Electric car Kia EV5 in first driving report: In the middle of the segment

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The class of SUVs between about 4.4 and 4.7 m in length is becoming increasingly crowded. No wonder, as customer interest still seems to be growing. There is now an enormous selection in terms of design, drive, and price. Nevertheless, manufacturers see an opportunity to secure further market share with additional model series. Kia is bundling the EV5 into a package that should have good chances in its target group. We were able to take a first short test drive.

As large as VW ID.4 and Co.

With a length of 4.61 m and a wheelbase of 2.75 m, the EV5 positions itself right where, for example, Volkswagen with the VW ID.4 and the Skoda Enyaq are currently collecting mass customers in Europe. The space is roughly comparable, including in the trunk, which holds a respectable 566 liters in the EV5. In addition, there is a compartment under the front hood with 44 liters. For comparison, the Enyaq has 585 liters in the rear. When the rear seats are folded down, the luggage compartment transforms into a flat sleeping surface two meters long. Also practical are the rails integrated into the side panels of the trunk with variable attachment points, to which nets, boxes, holders, and hooks can be flexibly attached.

Typical for Kia is the neat workmanship. The impression of the materials in the EV5 is not quite as brittle as experienced in the EV3, although here too, one panel or another is quite simple. If you criticize this, let it be said: Some manufacturers with a self-proclaimed claim to nobility are not necessarily better in this regard. In everyday use, the largely simple operation is pleasing, as are the numerous storage options. The cup holders can be moved aside when not needed—an exemplary solution. The quick connection of the app, phone, and car is also excellently solved. Numerous manufacturers could learn a thing or two from this.

Comfortably designed

On the road, the EV5 shows no weaknesses. The chassis is tuned for comfort, which fits the character of the E-SUV well. The steering also does not confuse the driver with too much feedback. Nevertheless, the grip limits of the front-wheel drive are noticeable. It remains pleasantly quiet, and one can sit in the seats for a long time without pain. Those who wish can tow a braked trailer weighing up to 1200 kg.

For now, there is only one engine and one battery. The synchronous motor is installed at the front of the EV5 and drives only the front wheels. It produces 160 kW and offers 295 Nm of torque. This is considerably less than what Volkswagen's APP550 provides, and yet naturally more than sufficient to move the EV5 briskly. 8.4 seconds for the sprint to 100 km/h and a top speed of 165 km/h are rather average values in this segment. Similar to the EV3, a version with all-wheel drive and more power is likely to follow in the medium term. The driver will probably be able to access more than 200 kW.

Only one battery

Kia will also closely monitor the market regarding battery equipment. Initially, only a version with 81.4 kWh of energy content is planned. It is conceivable that the EV5 will also be available in the future with the smaller battery from the base EV3, which has 58 kWh. High charging speeds like those of other models from the Hyundai Group are not to be expected here. Kia uses a 400-volt platform. It allows a peak of 150 kW. The 70 percent charge from 10 to 80 percent is said to be recharged within 30 minutes. This would mean that a net of around 57 kWh would be recharged, meaning the average net charging power would have to be 114 kW. This is not a top value, but it is where some competitors are found. As an example, the BMW iX1 (test) with a significantly smaller battery is mentioned, which charges from 10 to 80 percent at an average of 93 kW.

Kia promises a range of 505 (GT-Line with 19-inch wheels) to 530 km (18-inch wheels) in WLTP. The consumption in the cycle, which includes charging losses, is said to be between 16.9 and 17.8 kWh. On our test drive, according to the onboard computer, i.e., without charging losses, we achieved 15.9 kWh/100 km. More precise values will be provided by a test.

The base model of the EV5 costs 45,990 Euro, and even at this price, the equipment is quite good. Navigation system including six updates, some of the most important assistants, a second climate zone, and a rearview camera are already included. However, most interested parties will probably opt for at least one level higher, which increases the price by 3000 euros. This then includes, among other things, a heat pump, electric tailgate, V2X hardware preparation, and heated seats and steering wheel.

Conclusion

If you are not looking for an exceptionally dynamic E-SUV, you might find what you are looking for here. The Kia EV5 is designed for comfort, which is certainly not a mistake. The space offered corresponds to the good average in this segment. When it comes to charging, the EV5 falls far behind internal competitors like the Hyundai Ioniq 5 or the Kia EV6. To what extent this plays a role in personal profiles cannot be generalized, of course. Especially since the first section of a long journey is easily 350 km plus X long when starting with a full battery and not wanting to touch 10 percent reserve. For another 300 km, a break of 30 minutes is required each time.

For just under 50,000 euros, interested parties get a solid-looking, comprehensively equipped E-SUV whose qualities do not stand out anywhere, nor are they dramatically below the average of what the competition also has to offer. This means Kia is not poorly positioned. The rest of the convincing work will have to be done by a pricing strategy that, if necessary, appears to be the decisive extra bit more attractive.

(kbe)