Electric Cars

1 of 30 Antuan Goodwin/Roadshow More

1 of 59 Nick Miotke/Roadshow More

Overall driving range is perhaps the biggest talking point of any new electric car. Yet it won’t be the key reason to buy a 2020 Mercedes-Benz EQC when it arrives in the US next year. Instead, Mercedes is focusing on what it does best: making cars that genuinely feel more premium than everything else in the class. Oh, sure, the EQC will still be plenty competitive in terms of its power and range. But what sets it apart from the Jaguars and Teslas of the world is just how lovely it feels from behind the wheel.

Stylish, but not a standout Like the Audi E-Tron, Jaguar I-Pace and Tesla Model X with which it’ll most closely compete, the Mercedes EQC is a curvaceous SUV that straddles the line between compact and midsize proportions. It rides on the same 113.1-inch wheelbase as the compact GLC-Class crossover, but it’s a little longer overall, and doesn’t stand quite as tall.

For better or worse, the EQC doesn’t immediately stand out as a brand-new or electrified Mercedes-Benz offering. Sure, the fascia is a bit more stylized than the company’s other models, and tasteful blue accents in the headlamp housings are a subtle nod to this car’s electrified guts. But honestly, if you showed me a picture of the EQC and said, “This is the next-generation GLC,” I’d probably believe you. The EQC pictured here wears Mercedes’ AMG Line exterior, which adds a unique grille and a more heavily sculpted lower fascia. In this guise, it looks even less like an EV, and to my eyes, this treatment is the most appealing. If you’re the sort of person who wants an electric vehicle because of the statement it makes on the road, the EQC might not be for you. Personally, I’m glad Mercedes doesn’t need to rely on weird styling or gimmicky doors to get its electric message across. But I will say I’m not exactly thrilled that an illuminated version of the company’s three-pointed star badge will be standard on every US-spec EQC.

If you’ve ever been one of Mercedes’ new SUVs, you’ll feel right at home in the EQC.
Mercedes-Benz
A familiar yet impressive cabin Inside, you’ll see a similar exercise in restraint; the EQC’s cabin is almost too familiar. The center console seems to have been ripped right out of the GLC300, with a large flip-up panel in the middle that hides a pair of cup holders. I love the rose-gold accents on the vents — Mercedes designers say they’re supposed to mimic the copper color of the wires found in the battery system — and the stylized bits of brushed metal on the doors and behind the infotainment screen are really quite beautiful. But for better or worse, no part of the EQC’s cabin looks or feels new or innovative.

On the other hand, its interior boasts the same superb quality you’d expect from an SUV with a three-pointed star on the hood. Every surface feels even better than it looks, and the quilted leather seats are equal parts cushy and supportive. None of the EQC’s aforementioned competitors offer an interior this plush. Four average-size adults can stretch out in relative comfort, and the cargo hold is large enough to accommodate all of their carry-on suitcases and backpacks. Final US-spec cargo dimensions are still TBD, but given the EQC isn’t too far off the GLC, you can safely use that as a point of reference. The MBUX infotainment system has nearby charging stations built into its navigation POIs.
Mercedes-Benz
Standard MBUX tech The EQC’s in-car tech is headlined by Mercedes’ MBUX multimedia system, set up on a pair of 10.2-inch screens atop the dash. MBUX is the same here as it is in any of the company’s latest models, with a couple of EQC-specific features built in, including screens that show your energy use and range, as well as navigation data for nearby charging stations. Speaking of navigation, it comes standard on every EQC, as do Apple CarPlay, Android Auto and a Wi-Fi hotspot. Mercedes lets you control MBUX in myriad ways. You can touch the center screen, or use the thumbpads on the steering wheel or the touchpad on the center console. Of course, you can also just talk to the AI assistant, saying, “Hey, Mercedes” to wake it up. I still find the AI a little too eager to chime in, asking, “How can I help you?” when I only mention the word “Mercedes” midsentence in conversation. But I do like that I can just say, “Hey, Mercedes, where’s the closest charging station?” and it’ll display a list of options without me having to search through the nav. The EQC400 will accelerate to 60 mph in a 4.8 seconds, or about the same as a Mercedes-AMG GLC43.
Mercedes-Benz
Speaking of charging… The 2020 EQC400 uses an 80-kilowatt-hour, lithium-ion battery, with a 7.7-kilowatt onboard charger. On a Level 2 wall-box charger — the kind you’ll have installed at home — the EQC can replenish its battery in about 10 hours. Step up to 110-kilowatt DC fast charging and Mercedes estimates achieving an 80% charge in just 40 minutes. Given the EQC’s relatively conventional design, you won’t be surprised to learn the charging port is located on the SUV’s passenger side, behind the rear door, just like a conventional fuel tank. The 80-kWh battery provides ample motivation for the big EQC, with 402 horsepower and 561 pound-feet of torque sent to an asynchronous motor at each axle, giving the SUV all-wheel drive. Off-the-line acceleration is quoted at 4.8 seconds to 60 miles per hour, or about the same as a Mercedes-AMG GLC43. The instant torque delivery is addictive, and one of the most fun aspects of EV driving. The Mercedes delivers it without any skittishness or wheelspin — just a smooth, consistent rush of power. Under light power demands, the EQC largely runs in front-wheel-drive operation, the larger rear motor only kicking in when needed. A particularly impressive thing about this powertrain is how seriously silent it is. Yes, I know, EVs are quiet to begin with, but Mercedes went a step further when developing the EQC and worked to isolate the electric motor’s operational noises as much as possible. With the radio switched off and under hard acceleration you can hear a faint whirr, but that’s it. Plenty of insulation keeps road and wind noise out of the cabin, too, making for one of the quietest motoring experiences available today. A pair of electric motors delivers 402 horsepower and 561 pound-feet of torque.
Mercedes-Benz
Quiet, comfy cruising Electric powertrain aside, the EQC moves down the road like any other Mercedes SUV. The chassis tuning errs on the side of comfort over sharp handling — even with the car set to its Sport drive mode — but the EQC won’t fall apart should you toss it into a bend. The low center of gravity helps the crossover feel planted and stable, and the relatively light steering offers enough feedback through the wheel to keep you aware of what’s happening at road level. Even on its largest 21-inch wheel-and-tire setup, the EQC offers a more compliant ride than a Jaguar I-Pace or Tesla Model X. Given the EQC’s mission in life, it drives exactly the way it should. A couple of neat tricks help you eke out every mile, the first of which is really quite simple (and effective). Put the EQC in its Eco drive mode, and the throttle’s resistance increases substantially, with an actual stop point about halfway through the travel. This means you won’t be overaccelerating, which drains the battery more rapidly. Should you need more speed than this mode offers, kicking down on the throttle harder will allow you to break through the stop point. Then you have the regenerative braking modes, of which there are several. In the car’s standard “D” operation, it idles forward and drives like a traditional, gas-powered car. D- and D– modes are activated via the steering wheel-mounted paddles, and dial in more regen as desired. D- feels like the best setup for true one-pedal driving, while D– is tuned a bit too aggressively for smooth operation (though I imagine you’d get used to it if you owned an EQC). The optional AMG Line exterior gives the EQC a bit more visual appeal.
Mercedes-Benz
Finally, you can select D Auto, which uses the car’s forward-facing sensors to slow the car using regenerative braking as you approach a lead car. Think of it as being like halfway adaptive cruise control: Say you’re going 70 miles per hour on the highway and lift your foot off the throttle as you approach a car going 65 mph. In this D Auto setting, the EQC will automatically slow down using regeneration without you having to touch the brake pedal. It will not, however, accelerate back up to your cruising speed should that slower car move out of the way. If you want honest-to-goodness adaptive cruise control, it — as well as lane-keeping assist and blind-spot monitoring — is available as part of the EQC’s Driver Assistance Package. So, what about the range? The EQC won’t arrive in the US until early 2020, so its official EPA range estimate is still many moons away. Under Europe’s NEDC test cycle, Mercedes says the EQC can go anywhere between 277 and 293 miles on a full charge, depending on vehicle spec. But remember, the NEDC ratings are notoriously optimistic, and there’s no solid formula for converting this number into a realistic US expectation. The EQC’s interior is as quiet as it is comfortable.
Mercedes-Benz
My best look at the SUV’s real-world range came last year, when I rode right-seat in an EQC prototype from Mercedes’ research and development center in Sunnyvale, California, to the coastal region of Big Sur and back. Loaded with four adults, the EQC traveled 228 miles without recharging, the battery indicating a 7% charge at the end of the day. Bastian Schult, the engineer who led that test, was definitely driving with an eye toward max range, but he wasn’t exactly a slowpoke, either. Mercedes officials won’t speculate on the EQC’s US-spec range, simply because there are so many variables to take into consideration. But don’t be shocked if the final EPA number ends up being somewhere between 200 and 220 miles. That’ll put the EQC behind the Jaguar I-Pace (234 miles) and Tesla Model X 75D (238 miles) — not to mention the longer-range 100D and new, 325-mile long-range Tesla models — and closer in line with the Audi E-Tron (204 miles). The truth is, for people who’ve taken the plunge into EV life, the difference between 204, 228, 234 and 238 miles is actually sort of negligible. These folks aren’t draining their batteries all of the time; being able to charge at home or at the office is a given. Because of this, Mercedes executives aren’t exactly sweating what the actual EPA number will be. The US EPA range estimate will likely be somewhere between 200 and 220 miles.
Mercedes-Benz
A focus on luxury Besides, the Mercedes-Benz EQC more than makes up for any range shortcomings with its excellent accommodations and wonderful on-road manners. You’ll likely pay a bit more for the privilege than for an Audi E-Tron ($74,800) or Jaguar I-Pace ($69,500). But that’s expected for every other Mercedes model, too. Official pricing won’t be available until the EQC launches next year, but I’m expecting it to fall closer to the Tesla Model X’s $83,000 MSRP — not including available incentives, natch. The Tesla might still best the Mercedes in terms of all-out range, but with the Mercedes’ better on-road manners and far more premium cabin, those not sold on the church of Tesla might find Mercedes’ newcomer EQC a solid choice.

Editors’ note: Travel costs related to this feature were covered by the manufacturer. This is common in the auto industry, as it’s far more economical to ship journalists to cars than to ship cars to journalists. While Roadshow accepts multiday vehicle loans from manufacturers in order to provide scored editorial reviews, all scored vehicle reviews are completed on our turf and on our terms. The judgments and opinions of Roadshow’s editorial team are our own and we do not accept paid editorial content. More

The 2019 Hyundai Kona Electric is easy to like. It offers a sense of conventionality that should ease the transition from gas to plug — and rightfully so, because it’s based on an already excellent subcompact crossover. Doing something new can feel scary, but if there’s an element of familiarity to it, it’s much easier to acclimate to change.Future-forward design, but rooted in realityAt a glance, the Kona Electric looks pretty close to any other Hyundai Kona on the road — depending on your opinion of the Kona’s polarizing looks, that could be good or bad, but I like it. All the familiar elements are there, from the dark cladding on the lower body to the trademark squinting running lights up front. Yet, there are a few key differences.

Losing the internal combustion engine means the Kona Electric doesn’t need a grille, so it’s been ditched in favor of a dimpled front end. A panel on the driver’s side of the “grille” hides the CCS Combo charging port, and there’s a small battery-level gauge right there to let me know the battery’s level at a quick glance.The Kona Electric’s battery doesn’t eat into cargo space, which is great, because there wasn’t much to begin with. With about 19 cubic feet available behind the second row, the Kona is already second to last in the subcompact crossover segment, out-stuffing only the Mazda CX-3. Don’t expect a frunk, though — the space formerly devoted to an internal combustion engine is now dedicated to EV hardware.The interior is very well laid out, but my tester’s motif makes it look cheap.
Andrew Krok/Roadshow

Thankfully, the ovoid shape of the Kona means there’s ample room in the second row to throw even more stuff. Humans won’t be bent out of shape back there, either — at 6 feet tall, I still have a few inches of space before my head touches the headliner, and legroom is ample for a subcompact SUV. Visibility is sufficient, with pillars that aren’t thick enough to make blind spots worse yet aren’t thin enough to warrant glowing commendation. You won’t have a problem seeing out of it.
Like the exterior, the interior has a few slight adjustments owing to the EV powertrain’s unique packaging. Since there’s no need for a conventional transmission tunnel, Hyundai redesigned the center console to make room for a large cubby just above the floor. Yet, above that, there’s still enough space for a second deep cubby that contains my tester’s optional wireless device charger. The usual shift lever has been kicked to the curb in favor of a push-button setup that works just fine, but even after a week of heavy use I’m still having trouble committing it to muscle memory, occasionally pushing for Reverse when I want Drive.Nevertheless, the interior remains nice and spacious in every seat, with enough places to store just about anything in my pockets. My only major complaint is that, when specified with the white-and-blue interior motif, all that brightness lends a feeling of cheapness to the materials that a black interior would otherwise mask.Charging down the roadEven though the Kona Electric isn’t billed as a fun electric vehicle in the traditional sense, I think it’s a hoot. A single electric motor on the front axle confers 201 horsepower and 291 pound-feet of torque — an impressive 26 hp and 96 lb-ft more than the zippy 1.6-liter, turbocharged gas Kona — even though the EV is still slower to 60 by almost a full second. The single-speed automatic transmission means there’s never any gear changes to slow things down; pressing my foot to the firewall is always met with ample torque delivery, shoving the show forward.While the friction brakes do a plenty fine job of stopping the Kona Electric, I barely use them. Instead, I rely on the car’s multi-stage regenerative braking system, which uses resistance from a generator to slow the vehicle and add a bit of charge to the battery. The paddles behind the wheel allow me to ramp the regen braking’s strength up or down, and holding the left paddle during deceleration allows for proper one-pedal driving, bringing the car to a complete stop. There’s also a counter in the gauge cluster that tells you how much charge you added back to the battery, usually averaging between 0.2 and 0.4 miles per braking event.Not every car offers standard DC Fast Charging compatibility, but the Kona Electric does, and on every trim, to boot.
Andrew Krok/Roadshow

The Kona Electric’s 64-kilowatt-hour battery is good for an EPA-estimated range of 258 miles, or about 4 miles per kilowatt-hour. However, in Michigan’s 40-degree weather, I never saw the topped-off range displaying higher than 228 miles, and the number dropped lower when I actually used the heat — for the most part, I survived with seat and steering wheel heat, because even something as slight as adjusting the HVAC fan speed a single tick can drop estimated range by 5 or 10 miles. Driving the Kona Electric as I would any other car, I’m impressed with the economy, which translates to between 3.8 and 4.6 miles per kilowatt-hour, right on track with EPA estimates. Of course, everything from weather to driving style can have an effect on range, so your mileage will vary, not may.Living a few blocks from a 50-kW DC Fast Charger is a huge benefit, giving me about 80 percent battery in the time it takes to catch up on email and grab a cup of coffee. Using more traditional Level 2 chargers slows things down, requiring about nine hours to go from E to F, but if you have a home charger, it’s as simple as leaving it plugged in overnight.

While the Kona Electric might handle and accelerate well, the driving experience isn’t perfect. The ride quality feels a bit worse than the gas Kona, riding roughshod over bumps and dips in a way that the gas Kona never did. It appears that Hyundai didn’t make any NVH adjustments to the Kona Electric, despite losing the gas engine, so road and wind noise is more prevalent than on the gas Kona. The car’s Nexen N’Priz AH8 215/55R17 all-season tires grip well but have a little trouble managing wheelspin, although chilly temps are also partially to blame in this instance.Familiar, quality techThe Kona Electric carries the same infotainment tech as the gas-powered Kona, which is very much a good thing. My Ultimate-trim tester has all the bells and whistles, starting with an 8-inch touchscreen that packs embedded navigation, Apple CarPlay, Android Auto and satellite radio. The system, which also appears in Kia vehicles as Uvo, is a little on the old side, but it’s laid out in a straightforward manner and it packs all the capabilities a driver needs these days, so it remains one of my favorites. Lesser trims make do with 7-inch screens, but the system is still excellent even with the smaller wrapper.Other creature comforts abound, as well. Ventilated seats make it easier to cool down the driver without relying on an entire HVAC system, which can further whittle away at the car’s range. There’s also a head-up display, but it requires a retractable display that’s situated too low to the dashboard for taller drivers, so I keep it disabled for most of my time with the car.

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Checking the tech in the 2019 Hyundai Kona Electric

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On the safety front, the Kona Electric is about as loaded as can be. Even the base trim gets goodies like automatic emergency braking, lane-keep assist and blind spot monitoring, while my Ultimate-trim variant adds benefits like pedestrian detection and adaptive cruise control with stop-and-go functionality. Like the gas Kona, I find the lane-keep assist to be a little heavy-handed on the road, but otherwise, the system is a welcome addition on long highway slogs.How I’d spec itThere are three trims of Kona Electric available, and they don’t have any major options packages, so this will be straightforward. I’ll keep my tester’s slick ceramic blue paint job, but as I mentioned earlier, I’d stick with a black interior, since it feels less cheap than the white-and-light-blue interior of my tester. My Ultimate-trim tester costs a lofty $45,695 including destination, but I think the sweet spot is the $42,195 midlevel Limited trim. It loses the HUD and ventilated seats, but it still has the wireless device charger, LED headlights and leather seats. The $37,495 SEL base trim is just a bit too basic for my tastes.Down to brass tacksWhile the Kona Electric might seem expensive in a bubble, it’s actually a bit ahead of the competition, which struggles to offer the same experience for the same price. The Nissan Leaf Plus starts at $37,445 and tops out at $43,445. While ProPilot Assist is an excellent driver’s aid, the base trim’s 226-mile range is the lineup’s best, dropping to 215 miles when higher trims are selected.The Chevy Bolt EV’s range is better, but its options are packaged in a stingier manner, with many safety systems tucked away under higher trims and added-cost options packages. In fact, the Kona Electric’s best competitor is its kissin’ cousin, the Kia Niro EV, which packs 239 miles of range using the same powertrain as the Kona Electric and isn’t as… polarizing in the looks department.I truly believe that cars like the Hyundai Kona Electric are pivotal in helping the average Joes and Janes of the world into electric vehicles. It takes everything I like about the gas-powered Kona and gives it a dose of futurism that doesn’t dominate the conversation.

Andrew’s Comparable Picks More

In the past few months, we’ve tested Kia’s new Niro EV, as well as the brand-new 2020 Soul. Both cars are great. These are two of the most likable products in Kia’s US lineup. Combine the best attributes of both, and you get the 2020 Soul EV.By now, you’ve likely seen the 2020 Kia Soul, with its fresh take on the model’s boxy design. The slim lighting elements and sharper edges give the Soul a bit more curb appeal, and the upright hatchback only grows marginally in this new generation.

Every Soul EV gets the full-LED front lighting treatment from the gas-powered, GT-Line trim. That means LED headlights integrated up top, while larger openings flanking the grille house the foglights and turn signals — again, all LED. Around back, the Soul EV gets LED taillamps and a small “Eco Electric” badge on the bottom right corner of the hatch.

All Soul EVs ride on model-specific, 17-inch alloy wheels, wrapped in 215/55-series Nexen N’Priz AH8 all-season tires. Just like the regular Soul, the EV will be available in a range of color options, including seven two-tone choices.Inside, the EV replaces the standard Soul’s gear lever with a shift-by-wire electronic unit, similar to what you get in the Niro EV. It takes a little bit of getting used to, but certainly isn’t challenging. Aside from that, the two Souls’ interiors are pretty much identical, with the same comfortable seats, lots of head- and legroom and great fit-and-finish throughout, even on my preproduction test car.

Aside from the electronic gear shifter, the Soul’s interior carries over unchanged for EV duty.
Kia
On the infotainment front, the EV gets the same 10.2-inch touchscreen as other Soul models, running Kia’s latest UVO software. Navigation is standard, as are Apple CarPlay and Android Auto. The split-screen setup is relatively easy to use, with no lag in response when you press icons or swipe through screens. It’s not the prettiest system out there, but everyone at Roadshow continually praises UVO for being so darn easy, and the new Soul EV’s setup is no different.

Because of the battery packaging, the EV gives up a bit of cargo capacity compared to the regular Soul, but its shape means this hatchback is still plenty functional. Official US specs haven’t been released just yet, but under the German VDA measuring system, the 2020 Soul EV is said to have 47.3 cubic feet of luggage space with the rear seats folded. The US-preferred SAE measurement will likely be a little higher, closer to the 49.5 cubic feet of the last-generation Soul EV. Yes, the 2020 Soul is a little bit bigger than its predecessor, but the EV’s battery has also grown significantly, meaning it takes up more room under the cargo floor.The bigger battery in question is the 64-kilowatt-hour lithium-ion unit from the Niro EV — a huge improvement from the 27-kWh pack that powered the old Soul EV. An electric motor sends 201 horsepower and 291 pound-feet of torque to the front wheels through a single-speed transmission, which makes the 2020 Soul EV decently quick. Kia estimates a 7.6-second sprint to 62 miles per hour, and with all that instant electric torque ready to go at a moment’s notice, this thing really scoots.The Soul EV’s 10.2-inch touchscreen runs Kia’s excellent UVO infotainment interface.
Kia
As for the all-important driving range, the Soul EV is extremely competitive. The EPA officially rates the Soul EV at 243 miles of range, which bests the Chevrolet Bolt (238 miles), Kia Niro EV (239 miles) and Nissan Leaf Plus (226 miles). Only the Hyundai Kona Electric can go farther than the Soul, with its EPA-rated 258-mile range. As always, your mileage may vary, but in my experience, I’ve had an easier time achieving the EPA-estimated range in Hyundai and Kia EVs than I have in its competitors. Kia says it’ll offer the Soul EV with a cold weather package, too, which includes a battery heater to help prevent significant range loss in frosty climates.Since its battery pack is ripped from the Niro, so too are the Soul EV’s charging times. On a 240-volt Level 2 charger, you’ll fully charge the battery in 9 hours and 35 minutes. Move up to 50-kilowatt DC fast charging, and you’ll get an 80-percent replenishment in 75 minutes. If you can find a 100-kilowatt DC charger, shorten that time to 54 minutes. And if you feel like kicking it super old school and want to charge your Soul EV from a regular 110-volt household outlet, you’d better cancel your weekend plans — it’ll take a full 63 hours.Interestingly, Kia will offer a shorter-range version of the Soul EV in other markets, powered by a 39.2-kWh battery. This “midrange” Soul, as Kia calls it, offers 134 horsepower and 291 pound-feet of torque, and a range of around 154 miles. A Kia representative told me “the final decision hasn’t been made” about whether or not this option will be offered in the US, but I wouldn’t hold my breath.With instant electric torque and nimble handling, the Soul EV is a blast to drive.
Kia
Driving the Soul EV is a familiar experience, and a good one at that. The Soul offers an upright seating position and great sightlines from all angles, and its compact size means it’s easy to maneuver when I take it for a drive during morning rush-hour traffic in Seoul, South Korea. Power delivery is instantaneous and plentiful, and the overall ride quality is comfortable and compliant.On more interesting roads in the hills through the Korean countryside, the Soul EV exhibits a playful demeanor. It’s about 140 pounds lighter than a Niro EV and sits slightly lower to the ground, and uses a quicker steering ratio — 12.8:1 compared to 13.3:1. This all makes the Soul EV a bit more fun to drive, with better turn-in response and slightly flatter cornering. It’s an enjoyable steer.The Soul EV has the same driving modes as its Niro sibling, with Normal, Sport, Eco and Eco+ settings. Normal and Eco feel most appropriate for general commuting, though I love the way Sport mode heightens throttle response. (Flooring the Soul EV in Sport mode does not get old, trust me.) Paddles on the steering wheel activate different levels of brake regeneration, with the maximum Level 3 offering for the sort of one-pedal EV driving characteristics that many people (myself included) love. That said, the Soul won’t regeneratively brake to a complete stop like some other EVs, though if you press the Auto Hold button on the center console, you can let go of the brake when you’re stationary.A whole mess of advanced driving aids come standard on the Soul EV, making life a little easier behind the wheel. You get adaptive cruise control with stop-and-go functionality, blind spot warning, lane departure warning, lane-keeping assist and pedestrian detection. The only missing amenity is steering assist, something the Nissan Leaf offers as part of its ProPilot tech.Soul EVs get full-LED lighting, though the placement of the charging door is kind of weird off-center on the car’s nose.
Kia
Even so, I’d much rather have the Soul EV over the Leaf Plus, and not just because of its longer range. The Soul is simply an all-around more interesting product, from its better driver engagement to its well-appointed cabin and eye-catching design. I’d have it over a Chevy Bolt and Hyundai Kona Electric for the same reasons.Even the Niro EV doesn’t pose much of a threat, to my mind, which is important since Kia will sell the two models alongside one another. The compact hatchbacks offer similar interior space, with the Niro offering slightly more cargo room. But the Soul still wins for its better onboard tech, not to mention its more spirited on-road nature.Pricing will be available closer to the Soul EV’s Stateside arrival later this year. Expect it to start somewhere between $35,000 and $40,000 before available incentives, which is about par for the course.Of course, the big caveat is availability: Kia is only planning to offer the 2020 Soul EV in about a dozen states initially, just like the current model. The plan is to eventually offer sales nationwide, though, so keep your fingers crossed. Considering how appealing the 2020 Soul is, Kia would be smart to offer it to as many EV shoppers as possible.The Soul EV is a seriously appealing EV.
Kia
Editors’ note: Travel costs related to this feature were covered by the manufacturer. This is common in the auto industry, as it’s far more economical to ship journalists to cars than to ship cars to journalists. While Roadshow accepts multiday vehicle loans from manufacturers in order to provide scored editorial reviews, all scored vehicle reviews are completed on our turf and on our terms.The judgments and opinions of Roadshow’s editorial team are our own and we do not accept paid editorial content. More

1 of 31 Antuan Goodwin/Roadshow More