Kia’s first electric hatchback stands out in its class. The Kia EV4 hatch arrives with a bold new design that almost looks like a Lamborghini and a surprisingly spacious interior, but can it fill the void for an EV option that isn’t an SUV?

The Kia EV4 hatch delivers a non-SUV EV option

Sick of all the new SUVs hitting the market? Kia wants to shake things up with its first all-electric hatchback, the EV4.

The EV4 is more than an electric hatch. It’s Kia’s first EV built in Europe. Just over a month ago, the first EV4 rolled off the production line at Kia’s manufacturing plant in Slovakia. Marc Hedrich, CEO of Kia Europe, called it a “huge milestone” that will serve as a cornerstone of the automaker’s plans to gain market share in the region.

With Kia’s stylish new design, advanced tech, and more than enough interior space, the EV4 plays the part, but can it carve a niche for itself as an EV option that’s finally not an SUV?

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After getting their hands on the EV4 hatch for the first time, Autocar shared what it’s like to finally drive one. According to Autocar’s road tester, Illya Verpraet, “The EV4 feels less like the VW Golf of EVs and more like the Citroën ZX of EVs,” which is “an entirely good thing.”

Kia already offers an SUV in nearly any size with the EV3, EV5, EV6, and EV9. Now it’s aiming to take advantage of the lack of hatchback (or non-SUV) options in Europe.

Like the EV3 and Kia’s other new electric models, the EV4 hatch features its new design theme. Up front, the electric hatch almost resembles a Lamborghini, featuring Kia’s “Star Map” signature lighting and bold curves.

Spacioius interior with plenty of screens

With a length of 4,430 mm, a width of 1,860 mm, and a height of 1,485 mm, the EV4 hatchback is about the same size as the Kia XCreed. However, with a flat floor design, Kia claims the EV4 is “one of the most practical vehicles in its segment,” offering a boot space of 435 liters.

As Autocar pointed out, “The saloon’s boot is wide near the access point and narrows towards the cabin, but it’s a vast space and can even handle a set of golf clubs loaded horizontally.”

The interior has a similar setup to the EV3 with Kia’s new connected car Navigation Cockpit (ccNC) infotainment system at the center. The setup features nearly 30″ of screen space with dual 12.3″ driver display and infotainment screens, plus an added 5.3″ climate control display.

According to the reviewer, “Kia’s infotainment system works near-flawlessly” with big icons, an easy-to-use menu, and quick response time.

Competitive driving range and prices

Like Kia’s other electric vehicles, the EV4 is based on Hyundai’s E-GMP platform. It’s available with two battery packs: 58.2 kWh or 81.4 kWh, offering a WLTP driving range of 273 miles or 388 miles. Kia said the EV4 was its first electric vehicle offering a range of over 380 miles.

The more premium “GT-Line” and “GT-Line S” variants are available exclusively with the extended range (81.4 kWh) battery, providing a range of 362 miles.

Is the Kia EV4 hatch a game-changing electric vehicle? According to Autocar’s first review, “The EV4 is neither the Mk2 e-Golf of our dreams nor a disruptor,” but the lack of electric hatchbacks may offer a niche for Kia to take advantage of.

“The EV4 builds on the success of the EV3 to give us a new comfy EV option that isn’t an SUV. It feels like natural order is being restored,” Autocar said.

In the UK, the base EV4 Air Standard Range starts at £34,695 ($47,700), while the longer range model is priced from £37,695 ($51,700). Kia also offers the EV4 Fastback, or sedan, starting at £40,895 ($55,000). The Kia EV4 Fastback has a WLTP driving range of up to 391 miles.

Unlike the hatch, the Fastback variant is manufactured at Kia’s Autoland Gwangmyeong EVO plant in South Korea and exported to Europe.

For those in the US, Kia will launch the EV4 sedan version in early 2026. Unfortunately, the electric hatchback is not expected to make the trip overseas.

BYD has unveiled a new stationary energy storage system, HaoHan, designed to compete with Tesla’s new Megapack 3, which has roughly twice the capacity in the same format.

Earlier this month, Tesla unveiled its next-generation Megapack, a dominant player in large-scale energy storage for some time.

The new Megapack 3 increases the energy capacity of the container-side system from 3.9 MWh to 5 MWh. At the same time, Tesla unveiled the Megablock, which consists of 4 Megapacks combined with a megavolt transformer and switchgear.

Now, BYD has launched a new competing product called ‘HaoHan’.

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In its regular configuration, the system has a capacity of 14.5 MWh, almost 3 times Tesla’s Megapack, and in a 20-ft container configuration, it has a 10 MWh capacity.

The system has a Vcts (Volume Ratio of Cell to System) of 52.1%, which BYD claims is the world’s highest.

BYD also claims to have greatly simplified its system while increasing reliability with a “70% reduction in system failure” and “70% reduction in maintenance cost.”

HaoHan is using BYD’s proprietary 2,710 Ah Blade Battery cell – the largest used in stationary storage.

It enables a much higher volumetric energy density, which the company claims results in deploying GWh projects with about half the number of battery systems.

Overall, BYD claims that energy project costs will be reduced by 21.7% thanks to the new HaoHan.

Not unlike Tesla with the Megablock, BYD also unveiled new large-scale power electronics to go along with the new battery system.

GC Flux is BYD’s new grid-forming inverter solution, which can scale from 2.5 to 10 MW.

According to BYD, the inverter delivers about 38% more performance than the industry average and achieves a maximum power density of 1,474 kW/㎡—roughly 130% higher than typical market values. It also offers an overload capacity of up to three times its rated output for 10 seconds, with peak efficiency reaching 99.35%.

The GC Flux PCS is equipped with advanced grid-forming features tailored for today’s energy systems. It can regulate voltage and frequency in real-time, enabling more invert-based power to a grid while reducing the risk of blackouts.

The system provides active inertia response for up to 25 seconds, wide-band damping across the 1–1500 Hz range, and ultra-fast voltage and frequency regulation in under 100 milliseconds. These capabilities are essential for maintaining stability, particularly in hybrid or renewable-heavy grids that demand seamless transitions between grid-connected and islanded operation.

BYD also unveiled something that sounds like a competitor to Tesla’s Autobidder to manage the capacity of these new energy systems: GC Master EMS.

Electrek’s Take

I have been saying for a while that Tesla will not remain the dominant player in energy storage because the central part is battery cells, and Tesla gets those from BYD and CATL, which are now launching their own stationary storage products.

They have a significant advantage since they make the most costly part of those energy storage systems: the battery cells.

BYD has already secured massive orders for the system. HaoHan is going to power the new giant 12.5 GWh project in Saudi Arabia. That’s basically Tesla’s entire energy storage deployment in a quarter.

Trek is finally electrifying its gravel lineup – quite literally. The company has just launched the Checkpoint+, its first-ever electric gravel bike, and it’s more than just a motor bolted onto an existing frame. With a new high-performance powertrain, serious adventure credentials, and that unmistakable Trek polish, the Checkpoint+ looks ready to stir up the e-gravel world.

At the heart of the new Checkpoint+ is German motor maker TQ’s latest HPR60 motor, offering 350W of peak power and 60Nm of torque, which is a noticeable bump over the HPR50 motor found on Trek’s Domane+ SLR. The HPR60 is not only lighter and quieter, but also manages to stay slim enough to maintain the sleek and minimalist lines that gravel riders seem to love.

It’s paired with a 360Wh internal battery for a claimed 50-mile range in Eco mode, and riders can extend that by 44% with an optional 160Wh range extender that mounts in a bottle cage. The battery isn’t designed for convenient daily removal, though it can be accessed with tools for occasional servicing or replacement.

That assist brings the bike up to 28 mph (45 km/h) in the US, keeping the bike in Class 3 territory. For riders outside the US, unfortunately, assistance still caps at 25 km/h thanks to regional regulations. As is common with European e-bike drivetrains, there is no throttle option as the bike comes in pedal assist only. For most gravel biking veterans though, that’s already to be expected.

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The frame uses Trek’s 500 Series OCLV carbon, with geometry carried over from the non-electric Checkpoint, including the rear IsoSpeed decoupler for added comfort. Tire clearance is a healthy 50mm, now becoming standard for top-tier gravel bikes to provide a wide range of tire options. There are also tons of mounting points for racks, bags, fenders, and bottle cages, helping make this a legit bikepacking rig.

There are three builds in the lineup. The top-spec Checkpoint+ SL 7 AXS brings the fancier components with SRAM XO Eagle Transmission, carbon wheels, and a 40mm RockShox Rudy suspension fork. The SL 6 AXS and SL 5 versions stick with rigid carbon forks and dial back the drivetrain slightly, using SRAM GX AXS and Shimano GRX mechanical, respectively. All three are tubeless-ready, with valves and sealant conveniently included with the bike.

A discreet LED display is embedded in the top tube. Higher dollar riders will see color on the SL 7’s screen, while it’s a monochrome affair on the lower trims. For control, there are tiny remote buttons under the brake hoods that let riders change assist modes without ever taking their hands off the bars.

US pricing starts at $5,999.99 for the SL 5, with the SL 6 AXS at $6,599.99, and the fully-loaded SL 7 AXS ringing in at $7,999.99.

Electrek’s Take

It’s about time Trek gave us an electric gravel bike, and it looks like the wait might’ve been worth it. The Checkpoint+ looks great and seems to nail the details. The new TQ HPR60 motor is a smart upgrade, the clean integration looks fantastic, and the build options offer something for both performance-focused riders and long-haul adventurers.

That said, nearly $8K is a lot of cheddar for the top-end build, even if it comes with a wireless SRAM Transmission and a suspension fork. And there’s no removable battery, which is a bummer for anyone hoping to lighten the bike for lifts, carry a spare with them, or just have the option to swap out a battery themself if something goes wrong down the road.

Still, the Checkpoint+ has all the hallmarks of a premium Trek: refined, reliable, and ready for whatever dusty detour you throw at it. For gravel riders looking to go farther, faster, especially without sacrificing the soul of the sport by keeping the power pointed but modest, this could be your new best friend on the trails.