Good and Bad

The 2024 Kia ​​EV9 is the only mainstream three-row electric car that gets the basics right. It’s efficient, charges quickly thanks to its high-voltage architecture, and is very comfortable even when fully loaded. On that basis, it’s a good buy.

There are a lot of little things that could be polished, though. The ride needs to be improved, charging is fast but not without its hiccups (not related to charging infrastructure), and the interior—while packed with amenities—lacks a premium touch in terms of look and feel.

In the end, it wasn't enough to deter buyers from buying the house altogether, but if I had to spend $78,430, I'd probably wait until the renovations were complete in a few years.

Peter Holderith / Motor1

The bad one

Let's get the bad stuff out of the way first, as the flaws are enough to ruin what should be a very enjoyable experience.

I’ve driven nearly 1,000 miles in the EV9, and three out of four times I charged it, it wouldn’t shift into forward or reverse afterward, which was frustrating. At first, I thought it was because the battery was overheating, though after talking to Kia, I realized that wasn’t the issue. It was most likely user error on my part, which I think is more of a design flaw than my own incompetence (though don’t take that for granted.)

If I sit in the car while it’s charging with the AC on, a red battery icon appears on the dashboard after I unplug the vehicle. It looks exactly like a failing 12-volt battery in a regular car. There’s no message in the infotainment telling me what to do—I can’t shift into forward or reverse. After a few attempts to power the car back up (thankfully, the EV9 still has a physical on/off switch, unlike many other EVs), it eventually starts up again. Each time I find myself stuck in a charging booth for about five minutes, unsure of what to do.

Speaking with a Kia representative, it seems that using the vehicle’s systems (AC, infotainment, etc.) while the car is charging will put it in “accessory mode,” which prevents it from shifting into drive or reverse. Pressing the brake pedal harder will supposedly get me out of this mode, but that’s definitely something I tried. Maybe I didn’t do the process in the right order, but needless to say, if you’re charging your EV9, it’s probably best to turn the car off and get out to avoid frustration.

Peter Holderith / Motor1

Peter Holderith / Motor1

Other drawbacks are minor by comparison. The center screen’s primary functions are accessed via a series of capacitive buttons on the dashboard that require a firm press to activate, which depresses the hard plastic they’re embedded in. It feels and sounds bad. The menus also have a small but still annoying lag, and aren’t well organized.

At high speeds, the ride is poor. Despite its fully independent suspension, the EV9 wobbles over rough pavement on the highway like a pickup truck. Smaller wheels and tires, at least smaller than the 20-inch rims on this test car, would be better. But keep in mind that this ride characteristic is a feature of many electric vehicles, especially crossovers and SUVs. It’s not unique to the EV9.

The good one

The good stuff becomes very important in comparison, especially if you often carry a lot of people.

The EV9’s seats are superior to almost anything I’ve ever driven, including the six-figure Mercedes-Benz EQS, the Cadillac Escalade, and even the Kia Carnival—a very luxurious minivan with similar features but not the same level of comfort. Either of the EV9’s two highest trims can be equipped with eight-way adjustable second-row captain’s chairs, which are heated and ventilated (the second-row bench is standard). Driver and passenger get the same treatment, with the addition of a massage feature for the driver.

Using the seat heating/cooling function instead of the regular HVAC will save you some mileage, as clearly shown in the car's energy consumption menu. A 5 to 10 mile range fluctuation is possible on hot days if you use the car's heat pump. Still, the EV9 is efficient even if you don't set it up in detail.

Peter Holderith / Motor1

Peter Holderith / Motor1

I averaged more than three miles per kWh over the hundreds of miles I drove, which is well above the EPA’s estimated 280 miles. In fact, it got better mileage than the smaller two-row Cadillac Lyriq I drove earlier this year, even though that car was driven during a very cold and rainy New England winter.

In other words, the EV9 can go a long way, at least with the bigger battery. According to the EPA, the EV9’s standard battery will only get you 230 miles. Opting for rear-wheel drive over all-wheel drive will also give you a longer range, though that’s a luxury some buyers may want to think twice about before giving up.

AWD also maximizes the EV9’s performance to the fullest. The standard RWD car only makes 215 horsepower, which isn’t much for an SUV that weighs just over 5,000 pounds. The EV9 AWD is heavier at about 5,700 pounds, but has a dual-motor setup that produces 379 hp, which is more than enough for a family SUV.

However, competition, especially from the US, will soon increase. In the higher class, Lucid will soon start production of its three-row Gravity SUV. This SUV will be more expensive than the EV9, but it will charge faster and have a longer range. Probably more than 400 miles. The Cadillac Vistiq will also arrive next year as a 2026 model year vehicle. Its range will be very similar to the Kia, and using the excellent interiors of the Lyriq and Optiq as a reference, it could be more comfortable.

While there are a few competitors on the horizon, the EV9 is a solid choice for those who want to go electric but need room for seven or more people. Sure, there are a lot of little things that need to be fixed, but the overall package is impressive. Despite being the first three-row electric car, it will undoubtedly be a strong contender in a growing segment.