2024 Kia EV9: What's It Like to Live With?
We're going to test Kia's biggest electric vehicle for 20,000 miles to see if it's up to the automaker's standards
| Miles Driven | Average consumption (kWh/100 miles) |
| 7,109 | 41.0 |
Latest Highlights
- We've added a 2024 Kia EV9 GT-Line AWD to our long-term test fleet
- The EV9 clinched not one but two Edmunds Top Rated awards for 2024
- Our Ocean Blue GT-Line has nearly every option available with an as-tested price of $76,585
What do you want to know about?
What We Got And Why
• Our test vehicle: 2024 Kia EV9 GT-Line AWD
• Base MSRP: $75,395
• MSRP as tested: $76,585
The Kia EV9 is the largest electric vehicle Kia has produced to date and the most affordable electric midsize three-row SUV on sale now. Affordability aside, we were so impressed with the EV9 that we awarded it not one but two Edmunds Top Rated awards this year: our Edmunds Top Rated Electric SUV and Edmunds Top Rated Best of the Best. The Best of the Best award is especially notable, as it's awarded to the vehicle we believe raises the bar for the automotive industry as a whole.
That's about as good as first impressions get, but we know those can change over time — especially once you've had a chance to live with something long-term. Can the standout EV9 live up to our lofty expectations? How will this first production run hold up? This is what we intend to find out.
What did we get?
The EV9 is offered in five trim levels encompassing two battery pack sizes, two motor configurations, and a host of various features. Though we'd have been plenty happy with the midlevel Wind trim model, which gets the larger 99.8-kWh battery and dual-motor-all-wheel-drive setup putting out 379 horsepower and 443 lb-ft of torque, Kia lent us a brand-new top-of-the-line GT-Line trim. The GT-Line sits two trims above the Wind and its motors produce an additional 73 lb-ft of peak torque, for a total of 516 lb-ft. The other dual-motor trims have the option to level up to GT-Line torque levels over-the-air, for a fee. (And, yes, while we often buy our long-termers, Kia loaned us this EV9 for the purposes of evaluation.)
As far as features go, the EV9 offers just about everything you'd want in a modern SUV. Kia's prix-fixe trims mean the top GT-Line includes most of them, leaving few stand-alone extras to tack on. Some of the standout features include LED headlights, heated and ventilated second-row captain's chairs, a 14-speaker Meridian premium audio system, a surround-view camera system, a head-up display, vehicle-to-load port for powering external electric devices, 21-inch wheels, and a self-leveling rear suspension, among other things. One of the few options aside from exterior paint color and interior sueded seat trim is power-reclining second-row seats, but we didn't get those.
The simplified trim structure makes the buying process easier, though one of the downsides we see specifically for the EV9 is you can only get a second-row bench seat on the base Light trim or midlevel Wind. So if you want a seven-seater, that precludes you from many other attractive options, which is unfortunate.
Why did we get it?
Based on the aforementioned accolades, it's not hard to see why anyone would want to spend more time in an EV9, especially the top GT-Line trim. But being that we are recommending everyone consider getting an EV9 if they're in the market for an electric three-row SUV, we want to be sure that endorsement rings true beyond the first 20,000 miles and hopefully more.
Winning an Edmunds Top Rated award is a bit of a blessing and a curse, as it recognizes standout vehicles and the excellent work done by the brands that produce them. But it also subjects those vehicles to extra scrutiny by our team of discerning experts. We're always on the side of the consumer, so if something doesn't stand up against the test of time, it will no longer carry an endorsement from us. That's our promise.
Kia loaned Edmunds this vehicle for the purpose of evaluation.
Average lifetime consumption (kWh/100 miles): 41.0
EPA rating (kWh/100 miles): 42 combined ( 38 city / 47 highway )
Best consumption (kWh/100 miles): 33.7
Best range (miles): 176.3
Current odometer: 7,109
Charging speed > Range?
"Took the family on a road trip to San Diego and only had to charge once. I found a 150-kW fast charger in a mall parking lot not too far from our hotel, and just had half an hour of quiet time in the car while it added a little over 200 miles of range. A couple pulled in to the charger next to me in an ID.4, and I could hear them talking about how long it was going to take them to charge up. I'll admit to feeling a little smug. At this point, I would absolutely prioritize charging speed over range for any EV I'd buy for myself." — Will Kaufman, manager, video
Fast charging is not cheap
"The biggest problem with fast charging is that it isn't cheap. BUT ... gas is expensive, too. I recently spent about $40 adding 200 miles of range to our Kia EV9. So I did the math, and with the price of gas in my area hovering around $5/gallon, driving a Kia Telluride the same distance would cost about $45. Now, I was charging off-peak hours, and unlike electricity, gas doesn't have surge pricing (at least so far ... just you wait), so if I'd charged at 4 p.m. it might have been a different story."Ultimately, charging at home is always going to be a bargain, but I'm a little sad to see fast charging basically priced to compete with gas. It doesn't seem accidental." — Will Kaufman, manager, video
The EV9's performance is not exactly thrilling
"I found the EV9 pretty unremarkable to drive. Like most EVs, there are moments where you can feel the weight, but beyond that the powertrain feels smooth and pleasant and the ride is soft, bordering on floaty at times. Overall, it seems well judged for a family SUV. It might not quite be what you're expecting when you look at the aggressive styling, but it works." — Will Kaufman, manager, video
We're happy with the EV9's headrest
"I was iffy on the EV9's headrest when I drove the loan vehicle we had for our initial testing, but I think they might have made some changes since then. As it stands, the headrest is soft, supportive and breathable. It's really almost perfect. I might still prefer our old long-term Stinger's headrest and overall seating position/seat comfort, but if this EV9 headrest makes it into more Kia products, I'll be pretty happy." — Will Kaufman, manager, video
What do we think of the massaging seat function?
"I've been pretty dismissive of 'massage' functions that are just the lumbar bladders in the seatback inflating and deflating. Our long-term Lincoln Continental was particularly egregious there, with the massage function feeling like a half-baked, uncomfortable gimmick. But the Kia's 'lumbar stabilization' function actually kinda works for me. It doesn't feel like it's pretending to be a massage; instead it's a little more of a stretch. And there's the hip flexor thing you can activate with a button push. They strike me as a bit more in line with the function our long-term Mercedes-Benz A 220 had, which just sort of made microadjustments to your seating position to keep you fresh. I was weirded out when the system first kicked on, but after a while I started looking forward to it. I like these little touches that are designed to make long drives a bit less fatiguing, and it seems like automakers are doing a better job dialing in on what works vs. what's purely a gimmick." — Will Kaufman, manager, video
The EV9 adds a little support at high speeds
"The side bolsters automatically inflate when you hit 80 mph, which is ... certainly not the kind of abrupt manhandling I like to experience while driving on the freeway. I'm not sure why the EV9 thinks that I'm suddenly going to need the tiny bit of extra support, and I don't like that they don't automatically deflate until you drop below 70 mph. Maybe it's just Kia's little way of reminding me to keep my speed down on the freeway, like a parent squeezing your hand when you're starting to get out of line." — Steven Ewing, director, editorial content
How comfortable is the Kia EV9?
"As the daily driver of a B-list three-row SUV, driving the EV9 was a major upgrade. I was concerned about its size (it's BIG!), but it doesn't feel that way behind the wheel. It's so comfortable; I felt very coddled in the EV9 on my slog down the 405." — Carrie Kim, creative services project manager
"I'm disappointed with the amount of head toss that comes as a result of the EV9's suspension setup. It's not stiff, but it never feels as buttoned-down as I want it to. Thankfully, the usual unpleasantries of head toss are mitigated by the terrific headrests, but I'd prefer better suspension tuning." — Duncan Brady, script writer
The driver aids aren't perfect
"I don't really like the driver aids in the EV9. The steering assist won't fight you even the slightest bit, so it feels like any pressure on the wheel makes it give up. I found I had to keep the very lightest touch on the wheel to let the system function, and it was actually more tiring than a system with the torque to turn your hands a bit, or than just steering myself. It also makes the lane change assist almost useless because it's so easy to override, and when you accidentally cancel it halfway through, it kind of freaks out and tries to back out of the maneuver. Bad feeling.
"But beyond that, I got some really strange behavior out of the adaptive cruise in a couple situations. It seemed indecisive a couple times and in one situation just kept surging the throttle then backing off pretty rapidly, alarming my passengers. I couldn't replicate the issue, but any odd behavior from one of these systems makes it harder to trust them." — Will Kaufman, manager, video
But kids love the Smart Park feature
"My 4-year-old was absolutely enamored with the EV9's Smart Park feature. The car drives itself! That alone would be enough to sell him on one." — Will Kaufman, manager, video
The EV9 has an unecessary screen
"The mini climate control screen is kind of useless. Your view is blocked by the steering wheel rim, so if you want to use it you need to lean around the steering wheel to see it properly. And I couldn't figure out if you could even access all the climate controls or just some from that mini screen, so I wound up just accessing the climate control menu on the big screen for some things." — Will Kaufman, manager, video
The camera quality is terrific
"The cameras on the EV9 are really, really good. Clean, crisp, no lag, and very clear at night. If you ever had the misfortune to use Honda's old LaneWatch tech, you remember that at night the camera was totally overwhelmed by glare from oncoming headlights. In the Kia, the cameras have no glare, and the cars themselves are visible, not just their headlights. Whatever processing is going on is admirably well tuned." — Will Kaufman, manager, video
"The cameras are so well done. They're super high-resolution and occupy the whole infotainment display so you get a large image. I also love that Hyundai/Kia show a display of the blind-spot camera in the instrument cluster — it's a great example of using a digital gauge cluster to support additional function instead of just saving costs. AND the rearview mirror camera is the best I've ever used." — Duncan Brady, script writer
And we dig the physical buttons used to operate them
"Love that there's a physical button to activate the 360-degree camera system. That camera view was essential when I was navigating the EV9 in and out of an especially tight spot in Koreatown, and it's nice to have easy access. The only way to improve this would be to position that camera activation control on the steering wheel the way Tesla does with the current Model 3 and Cybertruck." — Duncan Brady, script writer
The automatic headlights need to be dialed back a notch
"The automatic headlights are too aggressive. 'How is that a thing?' you ask? Driving on a sunny day, the EV9 will turn on its auto headlights when you go under a slightly wider-than-usual freeway overpass, and then immediately turn them off once you're back in the daylight. After driving a stretch of the freeway, I got off at an exit and the person in the car in front of me rolled down their window and asked why I kept flashing them. I wasn't! It's just the too-proactive auto lights." — Steven Ewing, director, editorial content
We're digging the EV9's interior design
"I couldn't get over the interior of this thing. I love the two-tone seats, the multi-color ambient lighting and the big displays. It's super nice without feeling fussy." — Carrie Kim, creative services project manager
The roller controls on the steering wheel: Great. Elsewhere? Eh.
"I don't like the roller volume controller on the center console. I do like the roller on the steering wheel, where scrolling up and down with my thumb is a natural motion. But reaching out with my arm at nearly full extension and then trying to roll the roller without pushing down hard enough to turn off the system is a totally unnatural motion. Just use a knob, man." — Will Kaufman, manager, video
The HVAC controls aren't great
"I don't really like any of the current Hyundai/Kia HVAC controls. Our Santa Fe has a touch panel in the center console that's just a bunch of icons you have to hunt through. Then there's the setup in the EV6 and some other cars that combines HVAC and infotainment controls where you have to switch back and forth between the two, which is annoying. But honestly, the mini touch panel on our EV9 — sandwiched between the gauge cluster and the infotainment, hidden behind the steering wheel — is my least favorite." — Will Kaufman, manager, video
"Not a fan of the touch buttons embedded in the dash below the infotainment display. I like the tactile feedback, but you need to be super specific with where you're pressing to actually get a response. Plus these buttons are in a location on the dash where I typically anchor my thumb for more accurate touch inputs on the screen above. Both the placement and the execution are things I hope will change as part of a midcycle refresh." — Duncan Brady, script writer
This is a very quiet SUV
"One very small thing that stood out to me in the EV9 is just how quiet the little motors in the cabin are. I'm talking about stuff like the window and seat-adjustment motors. It's a quiet car, but even without much noise to cover them up those motors are basically silent." — Will Kaufman, manager, video
Car seat challenges on the EV9
"Hyundai/Kia seat belts don't work very well with my kid's car seat. There's something about the angle the belt feeds through the seat combined with the really thin slot for the belt to pass through the buckle that means the belt bunches up and binds in the buckle when I try to tighten his seat down. Thankfully, a sliding seat solves this problem. Put it all the way back, tighten the belt as much as possible, slide the whole seat forward until the tension is right." — Will Kaufman, manager, video
"I think I've written about my issues getting my kid's Chicco MyFit forward-facing car seat snugged down with the seat belt in basically all Hyundai/Kia products, but I finally realized the issue. What's going on is that the Chicco has a really thick base, so the belt pass-through is relatively high up. That means the seat belt takes an aggressively steep angle from the buckle to the pass-through when the belt is tightened sufficiently. BUT the buckle anchor in at least some Hyundai/Kia products doesn't have full freedom to pivot, unlike in most other cars. Instead, it can only pivot to about 45 degrees or so. I assume this is to reduce the chance of submarining in an accident, but what it means for my car seat is that the more I tighten the belt, the more the the belt bunches up in the buckle pass-through since the pass-through stays at an awkward angle. Too much bunching, and the belt jams in the pass-through entirely.
"If your car seat has a thin base or lower belt pass-through, it should be fine. But if your car seat has a thick base like mine, you'll only be able to secure it properly with the seat belt in a Hyundai/Kia vehicle where the seat can be slid forward to increase the tension without pulling on the belt. Annoying." — Will Kaufman, manager, video
More luxe tech has made its way to the EV9
"It's cool to see some luxury tech trickling down. Kia has done a good job copying BMW's proximity sensor display, using colored lines and bars to show you where exactly something is close to your car. It doesn't have the fidelity of the BMW system, but it's a big step up from just a loud beeping sound." — Will Kaufman, manager, video
Build quality is excellent
"Build quality appears to be nailed-on. This is readily apparent coming from a Model Y Performance daily driver. Ride quality is also night and day: You will fly over the many potholes and the awful pavement of Los Angeles. There's also space, so much of it. My 3-year-old fell in love with the captain's chairs, something you can't get on any Tesla that isn't an optioned-out Model X. The adaptive cruise system is comparable to Autopilot, and in some regards superior. For example, you cannot get something as simple as lane change assist on a Tesla unless you pay $8K for FSD [Full Self-Driving]. On the Kia, it's included with its driver assistance suite. However, Autopilot is nailed-on center lane almost 100% of the time. If you approach a turn in the Kia that's anything more gradual than a light turn, it will sail out of its lane unless you turn the wheel manually old-school." — Andy White, social media senior director
Our EV charging infrastructure ... less so
"Driving the EV9 around L.A. and on a road trip out to Santa Barbara, it quickly became apparent — again — that midway through 2024 EV infrastructure for anything not called Tesla is a disgrace. And this is in the heart of Southern California. If it's bad here, the rest of the country can forget about it. Expect an endlessly frustrating ownership unless you have your own garage with your own charger and you rarely travel beyond your city limits." — Andy White, social media senior director