Kia Ev3 vs Volvo Ex90

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.

The new Volvo EX90 Ultra Twin Motor Performance strikes a great balance between sophistication and practicality. It looks sharp, drives beautifully, and delivers a solid range with fast charging to match. Adding to that is a comfortable, family-friendly cabin with space for seven. It’s hard not to be impressed.

There are a couple of technology beats it misses but it's still an easy SUV to live with.

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.

The EX90 has swathes of smooth body panelling and a closed-off grille, as we've come to expect from a modern EV. The rear roofline tapers gently, giving it a sleek profile, while the black body moulding around the base and frameless mirrors add some visual interest.

It’s a clear departure from the boxier XC90 and you won’t mix them up but it still features those signature 'Hammer of Thor' LED headlights, which I really like.

The Ultra rides on 22-inch alloy wheels which help fill the arches nicely without making the car look oversized or flashy. The soft-close doors are a luxe touch and the overall fit and finish is up there with the best in the segment.

It shares its platform and technology with the Polestar 3, so if you're familiar with that model, the dashboard and centre console layout will feel very familiar.

I’m a fan of the clean, minimalist look and it works well with the panoramic sunroof, which brings in loads of light. A future update will let you switch the roof from clear to opaque, which should be a nice touch come summer.

The ambient lighting is cleverly integrated with the birch wood trim, and there are subtle ambient lights throughout the cabin that give it a business-class vibe.

And since it’s fully electric, there’s no transmission tunnel, so the middle row gets a completely flat floor. That also means extra space, with a handy storage cubby added under the centre console.

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.

The EX90 nails the balance between luxury and everyday usability. Up front, there’s loads of head, leg and elbow room, and it’s easy to get in and out thanks to the 216mm ground clearance and wide door apertures.

That said, the flush door handles can be a bit temperamental as they don’t always pop out when you approach and the key card only works from the driver’s side, which can be annoying.

Once you’re in, the front seats are superb. They’re seriously comfortable, with heating, ventilation, massage and extendable thigh supports that make long trips a breeze. It’s easy to find a great driving position and just settle in.

Storage up front is clever and generous. There’s a large glove box, a deep centre console with a hidden cubby, a shelf under the floating centre stack, plus cupholders and big door bins. It's well thought out and practical.

The 14.5-inch multimedia screen looks fantastic and is responsive. Now, I’m a button girl, and usually having to rely on a screen for everything would bug me but this set-up works.

You can pin your favourite features like climate and media controls to the bottom of the display for easy access, and the voice assistant is usually really capable, so you can stay hands-free when needed.

Built-in Google Assistant, Google Maps, YouTube, Spotify, plus wireless Apple CarPlay and Android Auto make tech integration smooth. Navigation directions show up clearly in both the 9.0-inch digital instrument cluster and the colour head-up display, which is a nice touch.

I experienced a couple of tech gremlins toward the end of my week with the car. The Google Assistant stopped picking up my voice commands and calls wouldn’t route through the sound system once connected.

Thankfully, both issues seemed to resolve themselves without intervention, but it's worth noting in case it’s a software quirk that pops up from time to time.

The second-row seats are ergonomic but a little firm - still comfy enough for long trips, especially with heating for the outboard seats.

Access is easy, and my eight-year old had no trouble climbing in or out. The booster seat integration has moved to the middle seat only (instead of both outboards), which might limit flexibility for some families, but for us it works fine.

There are ISOFIX mounts on the outboard seats and three top-tether points across the second row, and yes, you can fit three child seats side by side. Amenities in the second row are excellent with two USB-C ports, air vents, dual-zone climate, map pockets, cupholders and decent storage bins.

The third row is, as expected, best for kids, as toe room is limited and the access is child-sized. Still, it’s well-appointed with two cupholders, USB-C ports, and air vents built into the C-pillars. Even better, it gets two top-tether anchor points, which is a huge bonus for big families.

Boot space is solid because even with all seats up, you get 324L, including a useful underfloor compartment. Fold the third row and it jumps to 697L.

You can also manually raise or lower the boot height thanks to the active air suspension, and the third row folds electrically. There’s also a 12-volt socket and a powered tailgate you can operate via the Volvo app or the multimedia screen.

Up front, there’s a 34L frunk which is ideal for storing charging cables or a tyre repair kit, keeping everything neat and separate.

There are two grades available for the new Volvo EX90, and for this review, we're testing the flagship Ultra Twin Motor Performance.

While it shares the same motor configuration as the lower Plus variant, the Ultra gets a performance tweak that improves its 0–100km/h sprint time. Naturally, it also comes with a suite of luxurious extras befitting its flagship status.

Starting at $134,990, before on-road costs, the Ultra sits comfortably in the middle of its electric upper-large SUV rivals.

It’s more expensive than the Kia EV9 GT-Line (from $121,000) but undercuts the luxury-laden Mercedes-Benz EQS 450 4Matic (from $222,400). It also only costs $6600 more than the top-spec PHEV XC90, making it a compelling step up if you require electric performance and efficiency.

With a claimed WLTP driving range of 570km, the EX90 Ultra holds its own in the segment, offering solid long-distance capability.

The Ultra is well-equipped as you’d expect with electric front seats that feature heat, ventilation and massage functions. There is a heated steering wheel, fixed panoramic sunroof and a 25-speaker Bowers & Wilkins sound system.

Volvo has confirmed the panoramic sunroof will have an adjustment setting between clear and opaque in a future update, as it currently doesn’t have a blind.

Some great practical and family-friendly features include heated rear outboard seats, powered third-row seats, a powered tailgate, a 34L frunk for charging cables and an integrated kid’s booster seat in the middle row for those transitional stages.

The well-rounded suite of technology is based on the EX90's new Polestar 3 cousin and includes four USB-C ports plus a digital key via the Volvo app. The app also allows you to check on the status of the vehicle, open and close the boot lid, remotely unlock/lock the vehicle and pre-set the internal climate.

There is a large 14.5-inch touchscreen multimedia display that features wireless Apple CarPlay and Android Auto, satellite navigation (with live traffic updates and directions that are pulled into the colour head-up display) and a 9.0-inch digital instrument cluster. The system also has a suite of built-in apps like Google Assistant, Google Maps, YouTube, Spotify etc. 

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.

The Ultra is all-wheel drive with twin electric motors, one on each axle. Combined, they deliver a hefty 380kW of power and 910Nm of torque. That translates to a 0–100km/h sprint in just 4.9 seconds, which is seriously impressive for a big SUV.

Do we need it to be this fast? Absolutely not. But do I appreciate the gumption? You bet I do.

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 official WLTP energy consumption figure for the EX90 Ultra is 16.9kWh/100km, and after a good mix of open-road and urban driving, I averaged around 20kWh/100km which isn't bad at all for a vehicle of this size.

The strong regenerative braking helps here, and if you time your deceleration right, you can enjoy a proper one-pedal driving experience, which makes city driving feel effortless.

The EX90 uses a Type 2 CCS charging port and packs a massive 111kWh lithium-ion battery, good for a driving range of up to 570km (WLTP).

Charging speeds are impressive as it supports up to 11kW on AC and a hefty 250kW on DC fast chargers. That means you can go from 10–80 per cent in as little as 35 minutes on a 250kW charger, or in around 10 hours on an 11kW home set-up.

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.

Smooth and effortlessly powerful - that’s the best way to sum up the EX90 on the road. Despite its size, you don’t feel the bulk from behind the wheel. It’s nimble when it needs to be and wickedly quick off the line. Even under hard acceleration, I always feel in control, which is a huge plus for something this punchy.

You can customise the steering feel, and I preferred it on the firmer setting as it gave the best feedback without feeling heavy. The active air suspension does a great job of absorbing rough surfaces without softening the handling, so there’s no floatiness, just a composed, comfortable ride.

Inside the cabin, it’s beautifully quiet. That signature EV silence makes the space feel refined, with just the occasional tyre rumble at higher speeds, depending on the road surface but it’s never intrusive.

Visibility is mostly great from the front and sides, but the rear window feels miles away in the mirror, and the B-pillars are a little thick, so there’s a minor blind spot to be aware of.

Parking is easier than you’d expect for something of its size. The 360-degree camera is super clear, and there are plenty of parking sensors. The 12m turning circle is pretty standard, but it still felt totally manageable in tight shopping centre car parks.

The EX90 hasn’t been ANCAP-tested yet, so it’s currently unrated but being a Volvo, you can bet it’s packed with safety smarts.

It features a comprehensive suite of advanced safety tech, including side exit assist, emergency call functionality and a child detection system using radar sensors to monitor for movement in the cabin after the car is locked, designed to prevent children being accidentally left inside.

The second- and third-row seats all feature top-tether points, with ISOFIX anchors on the two outer second-row positions.

There are seven airbags, including a front-centre airbag and curtain airbags that cover all three rows, which is a win for families.

On top of that, it’s equipped with Volvo’s 'Pilot Assist' suite, which includes adaptive cruise control with lane centring, lane departure alert, lane keeping aid, blind-spot monitoring with steering assist, rear cross-traffic alert with automatic braking, 360-degree camera system, front/rear parking sensors and autonomous emergency braking with forward collision warning.

Volvo is also working toward occupant sensing and driver monitoring systems that go beyond the usual alerts. The EX90 includes an interior radar system sensitive enough to detect the micro-movements of breathing, aimed at preventing hot car deaths.

It’s being pitched by Volvo as one of the more safety-forward SUVs on the market, even before it earns its official crash score.

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.

The EX90 is covered by a five-year/unlimited km warranty, which is on par with most rivals, though Kia still has the edge with its longer coverage. Servicing intervals are every 12 months or 15,000km, whichever comes first.

As for costs? For the first five years, servicing is included in the purchase price, so while it’s technically not ‘free,’ it does mean no extra out-of-pocket expenses for scheduled maintenance during that time and that’s pretty solid value in this segment.