Kia EV4 Earth LR FWD is a surprise in a slightly frumpy frock.
This is my first-drive impression based on only an hour or three in the saddle. So, what are my first impressions, I hear you ask? Even if you do not ask, I shall tell you. EV4 will definitely not appear on the Scoville scale.
Rather than a polished review, here are my unedited notes on the first few days.
Download specifications HERE:
Day 1
When I first saw the EV4 it reminded me of the frumpy K4. Lines start and finish as if designers got bored and went for a coffee break. The hatch-look rear, is a boot. The low front and its pixelated light arrays look severe, and could have benefited from EV6 GT’s polished look. In many ways the EV4 looks like a squarer, older version of EV6.
I’ve set this up to make a point though: judge not ye book by ye cover.
In fact, forget the exterior, you’ll probably get used to it, eventually. Look instead at the cabin, which is an absolute triumph.
Above: Kia EV4 Earth ev Review Great Range, Superb Ride, But What Happened To The Styling?
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ABOVE: Kia EV4 Earth Long Range (We are in the Earth, but range includes Air, Earth and GT-Line)
Our mid-drawer Earth LR is the apple in the eye of canny buyers who fancy a little frippery, but are thrifty enough to be able to do without luxuries such as head-up display and seat cooling. The materials look and feel crafted from eco-friendly recycled materials.
You still get seat heating and a graceful, yet imperious, triple-screen curved display. Kia has moved the climate off the centre stack into a little panel tucked between the two large screens. EV6 still has the double-tap audio/climate control nonsense, so you’re never quite sure where you are. EV4 is an obvious evolution and, after a week in the EV6 GT, the lighter, airier EV4 cabin replaces the cosseted ambience of the $110,000 EV6 supercar. Despite the genuine simulated artificiale fake leather seating, the driver is treated to a few little goodies such as heating and powered movement. Huzzah!
Space front and rear is sufficient, but the steering wheel needs more reach. Managing without a head-up display is a painful if you’re used to looking through the windscreen for speed and directions.
CCNC is Kia’s OTA and operating system, and is a UI layered over the super-glitchy Android Open Source Project, so I expect uncommanded shenanigans from it this week. (update: YES it is glitching)
The ride and handling has Graham Gambold’s fingerprints all over it. The tiller has a lovely feel. It is competent without the obsessive need to dial in so much resistance that you feel like you’re developing the bicep of a Rabbitohs prop when parking.
Ride, especially on highways, is a gliding, serene experience. When you add the blissful Zen of electric drive, albeit front-wheel drive, the cabin is a club-like cocoon of elegance even in heavy traffic.
The Highway Assist 2 includes auto lane change, provided you’ve fingered the settings tabs with the dexterity of a tenacious Torcedor. Tap the blinker stalk while the smart cruise is in full intelligent mode and the HDA light is green, and Bob’s your uncle. The EV4 looks about the place while indicating, all the while show displaying intentions on the driver display. You get are some orange swishing arrows on the dash screen which are quite theatrical, but not as reassuring as it could be. You also get a joyous little kick of power as you move over.
So far, the only critique is the thorough dressing down Kia deserves for putting a boot lid where a hatch should be. This wickedness should not go un-paddled.
Day 2
I thrilled myself, and lo, it was good.
Behold, I didst figure the tilt-n-pull exterior door handle-cum-lock mechanism. I spent much of the last two days faffing about with the smallish indentation that is the pressure sensor lock sensor. Unlike other touch sensors, this needs a decent shove of a finger, I’d rather the keyless app-based functioning entry system.
More shall be explored once Kia’s Product Manager demos all this CCNC nonsense to me. I’ll be writing more on the subject of CCNC in due course. Any brand with an operating system in any way connected to Android Open Source Project is installing a troublesome ownership exeperience.
I’ll attach a list HERE and its members will amaze and astound you. Once you have the list, use your Googles and marvel. Your inquiry might read something like “Android Open Source Project known issues,” or “issues common on car OS using AOSP.” These include the Android Automotive Operating System and any other proprietary UI layered over the AOSP. Mark my words it is a disaster in the making.
Today, my CarPlay randomly started dancing a do-si-do in and out of service.
The Auto Lane Change worked most of the time. Much glee and many squeals came, but when not being used, it would randomly request a press of the OK button to confirm your continued desire to use Highway Assist’s Lane Change feature. Why?
The Ok button is the scroll cylinder on the left steering wheel spoke, and I can’t fathom why I’d be asked to confirm the feature I’d been happily using all day. Moreover, why keep asking, and why randomly? The pop-up message only lasts a jiff, and the last time I ignored it the Lane Change Assist ceased assisting.
A highlight is Kia’s push-n-hold mute of the much-hated over-speed alarm. Much of today’s drive at highway speed display showed speed limits of 40, 60, or 80km, despite most of it being 110kph. That is not limited to Kia, mind you. Brussels dictated it be used in every car that wants a 5-star Euro NCAP or ANCAP rating. Belgium, get in the bin.
The French had the right idea. Bang the King and crew up, then lop orf their heads. ORF WITH THEIR HEADS!
I made a few early observations.
EV4’s infotainment system still has its foibles, and Kia is trying to mend its wayward connectivity with more WiFi channels. In spite of itself, the EV4 is rather convivial on longer trips.
The lane control could be a trifle more accurate as it tends to wander somewhat.
City drives are exceptionally smooth and remarkably Zen. Highway jaunts are “nice”, but I’ve discovered something interesting: Graham Gambold can make steering less boring, suspension less dull, and corners more competent, but he can’t make semi-automated driving less monotonous.
Stay tuned for more.
Kia EV4 Engineering Weights And Pricing Matrix
| Parameter | Air Standard Range | Earth Long Range | GT-Line Long Range |
|---|---|---|---|
| MSRP AUD | $49,990 | $59,190 | $64,690 |
| Estimated driveaway NSW | $52,990 | $63,590 | $68,490 |
| Kerb or tare weight | 1,805kg | 1,912kg | 1,912kg |
| Gross vehicle mass | 2,270kg | 2,355kg | 2,355kg |
| Braked towing capacity | 500kg | 1,000kg | 1,000kg |
| Unbraked towing capacity | 500kg | 750kg | 750kg |
| Maximum towball download | 100kg | 100kg | 100kg |
| Length, width, height | 4,730mm, 1,860mm, 1,480mm | 4,730mm, 1,860mm, 1,480mm | 4,730mm, 1,860mm, 1,480mm |
| Wheelbase | 2,820mm | 2,820mm | 2,820mm |
| Cargo capacity seats up or folded | 490L or 1,415L | 490L or 1,415L | 490L or 1,415L |
| Front storage | 0L | 0L | 0L |
| Battery capacity gross | 58.3kWh | 81.4kWh | 81.4kWh |
| WLTP range | 456km | 612km | 612km |
| Maximum AC charge rate | 11kW 3-phase, 7kW 1-phase | 11kW 3-phase, 7kW 1-phase | 11kW 3-phase, 7kW 1-phase |
| Maximum DC charge rate | 128kW | 128kW | 128kW |
| Motor output | FWD, 150kW, 283Nm | FWD, 150kW, 283Nm | FWD, 150kW, 283Nm |
| 0 to 100km/h | 7.4 seconds | 7.8 seconds | 7.8 seconds |
| Wheel size | 17-inch | 19-inch | 19-inch |
| Seat adjust and material | Manual, cloth | Power, synthetic leather | Power, ventilated synthetic |
| Audio | 6-speaker system | 6-speaker system | 8-speaker Harman Kardon |
| HUD and sunroof | None | None | Included |
Kia EV4 Earth Long Range Vs Tesla Model 3 And BYD Seal
| Specification | Kia EV4 Earth Long Range | Tesla Model 3 Long Range RWD | BYD Seal Premium |
|---|---|---|---|
| MSRP or RRP AUD | $59,190 | $61,900 | $52,990 |
| Estimated driveaway NSW | $63,590 | $66,887 | $57,381 |
| Drivetrain | Front-wheel drive | Rear-wheel drive | Rear-wheel drive |
| Motor output | 150kW, 283Nm | 208kW, 350Nm | 230kW, 360Nm |
| 0 to 100km/h | 7.8 seconds | 5.9 seconds | 5.9 seconds |
| Battery capacity gross | 81.4kWh | 79.0kWh | 82.5kWh |
| WLTP range | 612km | 750km | 570km |
| Maximum AC charge rate | 11kW 3-phase, 7kW 1-phase | 11kW 3-phase, 7kW 1-phase | 7kW 1-phase only |
| Maximum DC fast-charge rate | 128kW | 250kW | 150kW |
| Kerb weight | 1,912kg | 1,822kg | 2,055kg |
| Length, width, height | 4,730mm, 1,860mm, 1,480mm | 4,720mm, 1,933mm, 1,441mm | 4,800mm, 1,875mm, 1,460mm |
| Rear cargo seats up | 490L | 594L | 400L |
| Front trunk capacity | 0L | 88L | 53L |
| Braked towing capacity | 1,000kg | 1,000kg | 0kg, not rated |
| Factory new vehicle warranty | 7 years, unlimited km | 5 years, unlimited km | 6 years, 150,000km |
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Alan Zurvas is the founder and editor of Gay Car Boys, Australia's leading LGBTQI+ automotive publication. Before launching GCB in 2008, Alan's automotive writing was published in SameSame.com.au and the Star Observer. With over 16 years of hands-on car reviewing experience, Alan brings an honest, irreverent voice to every review — championing value and innovation over brand loyalty.
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