Peugeot Boxer vs Kia Ev3

What's the difference?

It has its faults like any vehicle but it’s a competent all-rounder, that combines sub-$50K pricing with a big payload capacity, mostly user-friendly design, improved safety and a compelling warranty. It also faces stiff competition in the 3501-8000kg GVM class, particularly from rivals with an automatic option. 

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.

It comes ready for work with hard-wearing black plastic in the most vulnerable places for scrapes and dents, including the front and rear bumpers and down the sides. The same black finish can be found on the window surrounds, door handles, huge door mirrors (which would not look out of place on a Kenworth) and the housing for the high-mounted third brake light.

It’s a large vehicle measuring 5413mm long, 2050mm wide and, thanks to the conspicuously high roof line, stands 2522mm tall. So, like numerous rivals in this weight class, it can’t access most shopping centre and underground carparks.

The front-wheel drive chassis, with its 3450mm wheelbase and 12.6-metre turning circle, features a simple and rugged combination of coil-spring strut front suspension, four-wheel disc brakes, power-assisted rack and pinion steering and single-leaf/solid beam rear suspension. Long rubber bump-stop cones, attached to the underfloor above each end of the rear axle, provide extra support when the springs compress under heavy loads.

The steel bulkhead, which separates the cabin from the cargo bay, insulates the driver/passenger from cargo bay noise and doubles as a robust cargo barrier. Its window is large enough to allow the driver to make a quick over-shoulder glance at any time to check the load is secure.

Criticisms? The relatively small 5.0-inch media screen can make the reversing camera’s vision difficult to see in detail. The height adjustment on the driver’s seat, using two levers on the lower right side, is clunky to operate. And although the rear barn-door windows are heated, there are no wiper/washers, which we didn’t get to test in wet conditions, which is most unusual for Melbourne.

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 Boxer 160’s 1865kg tare weight and 3510kg GVM results in a sizeable 1645kg payload rating. However, we always quote kerb weights (full tank of fuel) rather than tare weights (10 litres of fuel) to keep things consistent.

So, in this case, adding the missing 80 litres of diesel (67kg) results in a kerb weight of 1932kg, which reduces the payload by the same amount to 1578kg. That’s still almost 1.6 tonnes which is more than ample for this category. It's also rated to tow up to 2500kg of braked trailer and, based on European figures at least, can do this with a full payload.

The cargo bay provides a competitive 11.5 cubic metres of load volume and 10 sturdy load-anchorage points. Its floor, which is 3120mm long and 1870mm wide with 1420mm between the wheel housings, can  accommodate two 1165mm-square standard Aussie pallets or three 1200 x 800mm Euro pallets. There’s ample forklift access through the rear barn-doors with full 270-degree openings or sliding side doors with their big 1250mm openings.

The high roof cavity means even tall adults can stand inside with headroom to spare. It also provides a large and very useful open storage area over the driver’s cabin, which is ideal for storing ropes, straps, load-padding and any other gear a hard-working van might need.

Although the side doors and barn-doors are lined to mid-height, the cargo bay walls are unlined which leaves numerous cavities exposed that could make small items like pens, keys, phones etc disappear if they were dropped. The load floor is also unprotected.

Cabin storage options include upper and lower bins in each door, with the lower bins being wide and deep enough to hold several large bottles. There’s also a full-width map shelf that sits about forehead height for tall drivers, which is easy to access and can hold heaps of stuff.

The dashboard also has numerous storage choices including open shelves to the right of the steering column and underneath it, cup/small-bottle holders in the centre of the dash and on top a fixed clipboard with spring-loaded clamp. There’s also a glovebox with another large open storage bin below it plus even more storage, about the size of a baking tray, under the driver’s seat.

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.

In the Kia EV3 line-up, pricing ranges from $47,600 before on-road costs for the entry-level EV3 Air Standard Range, up to $63,950 for the GT-Line Long Range.

Impressively, Kia says the Air Standard Range is available for less than $50,000 drive-away, even in WA where it just sneaks in at $49,990. In other states and territories it comes with a $48,990 price.

There are three trim levels but four variants, with the Air Long Range, Earth Long Range and GT-Line Long Range all joining the Air Standard Range.

Stepping up to an Air Long Range is a $53,315 (before on-roads) ask, though both come with the same extensive list of features. 

On the outside, 17-inch alloy wheels, dusk-sensing LED headlights, daytime running lights (DRLs) and partial LED tail-lights as well as roof rails and heated folding mirrors show the entry-level Air to be well equipped for a small SUV.

Inside, there’s a two-tone cloth interior with LED interior lighting, a two-spoke synthetic leather steering wheel and, of course, the large arrangement for a multimedia touchscreen and driver display. Dual-zone climate control is also standard, with automatic window defogging.

Those two screens are 12.3-inch units, while there’s also a central 5-inch touchscreen for climate controls between them. There’s has in-built navigation, wireless Apple CarPlay and Android Auto, voice recognition and a six-speaker sound system.

The base model also has a wireless phone charger and USB-C ports in both the front and rear rows, a 12-volt outlet in the front and a household-style power outlet in the second row for powering appliances or equipment. In addition, there’s also an external adapter with the same household-style plug that connects to the charging port as standard.

The mid-spec Earth goes for $58,600 before on-roads coming in Long Range only (as with the GT-Line).

On top of everything already included in the Air, the Earth gains a set of larger 19-inch alloy wheels, synthetic leather seats with heating and ventilation, the driver’s side being 10-way electrically adjustable, a heated steering wheel, an electro-chromatic (or glare-dimming) mirror, and a power tailgate.

As previously mentioned, the GT-Line costs $63,950 before on-roads, and adds a stack of features on top of the Earth, including a series of exterior design changes like 19-inch GT-Line alloys wheels, satin silver front and rear bumpers, body-coloured side garnishes, a sunroof and tinted rear glass.

The GT-Line’s LED headlights are also cubed projection headlights, and the tail-lights are fully LED.

Inside, there’s a three-spoke GT-Line steering wheel, alloy pedals, specific two-tone GT-line seats with the passenger side seat also becoming 10-way electrically adjustable, ambient LED mood lighting, a head-up display and the central upper storage compartment under the armrest becomes a slide-out tabletop.

As well as things like rear-view camera (a surround-view set-up is bizarrely unavailable range-wide) and front and rear parking sensors, the safety equipment across all three variants is the same, too, but we’ll get into more details later in the review.

The 2.0-litre Blue HDI four-cylinder turbo-diesel engine, which meets the toughest Euro 6 emissions standard using AdBlue, produces peak values of 120kW at 3500rpm and 310Nm of torque at 1500rpm.

Peugeot claims this engine was tested for more than 10,000 hours, subjected to more than 1.3 million km of drive-testing and 16,000 thermal shock cycles (cold starting and accelerations), corresponding to 15 years of intensive use. In short, it should be tough enough. Transmission is a sweet-shifting six-speed manual.

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.

Peugeot’s official combined average is a fanciful 6.4L/100km. The dash readout was claiming a more realistic 9.0L/100km when we filled the tank after 282km of testing, which included more than a third of that distance lugging its maximum payload.

However, our own figure calculated from fuel bowser and tripmeter readings came in at 9.9L, which is more than 3.0L/100km above the official figure. Even so, sub-10L economy is very efficient  for a vehicle of this size, so based on our figures you could expect an excellent real-world driving range of around 900km from its big 90-litre tank.

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.

You sit up high with the huge windscreen providing a commanding view of the road ahead. Clear eye-lines to the large door mirrors (with wide-angle mirrors in their lower thirds) provide ample coverage of side and rear traffic.

Vision through the central rear-view mirror is also relatively clear compared to the cluttered views found in numerous rivals we’ve tested. The join of the barn-doors obscures the mirror’s central portion, but the driver still has a good view of what’s behind.

The fold-down inboard arm-rests combined with the door contours provide balanced support for arms and elbows to reduce strain on neck and shoulders. This support is particularly good for the driver, as it also allows your hands to rest comfortably on the steering wheel.

There’s negligible cargo bay noise thanks to the bulkhead. However, engine noise is noticeable and tyre noise can be quite intrusive, particularly at highway speeds on coarse bitumen surfaces. Cruising in top gear results in a fairly relaxed 2100rpm at 100km/h and 2300rpm at 110km/h.

The engine, with maximum torque at 1500rpm, has good all-round performance and pulling power under heavy loads, but lacks the sharper throttle response of some rivals. Even so, the manual gearshift has a light but well-defined action combined with a light clutch pedal weight.

Steering is nicely weighted and the quartet of disc brakes have plenty of bite. Handling and stability are also good regardless of load. The rear suspension tuning is commendable when running without loads on bumpy roads, providing a surprisingly smooth ride given spring rates that are designed to cope with 1.5 tonne-plus payloads.

Our only gripes are that the driver’s seat’s adjustable lumbar support presses too firmly against the spine for our liking, even on its softest setting. We also detected a couple of rattles and squeaks on bumpy roads, which sounded like they were coming from the dashboard area.

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.

As this review is published, there’s no ANCAP or equivalent score for the EV3 yet, though Kia seems confident it should score well. Of course, we can’t just take the brand at its word before the result arrives in Q2, but the EV3 does have a pretty comprehensive list of safety features, and all are standard across the range.

The small SUV comes with seven airbags including a front-centre airbag, adaptive cruise control, autonomous emergency braking, lane-keep and lane-follow assist, highway driving assist, speed limit assist, rear occupant alert, downhill brake control, hill-start assist, multi-collision braking, blind-spot and rear-cross traffic alert, driver attention warning and a tyre pressure monitor. There’s also the aforementioned front and rear parking sensors, and the rear-view parking camera – but no surround-view option.

In terms of on-road behaviour, the speed and driver alert warnings are overzealous and need to be turned off each time you start the car. They’re requirements for the EU, and that means we get them here, too.

As usual in a Kia these days, you can set the ‘star’ shortcut button on the steering wheel to head straight to the menu to turn it all off, but when it comes to the usual active stuff like lane-keep and cruise control, it’s all well-sorted and behaves predictably, feeling trustworthy. 

The Boxer is covered by Peugeot's five years/200,000km warranty and scheduled service intervals of 12 months/20,000km, whichever occurs first. Capped-price servicing applies for the first five scheduled services with a total cost of $3445 valid until June 30, 2020.

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.