Kia Soul

By the middle of this century's second decade, the full-electric car market could be pretty much divided into a couple of kinds of contender.

There were relatively affordable ones, like the MK2 Nissan LEAF, developed steadily to the point where its lithium-ion batteries could offer up to around 180 miles on a good day.

Or for around twice the money, buyers could graduate to the more sophisticated battery technology that luxury models used in this period - cars like the Jaguar I-PACE, the Audi e-tron, the Mercedes EQC and various Teslas.

With these, a driving range of around 300 miles or more was the norm. But in 2018, the Hyundai/Kia conglomerate turned up on the market with a couple of EV models offering the kind of range you'd get in a luxury EV for the kind of price you'd pay for a more affordable one; namely the Hyundai Kona Electric and the Kia e-Niro, this pair followed a year later by the car we look at here, the Kia Soul EV. Prior to this car's introduction in late 2019, we'd already had two generations of Soul, the original one appearing back in 2008 when it was one of the very first stylised compact crossovers, pre-dating even the Nissan Juke.

It's second generation successor, launched in 2014, attempted to move the game on by introducing the option of an all-electric drivetrain alongside combustion power, but with the electric EV version, the battery range was restricted and the styling somewhat awkward.

Undaunted, Kia regrouped and drawn on more sophisticated electrified technology that it feels far more confident about.

So much so that it decided this third generation Soul model should only be available in full-EV form.

It was launched in 2019 in 64kWh form, then updated in 2021.

In 2022, a smaller-battery 39kWh 'Urban'-spec base model joined the line-up.

The Soul EV sold until early 2025 and wasn't replaced.

If you happened to like previous versions of the Soul, you'd probably recognise this third generation design, which draws on this model line's boxy origins but adds a more modern feel. The cabin design apparently 'draws inspiration from the visualisation of sound'.

We're not quite sure what that means, but it probably explains the prominence of the signature 'tweeter' speakers which bookend the dashboard.

You'd expect the interior of an electric car to be fully digitalised and sure enough, that's what you get here.

Through the many-buttoned three-spoke multi-function wheel, you view a 7-inch TFT-LCD supervision instrument cluster.

Anything this can't tell you will probably be found on the sophisticated 10.25-inch UVO centre-dash touchscreen infotainment display.

There's no gearstick of course, this being an EV, just this circular drive controller - twist for 'R', 'N' or 'D' - press for 'Park'.

The rear seat benefits from this MK3 model's 30mm increase in wheelbase length and the Soul's boxy dimensions, making this rear bench feel far more spacious than more conventionally styled comparable compact hatches with a similar roadway footprint.

A little surprisingly given this car's squarical looks, boot capacity isn't as much as you'd get in this model's Kia e-Niro cousin from this period (315-litres as opposed to 451-litres).

Prices for this second Soul EV model start typically at around £11,500 (around £14,000 retail) which gets you an early '19-plate 150kW 64kWh First Edition model.

For one of the last 'Explore'-spec 64kWh models, you're looking at £18,850 (around £21,250 retail).

The smaller-battery 39kWh 'Urban' model arrived in 2022 and values from around £13,000 (around £15,550 retail).

All quoted values are sourced through industry experts cap hpi.

Click here for a free valuation.

Not too many issues here.

The was a recall in 2023 for a potential coolant leak in the Electric Power Control Unit (EPCU) which could cause a loss of power when driving.

Check that this was carried out.

Check out owner feedback on www.kiaevforums.com The drive battery should have quite a bit of life in it, unless you happen to be looking at one of the very earliest '19-plate versions.

When the battery is on its way out, you'll obviously find that it won't go as far on each charge - and when it starts to run low on charge, you'll find that the car will particularly start to struggle going uphill.

When it gets old, the lithium-ion battery used here can suffer from the ionised liquid in the battery freezing certain cells; those cells are then unable to receive charge. Before going to all that trouble though, make sure the issue really is the battery.

If the car won't charge, it could be a problem with your home electrics (or those at the public charge point you're using).

Check the charge light to make sure that electricity really is going through the charge port.

And make sure there really is charge in the socket you're using to power from - plug something else into it to see - say, your 'phone.

If that charges OK, it could be that your charging cable is demanding too much power, so try another power source.

Another problem could be that the circuit may have tripped due to a circuit overload.

Or perhaps there could be a problem with the charge cable: this needs to be cared for properly.

Repeatedly driving over it (as previous owners may conceivably have done) will damage it eventually.

Make sure you do a charge-up before signing for the car you're looking at.

When you do this, make sure that when you plug in to start the charge cycle you hear the charge port and the cable locking and engaging as they should; that's all part of the charger basically confirming with the car's onboard computer that everything's good to go before releasing power.

But if the charging cable fails to lock as it should, then that won't happen.

If there is a failure to lock, the issue could be actuator failure, caused by a blown fuse. Otherwise, it's just the usual issues we tend to brief you on.

Check all the media tech on your test drive - and the workings of the navigation system to see if it's been kept up to date.

As we said, check the touchscreens and Bluetooth connectivity.

Check the faux leather upholstery for cuts and stains.

Inspect the alloy wheels for kerbing damage.

And insist on a fully stamped-up service history.

(approx based on a 2021 Soul EV 64kWh - Ex Vat - autopartspro.co.uk) Front brake pads sit in the £29-£45 bracket; rear pad sets are around £14-£31 bracket.

Front brake discs sit in the £38-£61 bracket; rear discs are around £26-£50.

A cabin filter is in the £6-£10 bracket.

Wiper blades are in the £5 to £11 bracket.

For an electric car back in 2019, this EV model's WLTP-rated all-electric driving range was quite lengthy - 280 miles in 64kWh form.

The lesser 39kWh model which arrived in 2022 could only manage a best of 171 miles.

Most Soul EV buyers stuck with the larger 64kWh battery pack that could be recharged to 80% in just an hour and a quarter, providing you had access to a 50kW DC fast charger.

For those who didn't, then a 7.2kW home wallbox would re-charge a Soul EV completely in 9 hours 35 minutes.

You can eke out range by using the steering wheel paddles that allow you to vary the amount of regenerative braking.

And by using the many EV features provided on the centre-dash screen. The powertrain develops 201bhp and like most EVs, this one feels rapid away from rest, making 62mph in 7.6s.

The suspension has been carefully worked on to try and deal with the effects of this car's rather prodigious 1,757kg kerb weight.

Not enough to make this car feel anything like a satisfying steer through the bends though.

By 2019, car manufacturers were getting a lot smarter when it came to developing electric vehicles, something ably demonstrated by this second Soul EV.

Range anxiety used to be a sensible reason for not buying a full-battery-powered model but by the time this model arrived, that was becoming less of a credible excuse.

For the majority of people, the 280 mile range figure offered here by the 64kWh model will be quite sufficient.

And though this Soul still costs quite a lot more than you'd have to pay for an average combustion family hatch from this period to buy, you'd quickly start making the premium back in day-to-day use. In a Volkswagen ID.3 from this era, you'd get an arguably classier interior.

In a MK2 Nissan LEAF, you'd get more rear seat passenger space.

But you'd have to be looking at the very priciest versions of both these cars to match the driving range this Soul EV can offer.

And neither is quite as trendy to look at as a Soul, though of course, that's a matter of opinion.

One thing's for sure: if you're serious about EV motoring and want something compact, practical, affordable and a bit quirky from the 2019-2025 period, this car's a serious contender.