopping with that budget – or even better, a Mercedes EQS budget – it wouldn't be the worst idea, or all that disappointing a compromise, if you steered to the EV9 instead. Hell, you could pick yourself up an EV6 with the change. Maybe a couple of EV5s. A few EV3s?

It's not the sort of cross-shopping most buyers consider, with those German luxury marques carrying so much perceived value and social credit in their badges – but this feels like a good time to start. If only for those mesh headrests...

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