Dozens of Kia EV9 owners are reporting significant battery pack problems.
Some of the EV9’s battery modules appear prone to premature death.
Replacement packs can take months to arrive, leaving owners stranded.
As impressive as the Kia EV9 is, a growing number of owners are experiencing serious battery pack issues and enduring long waits for repairs. It will be a huge concern for Kia, particularly given that several other EVs from the broader Hyundai Group have also suffered serious powertrain-related faults in recent years.
Reports from EV9 owners have been swirling online since at least last year, and a UK writer from The Verge, who just so happens to own an EV9, has experienced them firsthand. It started with a small issue, where the 12-volt battery was drained, and he was unable to unlock the car. To get it up and running, he had to access the frunk manually and then hook up a booster to the battery. As it turns out, this fault would soon be the least of his worries.
Several weeks later, he says the SUV’s battery would suddenly jump from 82 percent to 100 percent charge when plugged into his home AC charger. The EV’s estimated driving range at 100 percent also plummeted. After purchasing an OBD-II scanner, he discovered that when the Kia displayed 100 percent charge, it was actually only holding 71 kWh, despite having a 99.8 kWh pack. The scanner revealed that some of the pack’s 38 individual modules were dead.
Long Waits For Battery Replacements
A Kia dealership soon verified the issue and confirmed the SUV would need to have the high-voltage battery pack replaced. It’s been entered into Kia’s battery repair program, available through the eight-year warranty for the batteries in the UK, but there’s no clear timeline for when it will be repaired.
The Verge writer says he’s spoken with more than a dozen other EV9 owners in the country who have had similar problems, and some have been unable to continue driving their vehicles while waiting for a new battery. He says at least one has seen their EV9’s range drop to just 30 miles (48 km). Numerous owners in the US have also complained about battery pack failures, indicating this could be a global issue.
Widespread Faults Across Hyundai’s EV Lineup
For years, EVs from Hyundai, Kia, and Genesis have also suffered failures of the Integrated Charging Control Unit (ICCU). The automaker stayed quiet about the problem for a long time before finally acting in 2024, recalling every e-GMP-based EV sold in the US. That didn’t resolve things. Owners continued reporting faults, and Hyundai eventually extended warranties for electric vehicles with ICCU-related problems.
At this stage, no recall has been issued for battery pack failures in the EV9. However, if more owners start experiencing problems and these reports receive greater media coverage, the South Korean car manufacturer may be forced to act.
A new Stinger is in Kia’s plans, just not for the immediate future.
The Meta Turismo concept is the blueprint, and it runs on batteries.
Design boss Karim Habib blames performance EV pricing for the delay.
The Stinger never sold in the numbers Kia had hoped for, but it built something more valuable than volume: a small, loyal audience that still wants the brand to try again. The company is keen to make another sports sedan in the vein of the Stinger, only this one will run on electrons and could trace its bones to the recent Vision Meta Turismo concept.
The EV6 GT was supposed to fill the void. It hasn’t. The crossover stance and electric powertrain never landed with the enthusiast crowd the Stinger had cultivated, and the price walked well past where the Stinger ever lived. Design boss Karim Habib is betting that performance EVs will eventually get cheap enough to make the Meta Turismo a production reality and a real Stinger replacement.
“We have a small history of doing cars like the Stinger, and that’s something we don’t want to give up on,” Habib told Autocar. “The Meta Turismo is our idea of a sports sedan for the gamer generation. A few years ago, we started thinking about what could we do beyond SUVs? We do produce and sell a lot of SUVs, which is good, but we also believe that there’s more than that.”
Kia revealed the striking concept late last year as the latest evolution of its Opposites United design language. Like every recent Kia show car, it’s dramatic and has a design that the company says is supposed to be emotionally engaging. But it’s not yet ready for prime time.
“At this point, it is more strategic,” Karim said when asked by Autocar why Kia doesn’t start building it today. “It’s a pure EV, and the price of doing a high-performance EV is what is slowing us down. Hopefully, the upward movement of EVs keeps going. I think there will be more openness to this [type of] car. At least that’s what we’re betting on.”
Kia built the Stinger for just five and a half years before killing it off in 2023. It launched with a 2.0-liter turbo four and a 3.3-liter twin-turbo V6, picked up a 2.5-liter four at the facelift, and was briefly offered with a 2.2-liter turbo-diesel in some markets. While enthusiasts like ourselves would like Kia to capture some of the ICE magic in a successor, this doesn’t appear likely.
“We’re car people,” Kia head of interior design Jochen Paesen said. “We grew up on the side of a race track hearing V8s, but those are not the things that the younger generation care as much about. It actually doesn’t trigger them. It triggered us, but we’re living in a different age, so understanding what triggers the younger generation and gets them emotionally tied in and emotionally interested, that’s important.”
Through the first four months of the year, Kia EV6 sales have tumbled 37.4% to 2,751 units. That’s a steep decline and it can likely be attributed to the elimination of the federal electric vehicle tax credit.
Kia is now trying to shore up sales by announcing a steep price cut for 2026. Kicking things off is the EV6 Light Standard Range, which begins at $37,900 before a $1,545 destination fee. That’s a savings of $5,000 compared to the 2025 model.
The EV6 Light Long Range also sees a $5,000 price cut, while the all-wheel drive variant gets marked down $5,100. The Wind trim benefits from a $5,500 reduction across the board as pricing now begins at $44,800.
Last but not least, the GT-Line will set you back $48,700. That’s $5,500 less than last year’s model, while the AWD variant offers a savings of $5,900.
Kia didn’t mention the EV6 GT, but the automaker stopped importing the high-performance variant earlier this year “due to changing market conditions.”
Minor Model Year Updates
Besides lower prices, the 2026 EV6 now comes with a standard dual level charging cable. Buyers in ZEV states also get a free DC fast-charger adapter. Speaking of charging, the model now sports a plug and charge capability, which allows for automatic billing at compatible chargers via Kia Charge Pass.
Additional changes are limited, but the EV6 Light Long Range drops the Tech Package to “reduce complexity.” Buyers will also find an updated color palette inside and out.
As a refresher, the EV6 offers 63 and 84 kWh battery packs as well as ranges of between 237 miles (381 km) and 319 miles (513 km). Buyers will also find outputs of 167 hp (125 kW / 169 PS), 225 hp (168 kW / 228 PS), and 320 hp (239 kW / 324 PS).
Kia has built a police version of the electric PV5 for South Korean officers.
A roof-mounted drone launches automatically when the van reaches a scene.
Thermal imaging and a 90x zoom camera handle aerial suspect tracking.
The humble delivery van has come a long way. Kia’s PV5, until recently best known as a versatile electric workhorse, has been seconded into law enforcement. The company has signed on with the Korean National Police Agency to build a high-tech, AI-equipped patrol vehicle that also happens to carry a drone.
Visually, the PV5 already looks the part with its futuristic LEDs and sleek surfacing. For its new role, it wears a police livery with blue and yellow graphics over its black and white bodywork. The biggest party trick, though, is the roof extension housing an integrated drone station.
When the PV5 pulls up to a scene, a section of the roof opens and an automated AI police drone takes flight. It handles aerial patrol in tight alleys and hazardous areas, the sort of places where the van itself, and indeed the officers, cannot or should not go.
The drone carries thermal imaging and a 90x zoom camera, useful kit for tracking suspects or finding missing persons. Once the job is done, it flies back to its dock and recharges using the van’s V2L system. As for the PV5 itself, no changes have been reported to the battery or electric powertrain.
The roof structure also carries three AI-powered cameras providing 360-degree coverage with no blind spots. The software is clever enough to identify suspects by clothing or accessories, working through a crowd in real time and flagging up potential matches.
The AI can also detect specific threats like weapon-carrying individuals or injured citizens who may have fallen on the ground. It even includes crowd density monitoring to alert authorities for potential overcapacity risks in public spaces.
The police-prepped Kia PV5 is scheduled to begin pilot operations in June 2026. It will be part of the Metropolitan Preventive Patrol Unit of the South Korean police force, focused on crime prevention and rapid response.
While this particular AI patrol vehicle is exclusive to Korea, it will be interesting to see whether the PV5 will serve as a base for police conversions in other parts of the world.
Hyundai increased ICCU warranty coverage to 15 years or 180,000 miles for certain EVs.
Many Ioniq 5 owners say Hyundai’s VIN lookup tool still shows no ICCU coverage.
Drivers want proof Hyundai fixed the faulty part and some are swearing off the brand.
Hyundai EV owners just received a little more peace of mind over a part that some say has a 10 percent failure rate. This isn’t a backup camera, a loose windshield wiper, or a missing cotter pin either. It’s a part called the Integrated Charging Control Unit (ICCU), and when it fails, it basically strands the car.
The South Korean company has now extended warranty coverage to 15 years or 180,000 miles for some EVs with ICCU issues. That sounds great, but there’s more to the story unfolding right now.
As we’ve highlighted both in the past and even this week, ICCU concerns are a big deal for Hyundai, Kia, and Genesis owners. The ICCU is one of those parts most owners never think about until it fails. It manages onboard charging and helps keep the 12-volt battery alive. It’s basically the EV equivalent of the old-school alternator’s job. When it dies, the car can lose power, stop charging properly, or simply refuse to start, and plenty of owners have been there.
Recently, Hyundai extended its warranty coverage on affected vehicles in Europe. According to a statement provided by Hyundai Motor America to Torque News, the automaker has approved a warranty extension for the ICCU on certain affected U.S. EVs, stretching coverage to 15 years or 180,000 miles, whichever comes first. That’s a major jump from the previous 10-year/100,000-mile protection. There are a couple of notable caveats to consider, though.
What About Kia And Genesis?
First, there’s no word from Kia or Genesis yet about if they’re also going to extend coverage on affected cars. While it’s highly likely that each will end up extending their coverage, too, an official statement would be nice. Carscoops reached out to both brands but didn’t receive a response at the time of writing. The second concern is how Hyundai’s warranty tool works.
Hyundai says affected owners should check their VIN through Hyundai Motor America’s campaign lookup tool and contact dealers if they see warning lights, charging issues, or reduced power. Sounds simple enough, but when many owners check the site, they get nothing.
Multiple commenters on the original report say they’ve entered VINs for 2022, 2023, and even recently failed 2025 Ioniq 5s, only to see no ICCU campaign listed at all. Finally, there’s reason to wonder if Hyundai has fixed the ICCU issue altogether or if the potential replacement parts will one day fail as well. That’s at the heart of a new lawsuit that Hyundai hasn’t yet responded to. At this point, no one knows, but owners surely hope this isn’t the case.
Hyundai, Kia, and Genesis EV owners say ICCU failures are still stranding drivers.
Lawsuit claims replacement ICCUs may be just as defective as the originals.
12-volt battery drain, limp mode, and total power loss remain key complaints.
Hyundai and Kia have built some genuinely impressive electric vehicles over the last few years but one issue continues to plague many owners. A single part called the Integrated Charging Control Unit, or ICCU for short, manages charging between the high-voltage battery and the 12-volt system to ensure both systems work properly and in harmony.
The thing is that when the ICCU fails, the car can largely become a giant brick. Hyundai and Kia have issued recalls to fix ICCU-related issues but now a class action lawsuit claims that the fix is just using more bad parts.
The lawsuit, filed in U.S. District Court for the District of New Jersey, targets Hyundai Motor Company, Kia, Genesis Motor, and Hyundai Kefico, the supplier behind the charging control units. Affected vehicles include the 2022–2024 Kia EV6, 2022–2024 Hyundai IONIQ 5, 2023–2025 Hyundai IONIQ 6, 2023–2025 Genesis GV60, 2023–2025 Genesis Electrified GV70, and 2023–2024 Genesis Electrified GV80.
According to the filing reviewed by Carcomplaints, the central grievance isn’t that these cars have problems. It’s that they allegedly keep having them after a recall was meant to put the matter to rest. Two plaintiffs, Hayes Young of New Jersey and Roy Williams of Kentucky, say their recall service accomplished nothing.
Young says his 2023 IONIQ 5 SEL suffered a dead 12-volt battery in December 2025 that required replacement under warranty. He claims the problem returned, and his dealer allegedly pointed to the ICCU as the cause, yet no replacement was offered.
Williams says his leased 2025 EV6 entered limp mode after a loud bang, requiring a tow to the dealer. After battery charging, software updates, and eventually a battery replacement failed to solve things, the ICCU was reportedly replaced in March 2026.
The lawsuit also cites owner complaints involving charging plug damage during home charging and dashboard warnings like “Check Electric Vehicle System” and “12-volt battery voltage low stop safely.”
Importantly, none of the defendants (Hyundai, Kia, etc) has responded to the suit. Typically in cases like this, the automaker(s) will file a motion to dismiss but it may be several days or longer before the next step in the process takes place.
PROS ›› Exceptional ride, feels premium, expansive cabin CONS ›› Looks weird, not very exciting, only FWD
A year ago, electric sedans looked like a settled bet. Not anymore. As recently as October last year, Kia was planning to build and sell the all-electric EV4 in the United States, aimed directly at the ever-popular Tesla Model 3.
However, the American market for EVs is markedly different now than it was in early 2025, due in no small part to the Trump administration’s pro-ICE policies and abandonment of the federal EV tax credit. This has forced Kia to indefinitely postpone the EV4 in America. While the US won’t get it, at least not yet, the EV4 has landed in several markets, including Australia.
To see if the States are missing out on an exceptional electric sedan, or if it is perhaps better off without it, we recently lived with one for a week. Sadly for our American readers, they don’t get to experience a very competitive EV.
QUICK FACTS
› Model:
2026 Kia EV4 GT-Line
› Starting Price:
AU$64,690 ($46,500) plus on-road costs
› Dimensions:
186.2 L x 73.2 W x 58.3 in H (4,730 x 1,863 x 1,480 mm)
› Wheelbase:
111 in (2,820 mm)
› Curb Weight:
1,910 kg (4,210 lbs)
› Powertrain:
81.4 kWh battery / single electric motor
› Output:
201 hp (150 kW) / 209 lb-ft (283 Nm)
› 0-62 mph
~7.7 seconds (0-100 km/h)
› Transmission:
Single speed
› Efficiency:
14.3 kWh/100 km as tested
› On Sale:
Now
SWIPE
Photos Brad Anderson/Carscoops
While much of the EV4 is similar to other current Kia EVs, much of it is also unique. For starters, it’s been developed in both sedan and Hatch guises, and in some markets, is sold in both configurations. Australia only gets the sedan, which is the version that the US was also going to receive.
Underpinning the EV4 is the familiar Electric Group Modular Platform (E-GMP) from Hyundai, but in this application, it’s a 400-volt system rather than the 800-volt architecture of models like the Hyundai Ioniq 5, Kia EV6, and others.
The downside of this platform is slower charging speeds. According to Kia, the max DC charge rate is a disappointing 128 kW. On the flip side, this cheaper platform has allowed Kia to make the EV4 more affordable. It starts at AU$49,990 ($35,800) for the EV4 Air Standard Range, and goes up to AU$59,190 ($42,400) for the EV4 Earth Long Range, and AU$64,690 ($46,300) for the EV4 GT-Line Long Range that we tested.
To put these prices into perspective, the Tesla Model 3 starts at AU$54,900 ($39,300) and tops out at AU$80,900 ($58,000), while the BYD Seal is available from as little as AU$46,990 ($33,700), has a mid-range AU$52,990 ($38,000) version, and tops out at AU$61,990 ($44,400).
What do you get for your money? The Standard Range model utilizes a 58.3 kWh battery pack and a front-mounted electric motor with 150 kW (201 hp) and 283 Nm (209 lb-ft) of torque. Long Range versions have the same motor, but are fitted with an 81.4 kWh pack, boosting the claimed driving range from 456 km (283 miles) to 612 km (380 miles).
As we’ve seen from many other Kia EVs in recent years, the EV4 doesn’t want to blend in. It looks more like a concept car than one you can actually walk into a showroom and buy, with the sedan being even more striking than the hatch.
Likely eager to maximize cargo space, Kia has extended the roofline and stretched the rear window, so it almost looks like a cross between a sedan and an estate. Or, more aptly, it looks a bit like the hunchback of Notre Dame, because pretty, it is not.
Well-Equipped And Tech-Forward
Photos Brad Anderson/Carscoops
The cabin of Kia’s latest electric sedan is similar to that of some of the brand’s other EVs, but it has unique elements that make it stand out.
Key features include a pair of 12.3-inch screens and a smaller 5.0-inch display sandwiched between them, used for climate control. As in the much larger EV9, this central screen is mostly blocked by the steering wheel, but there are also physical HVAC toggles positioned further down on the dashboard.
With wireless Apple CarPlay and Android Auto, the infotainment display feels modern enough, even if the software is a little simple to what’s found in some of the EV4’s rivals.
Photos Brad Anderson/Carscoops
The surfaces feel slightly more premium than those of the EV5, and there are nice metallic switches for the seat heater and ventilation functions near the door handles. There’s also an abundance of storage between the seats, as well as a wireless smartphone charger.
In addition, the Earth and GT-Line models get a pair of premium front seats with pillowy headrests that feel great. These seats also include a one-touch reclining mode. It’s also nice that the seats can be adjusted very low, ensuring that even taller drivers have heaps of headroom.
The downsides of the EV4 sedan’s shape can be mostly felt in the second row. If you’re over 6 feet, there’s a good chance your hair will brush on the headliner. In addition, toe room is almost non-existent if one of the front seats is adjusted into a low position. While there are a couple of air vents in the rear, there unfortunately aren’t any temperature or fan speed controls.
Cargo volume is good, with Kia quoting 490 liters (17.3 cubic feet) of space in the trunk. Crucially, both rear seats can be folded flat, creating a large pass-through area that greatly enhances the car’s practicality.
Drives Like A Premium Sedan
Photos Brad Anderson/Carscoops
Given the specifications of the EV4, one can’t expect it to feel like a performance car, even in flagship GT-Line guise. However, it feels just as poised and polished to drive as the competition, as well as some more expensive electric offerings from Hyundai’s own stable, including the Ioniq 6.
The highlight of driving the EV4 isn’t the powertrain, its efficiency, or noise isolation, but rather how exceptional the ride quality is.
Like all other Kia models sold in Australia, the EV4 has undergone comprehensive local testing to fine-tune its ride, ensuring it perfectly irons out bumps and imperfections on the country’s often poorly surfaced roads.
It’s not an adjustable system, meaning there’s no way to stiffen or relax the ride as in some more expensive sedans. But it doesn’t need any adjustments, as it’s just about perfect and one of the most comfortable cars I’ve driven in quite some time.
Potholes and speed bumps are often a nuisance, but in the EV4, they completely fade into insignificance. It’s really quite extraordinary how well it rides, and it’s almost at the same standard as the Audi e-tron GT, which can cost over three times as much and has one of the more complex air suspension systems on the market. The Earth and GT-Line models have 19-inch wheels, while the Air sits on smaller 17-inch shoes, and may even be more supple.
The EV4’s sophisticated feel extends beyond its ride quality. Given that it’s down just 10 kW (13 hp) and 27 Nm (20 lb-ft) of torque from the EV5 SUV, I had expected the EV4 to suffer from the same torque steer qualms as its bigger brother. However, there’s not even a hint of torque steer under full throttle, perhaps in part due to the suspension setup.
Photos Brad Anderson/Carscoops
In addition, the EV4 doesn’t have quite the same propensity to spin up its inside front wheel as we found in the EV5. Admittedly, it’s not particularly quick and needs about 8 seconds to reach 100 km/h (62 mph). That said, it never feels like it’s lacking power.
It’s a shame that the GT-Line doesn’t have a dual-motor, all-wheel drive setup as found in some of Kia’s other GT-Line-badged EVs, particularly since the cheaper BYD Seal Performance has twin motors and an impressive 390 kW (523 hp) and 670 Nm (494 lb-ft) of torque.
Kia presented a GT version of the EV4 earlier this year, complete with twin motors producing 215 kW (282 hp), but I’d have liked to see this powertrain offered in the GT-Line, given the price point. This would have allowed Kia to develop a full-blown performance version to rival the BYD and the Tesla Model 3 Performance.
One good thing about the EV4’s single-motor setup is efficiency. Over my week with the car, I averaged just 14.3 kWh/100 km, beating Kia’s claimed 14.9 kWh/100 km and giving it a very achievable range of around 550 km (342 miles). It’s worth noting, however, that I spent most of my time with the EV4 driving in Eco mode and the regenerative braking in one-pedal mode.
The EV4’s steering has been well-calibrated and offers varying levels of feel depending on the driving mode. It’s also hard to fault how the EV4 feels under braking, with a consistent, smooth pedal feel and no noticeable shift from regenerative braking to mechanical braking.
While the EV4 does not prioritize performance, it handles shockingly well, thanks in part to the Goodyear tires. Front-end bite is great, and there’s plenty of grip.
Verdict
While the Kia EV4 looks a little odd, that doesn’t detract from the fact that it delivers exactly what an electric sedan like this should, at this price point.
It’s exceptionally efficient and undercuts many of its nearest rivals on price, all with the assurance of buying from a well-established brand with an expansive dealership and service network. The EV4’s ride is the standout, the cabin is well-equipped, and it offers plenty of range. If it were based on an 800-volt architecture that supported faster charging speeds, it would be difficult to fault. It’s a shame it won’t be sold in the US.
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