First drive in the Kia EV9: The three-row electric SUV many consumers have been waiting for
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:
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.
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.
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Powered by tech giant Huawei 5G-Advanced network, a fleet of over 100 Huaneng Ruichi all-electric autonomous haul trucks and heavy equipment assets have been deployed at the Yimin open-pit mine in Inner Mongolia.
With more than 100 units on site, China’s state-backed Huaneng Group officially deployed the world’s largest fleet of unmanned electric mining trucks at the Yimin coal plant in Inner Mongolia this past week. The autonomous trucks use the same Huawei Commercial Vehicle Autonomous Driving Cloud Service (CVADCS) powered by the ame 5G-Advanced (5G-A) network that powers its self-driving car efforts. Huawei says it’s the key to enabling the Yimin mine’s large-scale vehicle-cloud-network synergy.
Huawei is calling the achievement a “world’s first,” saying the new system has improved operator safety at Yimin while setting new benchmarks for AI and autonomous mining.
The autonomous mine project aligns with a broader push by Chinese government and industry to integrate AI and advanced connectivity into traditional industries – an approach we’ve already seen meet with great success in port environments by Hesai and Westwell.
And, if technology like Rocsys’ charging robots take off, these autonomous haul trucks won’t even need anyone to plug them in at the end of their shifts!
For their part, Huaneng Ruichi claims its cabin-less electric offer an industry-leading 90 metric ton rating (that’s about 100 imperial tons) and the ability operate continually in extreme cold temperatures as low as -40° (it’s the same, C or F), while delivering 20% more operational efficiency than a human-driven truck.
The Huawei-issued press release is a bit light on truck specs, but similar 90 tonne electric units claim 350 or 422 kWh LFP battery packs and up to 565 hp from their electric drive motors and some 2,300 Nm (1,700 lb-ft) of tq from 0 rpm.
Huawei executives said the Ruichi trucks reflect the company’s vision for smarter mining operations, with the potential to introduce similar technologies in markets like Africa and Latin America. The 100 asset electric fleet marks the first phase of a plan to deploy 300 autonomous trucks at the Yimin mine by 2028.
Electrek’s Take
From drilling and rigging to heavy haul solutions, companies like Huaneng Group are proving that electric equipment is more than up to the task of moving dirt and pulling stuff out of the ground. At the same time, rising demand for nickel, lithium, and phosphates combined with the natural benefits of electrification are driving the adoption of electric mining machines while a persistent operator shortage is boosting demand for autonomous tech in those machines.
The combined factors listed above are rapidly accelerating the rate at which machines that are already in service are becoming obsolete – and, while some companies are exploring the cost/benefit of converting existing vehicles to electric, the general consensus seems to be that more companies will be be buying more new equipment more often in the years ahead – and more of that equipment will be more and more likely to be autonomous as time goes on.
SOURCES | IMAGES: Huawei, South China Morning Post, and Supply Chain Digital.
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Tesla has started accepting Cybertruck trade-ins, something that wasn’t the case more than a year after deliveries of the electric pickup truck started.
We are starting to see why Tesla didn’t accept its own vehicle as a trade-in: the depreciation is insane.
The Cybertruck has been a commercial flop.
When Tesla started production and deliveries in late 2023, the vehicle was significantly more expensive and had less performance than initially announced.
At one point, Tesla boasted having over 1 million reservations for the electric pickup truck, but only about 40,000 people ended up converting their reservations into orders.
Now, Cybertruck inventory is sitting unsold for months and Tesla is having to offer heavy discounts to move them.
We previously reported that Tesla refused to accept the Cybertruck, its own vehicle, as a trade-in more than a year after starting deliveries.
Tesla didn’t share an explanation at the time, but we assumed that the automaker knew the Cybertruck was depreciating at an incredible rate and didn’t want to be stuck with more trucks than it was already dealing with.
Now, Tesla has started taking Cybertruck trade-ins, at least for the Foundation Series, and it is now providing estimates to Cybertruck owners (via Cybertruck Owners Club):
Tesla sold a brand-new 2024 Cybertruck AWD Foundation Series for $100,000. Now, with only 6,000 miles on the odometer, Tesla is offering $65,400 for it – 34.6% depreciation in just a year.
Pickup trucks generally lose about 20% of their value after a year and 34% after about 3-4 years.
It’s also wroth nothing that Tesla’s online “trade-in estimates” are often higher than the final offer as noted in the footnote o fhte screenshot above.
Electrek’s Take
This is already extremely high depreciation, but Tesla is actually trying to save face with estimates like this one.
As Tesla wouldn’t even accept Cybertruck trade-ins, used car dealers also slowed down their purchases as they also didn’t want to be caught with the trucks sitting on their lots for too long.
On Car Guru, the Cybertruck’s depreciation is actually closer to 45% after a year and that’s more representative of the offers owners should expect from dealers.
That’s entirely Tesla’s fault. The company created no scarcity with the Foundation Series. They built as many as people wanted. In fact, they built too many and ended having to “buff out” the Foundation Series badges on some units to sell them as regular Cybertrucks and as of last month, Tesla still had some Cybertruck Foundations Series in inventory – meaning they have been sitting around for up to 6 months.
Now, Tesla is stuck with thousands of Cybertrucks, early owners are already getting rid of their vehicles at an impressive rate, and the automaker had to slow production to a crawl.
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Australian logistics company Linfox is making big moves to electrify its heavy-duty semi fleet with the addition of thirty new Volvo FH and FM Electric semi trucks as the Swedish brand works to begin production at its Brisbane facility.
Volvo Trucks is expecting to begin full scale production of its FH and FM Electric semi trucks at the Brisbane factory in early 2026, just in time to fill the Linfox order – which happens to be the company’s largest in Australia. So far.
“We are very proud to continue our close partnership with Linfox. The order for 30 Volvo electric trucks is proof of their trust in our company and in zero-emissions transport as a viable solution here and now,” said Roger Alm, President Volvo Trucks. “Our commitment to start building electric trucks in Australia demonstrates our confidence in this technology, and means we can offer an industry-leading range of purpose-built electric trucks all around the world.”
With the production kickoff of electric trucks in Australia, it means Volvo Trucks is building its big HDEVs and prime movers in five countries on three continents. Which, as the company’s electric fleet approaches the 100 millionth mile logged mark, probably means they’re pulling well ahead of some of the other guys.
“Linfox is excited to partner with Volvo in driving the future and leading sustainable logistics in Australia,” explains Peter Fox AM (Member of the Order of Australia), Executive Chairman of Linfox. “Further electrifying our fleet sets the standard for us and our customers and the entire industry.”
Linfox’ latest order includes 29 Volvo FH Electric and one FM Electric semi. The company currently has four electric Volvo trucks in its fleet of 195 semis, with plans to continue to electrify as ICE-powered assets reach retirement.
Electrek’s Take
Now counting miles in operation in the tens of millions and rolling out its third generation of electric semi trucks, Volvo (and, by extension, Mack and Renault) continue to build a huge lead in the commercial trucking space. The competition, meanwhile, seems content to post pictures of its first factory while trucks that have been on order for years still haven’t reached customers.
I can’t see how they (Tesla) catch up from here.
SOURCE | IMAGES: Volvo Trucks.
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