Connect with us

Published

on

Three months after opening US orders for the long-anticipated three-row EV9 SUV, the folks at Kia invited media out to wine country to test drive it for the first time. We’ve already had up-close encounters with the EV9, but this was our first chance to take it for a spin and really test everything inside and out (including that third row). While you probably can’t put bodybuilders in the back seat, the EV9 delivers in a lot of ways other OEMs are not and at a relatively enticing price point.

Table of contents

A quick Kia EV9 recap leading up to the test drive

This latest drive event (personally my first with Kia) was three years in the making, as the EV9 SUV’s origin dates back to its debut as a concept at the LA Auto Show in 2021. I was present at that unveiling and felt early on that if Kia and Hyundai Motor Group could deliver an EV that looked similar, offered maximum interior space, and had above-average range; it would be a home run with consumers… as long as the price was right too.

As always, that’s easier said than done… especially words coming from the comfort of my standing desk or, in this case, a not-so-roomy United Airlines seat. Nevertheless, we at Electrek (myself included) were pleasantly surprised at how similar the production-intent EV9 stayed to its conceptual design.

2023 was a huge year for Kia in a lot of ways, but EV9’s development was a huge part of that narrative, even if it wasn’t a genuine contributor to its record US sales (yet). We watched the EV endure winter testing, begin deliveries in its native Korea, and soon learned EU pricing.

By last summer, we learned the Korean automaker was expanding its US facility to include EV9 production – Kia’s first BEV to be built in America and eventually qualifying for (some) federal tax credits (more on that later).

From the onset of reservations, demand has far outweighed availability – an encouraging sign for the automaker that has anticipated great success with its first bespoke SUV on the E-GMP platform.

Kia turned some heads in September when it shared that the EV9 would start at an MSRP below $55,000 in the US, further teasing my appetite to test drive this model and see if it delivers on comfort and performance.

While this was easily the latest media test drive event I’ve personally experienced (EV9’s have already been delivered to some of my non-media friends), it was my best opportunity nonetheless to open up the top-tier GT-Line around wine country, and I took full advantage.

Here are my thoughts.

The Kia EV9 is premium, not luxury, roomy but not spacious

The EV9 arrives as part of Kia’s “Plan S” electrification strategy, which will introduce seven new BEV models by 2027.

The design and engineering team developed the SUV as a mainstream competitor to upcoming vehicles like the Hyundai IONIQ 7, Chevy Blazer EV, and Toyota’s bZ4X, but also put a lot of work into the interior and overall driver experience to try and compete against more luxury EV models like the Tesla Model Y and Model X, Audi Q8 e-tron, BMW iX, and Rivian R1S – all of which were benchmarked.

After driving all of these EVs and now the EV, Kia’s EV wins or at least remains competitive in a lot of categories, especially its third row. That being said, the third row may very well still underwhelm some consumers. They’ve definitely got Tesla beat though!

To give you an idea of what I was working with, I’ll detail the specs of the EV9 GT-Line – the fully-loaded SUV option from Kia that each of us media got to drive in Napa, California. Its dual-motor AWD powertrain delivers 379 horsepower and 516 lb-ft of torque. The HMG E-GMP platform features Kia’s larger 99.9 kWh lithium-ion battery pack, which weighs nearly 1,250 pounds by itself.

The GT-Line can deliver a top speed of 124 mph and accelerate 0-60 mph in five seconds – 4.5 if you use “Boost Mode” (available as an add-on for the lower trims). Since interior space has been a huge selling point on this EV from day one, I’ll also share some of the interior dimensions:

  • Wheelbase: 122 inches (7.8 inches longer than the Kia Telluride)
  • Headroom (dual sunroof on GT-Line):
    • Front Row: 39.6 inches
    • Second Row: 38.8 inches
    • Third Row: 39.5 inches
  • Legroom (with second row captains chairs):
    • Front Row: 41.4 inches
    • Second Row: 42.8 inches
    • Third Row: 32 inches

That’s quite a drop-off in roominess to the third row, but I’ll admit, the EV9 delivered much more room than most third rows I’ve ever experienced, especially in EVs. For added perspective, Kia shared that the EV9 offers more total legroom than the Audi Q8 e-tron, the BMW iX, Cadillac Lyriq, and Tesla Model Y, and more third-row headroom (+0.9″) and shoulder room (+3.9″) than the Rivian R1S. Notice no mention of more legroom, though. Here are some images from the third row:

  • Kia EV9 drive

I know I’m putting a lot of emphasis on the third-row, but that’s a huge selling point used by Kia to get US consumers to want to drive the EV9. That said, let’s focus on my actual drive and my honest opinion of the Kia EV9. Here are some more images of the overall interior. Quality without flashiness and soooo many USB-C ports throughout.

EV9 could be the quietest EV I’ve ever driven

I’m leading with this because it’s a feature that is often overlooked or undervalued because you’re either blasting Pop2K on Sirius XM and not paying attention, or your driving a rattly Model Y and you’re praying for solace.

Before the drive, Kia executives told us the EV9 was quiet – a 58.2-decibel interior at 55 mph (comparable to a Range Rover interior). This is something you don’t truly appreciate until you experience it yourself, though. Between the electric motor, quiet sealed interior cabin, and noise-canceling EV tires, the EV9 was eerily quiet, even at high speeds.

I found the overall feel of the drive very smooth and acceleration with the dual motors to be adequate for confidently overtaking other vehicles on the highway. Still, we were a long way from goosebumps in terms of pure speed. And that’s fine. This EV isn’t trying to be a track car but more of a comfortable, polished, and tech-forward family vehicle, which it accomplishes tenfold.

The user interface was intuitive and easy to learn. The paddles on the back of the wheel were easy for switching between regen modes – you know I love my i-Pedal driving, so that’s where I stayed most of my drive. Still, I love that Kia offers several levels of regenerative braking for the new EV9 drivers as they get more comfortable with the nuances of one-pedal EV driving. Once you learn it, you don’t want to go back!

I initially had trouble finding how to switch drive modes until a tech pointed out it was right under my nose at the bottom of the steering wheel. I didn’t notice a lot of variance between eco, normal, or even sport mode, despite Kia executives telling me how fast that latter mode is (I politely disagree, but I wasn’t expecting hot laps and squealing hairpin turns either).

Sport Mode is still where I had the most fun (at the expense of my driving partner Runjhun’s stomach). I found the suspension slightly looser overall and a bit more “giddy up,” but still nothing particularly hair-raising.

The suspension overall was my biggest qualm with the Kia EV9 during my drive. We felt a lot of bumps, even at lower speeds, and obstacles like speed bumps were surprisingly uncomfortable to pass over. In that sense, I longed for the air suspension of a dual motor Rivian.

During my drive, I got to test out the EV9’s highway drive assist, which allows for lane keep, a safe distance behind other cars, and even seamless lane changes by simply activating a turn signal. I found the ADAS to be more than adequate and would definitely take advantage during longer drives in the EV9… just not too long, depending on which trim you choose.

Source: Scooter Doll

As mentioned above, Kia caught consumer attention when it announced US owners could drive off in a new EV9 for $54,900. Granted, that’s for the bare-bones RWD Light trim with only 230 miles of range, but still – that’s a solid start for the amount of interior space, quality materials, and advanced tech you get in this SUV.

Remember – the EV9 is on an 800V platform capable of 210 kW peak charge power and replenishment in 24 minutes. Not to mention its vehicle-to-load (V2L), vehicle-to-home (V2H), and, one day, vehicle-to-grid (V2G) capabilities once energy companies start to play nice.

On the other end of the spectrum, the GT-Line trim of the Kia EV9 I got to drive starts at $73,900. Expensive, yes. But it’s better when you compare it to the rest of the BEV market and nearly all of the EV models benchmarked by Kia mentioned above. Some of those competitors are pushing $100k starting MSRPs for slightly more luxurious interiors and a little more range.

I wouldn’t spring for the GT-Line to get all add-ons like Boost Mode and unique wheels. The AWD Wind or the Land trims, however, intrigue me. You still get dual motors, the 99.8 kWh battery, and the same horsepower, but with more range (280 miles vs. 270 miles on the GT-Line).

Those trims start at $63,900 and $69,900 respectively. I’d even be smitten with the RWD Light trim and its 304 miles of range for under $60k – although, if I truly know myself, I’d miss the instant acceleration of the dual motors.

While some consumers may be initially turned off by the price or range of the Kia EV9, I think a broader look at the rest of the market serves the argument that this is one of the most equipped and tech-forward electric SUVs available right now at a price that beats most all of its competitors.

Younger people looking to start families and go electric have been waiting for a vehicle like this, and I don’t think it will disappoint. I foresee it doing well globally, especially in the SUV-crazed US.

Add federal tax credits to the equation when EV9 production begins in Georgia later this year, and that only sweetens the deal. Hell, I’d say lease one and take advantage of the full $7,500 credit at the point of sale, then revisit whatever Hyundai Motor Group is working on two or three years from now. The way they’re delivering quality EVs, you may be ready for an IONIQ 7 or Genesis SUV in the future, and those EVs will probably have even more impressive specs at fair prices.

I’ve said it many times, but I will repeat it. Is anyone doing more in the electric mobility space than Hyundai and Kia right now? I’d argue no.

FTC: We use income earning auto affiliate links. More.

Continue Reading

Environment

Honda now has an electric Ruckus. Will they bring it to the US?

Published

on

By

Honda now has an electric Ruckus. Will they bring it to the US?

The Honda Ruckus has earned cult status thanks to its minimalist styling, exposed frame, and seemingly endless customizability. The scooter, also known in international markets as the Honda Zoomer, has spent years being seen as a blank canvas for scooter tuners, urban commuters, and anyone who just wanted something simple, small, and kind of weird to zip around town. A few years ago, Honda finally answered the call for an updated version by announcing and producing the “Zoomer e:”, which was an electric version of the Honda Ruckus. So where is it?

When Honda launched the all-electric version of the Ruckus, the Zoomer e:, back in 2023, many fans hoped it was only a matter of time before we saw it quietly glide onto U.S. streets.

But two years later, there’s still no sign of a stateside release, and no indication that Honda plans to change that anytime soon.

The Zoomer e: was first introduced in China in early 2023 alongside two other retro-inspired electrics: the Cub e: and Dax e:.

Advertisement – scroll for more content

The Zoomer e: keeps the stripped-down, industrial look of the classic gas-powered Ruckus, but swaps the 49cc engine for a 400W rear hub motor and a 48V 24Ah battery (around 1.15 kWh).

It was originally given a top speed of a mere 25 km/h (15.5 mph) to keep it street legal as an electric bicycle in its first market of China, where it also came with functional but stubby pedals so riders could pretend it was actually pedalable.

The first version of the electric scooter claimed a range of up to 80–90 km (50–56 miles) from its removable lithium-ion battery, depending on conditions.

An advertisement for a Honda Zoomer e: in the Philippines via Facebook

We’ve since seen the performance bumped up to 40 km/h (25 mph) top speeds when the scooter was introduced into the Philippines market, where the local L1B classification allowed for higher speeds. It’s fairly obvious that the performance can be software-tweaked by Honda depending on the market, though likely to a limit. To achieve speeds much higher than 25 mph, a motor and controller swap may be required, though neither would be complicated.

In other words, the electric Ruckus’ debut revealed an ultra-lightweight, street-legal runabout designed for countries with expansive low-speed e-bike laws. But in the U.S., these types of quasi-e-bikes that are actually scooters are few and far between. The same performance can be had from a $1,000 electric bicycle, and in fact, Class 3 e-bikes in the US can go nearly twice as fast as the original electric Ruckus.

So Honda obviously hasn’t been in a rush to bring its low-spec version of the bike to the US market, where it would be a slower and heavier competitor to the wide range of cheap imported electric bicycles. However, its iconic design and cultural legacy have kept enthusiasm up for riders who have managed to privately import their own models. One Redditor appears to have imported two Honda Zoomer e: models in parts to assemble in the US, while someone else posted a YouTube video of his completely assembled Honda Dax e: model that was launched along the Zoomer e:.

Despite clear consumer interest and a growing market for low-speed electric vehicles, as well as Honda’s own proven interest in growing its electric scooter market, the company hasn’t made any moves to release the Zoomer e: in the US. That’s not surprising since America still lacks a robust electric scooter culture (or even a gasoline scooter culture, for that matter), and anything motorcycle-shaped that doesn’t hit 30+ mph tends to get passed over by mainstream buyers.

But perhaps that could change one day. Technically, bringing the Zoomer e: to the US wouldn’t be a monumental task for Honda. The U.S. is a self-certify country, meaning Honda could design a version that meets federal vehicle safety standards, beef up the motor and controller for higher speeds, and sell it as either a Class 2/3 e-bike, or perhaps more appropriately, as a low-speed motorcycle with a top speed in the 35-45 mph range (55-70 km/h).

With the rise of micromobility, electrification, and growing frustration with car-centric cities, now might actually be the perfect time for a reborn electric Ruckus to hit US roads. But until Honda decides to take that step, American riders will have to keep dreaming – or start importing.

A private import of a Honda Zoomer e: to the US

FTC: We use income earning auto affiliate links. More.

Continue Reading

Environment

BMW ups the ante with the fastest, most powerful electric maxi-scooter

Published

on

By

BMW ups the ante with the fastest, most powerful electric maxi-scooter

BMW Motorrad’s futuristic electric scooter just got its first real refresh since beginning production in 2021. The BMW CE 04, already one of the most capable and stylish electric maxi-scooters on the market, now gets a set of upgraded trim options, new aesthetic touches, and a more robust list of features that aim to make this urban commuter even more appealing to riders looking for serious electric performance on two wheels.

The BMW CE 04 has always stood out for its sci-fi styling and high-performance drivetrain. It’s built on a mid-mounted liquid-cooled motor that puts out 31 kW (42 hp) and 62 Nm of torque. That’s enough to rocket the scooter from 0 to 50 km/h (31 mph) in just 2.6 seconds – quite fast for anything with a step-through frame.

The top speed is electronically limited to 120 km/h (75 mph), making it perfectly capable for city riding and fast enough to hold its own on highway stretches. Range is rated at 130 km (81 miles) on the WMTC cycle, thanks to the 8.9 kWh battery pack tucked low in the frame.

But while the core performance hasn’t changed, BMW’s 2025 update focuses on refining the package and giving riders more options to tailor the scooter to their taste. The new CE 04 is available in three trims: Basic, Avantgarde, and Exclusive.

Advertisement – scroll for more content

The Basic trim keeps things clean and classic with a Lightwhite paint scheme and a clear windshield. It’s subtle, sleek, and very much in line with the CE 04’s clean-lined aesthetic. The Avantgarde model adds a splash of color with a Gravity Blue main body and bright São Paulo Yellow accents, along with a dark windshield and a laser-engraved rim. The top-shelf Exclusive trim is where things get fancy, with a premium Spacesilver metallic paint job, upgraded wind protection, heated grips, a luxury embroidered seat, and its own unique engraved rim treatment.

There are also a few new tech upgrades baked into the options list. Riders can now spec a 6.9 kW quick charger that reduces the 0–80% charge time to just 45 minutes (down from nearly 4 hours with the standard 2.3 kW onboard charger). Tire pressure monitoring, a center stand, and BMW’s “Headlight Pro” adaptive lighting system are also available as add-ons, along with an emergency eCall system and Dynamic Traction Control.

BMW has kept the core riding components in place: a steel-tube chassis, 15-inch wheels, Bosch ABS (with optional ABS Pro), and the impressive 10.25” TFT display with integrated navigation and smartphone connectivity. The under-seat storage still swallows a full-face helmet, and the long, low frame design means the scooter looks like something out of Blade Runner but rides like a luxury commuter.

With these updates, BMW seems to be further cementing the CE 04’s role at the high end of the electric scooter market. It’s not cheap, starting around €12,000 in Europe and around US $12,500 in the US, with prices going up from there depending on configuration. However, the maxi-scooter delivers real motorcycle-grade performance in a package that’s easier to live with for daily riders.

Electrek’s Take

I believe that the CE 04’s biggest strength has always been that it’s not trying to be a toy or a gimmick. It’s a real vehicle. Sure, it’s futuristic and funky looking, but it delivers on its promises. And in a market that’s still surprisingly sparse when it comes to premium electric scooters, BMW has had the lane mostly to itself. That may not last forever, though. LiveWire, Harley-Davidson’s electric spin-off brand, has teased plans for a maxi-scooter-style urban electric vehicle in the coming years, but as of now, it remains something of an undefined future plan.

Meanwhile, BMW is delivering not just a concept bike but a mature, well-equipped, and ready-to-ride electric scooter that keeps improving. For riders who want something faster and more capable than a Class 3 e-bike but aren’t ready to jump to a full-size electric motorcycle, the CE 04 hits a sweet spot. It delivers the performance and capability of a commuter e-motorcycle, yet with the approachability of a scooter. And with these new trims and upgrades, it’s doing it with even more style.

FTC: We use income earning auto affiliate links. More.

Continue Reading

Environment

I found this cheap Chinese e-cargo trike that hauls more than your car!

Published

on

By

I found this cheap Chinese e-cargo trike that hauls more than your car!

If you’ve ever wondered what happens when you combine a fruit cart, a cargo bike, and a Piaggio Ape all in one vehicle, now you’ve got your answer. I submit, for your approval, this week’s feature for the Awesomely Weird Alibaba Electric Vehicle of the Week column – and it’s a beautiful doozie.

Feast your eyes on this salad slinging, coleslaw cruising, tuber taxiing produce chariot!

I think this electric vegetable trike might finally scratch the itch long felt by many of my readers. It seems every time I cover an electric trike, even the really cool ones, I always get commenters poo-poo-ing it for having two wheels in the rear instead of two wheels in the front. Well, here you go, folks!

Designed with two front wheels for maximum stability, this trike keeps your cucumbers in check through every corner. Because trust me, you don’t want to hit a pothole and suddenly be juggling peaches like you’re in Cirque du Soleil: Farmers Market Edition.

Advertisement – scroll for more content

To avoid the extra cost of designing a linked steering system for a pair of front wheels, the engineers who brought this salad shuttle to life simply side-stepped that complexity altogether by steering the entire fixed front end. I’ve got articulating electric tractors that steer like this, and so if it works for a several-ton work machine, it should work for a couple hundred pounds of cargo bike.

Featuring a giant cargo bed up front with four cascading fruit baskets set up for roadside sales, this cargo bike is something of a blank slate. Sure, you could monetize grandma’s vegetable garden, or you could fill it with your own ideas and concoctions. Our exceedingly talented graphics wizard sees it as the perfect coffee and pastry e-bike for my new startup, The Handlebarista, and I’m not one to argue. Basically, the sky is the limit with a blank slate bike like this!

Sure, the quality doesn’t quite match something like a fancy Tern cargo bike. The rim brakes aren’t exactly confidence-inspiring, but at least there are three of them. And if they should all give out, or just not quite slow you down enough to avoid that quickly approaching brick wall, then at least you’ve got a couple hundred pounds of tomatoes as a tasty crumple zone.

The electrical system does seem a bit underpowered. With a 36V battery and a 250W motor, I don’t know if one-third of a horsepower is enough to haul a full load to the local farmer’s market. But I guess if the weight is a bit much for the little motor, you could always do some snacking along the way. On the other hand, all the pictures seem to show a non-electric version. So if this cart is presumably mobile on pedal power alone, then that extra motor assist, however small, is going to feel like a very welcome guest.

The $950 price is presumably for the electric version, since that’s what’s in the title of the listing, though I wouldn’t get too excited just yet. I’ve bought a LOT of stuff on Alibaba, including many electric vehicles, and the too-good-to-be-true price is always exactly that. In my experience, you can multiply the Alibaba price by 3-4x to get the actual landed price for things like these. Even so, $3,000-$4,000 wouldn’t be a terrible price, considering a lot of electric trikes stateside already cost that much and don’t even come with a quad-set of vegetable baskets on board!

I should also put my normal caveat in here about not actually buying one of these. Please, please don’t try to buy one of these awesome cargo e-trikes. This is a silly, tongue-in-cheek weekend column where I scour the ever-entertaining underbelly of China’s massive e-commerce site Alibaba in search of fun, quirky, and just plain awesomely weird electric vehicles. While I’ve successfully bought several fun things on the platform, I’ve also gotten scammed more than once, so this is not for the timid or the tight-budgeted among us.

That isn’t to say that some of my more stubborn readers haven’t followed in my footsteps before, ignoring my advice and setting out on their own wild journey. But please don’t be the one who risks it all and gets nothing in return. Don’t say I didn’t warn you; this is the warning.

FTC: We use income earning auto affiliate links. More.

Continue Reading

Trending