Kia EV2 road test: is this new baby Kia a Renault 4 killer?

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Can Kia's latest – and smallest – EV shine in a rapidly growing class?

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Small, practical hatchbacks: they have been under the cosh because emissions regulations mean they're tricky to make. Now, though, there's fresh supply by way of an electric contingent, and the EV2 is the latest of these cars to go under the road test microscope.

This is Kia's answer to the Renault 4 and a phalanx of Volkswagen Group players in the form of the new ID Cross (and indeed the ID Polo), Skoda Epiq and Cupra Raval. Then there is the Jeep Avenger Electric and Ford's Puma Gen-E, not to mention the Hyundai Inster. Seemingly from nowhere, there's now rather a lot of choice in the class.

You could also throw in the larger but keenly priced new MG 4 EV Urban. What does the EV2 aim to bring to this quiet party? No-nonsense ergonomics have been a hallmark of the modern Kia proposition, as have uncomplicated drivability and road manners occasionally exceeding the standards of the class.

To stand out in a crowded field, Kia's smallest electric car to date will need to exhibit all these attributes and do it for a sensible price. Handling appeal? Well, that's a secondary concern for most buyers in this class, but the Renault and the Puma show that being a pint-sized electric crossover and being good fun to drive needn't be mutually exclusive.

Can the Kia follow suit, or does the EV2 represent a purely pragmatic assault on a new and critical class?

New Kia EV2 cars in stock

 Kia EV2 42.2kWh First Edition Auto 5dr opens in a new tab
£25,495
 Kia EV2 61kWh GT-Line Auto 5dr opens in a new tab
£31,449
 Kia EV2 61kWh GT-Line S Auto 5dr opens in a new tab
£31,365
 Kia EV2 61kWh GT-Line Auto 5dr opens in a new tab
£29,645
 Kia EV2 61kWh GT-Line S Auto 5dr opens in a new tab
£32,245
 Kia EV2 61kWh Air Auto 5dr opens in a new tab
£23,395
 Kia EV2 61kWh GT-Line S Auto 5dr opens in a new tab
£31,295
 Kia EV2 61kWh GT-Line Auto 5dr opens in a new tab
£33,245
 Kia EV2 61kWh GT-Line S Auto 5dr opens in a new tab
£31,795
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DESIGN & STYLING

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Technically the EV2 is a B-segment crossover, so it sits adjacent to the petrol-powered Stonic in Kia's line-up. At 4060mm long it is among the smaller options in the sub-£30,000 pool of electric cars, and it very closely matches the ID Polo and that car's VW Group cousins in terms of footprint.

A Renault 4 - a shrunken estate of sorts - is a bit longer, while the value champion that is the MG 4 EV Urban is quite a bit longer still. Construction takes place in Kia's Slovakia plant, where the EV2's body is mated to the E-GMP platform, or rather a derivation of the 400V version that underpins everything up to the EV5 mid-size crossover.

Spend a bit more on a GT-Line version and you get a small frunk. On our Air model you'll see only the transversely mounted motor, sited in relatively uncluttered fashion. Note also the gas struts – a little luxury not guaranteed in this segment.
Richard Lane
Deputy road test editor

The styling falls into line with the bluff language devised by Karim Habib, Kia's design chief, although whether he would agree that our pastel blue test car gives off Nissan Cube undertones is up for debate (for the record, we don't mind the boxiness). What he would point out is the huge glasshouse and tiny overhangs and the fact that this car, although junior, has a hidden rear wiper for neatness.

The EV2 will come in two forms: the 42.2kWh Standard Range (LFP) model and the 61.0kWh Long Range (NMC). It's the latter we test here, and it's fair to say this is a lot of battery for a small car. No other car in the class gets especially close - although whether this chassis has the efficiency to convert that capacity into class-leading range is something we will come to in a moment.

Up front sits a motor capable of delivering 144bhp with the smaller battery or 133bhp if you have the bigger unit (yes, oddly the range-topping models are the less powerful). The EV2's 118kW rapid-charging rate is also a little better than average and adds to the picture of a small, inexpensive hatch equipped with the technology of a more senior one.

That's a nice idea, but it's one that comes back down to earth with a literal and metaphorical bump when you get to the suspension. The hitherto smallest electric car Kia offered – the EV3 – still manages to sneak independent rear suspension into its make-up; the EV2, with additional cost constraints and the need to maximise boot space, reverts to a torsion beam. 

Our test car was 1582kg on the proving ground scales, putting it at the heavier end of the class among cars we have weighed. Despite its longer body work, the Renault 4 Comfort Range tested last year was more than 100kg lighter, and the 1513kg of the MG 4 EV Urban Long Range (essentially a C-segment car) is also notably lighter.

Kia would point to the EV2's larger battery, but at 325kg it weighs only 30kg or so more than the Renault's

INTERIOR

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Big-car feel and an ergonomic simplicity that can make European rivals seem fussy are the hallmarks of the EV2's interior. It is rather a basic ambience, spruced up only by a quirky two-spoke wheel and some faintly toe-curling memos behind the door handles ('have a nice day', the smallest electric Kia pleads).

But equally there is almost nothing in here that irks apart from the seat fabric, which looks woolly and nicely textured but is in fact faintly plasticky in feel. The seats themselves are unusually well contoured for a B-segment car, as well as being multifaceted - they house a USB-C socket on the flank and what was presumably intended as a coat hanger on the backrest.

There are physical climate controls, but the display sits between the two main screens. Some drivers (mostly taller ones) will find that the steering wheel rim obscures their view.
Richard Lane
Deputy road test editor

As we have come to expect from Kia, the balance of digital real estate and physical switchgear is well struck: rocker switches for the climate control sit below a row of haptic but very responsive shortcuts before you get the 12.3in display that adorns the top of the dashboard (but not so much that it in any way feels domineering).

That display is conjoined with an identical one that serves as the instrument binnacle, the menus for which are easily scrolled through using large, sturdy switches on the steering wheel. It is both intuitive and nicely finished in the context of a cut-price model. The EV2's boxiness also pays dividends, because this is a car that feels much more spacious than its footprint suggests (the Hyundai Inster pulls off a similar trick).

In fact, the Kia's 1020mm of front leg room only trails that of the larger MG 4 EV Urban by 20mm, and the head room is more generous, at 1060mm. It also has the Renault 4 beaten for outright occupant space in the front. 

Room for those on the 60/40-split folding rear bench isn't quite so generous of leg but remains acceptable for the segment, and the EV2, with its high ceiling and lack of central tunnel, will happily accommodate adults back there. The boot's 362-litre capacity is respectable and would once have been considered strong in the sub-Golf-size corner of the hatchback market.

Today, however, the EV2 is among the weaker options in the class: the Puma Gen-E has 523 litres, including its cavernous underfloor compartment (the Kia has one too, albeit smaller), while the VW Group clique and the Renault all offer more than 400 litres of load space in total, sometimes with the help of a frunk.

In the end, only the narrow Inster and the Avenger Electric are beaten by the Kia, which is surprising given its outward boxiness.

Multimedia – 4 stars

Kia is keen for us to know that the dual 12.3in screens and the 5.3in climate touchscreen sandwiched between them are usually reserved for larger cars. That is true, but this was almost certainly a less expensive approach than devising specific hardware for the EV2.

Snarky observations aside, this is a slick system for a small car, barring the odd bit of latency. There are helpful shortcuts along the bottom of the main display, and you can quickly bring up pages detailing all sorts of information ranging from the location and availability of the nearest charging station to the proportion of energy that is being consumed by 'battery care' or the climate system.

Kia's voice assistant has had an Al upgrade too, allowing you to make commands in conversational style rather than talking to it like you would to a dog. Mind you, there is still the need to say the obligatory 'Hey [car manufacturer]' to get things going.

There is a native navigation system, but most owners will use the wireless Apple CarPlay and Android Auto that is standard across the range. We found the former to work seamlessly and smartly fill the entire central display. 

ENGINES & PERFORMANCE

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We thought Kia would at some point give the EV2 a GT makeover (it did so to the mammoth EV9 SUV, after all) but it seems this is no longer on the cards.

It means that, if nothing else changes, the quickest EV2 is actually the smaller-battery version, which makes 144bhp for a claimed 0-62mph of 8.7sec. The 133bhp powertrain in our Air test car, meanwhile, with its higher-capacity battery, is rated at 9.5sec, so at the slower end of the class.   In reality, our test car made it to 62mph in 8.9sec.

No, the improvement is not night and day, and at some convenient point in the future it would be handy if Kia could find another 20bhp for the regular EV2. But dropping below nine seconds does at least ensure the car doesn't feel conspicuously slow, even if it does trail comfortably cheaper versions of the Puma Gen-E and Renault 4. 

What the smallest Kia lacks in muscle, however, it makes up for in drivability. There are two accelerator calibrations, with Sport lending roll-on thrust an agreeable edge without introducing any jerkiness.

The EV2 hauls itself along assuredly at all times, and the regenerative braking array is generous for a car of this ilk, having several modes ranging from one-pedal to an effective freewheeling mode.

The feel of the brake pedal itself, which works a blended system, is another area in which Kia proves it can fine-tune such systems with the best of them. That said, an outright stopping distance of more than 50m from 70mph is fairly mediocre, and partly down to the diddy, 16in wheels of our test car.

RIDE & HANDLING

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In a class that includes the Renault 4 and in particular the Ford Puma Gen-E, the EV2 isn't going to win plaudits for its handling. It doesn't have the same in-built agility or any real enthusiasm for turning in to bends.

Instead, the Kia specialises in dull if worthy competence. Its helm isn't slow at 2.5 turns between locks, but neither is its steering especially enjoyable – it simply guides the EV2 in consistent fashion, barring a little more play around dead-ahead than we would like (in stark contrast to the Puma). It's a similar story with the chassis balance.

Another thing to note is that the EV2 has a more upright driving position than any of the rivals mentioned here. Some will prefer it this way, but most testers prefer the more recumbent, lower-slung ergonomics of Ford and Renault.
Richard Lane
Deputy road test editor

Despite the torsion beam rear, there's enough composure and neutrality here to warrant the exploration of a GT model at the very least, if Kia was minded to, and yet the regular EV2 does little with it beyond dependably controlling pitch and roll and ensuring the back axle neatly follows the front. 

For the role of being a smallish electric runabout, this all stands the EV2 in good stead. It never does anything surprising, and visibility is better than average. And if you do find yourself on a B-road up near the national speed limit, it won't feel out of its depth dynamically.

This partly stems from the fact that beneath the B-segment body sits the platform Kia uses for its heavier and more powerful EVs. In fact, the EV2 finds its fallibility on broken urban routes: the suspension doesn't like short, sharp shocks, which are transmitted into the cabin a little more faithfully than you might hope given the overall ride quality. 

Kia has also, it claims, put significant development resources into reducing wind and road roar, as well as noise from the powertrain, hence every EV2 is fitted with an acoustic shield under the frunk and motor, and there's thicker glass and acoustics-optimised tyres.

That said, our Air test car was broadly in line with rivals in terms of noise isolation, which is to say it is perfectly acceptable but not special.  

Assisted driving – 4 stars

Despite its lowly status in Kia's line-up, the EV2 isn't light on assisted driving systems. All the mandatory features are here, of course, but even Air spec gets adaptive cruise control and Kia's Highway Driving Assist 2.0, which combines the cruise control with lane centring and automated lane changing.

Bongs could be a touch quieter, but this ADAS suite isn't the most irritating, and the lane keeping and speed limit assistance can both be turned off via steering wheel shortcuts. Special mention goes to the driver-monitor camera, which is subtly integrated into the rear-view mirror rather than being an eyesore on the steering column or A-pillar.

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MPG & RUNNING COSTS

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Prices for the EV2 currently start at £24,245 for the 61kWh Air tested here (after the government's £3750 Electric Car Grant). The 16in wheels undoubtedly look dinky, and Air spec lacks various bodywork inserts that reduce the EV2's visual bulk on higher-ranking models.

Equipment levels are otherwise good, though, with cruise control, smartphone mirroring, and heating for the seats and steering wheel all included. Nothing feels particularly 'budget'. At the top of the range is the £32,595 GT-Line S with the same 61kWh battery, plus V2L capability, Harman Kardon audio and, if you're prepared to go beyond £33,000, the option of a heat pump.

The EV2 also did better than most rivals in our rapid-charge test, although it couldn't quite match its class-topping 118kW claimed rate, instead managing a moderate weighted average from 10-90% of 84kW.
Richard Lane
Deputy road test editor

Anything with GT-Line in its name will have two-tone artificial leather (instead of cloth upholstery) and punchier exterior styling, not least in the form of 19in wheels that we have yet to try out-but we wouldn't be surprised if they hurt ride quality.

One thing to remember is that going for the smaller battery might be something of a false economy, depending on which trim levels Kia eventually offers (currently there is only the expensive First Edition). Because the LFP battery hails from China, the car is only eligible for a level-two grant of £1500; the NMC battery in Long Range is made in Hungary, so it qualifies for the more generous level-one grant. 

So where does the EV2 rank in terms of efficiency? Our test car returned 3.3mpkWh (for 192 miles of range) in our motorway touring test and 5.9mpkWh in our simulated everyday driving route (344 miles). The former figure is competitive, but the latter is notably good-only the Ford Puma Gen-E did better, returning 6.2mpkWh.

 

VERDICT

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Kia isn't in the habit of releasing uncompetitive electric cars on its E-GMP platform, and this hasn't changed with the arrival of the EV2 - the company's smallest and cheapest electric car to date.

The kei-ish boxiness of the design won't appeal to everyone, but in terms of comfort, kit and usability this is a strong and grown-up proposition that sneaks under £25k in its lowliest (but by no means stingy) specification.

Word on the street was that a GT version of the EV2 would be incoming with more power, some bite to the handling and the usual interior mods. Sounded like a good thing, but alas it's apparently not happening. Kia, do the right thing.
Richard Lane
Deputy road test editor

The highlight is the cockpit, which is spacious and loaded with utility, as is now the norm with Kia. So what stops the EV2 from fighting for class honours? For us, it lacks the runabout charm of alternatives from Renault and Ford, it doesn't quite deliver on its promise of quick charging speeds and it lacks the practicality of MG's 4 EV Urban. In short, it is a good little EV but no standout

Richard Lane

Richard Lane
Title: Deputy road test editor

Richard is Autocar's deputy road test editor. He previously worked at Evo magazine. His role involves travelling far and wide to be among the first to drive new cars. That or heading up to Nuneaton, to fix telemetry gear to test cars at MIRA proving ground and see how faithfully they meet their makers' claims. 

He's also a feature-writer for the magazine, a columnist, and can be often found on Autocar's YouTube channel. 

Highlights at Autocar include a class win while driving a Bowler Defender in the British Cross Country Championship, riding shotgun with a flat-out Walter Röhrl, and setting the magazine's fastest road-test lap-time to date at the wheel of a Ferrari 296 GTB. Nursing a stricken Jeep up 2950ft to the top of a deserted Grossglockner Pass is also in the mix.