We like
Cabin accommodation and cargo space; adheres very closely to range claims; weighty steering suits Aussie tastes; ride comfort at highway speeds; brisk acceleration

Room for improvement
High set driving position; no centre console bin storage; no spare wheel; usual ADAS annoyances; pricey pre-paid servicing options; some tyre and wind noise

Overview

 

THE Kia EV5 is a fully electric mid-size SUV comparable to the likes of the Tesla Model Y. Like that model, it is built upon a dedicated EV platform (dubbed N3-ek in the EV5’s case), giving it considerable separation from the similarly sized, and petrol-powered, Kia Sportage.

 

The model measures 4615mm in length, 1875mm in width, 1715mm in height, and 2750mm in wheelbase, meaning it is slightly smaller than Tesla’s Model Y.

 

Priced from $56,770 drive-away and offered in three trim grades, the Chinese-built Kia EV5 runs 400-volt electrical architecture to provide up to 555km of driving range, with energy stored in a choice of BYD-sourced 64.2kWh or 88.1kWh lithium iron phosphate batteries – grade dependant.

 

Kia claims energy usage of 20.1kWh per 100km and quotes a 140kW (DC) fast charge time of 38 minutes when charging from 10-80 per cent. AC charging is offered at up to 11kW meaning a 10-100 per cent charge time of approximately eight hours and 10 minutes is theoretically possible.

 

Single-motor EV5 variants offer 160kW and 310Nm of output, while dual-motor variants deliver 230kW and 480Nm. On test, the mid-tier Earth variant is available solely with the latter output figure and all-wheel drive. It scores the higher capacity battery for a driving range of 500km and a 0-100km/h time of 6.1 seconds.

 

The EV5 shares Kia electric models’ Opposites United design language replete with Stap Map lighting signature. Wheel size range from 18- to 20 inches in diameter, while all variants score roof rails, a rear spoiler, flush door handles, and a very stylish interior.

 

Inside, the EV5 is both practical and attractive with sensible oddment storage (excusing perhaps the lack of a central console bin) and bright dual screens.

 

Measuring 12.3 inches, the instrumentation and infotainment displays run Kia’s latest ccNC software offering over-the-air updates and Kia Connect remote smartphone connectivity, as well as expected features like satellite navigation, digital radio reception, and smartphone mirroring.

 

Our test vehicle featured Nougat Beige synthetic leather upholstery, eight-way powered driver seat adjustment (a pity it doesn’t go any lower), tilt/reach steering column adjustment, 12-volt and dual USB-C outlets, keyless entry and start, rear-seat air vents and seat-back USB-C ports, multiple cup holders, and both ISOFIX (x2) and top-tether (x3) child seat anchorages.

 

Cargo space is listed at 513 litres with the 60:40 split-fold rear seats in place or 1714 litres all told – with an additional 67 litres to be found beneath the bonnet. Important to note is the absence of a spare wheel.

 

The EV5 arrives with Kia’s latest bundle of advanced safety features, as per those found in the larger EV9. We found the adaptive cruise control and lane centring worked quite well on the open road but questioned the calibration of the lane keeping assistance and speed sign recognition in built-up areas.

 

As with other Kia and Hyundai vehicles, the driver attention monitor is difficult to live with, being overzealous in reacting to head checks or recognising the driver’s eye movements through polarised sunglasses.

 

The Kia EV5 is backed by a seven-year/unlimited-kilometre warranty and seven-year/150,000km high-voltage battery warranty. Service intervals are set at 12 months or 15,000km (whichever comes first) with rather pricey pre-paid servicing plans available at $980 for three years, $1535 for five years, or $2431 for seven years.

 

Driving Impressions

 

The EV5 Earth is a powerful and energetic performer with excellent acceleration from standstill and at city speeds. As is the case with many electric vehicles, that brisk rate of acceleration dissipates at higher speeds, meaning highway overtaking may not be as rapid as you might expect.

 

Still, we doubt many owners will mind – 230kW of power and 480Nm of torque through all four wheels is plenty for Australian roads.

 

Kia’s all-wheel drive set-up sees most of the power share (160kW/310Nm) delivered to the front axle, giving a “front first” feeling in harder manoeuvring. The low rolling resistance tyres grapple for grip on slick roads, while the abundance of wheel torque creates a ‘tug’ on the steering that can awaken the stability control when accelerating swiftly.

 

Add to this suspension that is initially firm, and we think many owners would do well to opt for a stickier tyre.

 

Still, the EV5 is better suspended that an around-town drive might first suggest. It is better composed when challenged and settles sweetly on the open road to offer a composed and comfortable ride – evidence the EV5’s suspension and steering has been tuned to local conditions.

 

Like many EVs, the absence of mechanical noise draws focus to tyre roar and wind noise – both of which are present in the EV5. The six-speaker sound system is decent, without being brilliant, and can be drowned out by highway tyre noise when touring at 100- or 110km/h on coarse chip surfaces.

 

The EV5 offers weighty steering feel and a quick rack, ensuring a nimble response. The system is light enough to make parking a breeze, though the 11.7m turning circle is on the longer side of vehicles in this segment (and nearly as long as that of a Ford Ranger dual-cab ute!).

 

Kia has done a ripping job of delivering an EV with a progressive brake pedal stroke enabling drivers to smoothly combine the vehicle’s regenerative and friction braking.

 

The former is adjustable via the steering wheel mounted paddles, allowing the driver to adjust deceleration force for traffic or road conditions, while one-pedal braking allows a complete stop to be achieved without touching the brake pedal, assuming of course you anticipate your stopping distance accurately (which honestly takes no time at all).

 

As we noted earlier, the Kia EV5 impressed with its ability to adhere closely to the manufacturer’s range claims. On test, and in mixed city and highway driving, we managed an energy use average of 20.2kWh per 100km, just 0.1kWh more than the claim. With more judicious use of Eco mode and regenerative braking we reckon we could do even better.

 

The EV5 is a modern-looking, spacious, and enjoyable vehicle to drive that needs only a little adjustment to hit the mark. Were Kia to perfect its ADAS systems and quieten the level of tyre thrum observed on test, we reckon the EV5 would be close to the ideal mid-size offering. Let’s hope those changes come quick smart.