Tehnologija5. studenoga 2026.

Kia EV2 Earth: Two weeks with Kia’s compact range marvel

Electric mobility for the masses is still considered the ultimate challenge for the automotive industry. But while other manufacturers often promise affordable and practical electric vehicles only for the future, Kia is already taking the next step in electrifying its fleet with the EV2. Our test reveals where the small Korean car has more to offer than other compact EVs.

Visually, the EV2 holds no surprises – it predictably aligns with its larger siblings, the EV3 to EV9. The sharp lines give the EV2 a boxy appearance, almost like a removal van. For a vehicle of its size, it stands surprisingly tall and appears noticeably larger than it actually is. The bumpers at the front and rear, as well as the sills stand out prominently against the rest of the body, all finished in matte silver. The wheel arches also look substantial. Yet, the EV2 is not overly aggressive; it’s simply a charming compact car that’s easier to take seriously than many other models in its class.

Proven Kia interior

The typical Kia design language continues inside. The steering wheel, cockpit, and dashboard are all familiar features in other models – and this is a plus. The display combination and steering wheel are the same as those found in high-end models like the EV6 and EV9. Kia’s consistency here is also appealing because it makes the EV2 stand out: many Chinese vehicles in this segment look identical across brands, but Kia is distinct. The extensive use of hard plastic is forgivable in this price range, especially given the flawless build quality.

Image: Robin Engelhardt

Much of the operation is cleverly designed, and the number of buttons is sensibly chosen. The cockpit is uncluttered, yet physical buttons are provided for the most important functions. Kia handles the shortcut bar below the screen and the climate control better than the touch-only solutions often found elsewhere.

The software feels somewhat outdated and convoluted. Some settings are unnecessarily hard to find, and the voice control is of little help. Spotify is missing (though Amazon Music is available), and the navigation system’s filters and options are far from benchmark quality.

However, the inclusion of wireless Android Auto and Apple CarPlay as standard mitigates this criticism – especially given the price. Another positive is the customisability: various buttons can be assigned individual functions, saving users from lengthy menu navigation.

With five USB-C ports, a wireless charging pad, and two 12-volt sockets, even a full carload of passengers won’t run out of power. Of course, Vehicle-to-Load functionality is also included.

How much space do you need?

Simple yet brilliant are the individually adjustable rear seats. Depending on the configuration, they transform the EV2 into three different cars: with the rear bench pushed forward and the backrests upright, it becomes a 2+2 seater with a huge boot. Children still have plenty of space in the back, but adults do not – at least not comfortably. However, this setup allows for ample luggage space; a pram or even six crates of drinks fit effortlessly.

Image: Robin Engelhardt

If you slide the seats all the way back and recline the backrests, you get a comfortable, relaxed seating position with ample head- and legroom – almost like a chauffeur-driven limousine. The trade-off is a shrinking boot; you won’t be able to carry much luggage in this configuration.

Thirdly, there are numerous intermediate settings. The individual sliding and folding options create endless combinations.

There are two ISOFIX points, three grab handles (for every seat except the driver’s), and even a mini frunk—though only the charging cable fits in there. In terms of litres, the boot offers a maximum of 403 litres with the seats upright and up to 1,200 litres with them folded down. Kia charges a €450 premium for the clever rear seat; the standard version is a non-sliding, 60:40 split-folding five-seater bench.

Convincing driving dynamics and driver assistance systems

For a vehicle of this class and size, the EV2’s driving dynamics are extremely composed. It strikes a fine balance between comfort and road feedback, with responsive steering and pedals. There’s plenty of choice for regeneration: in addition to four levels (zero to three), there’s the i-Pedal (deceleration to a stop in one-pedal mode) and an automatic mode that uses radar to adjust regeneration based on the distance to the car in front.

The steering assistant and adaptive cruise control perform at a level that would have earned a “premium class” label just a few years ago. The EV2 maintains its lane and distance impeccably, and automatic lane changes generally work without complaint. On long drives, the assistance systems provide genuine relief, and thanks to the capacitive steering wheel, there’s no need for constant tugging: a light touch is enough to let the car know the driver is still engaged.

There’s also a 360-degree camera, and the rearview camera can be used while driving. This is particularly useful when the boot is loaded to the roof and the conventional rearview mirror is obstructed. The only downside is the emergency corridor function, which the Korean model stubbornly refuses to offer.

Charging and consumption: solid for this class

The boxy shape initially made us pessimistic about consumption, as the EV2 is not exactly aerodynamic. However, the actual consumption came as a pleasant surprise. Despite a high proportion of motorway driving, brisk acceleration, and autumn temperatures, the average consumption after over 1,000 test kilometres was 19.6 kWh/100 km.

If you limit yourself to a maximum of 120 km/h, consumption drops to 17.5 kWh. Kia does not officially disclose the net battery capacity, but based on the gross capacity of 61 kWh, this theoretically translates to a range of 350 km. In reality, we easily managed well over 300 km. In the city, it can be driven effortlessly at 11.2 kWh/100 km, and even at its top speed of 170 km/h (according to the speedometer), consumption remains just under 30 kWh/100 km.

The charging performance is also perfectly adequate. While the peak power of 112 kW isn’t exceptionally high, the average charging power of almost 90 kW between 10 and 80 per cent is solid. The manufacturer’s stated time is 30 minutes, and our test confirmed this figure.

For AC charging, 11 kW is standard, which fills at least the smaller battery in a reasonable time. With the optional 22 kW charger (€990 surcharge), even the larger battery is fully charged in just over three hours, making the EV2 particularly appealing for on-street parkers.

Prices and equipment

The base version of the EV2 starts at €26,600, and even here, the equipment is solid. The most compelling reason for many to opt for the more expensive ‘Air’ version is likely the option of a larger battery. If you want this, you’ll need to pay at least €33,490.

Image: Robin Engelhardt

Our test car’s configuration, starting at a minimum of €35,790, is quite far from the base model. In addition to the larger battery, it includes heated seats and steering wheel, a frunk, additional interior LED lighting, and electric seat adjustment – though only for the driver’s seat; the passenger seat still has to be adjusted manually.

Conclusion

Just as with its variable interior, Kia demonstrates the broad appeal of the EV2 through its pricing and equipment. From a simply equipped city runabout to a fully loaded, long-distance-capable model, Kia’s smallest electric car can be tailored to a wide range of needs. It fits into any parking space in the city yet drives as confidently as a larger car at 170 km/h.

Kia rounds out its portfolio at the lower end and is a formidable competitor to the ID. Polo, as well as to various Chinese models. While the rest of the automotive industry has been in constant upheaval for years, Kia is calmly and sensibly getting a lot right.