Kia PV5: E-transporter for little money in the driving report
The Kia PV5 competes in the highly competitive electric van market. Its price is likely to put many an opponent in a tight spot. A first drive.
(Image: Kia)
- Wolfgang Gomoll
Commercial registrations in particular are all about costs. A battery-electric van would probably have a good chance of being widely distributed due to its maintenance expenses, but the entry hurdle is already considerable. Kia has no intention of squandering the PV5 because around 40,000 Euros is still a hefty chunk of money. But the direct competitors undercut the Koreans, in some cases drastically. A first short drive shows that the customer does not even have to accept any major disadvantages.
With a length of 4.7 m and a wheelbase of 3 m, it is similar to the Kia EV6, but the layout of the bus is of course entirely different. There is plenty of space at the front and rear, and the boot of the five-seater has a capacity of 1330 liters below the top edge of the seat. If the second row of seats is folded down, the PV5 can hold up to 3615 litres. Compared to this, however, the payload is meagre at 455 to 535 kg. The towing capacity of 750 kg (small battery) to 1500 kg is also not generous. A frunk for the charging cable is missing – It's a shame that Kia couldn't accommodate this.
Practically furnished
Various seat configurations are possible: classic 2 –3 (five-seater) or 2–2 –3 (seven-seater). The front seats are quite comfortable, although the seat is a little too short for drivers with long legs. The furniture offers virtually no lateral support, which was intentional: after all, vans like this are used by parcel services, among others, whose drivers have to get in and out of the van many times during a working day. The workmanship is good, the ambience is, as expected, drab: a functional interior.
The cockpit with its 7.5-inch instrument cluster and 12.9-inch touchscreen is similar to that of a car and can be operated in the same way. Kia does not use standard car software here, but Android Automotive as the operating system. This allows for apps, such as customised fleet or delivery software. Updates are provided via OTA (over-the-air) updates, and the digital key is transferred to the smartphone. The vehicle-to-load function (V2L, 3.6 kW) and the all-round view cameras are practical for everyday work. Narrow A-pillars, a low shoulder line and plenty of glass make the PV5 appear clearer than most of its competitors anyway.
Kia PV5 (11 Bilder)
Kia
)The bus will initially be offered with two drive configurations and exclusively with front-wheel drive. The basic model has an output of 89 kW and utilises a 51.5 kWh battery. The fact that the bus is already fast on the road with this, the payload is significantly higher and the price is 4000 Euro lower make the entry-level model appear attractive compared to the top model.
No rapid charging
Either way, prospective buyers will have to live with the fact that Kia has left it at a voltage level of 400 volts. The promised charging power is not exactly rapid either. For both batteries, the manufacturer states a time of approx. 30 minutes to charge from 10 to 80 per cent. This corresponds to an average net charging power of around 72 kW with the small battery and 100 kW in the case of the 71.5 kWh battery. Recharging was then 36 and 50 kWh respectively. Kia gives the consumption in the WLTP as 19.2 to 19.3 kWh. During our short test drive, we achieved an average consumption of 18.9 kWh/100 km according to the on-board computer, to which the charging losses must be added.
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Larger battery as an incentive
The more powerful engine offers 120 kW and is quite easy to accelerate for this class. Opinions differ as to whether this is necessary. The larger battery, which should enable a range of 412 km in the cycle, is probably the much stronger incentive to buy. There are four recuperation levels, one of which is coasting. They can be varied using buttons on the steering wheel. The suspension is more comfort-orientated and does a good job of filtering out bumps, but the body does bounce. This could change when the minibus is full.
Growing range
The range is to be expanded rapidly. The Crew Van and Cargo Standard will follow next year; a year later, the high-roof version will be added to the model range. A version with a 43.3 kWh LFP battery is only planned for the Cargo. But that's not all: PV7 and PV9 are already in preparation; PV3 and PV1 are not ruled out either. There is no doubt about it: Kia has set out to shake up the van market. Prices, some of which are considerably lower than those of the competition, are likely to open many a door for the brand. Especially as we assume that they are backed by attractive leasing rates.
