2026 Kia EV9 Reviews, Pricing & Specs

In addition to single-motor rear-wheel drive (RWD) and dual-motor all-wheel drive (AWD) configurations, buyers can also choose between a standard-range (76.1-kilowatt-hour) or long-range battery (99.8-kWh) pack, depending on trim level. Those trim levels include Light, Wind, Land, and GT-Line. Prices range from $56,545 to $73,545, including the $1,645 destination charge.

Our test vehicle arrived in AWD configuration with a long-range battery and GT-Line trim. Two-tone paint, floor mats, a charging station adapter, and the Relaxation Captain’s Chair Package brought the manufacturer’s suggested retail price (MSRP) to $76,780, including destination. That’s BMW iX, Cadillac Vistiq, Lucid Gravity, Rivian R1S, and Volvo EX90 territory.

Still, a loaded Kia EV9 feels worth its price. From its neo-futuristic styling to its industrial zen interior aesthetic, the EV9 is modern, appealing, and innovative. It is the kind of vehicle that grows on owners as they discover new details that they quickly realize they’d rather not live without.

The EV9 exudes quality, too. The artificial leather is convincingly luxurious, the switchgear creates a simple layout with a substantial feel, and the touchpoints are pleasing. The GT-Line also has a simulated suede headliner and other upscale touches such as ambient interior lighting. It successfully refutes every preconceived notion buyers might have about Kia.

That said, we can understand why the EV9 might not suit some shoppers' aesthetic preferences, and if that's the case, the Hyundai Ioniq 9 is worth considering. The Kia and the Hyundai are similar in size and price, and share plenty of hardware and technology, but the Ioniq 9 has a look and feel all its own.

The single-motor powertrain is restricted to the EV9 Light, which comes with a choice of standard range (230 miles) or long-range packs (305 miles). All other EV9s feature the long-range dual-motor setup, offering up to 283 miles of range. Our GT-Line AWD test model carried a 280-mile range rating and, with an 80% charge, it showed an indicated 245 miles in its Eco driving mode.

The GT-Line’s two electric motors provide 379 horsepower and 516 pound-feet of torque. With that powertrain, Kia claims this midsize, three-row SUV can accelerate to 60 mph in five seconds flat. Based on our seat-of-the-pants experience, that’s a credible estimate, because off-the-line acceleration response is undeniably impressive.

The EV9 has an 800-volt charging architecture allowing for DC fast charging at up to 350 kilowatts and, under optimum conditions, a 10% to 80% recharge in 24 minutes. A North American Charging Standard (NACS) port provides access to the Tesla Supercharger network and an adapter facilitating the use of Combined Charging System (CCS) chargers is a no-cost accessory.

During our week with the EV9, we used a 350-kW DC fast charger and the CCS adapter to add some range when the battery got low. We’d let the battery drop below the level allowing pre-conditioning prior to charging, so it took a few minutes to reach maximum charging power. However, connecting was easy, and we increased the charge from 8% to 60% in 17 minutes. Range increased from 20 miles to 160 miles.

Relying on public charging can erode this big-battery EV’s value equation. We paid 64 cents per kWh at a Southern California Electrify America station at dinner time on a Sunday night. Adding 140 miles of range cost $34.88, while unleaded was selling for $5.79 per gallon down the street. A 2027 Kia Telluride Hybrid should get 31–35 mpg in combined driving, so it would cost between $23.16 and $26.15 to increase driving range by that same 140 miles.

The math changes when using a 240-volt home charging station and plugging in overnight. In the same region, off-peak SoCal Edison rates averaged 31 cents per kWh, making the EV9 more affordable than the Telluride Hybrid, while anyone who owns their own solar panels will pay nothing. On an 11-kW home charger, the EV9 will charge from 10% to 100% in less than nine hours, according to Kia.

In the Normal driving mode with the one-pedal driving system engaged, the EV9 averaged 31.25 kWh per 100 miles in the city and 40 kWh/100 miles over the entire 72.7 miles of driving on our mountainous Southern California evaluation loop. Both figures beat the official EPA efficiency estimate of 41 kWh/100 miles.

Drivers can activate a synthetic drivetrain sound or operate the EV9 in silence. We chose the fake “engine” noise on a medium setting, and enjoyed its futuristic note when accelerating.

In city driving, the EV9’s electric motors were highly responsive when pulling away from stop signs and traffic lights. The suspension was well tuned, providing a comfortable ride while still communicating vital information from the road surface. Over speed bumps, broken pavement, and potholes, the Kia demonstrated remarkable structural rigidity.

On the freeway, the EV9 was surprisingly quiet for its size and shape, and didn’t seem too heavy or firm. Passing power isn’t quite as energetic as when launching from a stop, but it remains satisfying.

On back roads, the EV9’s low center of gravity gives it the classic slot-car sensation common to all EVs. However, the suspension is somewhat soft and the EV9 is tall, so there is some body roll in curves and unwanted rocking motion on undulating pavement. It can be hustled, but the steering’s lack of feel and precision don’t encourage that behavior, and Sport mode didn’t help. It made the throttle too abrupt and didn’t provide any dynamic benefits.

The 7.8 inches of ground clearance proved acceptable during a short off-road jaunt but the all-season tires struggled with traction on the rutted terrain and the Kia dog-legged as it tried to claw its way out of ruts.

One of our favorite things about the Kia EV9 is its thoughtful interior. From the innovative storage solutions to its unusual comfort features, the EV9 can always elicit a smile. For example, our GT-Line test vehicle contained luxury-grade seating adjustments and settings in the first and second rows, and the third-row seat is legitimately habitable by adults.

Both of the GT-Line’s Premium Relaxation front seats included eight-way power adjustment with heating, ventilation, and extending leg rests. Drivers also benefit from Kia’s Ergo Motion massage function and the heated steering wheel that’s standard on all but the Light trim levels. We found these front seats quite comfortable, and few people are likely to notice that SynTex is an artificial leather instead of the real thing.

Our test vehicle’s Premium Relaxation second-row seats were equally satisfying. They were power-adjustable, heated and ventilated, and featured the same extending leg rests as the front seats. A glass sunroof panel lets in plenty of natural light, and the rear sun shades cover the entirety of the side window, which parents of newborns will love.

As long as the people in the second row are willing to slide forward, the EV9’s third-row seat fits grown-ups without any trouble. The seat cushion is mounted high enough off the floor to provide some leg support, and the view through the side windows is generous, so adults can ride back there for extended periods.

Storage space is bountiful. Up front, there is a deep, open tray on the floor at the bottom of the dashboard, and a small covered bin under the center armrest. It’s an unusual layout, and leaves larger items exposed to prying eyes, but it also facilitates a sizable tray that slides out of the back portion of the center console for rear passengers to use.

Open the EV9’s power-actuated liftgate and there are 20.9 cubic feet of cargo space behind the third row, allowing owners to load a couple of full-size suitcases standing up. Fold the third row, and this EV can carry 43.5 cubic feet of cargo. Fold the second row, and it provides a maximum volume of 81.7 cubic feet behind the front seats. Under the hood, there is a front trunk (frunk) offering another 1.8 cubic feet of space. It’s perfect for storing the portable charging cord and any adapters.

For those who haven’t been in a modern Kia, the EV9’s technology might be something of a revelation. Triple screens housed in a gently curving single display, an artfully integrated touch-sensing menu bar with haptic feedback that’s easy to use, a capable voice recognition system, and intuitive steering wheel controls make interaction with the tech effortless—mostly. The driver’s view of the 5-inch climate control screen is mostly blocked by the steering wheel.

There is a 12.3-inch digital driver display to the left of the climate panel. To the right of the climate panel, a 12.3-inch touchscreen provides access to wireless Apple CarPlay and Android Auto, SiriusXM satellite radio, and Kia Connect services (including natural-language voice recognition and digital-assistant tech that performed well). Multiple devices can be paired simultaneously via Bluetooth, and wireless smartphone charging is standard. The infotainment system seems to offer an endless variety of customizations, but never seems too complex.

Our test vehicle had an impressive 14-speaker Meridian audio system, complete with elegant metal speaker grilles. Kia also offers digital key technology on all EV9s, transforming a smartphone into the vehicle’s key. Leading Vehicle Departure Alert is a neat feature to help combat driver distraction while scrolling through email or social media while waiting in traffic, and a camera-based digital rearview mirror is also available.

With GT-Line trim, the EV9 features a sizable 12-inch head-up display that conveys plenty of data in a convenient format. The integrated blind-spot monitors are among our favorite things, because they highlight cars in the blind spot before the driver flicks the turn signal.

The EV9’s list of safety features and driver assistance systems is just as impressive as its in-cabin tech. There's too much to list here, so we’ll stick to the features that go beyond the norm.

For example, the forward-collision warning and automatic emergency braking system includes intersection braking assistance, front cross-traffic braking assistance, and oncoming collision mitigation features. Evasive steering assist is also standard, and the blind-spot monitors include steering assistance that can actively attempt to prevent an unsafe lane change.

Further up the trim level ladder, Kia offers a surround-view camera system, blind-spot cameras, and low-speed braking to avoid collisions when parking. Thanks to the available Remote Smart Parking Assist system, drivers can even step out of the EV9 and direct it to park itself while they're standing nearby.

Highway Driving Assist is standard, pairing the adaptive cruise control with lane-centering assist and a lane-change assist function. Additionally, the touch-sensing steering wheel doesn’t require the driver to continually add steering inputs to ensure they are still alert and paying attention. Simply touching the wheel is adequate, making the system far more pleasurable to use.

This technology also works in conjunction with the navigation system to automatically adjust speed for posted limits and brake for upcoming curves, but we found those functions inconsistent.

For example, on the Pacific Coast Highway, automatic slowing and braking did not impede upon the drive. Later, on Ventura County’s 101 freeway while climbing the Conejo Grade, the tech was a mess of unnecessary nannying, leading to such significant unwanted intrusion and driver irritation that we stopped using Highway Driving Assist.

When the freeway straightened out, we re-engaged the system, but then the speed management feature shut off on a freeway transition ramp, and the automatic slowing we expected never materialized in the exact situation it is likely the most useful.

The National Highway Traffic Safety Administration (NHTSA) gave the 2026 EV9 a five-star overall safety rating, and it didn’t earn less than a four-star rating in any of the individual crash-test assessments. Results from the Insurance Institute for Highway Safety (IIHS) are even more favorable, as the EV9 earned the highest “Top Safety Pick+” award for the 2026 calendar year.

In 2026, the Kia EV9 faces only one competitor: its corporate cousin, the Hyundai Ioniq 9. The Ioniq 9 shares plenty with the EV9, so the choice comes down to aesthetics.

Next year, though, the Hyundai and Kia will count the new 2027 Subaru Getaway and the 2027 Toyota Highlander as rivals in the three-row electric SUV segment.

As with the Ioniq 9 and the EV9, the new Getaway and Highlander are two different versions of the same car. However, the Subaru and Toyota can’t match the quick charging times or maximum towing capacities of the Hyundai and the Kia. Inside, they have less cargo space and more conservative tech. A hands-free traffic jam assist system will be available, though, and the Subaru Getaway offers more ground clearance for off-roading. Pricing for these new models wasn’t available at the time of writing, but there’s an opportunity to undercut Kia.

Our GT-Line test vehicle’s MSRP rose right up to where a BMW iX, a Cadillac Vistiq, a Lucid Gravity, a Rivian R1S, and a Volvo EX90 start. Kia was offering substantial incentives on the EV9 at the time of writing, which could drop its effective price into non-luxury territory.

Despite its price and a handful of flaws, we struggled to identify three “cons” to share at the start of this review. The longer owners live with a Kia EV9, the more they will like it.