We like
Sharp pricing, spacious cabin with clever storage options, comfortable driving manners, decent smattering of tech

Room for improvement
Standard Range battery doesn’t go far on a charge, torque steer takes the edge of the driving experience, cabin lacks flair, skinny list of equipment on Air and Earth variants

OVERVIEW

 

Kia long promised that the EV5 would undercut the top-selling electric car Tesla’s Model Y.

 

That task got tougher throughout 2024 as Tesla implemented substantial price reductions on what is also the third best-selling SUV in Australia.

 

But Kia delivered with a starting price of $56,770 drive-away (the list price is identical, with Kia including on-road costs for nothing) for the entry-level Air Standard Range with a 64.2kWh battery.

 

A Long Range version of the same car with an 88.1kWh battery sells from $61,170 plus on-road costs, or $63,990 drive-away.

 

Both battery packs are BYD-sourced lithium-ferrous phosphate (LFP), which are cheaper to manufacture than the more common nickel manganese cobalt (NMC) batteries used by many brands.

 

Each EV5 Air gets dual 12.3-inch screens and a 5-inch display for the ventilation system as well as Kia Connect to monitor the car remotely via an app.

 

The seat trim is a mix of cloth and synthetic leather and there are heated front seats and a massage function for the driver.

 

The Air rides on 18-inch wheels and has a single 160kW/310Nm electric motor driving the front wheels.

 

With the Standard Range battery the claimed WLTP range is 400km while the Long Range ups that to a more useful 555km.

 

The Earth comes exclusively as a Long Range with two motors and costs $64,770 plus on-roads or $68,990 drive-away. That extra rear motor makes 70kW/170Nm for a combined maximum output of 230kW and 480Nm, but claimed range drops to 500km.

 

It adds 19-inch alloys, full synthetic leather, a powered tailgate and a vehicle-to-load system that allows household devices to plug into an onboard powerpoint.

 

Topping the EV5 range is the GT-Line with 20-inch alloys, fingerprint recognition, 360-degree camera, panoramic sunroof, heated and cooled rear storage box, augmented reality head-up display, remote park assist and an eight-speaker Harman Kardon sound system.

 

It has 470km of range.

 

The EV5 is covered by a seven-year, unlimited kilometre warranty, although the high voltage battery pack is only covered for 150,000km.

 

Servicing is required every 12 months and 15,000km and Kia offers pre-paid service packs covering three years/45,000km, five years/75,000km and seven-years/105,000km. They’re priced at $980, $1535 and $2431 respectively.

 

Oh, and if you live in Western Australia you’ll be paying more for an EV5. The Air and Earth cost another $1000 and the GT-Line an extra $2000. Kia says it’s to account for higher stamp duty in the west.

 

 

DRIVE IMPRESSIONS

 

The Kia EV5 is a car with big expectations.

 

Its price tag makes it instantly comparable with the top-selling Tesla Model Y, while also providing solid artillery against relative newcomers such as the Toyota bZ4X, Subaru Solterra, and Ford Mustang Mach-E.

 

The EV5 starts off strongly.

 

Being based on a dedicated EV architecture means its five-door body delivers on space.

 

Broad front seats are split by an interesting (borderline odd) padded area that looks like a middle seat. It’s not designed for people but has a pouch that’s good for phones or keys. The arm rest on top has no storage.

 

Further forward there’s a centre console with cupholders and a lower area to store bags or larger items.

 

A plethora of recycled plastics tick the eco boxes but don’t exude prestige as some may expect at this price point.

 

Silver and copper highlights lift the cabin somewhat, although there’s still an element of cost-down.

 

The tech, too, is respectable without setting any benchmarks.

 

The now familiar duet of 12.3-inch screens intersected by a 5-inch display dedicated to ventilation functions looks after infotainment and instrumentation nicely.

 

Touch pads below the central screen can sometimes get an unintended activation if you rest your palm while navigating the screen.

 

You’ll get used to disabling the driver assist systems that can sometimes be too eager to beep and bong. Perhaps a future over-the-air software update will address the often unnecessary interruptions.

 

The rear seat also delivers on space while maintaining that functional (almost utilitarian) flavour.

 

There’s oodles of headroom and generous leg space along with air vents on the central pillars near occupants’ outer knees. And while the middle occupant may not get much be perched forward slightly due to the shape of the seat, they’ll have little to complain about with leg and headroom courtesy of the flat floor.

 

Those in the rear can also access a deep drawer that slides out from beneath the console. Families may appreciate having something to store anything from rubbish to toys.

 

If you choose the GT-Line that drawer is also heated and cooled, so you can have a miniature fridge.

 

At 513 litres the boot isn’t huge but is capacious enough and incorporates some shallow compartments beneath the floor.

 

Along with separate binnacles on either side of the boot it makes for a useful space. A 60/40 split-folding back seat helps with bulky items, too.

 

There’s no luggage cover on the Air and Earth but the GT-Line gets something that doubles as a shelf or table. It’s a nifty solution that adds to its functionality.

 

Getting the car moving involves twisting the steering column-mounted drive selector.

 

Even in single motor Air guise acceleration is acceptable, the near-instant access to pulling power making it feel brisker than its 8.5-second 0-100km/h claim (or 8.9 seconds for the Long Range that weighs 145kg more).

 

Channelling that torque through the front wheels keeps them busy, though, with a tight corner or slippery surface triggering the traction control as Nexen tyres fight for grip.

 

There’s also some torque steer, or wheel tugging when powering out of corners.

 

It’s the first sign that the EV5 doesn’t have the dynamic nous of the EV6 or EV9 that set a high bar.

 

That torque steer is also evident in the all-wheel drive Earth model (we didn’t drive the GT-Line but expect it to do the same thing); that’s perhaps not surprising given the front end provides most of the thrust.

 

Sport mode sharpens the throttle response with Normal more relaxed.

 

The driver can adjust the regenerative braking using paddles on the steering wheel.

 

Unsurprisingly the Earth is far slicker when accelerating, the chunky SUV zipping around quicker than most petrol powered SUVs.

 

As with all EVs the WLTP range is a guide and our experience suggests you can knock at least 10 per cent off for everyday driving. That makes the Air Standard Range’s circa-360km of real world range best left to the suburbs.

 

Charging, too, isn’t particularly quick. The Standard Range can take up to 102kW of DC charge for a 10-80 per cent top-up in 36 minutes. That’s lethargic compared with some rivals – and other Kia EVs.

 

That’s in part because the EV5 has a 400V electrical architecture versus the 800V system in the EV6 and EV9.

 

The Standard Range also accepts only 6.6kW of single phase AC charge, for a circa-11-hour home charge.

 

EV5 variants with the bigger battery can take three-phase power and up to 11kW of AC charge, for a circa-8.5-hour charge.

 

DC charging is faster, too, at up to 140kW. But the claimed 38-minute 10-80 per cent charge is still not very quick if you like your road trips.

 

Speaking of which, the EV5 does its best work in the suburbs.

 

It’s an EV built for comfort ahead of pace and thrills.

 

Its steering is a tad lifeless, albeit faithful in its responses.

 

The front wheels can get busy in bends and eventually run out of grip if you dial up the pace. There’s more grip in the 19-inch tyres of the Earth, although it’s still no dynamic maestro.

 

Thankfully it deals with bumps adeptly, ensuring occupants are comfortable and bumps don’t unduly upset the ride.

 

The EV5 is quiet, too, its hushed cabin quelling outside noises nicely.

 

All of which adds up to an EV that has a pleasing Kia familiarity but doesn’t set any new EV benchmarks.

 

Its standout attribute is sharp pricing, something that makes it a tempting Tesla antidote. But even then, there are areas where you can see money has been saved.

 

With the lure of government incentives such as the fringe benefits tax exemption that may be more than enough to tempt buyers away from petrol alternatives.

 

They’ll be buying a car that ticks plenty of boxes and outclasses many EV rivals, but one that doesn’t match the flair of other Kia EVs.