- New Kia EV4 should eventually make its way to Canada
- However, Canadians likely won’t see the Concept EV2 or PV5 van
- Kia’s getting its money out of the E-GMP platform
As part of its global EV strategy, Kia rolled out several vehicles during a presentation in Spain. Showing up for duty were the EV4, Concept EV2, and a funky PV5 van.
We’ll start with the EV4 since it is the one model out of this trio most likely to land on North American shores sometime in the next 12 months. Set to be produced as a small sedan and hatchback, the EV4 is Kia’s first mass-market crack at an all-electric sedan. It puts down a very similar footprint to the gasoline-powered K4 compact car, though the two machines have a very different purpose.
There will also be a hatchback variant, which is likely not for North America, stretching a bit shorter in overall size from bumper to bumper. The sedan is 4,730 mm long while the hatch is 4,430 mm from tip to tail (a gasser K4 is 4,709 mm for comparison). Both sedan and hatchback utilize what Kia is pushing as its current design language for EVs, though the latter seems to wear it a bit better.
In most markets, the EV4 will offer two battery options. A 58.3 kWh brick is standard while a long-range 81.4 kWh slab appears on the option sheet. Kia alleges the big battery will provide 630 kilometres of range but that is using the notoriously optimistic WLTP rating. Something in the neighbourhood of 500 clicks could be more realistic. In Canada, Kia’s most affordable electric is the Niro EV, priced around 45 grand for the present model year. It is not unrealistic to suggest the EV4 will clock in at that price point or slightly lower. Initially, the sedan will be built in Korea and the hatch in Slovakia; given geopolitics, we’ll see what decisions are made for the North American market later this year.
Also on stage is the Concept EV2, previewing a future production model and described as an EV with city-friendly dimensions. Boxy styling makes the most out of its interior space given the small footprint and has the dual purpose of making it look a lot more like an SUV than it is. Interior tricks include second-row seats which fold up, allowing the front-row seats to slide back as far as possible. Helping matters of spaciousness are rear-hinged back doors and the absence of a B-pillar. We’ll see how much of that makes it to production.
Finally, we find the PV5 van, another euro-only machine which will be available in either passenger or cargo configurations at launch plus a chassis cab in some markets. Space inside is vast, as you’d expect for a box on wheels with no internal-combustion engine to package. All versions of the are powered by a choice of 51.5 kWh or 71.2 kWh battery, with an additional 43.3 kWh battery option for the PV5 Cargo. This drives a 120 kW (161 hp) front motor producing 250 Nm (184 lb-ft) of torque. Driving range is pegged at 400 kilometres in a passenger van with the big battery, though its likely less when laden with people or gear.
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