Some vehicles make it obvious when they are the cheapest base model. Robust steel wheels or plastic wheel covers often give it away. Alternatively, instead of the crisp white-blue light of LED headlights, yellowish halogen bulbs light the way.

With our test Kia EV4, however, it is only the door handles that reveal it is the base ‘Air’ trim—and not even from a distance. The difference only becomes apparent when you attempt to enter the vehicle. Visually, there is no distinction: like many Hyundai and Kia models, the handles are flush with the door. The difference? In the mid-range ‘Earth’ trim and the top ‘GT-Line’ variant, the front door handles feature an ‘automatic flush function.’ When the vehicle is unlocked, they pop out, and you only need to pull the lever to open the door. In the ‘Air’ trim, however, the handles are purely mechanical: you must press the front to extend the lever and then pull the handle to open the door. Whether it is ‘Air’ or ‘Earth’ is really only noticeable with expert knowledge.

With a list price of €37,590 in Germany (£34,745 in the UK) and some attractive leasing offers, the EV4 is likely to appeal not only to private households taking advantage of the planned new EV subsidy in Germany, but also to fleet operators. In the Uk, the car qualifies for £1,500 in subsidies via the Electric Car Grant. Kia, however, does not want to compete on price alone. The VW ID.3 Pro, now with a 59 kWh battery and 434 km WLTP range, is slightly cheaper at €36,425, while the ‘Pure’ version with a 52 kWh battery starts at €33,330, though VW is currently offering factory discounts. With its slightly higher price, the Kia must impress as a vehicle in its own right.

Upon entering, the digital cockpit immediately stands out—similar to the one in the EV3. In our test of the compact SUV, the vehicle was configured in the mid-range ‘Earth’ trim. Kia has not skimped on the base version here: there are two 12.3-inch screens—one as an instrument cluster for the driver and one as a touchscreen for the infotainment system. In between—just like in the EV3 and the larger EV9—there is a small additional display for the climate controls. Unfortunately, it is not ideally positioned: with my seat settings, the steering wheel partially obscures the climate display, though this may work better for other drivers. On the plus side, the large, easy-to-use climate control switches in the centre console are within easy reach, even while driving. The only downside is that it is hard to see the set temperature at a glance—but since each click adjusts the temperature by 0.5°C, it is not a major issue.

The two-spoke steering wheel in modern Kias may seem unusual or futuristic to some, but it did not cause any practical issues during testing. All the buttons on the steering wheel are easy to use, as they are physical buttons, rocker switches, and dials—rather than touch-sensitive surfaces. Even the air vents in the EV4 can still be adjusted manually, unlike in other models where this is integrated into the touchscreen menu. The only touch-sensitive feature is the quick-access bar in the dashboard, but this is not mandatory—all functions can also be accessed via the touchscreen. If you want to switch quickly from the menu to the navigation map using the ‘MAP’ shortcut, you will inevitably need to use the touchscreen sooner or later.

Generous equipment in the base model

Even though the EV4 is a battery-electric vehicle, Kia and all models on the E-GMP platform still require the vehicle to be started via a start button. The familiar Kia start-up jingle sounds a bit tinny, but the base sound system performs well during normal radio or music playback. In fact, the base EV4 comes with a surprisingly extensive list of standard equipment. It includes dual-zone automatic climate control, lane-keeping assist, a basic motorway assist system, and a version 1.5 front collision warning system. Additionally, there are parking sensors front and rear, paddle shifters for regenerative braking on the steering wheel, and the Kia navigation system—alternatively, Apple CarPlay or Android Auto can be used. The only omissions in the ‘Air’ trim are front seat heating and a heated steering wheel, which are standard from the ‘Earth’ trim upwards. In the ‘Air’ trim, these features are only available as part of the €1,100 Winter Package, which also includes a heat pump, but they cannot be ordered separately. Overall, the list of optional extras is extremely short: customers can choose between six paint colours, the aforementioned Winter Package, and the ‘DriveWise-ADAS’ Package for €890, which includes additional driver assistance systems such as Motorway Assist 2.0 and Front Collision Warning 2.0 with extended functionality. Our test vehicle did not include these packages: it was finished in the no-cost base paint ‘Carrara White’, making it the true €37,590 version.

This version also features the longer-range variant with the smaller 58.3 kWh battery, as the additional equipment in the ‘Earth’ trim reduces the WLTP range to 425 km—compared to 440 km in the ‘Air’ trim. However, based on my test consumption, a realistic range of around 300 km per full charge is more likely, especially given the mostly single-digit temperatures during the test period. After over 500 km, the onboard computer showed an average consumption of 19.4 kWh/100 km. While it is possible to drive much more efficiently in the EV4, even in cold conditions, trips with consumption as low as 13.4 kWh/100 km were achievable—the mix of motorway and short-distance driving with high heating demand increased consumption in winter. The lack of seat and steering wheel heating, as well as the heat pump, were particularly noticeable. In my view, heated seats and steering wheels can save energy in winter, especially on short trips, as the ventilation system only needs to keep the windows clear rather than heating the entire interior with significant energy expenditure.

A winter range of 300 km also means that on long journeys, with the usual battery range of 10-80%, a charging stop is needed roughly every 200-220 km—though with more efficient driving, this could potentially be extended to 250 km. For those who regularly travel long distances, the larger 81.4 kWh battery might be a better choice. This is available in the ‘Air’ trim from €43,240 and offers up to 625 km WLTP range, or around 420 km in real-world conditions based on my test consumption.

On the positive side, the EV4 removes almost all barriers to charging on the go, even in its base version. The entry-level model already includes battery preconditioning (this is not tied to the Winter Package). The Kia navigation system automatically plans necessary charging stops and preheats the battery in time for arrival at the charging station. If you are using Apple CarPlay or Android Auto for navigation or want to use a fast-charging station not saved in the system, you can manually start the preconditioning via the menu—it takes a few clicks but is easy to find. The suggested charging stops are also logical and transparent. For the nearly 600 km trip from Düsseldorf to Berlin, the system plans three charging stops to arrive at the destination with 30% battery remaining. It clearly displays the expected charge level upon arrival, how much you need to charge for the next leg, and how long it will take. You can also set the desired charge level for arriving at charging stations or your destination—do you want to push it to 10% (around 30 km real-world range) or stop at 20%? The system adjusts accordingly. You can also filter by provider to avoid surprises with charging prices or access to the station.

For the trip from Düsseldorf to Berlin, the charging sessions are expected to take between 24 and 29 minutes, depending on the required amount of power. Thanks to the reliable preconditioning during testing, this is a predictable and achievable duration. Charging from 10% to 80% consistently takes 29-30 minutes. The EV4 charges at a peak of 101 kW and maintains this level up to around 60% before gradually reducing power. This highlights that the EV4 is based on the 400-volt variant of the E-GMP platform—the shorter charging times of the 800-volt version found in the EV6 and above are not possible here. The VW ID.3 demonstrates that even with 400 volts, faster charging is achievable: whether in the Pure or Pro version, charging times are significantly under half an hour.

Whether the 150 kW motor is positioned on the front axle, as in the EV4, or on the rear axle, as in the ID.3, makes little difference in everyday city or motorway driving. However, if you fully utilise the power, the front-wheel-drive model naturally reaches its grip limit more quickly. While the ID.3 remains rear-wheel drive even in its sporty GTX model, Kia will soon offer the EV4 with all-wheel drive—but only as the top-of-the-range GT model with 215 kW system power and slightly more dynamic handling. The base EV4 is not particularly sporty; the developers have focused more on comfort in the suspension.

This also applies to the overall interior design: all five seats are easily accessible via wide-opening doors, unlike in some compact cars where you often have to contort yourself to reach the rear seats due to the small door opening around the rear wheel. The EV4 fully utilises the space advantages of a dedicated electric platform, offering excellent rear legroom for its class. The boot is also impressive, with 435 litres in the standard configuration, compared to the ID.3’s 385 litres. And while the VW ID.3 is only approved for a tow bar with a vertical load (e.g., for a bike rack) but not for towing, the EV4 can tow up to 1,000 kg—though a tonne is not particularly generous. However, the EV4 does not feature a frunk: the electric motor is located under the very flat bonnet.

Conclusion

The EV4, like the EV3 before it, is a solid battery-electric vehicle. Even the base model is generously equipped, and aside from the heated seats and steering wheel (which can be ordered as options), I did not miss anything in the test vehicle. Every higher trim level adds even more features, though I personally find the simpler door handles of the base model very practical and would miss them in other trims. These handles always work as expected—even with keyless entry. The automatic ‘flush’ handles, on the other hand, can sometimes retract or extend at inconvenient times, such as when you are standing in the rain and want to get into the car quickly.

Overall, the EV4 is a strong alternative to the ID.3, which remains a highly sought-after electric model in Germany. However, the fact that the Kia, which launched many years after the VW, struggles to stand out in many respects and even charges more slowly, shows that VW has not gone entirely wrong with the development of its MEB models. From a customer’s perspective, it is worth comparing the equipment and offers closely to decide which model is the right choice.