Kia EV3 vs Peugeot E-3008

What's the difference?

The GT-Line is relatively expensive, yes. The Air Standard Range isn’t groundbreaking even at under $50,000, no. But the sweet spot in the EV3 line-up is being able to pay $53,315 for the Air Long Range and come away with a roomy small SUV that can realistically cover almost 600km in the real world.

And it does everything properly, no big red flags or dealbreakers.

Its steering weight at speed on winding roads being the biggest complaint isn’t the end of the world for how otherwise comfortable the EV3 feels on-road.

Put it this way - I recently spent a few days in a Mini Aceman, a five-door electric SUV not too far from the EV3 in size. It is about as fast, and costs a little more, but it doesn’t have a lot more to offer in terms of features and it’s nowhere near as good on range with about 400km to its longer-ranged versions.

The EV3 might still have a bit of ‘sensible’ about it compared to some other electric small SUVS, but when it looks this cute and can get you an extra round trip out of the city compared to ‘Euro’ brands at the same price, it’s hard not to be impressed.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The E-3008 is heading into an increasingly competitive mid-size EV SUV segment and the Peugeot brings design flair, impressive practicality and outstanding efficiency to the table. Safety and dynamic performance are good but not class-leading, while the ownership package is likely to be competitive. Price is almost always a high-ranking factor on a new-car purchase priority list and here it's critical. This car has a lot to offer but if buyers are to be tempted away from better known brands the ask will have to be on the money.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Family resemblance is everything for Kia’s electric models, and the baby of the bunch so far definitely has lineage on show.

That’s a very good thing for the EV3, because as good as its specs are on paper, the way it looks is key to showroom (or on-road) appeal when it comes to convincing potential buyers.

At the same time as being seemingly made of sharp, angular elements, the EV3’s overall silhouette is relatively soft. Unfortunately, that means Kia’s ‘design philosophy’ (usually a relatively meaningless marketing line) is actually bang-on: Opposites United.

Inside and out, the EV3 is a direct descendant of the brand’s halo EV9 large SUV, and even in base Air specification looks like a properly premium small SUV.

Its narrow LED headlights and taillights were the stuff of Lamborghini concept cars just a few years ago, and its unique wheel designs and the use of contrasting coloured trim can impose either a modern, techy vibe or a bark-over-bite sporty image.

More marketing terms come out in the EV3’s face: Kia Star Map lighting and Tiger Face, respectively the way its lights seem to link ‘points’ together like a constellation map and the grille somewhat resembling a tiger’s nose.

There’s practicality in the design even from the outside - the gentle roof slope is only very slight to avoid eating into interior space, though it’s not the only way the car shrinks at the rear. The front track between the wheels is actually wider than at the rear, so the car is not only shorter but also narrower at the rear. It’s the first time Kia has ever implemented this ‘teardrop’ effect into a car, with the intention being to improve its aerodynamic efficiency.

Most of the colour schemes are decidedly subtle, the new Matcha Green hue looks better in person than can be captured on camera for example, but a new Teracotta colour is an earthy red that really stands out - I’m not sure it suits the car, personally.

In terms of colours inside, it's fairly muted and greyscale, but the mid-spec Earth comes with optional orange interior contrast trim that we weren’t sure would be available in the Australian market.

To invoke a cliche, the interior layout has the vibe of something you might imagine a spaceship cockpit looks like if you were a kid, but it doesn’t sacrifice any practicality by doing so. There are real buttons and switches visible, but only a few as the big screens dominate the driver’s side of the front row.

The look is helped by a series of recycled and “sustainable materials” including recycled PET and bio-based polyurethane. Kia’s aim is to “phase out the use of leather and continuously increase the use of bio-based materials”, so even the GT-Line doesn’t have real leather in it.

The E-3008 is a high-waisted, fastback-style SUV with the turret sloping dramatically behind the top of the C-pillar. It boasts an impressively slippery 0.28 drag coefficient.

There are sharp character lines on the bonnet, around the grille and down the car's flanks, while the tail tapers in from the sides towards a narrow hard deck at the base of the rear screen.

What Peugeot describes as a 'floating' spoiler sits at the rear of the roof and the 'Sofia' 20-inch wheel design on the GT grade we drove at the launch looks amazing. The Allure's 19-inch 'Lulea' rim is similarly graphic.

Interesting detail is the flush closures around the side windows with thin panels dropping in to fill the gap between the glass and sheet metal. Neat and aero-efficient.

And the interior is just as arresting with the big 21-inch screen covering almost half the dashtop and the small (but not tiny) flat top and bottom steering wheel affording a clear view to it.

The two-tier dash is divided by a cross-hatched illuminated section that carries into the front doors. My advice is to tone the brightness down at night because the disco-style reflections can be disconcerting.

It feels open in the front with plenty of breathing space thanks to the dash's broad lower level, trimmed in a fabric-based but suitably tough material. Peugeot says the aim is "living room ambience" and if the words angular and cozy can live together they describe the overall look with genuine aluminium trim pieces enhancing the contemporary, high-tech feel.

Always a subjective call but I reckon the E-3008 looks sleek inside and out.

Along with its general design, the EV3 also has the same focus on space efficiency as the much larger EV5 medium SUV and EV9 large SUV.

Kia compared the EV3 to the BYD Atto 3 and Volvo EX30 upon its global launch in Korea, and it’s stuck with the same comparison as it launches here.

In many exterior dimensions, the EV3 is smaller than the Atto 3, a medium SUV by sales category, while it’s larger than the EX30 in almost every way. However, interior dimensions are reported by Kia as being bigger than both cars in most aspects aside from the first row legroom, but even there only by about 10mm.

The EV3 is 4300mm long, 1850mm wide and 1560mm tall, and has a 2680mm wheelbase, but inside does feel like it’s a category upwards in terms of space.

Along with the roomy interior dimensions, there are plenty of handy spots to put things - a big central storage area and a higher one under the armrest, the device charger, door bottle holders - these and all the controls are generally within reach. 

The GT-Line loses a little bit of this storage space by turning the spot under the central armrest into a sliding table, which could be useful sometimes, but doesn’t seem to me as helpful as another place to put a drink, a wallet, keys, an avocado or whatever other trinkets you and your passengers may have.

The huge multimedia and driver display setup consists of two 12.3-inch screens and a 5.0-inch climate control screen in the middle. The centre climate screen is a little hidden by the steering wheel, but there are also physical climate controls also in the centre under the screen, so there’s nothing vital you can’t do in the EV3 easily.

There are also shortcuts to the main functions of the menu like navigation and media, Kia says tactile controls like that are important for keeping the car usable for a broad range of people.

In the second row, the EV3 feels pretty well suited to four adults for a reasonable trip - I’m 178cm and can sit behind my own seating position comfortably, though if I was too much taller my knees might rest on the hard plastic seat-back.

There is an armrest, places in the doors to put water bottles, and two USB-C plugs actually fitted into the seats. There’s also a little slot to put a phone that might be charging, though it could easily (and perhaps more usefully) fit other things instead.

Behind the second row is a generous 460L boot which puts other electric small SUVs to shame - the EX30’s is 318L and even the Atto 3’s is 440L. The EV3’s boot space extends to 1250L with the seats folded down.

The EV3’s boot floor can also drop down to accommodate taller items, plus there’s a 25-litre ‘frunk’ or under-bonnet storage space.

There’s no spare space-saver tyre, however, as is becoming disappointingly common.

Measuring a fraction over 4.5m end-to-end, a little more than 1.9m wide and just over 1.6m tall the E-3008 sits squarely in the medium SUV category.

There's plenty of room up front thanks mainly to the low and broad dash design and there are plenty of storage options including large (trimmed) door bins with enough space for large bottles plus dual cupholders in the centre console.

The gearshift sits on the dash which frees up space for two huge storage boxes in the console; the first's lid opening laterally for ultra-easy access and the second (cooled) compartment between the seats topped with a longitudinally divided lid/armrest.

Add a generous wireless charging pad and an oddments tray on the driver's side near the door and it's hard to complain about places to put stuff.

Moving to the back, despite the E-3008's swoopy roofline, at 183cm tall I enjoyed ample head and legroom sitting behind the front seat set to my position, and getting in and out is easy thanks to wide-opening doors sitting in large apertures.

Again, storage is generous. There are decent door bins (not trimmed this time) with room for bottles, plus netted map pockets and a fold-down centre armrest with two cupholders and a slim tray built-in. Adjustable air vents are welcome, as is the oddments tray underneath them.

Connectivity and power runs to two USB-C sockets and a 12V outlet in the front, the same options in the back and a third 12-volt jack in the boot.

Speaking of which, the E-3008 delivers the same 520 litres (VDA) of boot space (to the parcel shelf with all seats up) as its predecessor, extending to 1480 litres with the 40/20/40 split rear seat folded.

There are four tie-down anchors, multiple bag hooks and the boot floor can be lowered to accommodate taller loads, which is nice. But that functionality comes partly because there's no spare wheel, which isn't nice.

Single-motor variants are rated to tow a 1250kg braked trailer (1350kg for the dual motor).

Given the car's Australian launch is still some way off it's no surprise local pricing and specification is yet to be confirmed. But we can make some assumptions based on available trim levels and projected production scheduling.

The E-3008 is offered globally in entry-level Allure and top-spec GT grades with a choice of three powertrains - single-motor standard range, single-motor long range and dual-motor all-wheel drive.

That said, the single-motor standard range set-up will be the only configuration available until production of long-range and dual-motor versions begins in 2025.

So, initially we can expect the E-3008 Allure to include the latest version of Peugeot's 'i-Cockpit' dash layout and multimedia system featuring a single-piece, curved and swipe-able 21-inch panoramic screen combining media, instrumentation and vehicle control displays (as well as 'OK Peugeot' voice recognition). It's optional on the Allure in France but a safe bet as standard here.

Then you can add auto LED headlights, cloth and synthetic leather trim, keyless entry and start, an HD reversing camera (with rear parking sensors), six-speaker audio (with digital radio), dual-zone climate control, 19-inch alloys and the 'i -Connect' system, including wireless Android Auto and Apple CarPlay.

Step up to the GT and you're rolling on 20-inch rims, while you also pick up two-tone paint, pixel LED headlights, front parking sensors, an auto tailgate, Alcantara trim (genuine leather is an option in France), customisable ambient interior lighting, Focal 10-speaker premium audio (with 12-channel 690W amp), heated front seats and steering wheel, a head-up display and an induction smartphone charger. Also likely is the 'VisioPark 360' system (incorporating four cameras and 12 sensors).

As mentioned, Australian range and pricing are yet to be finalised but in the notoriously pricy UK market cost-of-entry for the E-3008 Allure is around £46,000 ($89,000 on a straight currency swap) with a roughly €45,000 ($75,000) starting price in France.

To be competitive locally we'd argue the E-3008 Allure will need to be under $70,000, putting it in the same ballpark as the Hyundai Ioniq 5 (2WD 125kW - $65,000) and Ioniq 6 (2WD 111kW - $65,500), Kia Niro EV (S Electric FWD - $66,590), Renault Megane E-Tech ($64,990), Tesla Model Y (RWD Single Motor - $65,400) and Volvo EX30 (Single Motor Extended Ultra - $64,990).

Worth noting that Hybrid and Plug-In Hybrid versions of the new 3008 will follow this pure EV, with timing and local availability yet to be confirmed.

All three versions of the EV3 have the same drivetrain, the only difference being the smaller battery in the Air Standard Range.

The EV3 is front-wheel drive only, with a single motor at the front wheels putting out 150kW and 283Nm.

Differing weights between variants result in different 0-100km/h times, the quickest being the entry-grade Air Standard Range at 7.5 seconds, likely thanks to a smaller and lighter battery.

The Air Long Range takes 7.7 seconds, while the Earth and GT-Line both take 7.9 seconds.

Single-motor standard-range versions of the E-3008 are powered by a 157kW/345Nm permanent magnet synchronous unit, while the AWD dual motor keeps the front set up and adds a 83kW/166Nm motor at the rear.

The motors are produced by the Stellantis-Nidec joint venture in Tremery, France and the single-speed transmission is also manufactured in France by Stellantis in Valenciennes.

A 400V high-voltage lithium-ion battery, with a NMC (Nickel, Manganese and Cobalt) chemical composition is located under the floor.

There are two battery sizes for the EV3, the 58.3kWh unit for the Air Standard Range and the 81.4kWh battery each of the Long Range variants is equipped with.

Of course, the Air Standard Range has the shortest electric driving range - 436km under WLTP testing. Its power consumption is a claimed 14.9kWh/100km.

The Air Long Range is the variant with the furthest electric driving range of the bunch, at 604km, as well as the same power consumption as the Standard Range at 14.9kWh/100km.

The Earth and GT-Line both wear the same set of figures, albeit lower distances and higher consumption than their more affordable counterparts. With 563km of electric range and 16.2kWh/100km consumption figures, they’re still able to cover very usable distances for real-world use.

Charging is the same across the line-up, with the supplied Type 2 AC charger working at a maximum 6.9kW on single phase or 10.5kW on three-phase power, and taking five hours and 20 minutes for Standard Range variants, or seven hours and 15 minutes for a Long Range from 10 per cent to 100 per cent.

On DC fast charging, with a CCS Type 2 charger, the EV3 charges as quickly as 29 minutes from 10 to 80 per cent in Standard Range, or 31 minutes in Long Range, when using a 350kW fast charger.

While we didn’t get a chance to properly run down the battery and test the EV3’s range, the drive route was relatively demanding with power consumption yet the EV3’s range didn’t plummet like you might expect on fast, steep and winding roads.

The 157kW single-motor standard-range version packs a 73kWh lithium ion battery for a claimed (WLTP) range of 525km.

The 171kW single-motor long-range car swaps in a 98kWh battery for a whopping 700km range. And the 239kW dual-motor AWD model reverts to the 73kWh battery/525km range spec.

AC charging capacity is a choice of 11kW and 22kW (with the former likely for our market) and up to 160kW for DC, delivering a 20-80 per cent charge in 30 minutes. The charging plug is Type 2 for AC and CCS Combo2 for DC.

V2L (vehicle to load) capability is a significant E-3008 feature, the car's 400-volt architecture allowing its battery to power large electrical devices.

Claimed (WLTP) energy consumption for the single-motor standard-range car is 16.7kWh/100km for the Allure grade and 17.4kWh/100km for the GT.

Over a roughly 110km launch drive taking in some urban stop-start, highway running, B-roads and twisty mountain sections we recorded 16.1kWh/100km which is a pretty solid result for a close to 2.2-tonne mid-size SUV.

The EV3’s arrival on Australian roads is not only important because it means we can test it in right-hand drive, but also because it’s had a localised ride and handling tune. Time for the proper judgement.

Kia Australia's local program lead for this is, as it has been for years, Graeme Gambold, and according to the brand he aimed for neutral balance with confidence-inspiring and responsive handling, and a linear, natural steering feel. And it’s pretty close to nailing all of that.

In town and on backroads, its ability to soak up bumps and handle rough surfaces is impressive. Not a lot of noise comes into the cabin in either case, too, a feat given the road surfaces. In fact, even with the radio off, the EV3 feels pretty well insulated from the outside, including wind noise.

It's cornering and handling is nice and predictable. It feels designed to be safe if you misjudge a corner, only gently understeering when you've come in a bit spicy.

The body doesn't roll or pitch dramatically, so the car feels planted and, as intended, flat through the bends.

But there’s one aspect to the tune in which the EV3 feels like it could do with a little more attention - its steering.

At low speeds, the steering is light enough, but at higher speed it feels a little heavy. I’m not sure if Gambold’s been going to the gym or if it’s that I haven’t really, but it feels like there’s some unnecessary resistance, regardless of drive mode or camber on the road, requiring a bit more input on the wheel than you'd like.

It does let the car down in terms of driving out on country roads, but fortunately it's not a dealbreaker on highways or in its intended city or suburban environments.

Otherwise, the EV3 is extremely pleasant, with its outputs and delivery feel about right for a small electric SUV, never feeling too slow or unruly. It doesn’t spin its wheels with too much torque, even on wet roads and when hustling out of a corner.

The paddles which allow you to adjust the intensity of the regenerative braking also mean you barely need to use the left pedal, which is a plus for increasing the available driving range.

Speaking of the left pedal, a sudden stop thanks to a surprise slow car around a blind corner went smoothly thanks to a decent set of brakes.

In all, the car is ergonomically sound from the drivers seat, with the positioning for the seat and steering wheel feeling comfortable and easy to adjust, though slightly better vision out the rear sides would be good.

The international launch drive focused exclusively on the single-motor, standard-range E-3008, in GT spec, and the program covered high-speed tollways, bumpy back roads, snaking mountain passes and coastal curves in the south of France.

Peugeot claims 0-100km/h in 8.8 seconds for the E-3008 in this configuration, which is pretty sharp on paper. But in reality performance is reasonable. Never slow, but pinning the accelerator doesn't bring the surging thrust of some of this car's potential competitors. That's partly because it tips the scales at a sturdy 2183kg.

There are three drive modes in single-motor models. 'Normal' is the default with power and torque slightly reduced when the accelerator is pressed between 0-70 per cent. Above 70 per cent and you have full power and torque. 'Eco' limits outputs while reducing heating and air con outputs and 'Sport' dials up the steering and accelerator settings.

Despite the drive battery being mounted under the floor for a low centre-of-gravity you can feel that substantial mass in the corners. It's far from ponderous but weight transfer as the car turns in is noticeable. Steering feel is okay rather than great. Even in Sport it's nicely weighted and quick but road feel is modest.

Suspension is strut front, multi-link rear and the GT's standard 20-inch rubber is 235/50 Michelin ePrimacy. On imperfect secondary roads (close to Aussie-spec in their ordinariness) bumps and thumps, especially high-frequency ripples, make their presence felt but not to an extreme degree.

On better surfaces the car is quiet and refined, even in the context of an EV, and the three-stage ('Low', 'Medium', 'High') regenerative braking set-up works well. The two higher levels automatically activate the brake lights and High will slow the car to 5.0-7.0km/h, so no single-pedal driving.

The physical brakes need to be greased in carefully, though, as they can grab a little if you press the pedal too sharply.

A 10.6m turning circle means tight, slow-speed parking manoeuvres are relatively easy to manage, with the GT's 360-degree overhead view and all-around sensors also a big help.

In terms of general observations, the highly-specified Focal audio system sounds good but not exceptional to our lo-fi ears, the dash layout not only looks amazing but works well from an ergonomic point-of-view (only snag is the media 'Home' button obscured by the steering wheel) and the front seats are supportive yet comfortable.

Last but not least the overspeed warning defaults to on every time the car is restarted. Peugeot isn't alone here (hello Hyundai and Kia) and we're told the cause is legislative requirements in multiple markets. Three clicks are required to turn off the warning chime and flashing display off.

Standard active (crash-avoidance) safety tech includes adaptive cruise control (with 'Stop & Go' function), lane keeping assist, lane-change assist, blind-spot monitoring (long-range up to 75 metres), traffic sign recognition, AEB (with day or night pedestrian and cyclist detection from 7.0-140km/h), active lane departure warning (with lane departure correction), 'Driver Attention Alert', 'Hill Descent Control' and 'Advanced Traction Control' (with 'snow', 'mud' and 'sand' modes). No sign of rear cross-traffic alert or rear AEB at this stage.

If a crash is unavoidable there are six airbags onboard - driver and passenger front, front side (thorax and pelvis) and side curtain (head and thorax). No front centre or knee airbags.

Expect three top tethers for child car seats across the rear row, with ISOFIX anchors on the two outer positions.

Kia’s seven-year, unlimited-kilometre warranty applies to the EV3, and though that was once industry-leading, it’s now being matched or overtaken by many rivals.

Roadside assistance is covered for one year but can be extended to up to eight years if serviced with an authorised Kia dealer.

Kia also backs the high-voltage equipment in the car with a more specific seven-year or 150,000km warranty, whichever comes first.

Australian servicing costs are pretty minimal in the EV3, with Kia offering well-priced pre-paid plans of three ($674), five ($1285) or seven years ($1897). Certainly some points for Kia on that one.

Service intervals are on the shorter side for an EV, at every 12 months or 15,000km, whichever comes first.

The E-3008 will be covered by Peugeot Automobiles Australia's five-year, unlimited kilometre warranty with the lithium ion drive battery covered for eight years/160,000km.

Although not confirmed at this stage, expect the service interval to be 12 months or 24,000km (as per the E-2008), and pricing to sit in the region of $1750 over five years ($350 annually). A cheaper (three- or five-year) pre-paid option is a near certainty.