Kia Ev3 vs Lepas L6

What's the difference?

The GT-Line is relatively expensive, yes. The Air Standard Range isn’t groundbreaking even at under $50,000, no. But the sweet spot in the EV3 line-up is being able to pay $53,315 for the Air Long Range and come away with a roomy small SUV that can realistically cover almost 600km in the real world.

And it does everything properly, no big red flags or dealbreakers.

Its steering weight at speed on winding roads being the biggest complaint isn’t the end of the world for how otherwise comfortable the EV3 feels on-road.

Put it this way - I recently spent a few days in a Mini Aceman, a five-door electric SUV not too far from the EV3 in size. It is about as fast, and costs a little more, but it doesn’t have a lot more to offer in terms of features and it’s nowhere near as good on range with about 400km to its longer-ranged versions.

The EV3 might still have a bit of ‘sensible’ about it compared to some other electric small SUVS, but when it looks this cute and can get you an extra round trip out of the city compared to ‘Euro’ brands at the same price, it’s hard not to be impressed.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Chery really doesn’t need any more brands in Australia, but here is Lepas, anyway.

While the L6 EV is rather characterless, it’s arguably the best Chery Group vehicle I’ve experienced to date. You can tell a lot of work has been put into localising it and as an electric mid-size SUV, it’s a pragmatic choice.

Family resemblance is everything for Kia’s electric models, and the baby of the bunch so far definitely has lineage on show.

That’s a very good thing for the EV3, because as good as its specs are on paper, the way it looks is key to showroom (or on-road) appeal when it comes to convincing potential buyers.

At the same time as being seemingly made of sharp, angular elements, the EV3’s overall silhouette is relatively soft. Unfortunately, that means Kia’s ‘design philosophy’ (usually a relatively meaningless marketing line) is actually bang-on: Opposites United.

Inside and out, the EV3 is a direct descendant of the brand’s halo EV9 large SUV, and even in base Air specification looks like a properly premium small SUV.

Its narrow LED headlights and taillights were the stuff of Lamborghini concept cars just a few years ago, and its unique wheel designs and the use of contrasting coloured trim can impose either a modern, techy vibe or a bark-over-bite sporty image.

More marketing terms come out in the EV3’s face: Kia Star Map lighting and Tiger Face, respectively the way its lights seem to link ‘points’ together like a constellation map and the grille somewhat resembling a tiger’s nose.

There’s practicality in the design even from the outside - the gentle roof slope is only very slight to avoid eating into interior space, though it’s not the only way the car shrinks at the rear. The front track between the wheels is actually wider than at the rear, so the car is not only shorter but also narrower at the rear. It’s the first time Kia has ever implemented this ‘teardrop’ effect into a car, with the intention being to improve its aerodynamic efficiency.

Most of the colour schemes are decidedly subtle, the new Matcha Green hue looks better in person than can be captured on camera for example, but a new Teracotta colour is an earthy red that really stands out - I’m not sure it suits the car, personally.

In terms of colours inside, it's fairly muted and greyscale, but the mid-spec Earth comes with optional orange interior contrast trim that we weren’t sure would be available in the Australian market.

To invoke a cliche, the interior layout has the vibe of something you might imagine a spaceship cockpit looks like if you were a kid, but it doesn’t sacrifice any practicality by doing so. There are real buttons and switches visible, but only a few as the big screens dominate the driver’s side of the front row.

The look is helped by a series of recycled and “sustainable materials” including recycled PET and bio-based polyurethane. Kia’s aim is to “phase out the use of leather and continuously increase the use of bio-based materials”, so even the GT-Line doesn’t have real leather in it.

Take away the Lepas badge on this car and you could tell me the L6 is a new model from any new Chinese brand in Australia.

The overall silhouette screams generic mid-size SUV with design elements to make it look modern, tougher and sleeker. There’s nothing revolutionary about it and as a result it blends into mediocrity.

What isn’t bland about the exterior though is the paint colours that are available. There’s a bright orange, as well as a lovely purple. You unfortunately don’t see colours like this on the road as often anymore.

If orange and purple are too lairy, Lepas also offers boring colours like white and grey. There’s also black, though it’s strangely only available to those who pre-order.

Inside the uniformity continues. It’s an ultra-minimal look with the majority of the dashboard focus being on the portrait-oriented 13.2-inch touchscreen multimedia system.

It’s nice to see different types of materials around the cabin as it helps to elevate the premium feel. There’s also barely any glossy piano black, though unfortunately it does feature on the steering wheel buttons which are frequently used and can get grubby quickly.

While the beige synthetic leather upholstery stands out, it’s not particularly family-friendly. It would be nice if there was a black or darker option for those who don’t want a light interior.

Along with its general design, the EV3 also has the same focus on space efficiency as the much larger EV5 medium SUV and EV9 large SUV.

Kia compared the EV3 to the BYD Atto 3 and Volvo EX30 upon its global launch in Korea, and it’s stuck with the same comparison as it launches here.

In many exterior dimensions, the EV3 is smaller than the Atto 3, a medium SUV by sales category, while it’s larger than the EX30 in almost every way. However, interior dimensions are reported by Kia as being bigger than both cars in most aspects aside from the first row legroom, but even there only by about 10mm.

The EV3 is 4300mm long, 1850mm wide and 1560mm tall, and has a 2680mm wheelbase, but inside does feel like it’s a category upwards in terms of space.

Along with the roomy interior dimensions, there are plenty of handy spots to put things - a big central storage area and a higher one under the armrest, the device charger, door bottle holders - these and all the controls are generally within reach. 

The GT-Line loses a little bit of this storage space by turning the spot under the central armrest into a sliding table, which could be useful sometimes, but doesn’t seem to me as helpful as another place to put a drink, a wallet, keys, an avocado or whatever other trinkets you and your passengers may have.

The huge multimedia and driver display setup consists of two 12.3-inch screens and a 5.0-inch climate control screen in the middle. The centre climate screen is a little hidden by the steering wheel, but there are also physical climate controls also in the centre under the screen, so there’s nothing vital you can’t do in the EV3 easily.

There are also shortcuts to the main functions of the menu like navigation and media, Kia says tactile controls like that are important for keeping the car usable for a broad range of people.

In the second row, the EV3 feels pretty well suited to four adults for a reasonable trip - I’m 178cm and can sit behind my own seating position comfortably, though if I was too much taller my knees might rest on the hard plastic seat-back.

There is an armrest, places in the doors to put water bottles, and two USB-C plugs actually fitted into the seats. There’s also a little slot to put a phone that might be charging, though it could easily (and perhaps more usefully) fit other things instead.

Behind the second row is a generous 460L boot which puts other electric small SUVs to shame - the EX30’s is 318L and even the Atto 3’s is 440L. The EV3’s boot space extends to 1250L with the seats folded down.

The EV3’s boot floor can also drop down to accommodate taller items, plus there’s a 25-litre ‘frunk’ or under-bonnet storage space.

There’s no spare space-saver tyre, however, as is becoming disappointingly common.

Like many SUVs, the driver’s seating position is high. This gives the driver a commanding view of the road ahead, though it may be a touch too high for taller people.

The front seats are comfortable and soft. The amount of electric adjustment available is enough, though it would be nice if the under-thigh support could be adjusted.

Looking ahead, the steering wheel is a classic, flat-bottomed Chery unit with a Lepas badge on it. It’s nice to hold and while the glossy piano button sections can get grimy quickly, there are physical buttons that press. There’s no awkward touch-sensitive button nonsense.

Behind the steering wheel is a short and wide 8.9-inch digital instrument cluster that, despite its size, displays a lot of content. There are a series of informative pages you can cycle through, which is good for customisation.

Moving across, the portrait-oriented touchscreen multimedia system has a simple layout and user interface that’s hard to get lost in.

There’s a handy swipe-down control centre menu with many key functions, plus you can swipe up from the bottom to change the climate control functions.

It’s great to see a bank of physical buttons under the touchscreen for key functions like the drive modes, air conditioning and the defoggers, among others. These aren’t guaranteed in every Chinese car now.

Around the cabin there’s a 50W wireless charger with a slot on the other side for the passenger to put their phone, two cupholders, a large centre console with an additional open storage area under the touchscreen, as well as a glove box.

In the second row there’s plenty of space on offer, like many Chinese SUVs. There’s oodles of legroom and headroom is good too, even with the panoramic glass sunroof.

The rear bench is reclined back a fair way, creating a lounge-like experience and the seat itself is soft and plush.

In terms of amenities there are air vents on the back of the centre console, a USB-A and USB-C port as well as a fold-down armrest with cupholders.

At the back there’s a power tailgate as standard. When it opens it presents the boot which offers 435L with the rear seats upright. It’s a decent space with a flat load floor.

There’s a surprisingly deep 99L underfloor storage area that’s great for charging cables among other odds and ends.

Lepas has said it’s exploring options of a space-saver spare wheel or an esky accessory to better utilise this cavernous underfloor space. Nothing is confirmed yet, though, so that means the L6 EV only has a tyre repair kit.

A single, range-topping version of the Lepas L6 EV, called Signature, is being offered at launch. It’s priced from $47,990, before on-road costs.

This sees it positioned slightly higher than the popular BYD Atto 3 Evo and Geely EX5, though it’s considerably cheaper than Chinese-made rivals from legacy brands, including the Hyundai Elexio and Kia EV5.

Like many Chinese brands, there’s a large standard equipment list. Highlights include the following:

• 19-inch alloy wheels
• LED headlights
• Rain-sensing wipers
• Power tailgate
• Rear privacy glass
• 8.9-inch digital instrument cluster
• 13.2-inch touchscreen multimedia system
• Wired and wireless Apple CarPlay and Android Auto
• Eight-speaker Sony sound system
• 50W wireless charger
• Dual-zone climate control
• Interior ambient lighting
• Auto-dimming rear-view mirror
• Beige synthetic leather upholstery
• Heated and ventilated front seats
• Six-way power-adjustable front seats

All three versions of the EV3 have the same drivetrain, the only difference being the smaller battery in the Air Standard Range.

The EV3 is front-wheel drive only, with a single motor at the front wheels putting out 150kW and 283Nm.

Differing weights between variants result in different 0-100km/h times, the quickest being the entry-grade Air Standard Range at 7.5 seconds, likely thanks to a smaller and lighter battery.

The Air Long Range takes 7.7 seconds, while the Earth and GT-Line both take 7.9 seconds.

Power for the L6 EV comes from a front-mounted electric motor sending 160kW and 275Nm to the front wheels.

Lepas claims it can do the 0-100km/h sprint in 7.9 seconds, which historically would have been supercar territory, but it’s now average for EVs.

There are two battery sizes for the EV3, the 58.3kWh unit for the Air Standard Range and the 81.4kWh battery each of the Long Range variants is equipped with.

Of course, the Air Standard Range has the shortest electric driving range - 436km under WLTP testing. Its power consumption is a claimed 14.9kWh/100km.

The Air Long Range is the variant with the furthest electric driving range of the bunch, at 604km, as well as the same power consumption as the Standard Range at 14.9kWh/100km.

The Earth and GT-Line both wear the same set of figures, albeit lower distances and higher consumption than their more affordable counterparts. With 563km of electric range and 16.2kWh/100km consumption figures, they’re still able to cover very usable distances for real-world use.

Charging is the same across the line-up, with the supplied Type 2 AC charger working at a maximum 6.9kW on single phase or 10.5kW on three-phase power, and taking five hours and 20 minutes for Standard Range variants, or seven hours and 15 minutes for a Long Range from 10 per cent to 100 per cent.

On DC fast charging, with a CCS Type 2 charger, the EV3 charges as quickly as 29 minutes from 10 to 80 per cent in Standard Range, or 31 minutes in Long Range, when using a 350kW fast charger.

While we didn’t get a chance to properly run down the battery and test the EV3’s range, the drive route was relatively demanding with power consumption yet the EV3’s range didn’t plummet like you might expect on fast, steep and winding roads.

The electric motor in the L6 EV is fed by a 65kWh lithium iron phosphate (LFP) battery that allows for up to 440km of claimed range, according to NEDC testing.

That's less than the BYD Atto 3 Evo Premium offers and is roughly equivalent to Geely EX5 Extended Range. Both of these mid-size Chinese electric SUVs are cheaper than the L6 EV.

DC fast-charging is available at rates up to 120kW, which allows for a 30 to 80 per cent charge in as little as 22 minutes.

AC charging, on the other hand, is offered at rates up to 6.6kW. This is much slower than the 11kW benchmark at this price point.

The EV3’s arrival on Australian roads is not only important because it means we can test it in right-hand drive, but also because it’s had a localised ride and handling tune. Time for the proper judgement.

Kia Australia's local program lead for this is, as it has been for years, Graeme Gambold, and according to the brand he aimed for neutral balance with confidence-inspiring and responsive handling, and a linear, natural steering feel. And it’s pretty close to nailing all of that.

In town and on backroads, its ability to soak up bumps and handle rough surfaces is impressive. Not a lot of noise comes into the cabin in either case, too, a feat given the road surfaces. In fact, even with the radio off, the EV3 feels pretty well insulated from the outside, including wind noise.

It's cornering and handling is nice and predictable. It feels designed to be safe if you misjudge a corner, only gently understeering when you've come in a bit spicy.

The body doesn't roll or pitch dramatically, so the car feels planted and, as intended, flat through the bends.

But there’s one aspect to the tune in which the EV3 feels like it could do with a little more attention - its steering.

At low speeds, the steering is light enough, but at higher speed it feels a little heavy. I’m not sure if Gambold’s been going to the gym or if it’s that I haven’t really, but it feels like there’s some unnecessary resistance, regardless of drive mode or camber on the road, requiring a bit more input on the wheel than you'd like.

It does let the car down in terms of driving out on country roads, but fortunately it's not a dealbreaker on highways or in its intended city or suburban environments.

Otherwise, the EV3 is extremely pleasant, with its outputs and delivery feel about right for a small electric SUV, never feeling too slow or unruly. It doesn’t spin its wheels with too much torque, even on wet roads and when hustling out of a corner.

The paddles which allow you to adjust the intensity of the regenerative braking also mean you barely need to use the left pedal, which is a plus for increasing the available driving range.

Speaking of the left pedal, a sudden stop thanks to a surprise slow car around a blind corner went smoothly thanks to a decent set of brakes.

In all, the car is ergonomically sound from the drivers seat, with the positioning for the seat and steering wheel feeling comfortable and easy to adjust, though slightly better vision out the rear sides would be good.

Behind the wheel, the Lepas L6 EV offers just the right amount of oomph. Goldilocks would approve.

Around town you can accelerate with traffic easily, plus if you boot it a little harder, there’s still enough in the tank. It’s fun watching the power gauge on the instrument cluster go red when you accelerate harder.

It’s worth noting if you gun it from a standstill, there may be some tyre squeal. This is a front-wheel drive car with 300Nm of torque.

There are three drive modes available - Eco, Normal and Sport - which all do what they say on the tin. Normal as a default mode is all you really need in a car like this.

For regenerative braking there are also three modes and you can cycle through them using a configurable button on the steering wheel. None offer one-pedal driving, however, meaning you need to use the brake pedal to come to a complete stop.

My favourite of the three regen modes tended to be the weakest. This more closely simulates a combustion or hybrid driving experience, as with the stronger modes the transition to regen can be a little too strong.

With the steering there’s an adequate amount of weight, though there is almost no road feel. It feels like you’re steering the car in a video game as there’s no feedback from the front wheels.

Lepas claims the L6 EV has “European” tuning for the suspension and in practice it is a little more composed and settled than previous Chery Group vehicles I’ve driven.

You wouldn’t call this a sports car by a long shot, though, as the car wallows about when pushed harder. In the everyday this car is agreeable enough, just mediocre and soulless to drive.

For noise, vibration and harshness (NVH), the L6 EV is naturally already a quiet car given it’s an EV. We didn’t do a great deal of high-speed driving at this launch, so we’ll have to wait and see how road and tyre noise is at a later date.

The Lepas L6 hasn’t been crash-tested by ANCAP yet and is therefore unrated for now.

However, a full suite of safety kit comes as standard. Highlights include:

• Seven airbags
• Auto Emergency Braking (AEB)
• Blind-spot monitoring
• Rear cross-traffic alert
• Lane-keep assist
• Lane centring
• Adaptive cruise control
• Intelligent speed limit assist
• Driver attention monitor
• Automatic parking assist
• Remote parking assist
• Front and rear parking sensors
• Surround-view camera

Lepas claims it has gone to great lengths to calibrate the advanced driver assist systems (ADAS) for Australian conditions and you can tell as all the systems operate as they should, and critically, aren’t annoying.

This has been a gripe of many Chery Group vehicles and it’s great to see a step in the right direction.

Kia’s seven-year, unlimited-kilometre warranty applies to the EV3, and though that was once industry-leading, it’s now being matched or overtaken by many rivals.

Roadside assistance is covered for one year but can be extended to up to eight years if serviced with an authorised Kia dealer.

Kia also backs the high-voltage equipment in the car with a more specific seven-year or 150,000km warranty, whichever comes first.

Australian servicing costs are pretty minimal in the EV3, with Kia offering well-priced pre-paid plans of three ($674), five ($1285) or seven years ($1897). Certainly some points for Kia on that one.

Service intervals are on the shorter side for an EV, at every 12 months or 15,000km, whichever comes first.

Lepas covers the L6 EV with a seven-year, unlimited-kilometre warranty, whereas the high-voltage battery pack is covered for eight years or 200,000km.

Logbook servicing is required every 12 months or 20,000km. The first seven services are capped-price and total a pretty sharp $2043, or $291 on average.

There’s also up to seven years of roadside assistance and as part of an introductory offer, L6 EV buyers can get either a complimentary home charger or public fast-charging subscription.

It’s worth noting Lepas has a separate dealer network from Chery and Omoda Jaecoo. At launch there are 23 dealers and the company plans to have a total of 30.

Thanks to the Chery Group, Lepas already has official channels for aftersales and spare parts. A metro dealer is claimed to be able to receive a spare part overnight, for example.