Kia EV9 2024 review

As of writing this review, we don’t know how much the EV9 will cost in Australia yet. Estimates, based on overseas prices, have the car starting at a smidge under $100,000 for a base model (if you could call it that) Air rear-wheel drive version, reaching possibly as far as $130,000 for the top-spec all-wheel drive GT-Line.

The brand has suggested the Australian launch will consist of just the base 2WD Air and the top-spec GT-Line, both in seven-seat layout, but the car we sampled in South Korea is a mid-spec Earth in an intriguing six-seat layout and with the all-wheel drive powertrain.

The GT-Line grade which we’ll get in Australia at launch adds some sportier design elements to the exterior design, like these unique wheels. (Image: Tom White)

Retail for this model in Korean Won kicks off from the equivalent of AU$100,592, although our car had the six-seat ‘relaxation’ seats ($2317), 21-inch wheels ($1392), and a built-in dashcam recorder (neat feature, $690).

Other than these optional items, the EV9 at Earth grade includes synthetic leather interior trim, power seats for the first and second rows with heating, ventilation, and message functions, dual 12.3-inch screens for the digital instrument cluster and multimedia suite, Apple CarPlay and Android Auto connectivity, a wireless phone charger, eight-speaker audio system, keyless entry with push-button start, tri-zone climate, a dual sunroof, LED headlights, and of course the full set of safety equipment.

A two-tone interior with synthetic suede touches (similar to the EV6 GT-Line). (Image: Tom White)

It’s a lot of stuff, and from sitting in it, I can tell you it earns its spot as the most expensive production Kia ever made.

The GT-Line grade which we’ll get in Australia at launch adds some sportier elements to the exterior design, unique wheels, a two-tone interior with synthetic suede touches (similar to the EV6 GT-Line), upgraded LED headlights with adaptive high beams, and the brand’s latest remote parking assist feature.

The interior is next-level for a Kia. The space is so voluminous it feels like it’s rivalling the brand’s own Carnival people mover, and the rear doors are so enormous it almost feels like they should be sliding down the side.

Either way, access is relatively easy, although you have to step up a decent distance as the ride height is compounded with the thick floor needed for the battery pack.

We were of course sampling a six-seat example, which has even more interior room than the seven-seat versions we’ll get in Australia, and as part of a shared drive program I spent plenty of time riding in the second and third rows to assess their comfort levels.

The second row for our test example consisted of two big chairs with foldable armrests and electrical adjust, heating and cooling, as well as possibly the most visceral message function I have ever used in any car. This thing isn’t just a mild push in the seatback, it will properly rattle you around on maximum setting. Weird!

The second row for our test example consisted of two big chairs with foldable armrests and electrical adjust. (Image: Tom White)

On top of this, the Korean market model will automatically start the message function in the driver’s seat if you leave the adaptive cruise on for a while, supposedly to stop you falling asleep.

The rear thrones in our six-seater obviously offered no shortage of leg space and headroom is more than plentiful, but I was happy to find the third row also offers more than sufficient space for an adult.

Like the Carnival, amenities are numerous for rear passengers, with a large tray for a bottle and phone, a USB charging port, and vents in the roof. It will be interesting to see if this space is as versatile and accessible in Australian-delivered seven-seat versions.

As mentioned, the space up front is functional and open. The floating centre console offers two large bottle holders with a sliding cover, and a large console box which hides a wireless charger.

Below, there’s a large tray where you could place a small bag or large single objects to stop them being thrown around the cabin.

I’m glad Kia’s designers have seen fit to maintain at least some physical toggles for the climate functions, and there are touch-based shortcut buttons integrated into the design.

Boot space is surprisingly functional even with the third row deployed, and seemingly enormous with the third row folded flat, although VDA figures for boot space are yet to be confirmed by the brand.

There is also a frunk although the volume is reduced when the EV9 is chosen as an all-wheel drive.

An added bonus for the EV9 is its V2L system, which lets you power household appliances from an adapter for the charging port. The Korean genuine accessories table even includes a fitted lay-flat mattress, camping tables, window blinds... the lot. The possibilities are seemingly endless.

The EV9 is offered with two drivetrain choices, a 150kW/350Nm rear-wheel drive version, or an all-wheel drive 283kW/700Nm version which we tested for this preview drive.

Truthfully, 150kW/350Nm sounds a tad strained considering the base EV9’s near-2500kg kerb weight, although the all-wheel drive version as-tested had no shortage of punch.

We’re keen to see if the base Air rear-drive has what it takes when it launches in Australia shortly.

The EV9 has huge battery packs due to its size and weight. The base Air RWD will have a 76.1kWh battery in Australia, with WLTP range figures yet to be revealed, but the version we tested for this review had the long-range 99.8kWh battery.

Again, WLTP figures are yet to be confirmed for this battery, but the Korean figures have the range landing at a healthy 454km in combined driving conditions.

Official consumption for the version we tested lands at a whopping 25.6kWh/100km on the Korean figures, which would make the EV9 a heavy energy consumer, but we saw a significantly better 19.6kWh/100km on our 100 or so kilometre drive loop, continuing the trend of Kia and Hyundai electric models matching or beating their claimed energy consumption numbers.

When it comes to charging, the EV9 has an 800-volt battery, able to accept up to 230kW on an ultra-fast DC charger (of which there are not many in Australia).

WLTP figures are yet to be confirmed for this battery, but the Korean figures have the range landing at a healthy 454km in combined driving conditions. (Image: Tom White)

At this speed, the EV9 is said to be able to charge from 10 - 80 per cent in just 24 minutes. Expect more like two hours on a more common 50kW unit, while on an 11kW AC connector you’ll be looking at seven or eight hours.

A time on a wall socket is not quoted, but back of the napkin numbers have 10 - 80 per cent in almost 30 hours. 

The EV9 also has a vehicle-to-load accessory for powering external devices from the charging port, and a full-size power outlet in the boot.

On the topic of safety, the suite offered in the EV9 promises to push the envelope even further for Kia.

Active items include auto emergency braking, lane keep assist with lane departure warning, blind-spot monitoring with rear cross-traffic alert and more.

The adaptive cruise suite is upgraded to what Kia calls its ‘Highway Driving Pilot’ which is said to be capable of Level 3 driving autonomy, which means the car can perform all the tasks required for driving on its own, but requires a human present.

As it is, the car we tested did not allow us to remove our hands from the steering wheel when cruising, as it would sound a chime to remind you to place your hands back on the wheel.

The EV9 has 10 airbags, including a centre airbag and side airbags which appear to reach all the way to the third row. The EV9 has not been rated by ANCAP yet.