There’s no mistaking the EV5: a big, blunt, blocky array of straight lines and hard edges, with a bluff nose and a bulky, upright tail. “Boxy yet dynamic” is how Kia describes it; it’s hard to disagree with at least one part of that statement.
Beneath its unusual styling, though, the EV5 is an important car for Kia: this is none other than the electric version of its acclaimed Sportage SUV by another name.
Pros
- Lots of luggage space
- Roomy interior
- Long warranty
Cons
- Unsophisticated ride quality
- Expensive for what it is
- Too much grey plastic inside
Under the skin
That might be an oversimplification, but the EV5 is intended to pick up where the combustion-engined Sportage leaves off when it can no longer be sold. And that matters, because the Sportage is consistently Britain’s favourite Kia; in fact, it has been the country’s second-best-selling new car for the past two years.
It is 70mm longer, 10mm wider and 30mm taller than a Sportage and it looks it, thanks to the high bonnet line and square shoulders.
All EV5s have an 81.4kWh gross battery capacity, which sounds like plenty, but then this is a heavy vehicle at just over two tons.
That weight has an impact on efficiency; the EV5 manages a middling 3.5mpkWh on average. Range on the entry-level Pure, as a result, is 329 miles – fine, but not exemplary – and on the weightier, larger-wheeled GT-Line versions, that drops to 313 miles. In the real world, then, don’t expect much more than 250 miles.
Kia has chosen not to fit the EV5 with its industry-standard 800V fast-charging architecture, so it will only charge at up to 150kW. That means 30 minutes to charge from 10 to 80 per cent, gaining 170 miles in the process, which isn’t bad but neither is it class-leading. There’s no heat pump as standard, although one is optional on the top-of-the-range GT-Line S.
Had Kia provided these as standard, there’s no doubt the EV5 would be even pricier; it isn’t exactly the most affordable EV as it is. Prices start at £39,345, so once you add metallic paint, even the cheapest EV5 will cost more than £40,000 (and thereby incur the £440 “luxury car” VED surcharge).
To put that into context, Citroën’s top-of-the-range ë-C5 Aircross has a similar range, faster charging (albeit only slightly) and a welter of extra equipment (including a heat pump) for only £65 more.
Spacious interior
But the EV5 fights back with 566 litres of boot space, along with an additional 44-litre cubby beneath the bonnet – something the ë-C5 Aircross lacks. In fact, that makes it the most capacious EV of its size, beating the Skoda Enyaq in terms of total luggage space as well.
The interior feels cathedral-like, too, thanks to that high roof and acres of leg and shoulder room. Large, wide-opening doors and high-mounted rear seats ensure buckling in younger offspring is a doddle, too, while for older passengers there are USB sockets in the backs of the front seats to charge electronic gadgets.
Like the Sportage, the rear seat back can be reclined to increase comfort, or inclined to add more luggage space. Sliding rear seats, such as those in the Hyundai Ioniq 5, would be welcome, too.
In the front, there’s storage space galore, but the huge expanse of cheap-looking, medium-grey textured plastic on the passenger side of the dashboard looks a bit tacky. Kia has attempted to break this up by adding some sharp-looking creases, but the result isn’t convincing.
In our GT-Line test car, this was complemented by more grey plastic surrounding the central switchgear and shiny grey plastic inserts on the steering wheel. There is, in case you hadn’t got the message, a lot of grey.
And as with most of Kia’s recent interior design efforts, its usability is questionable, too. Yes, there are nice rocker switches to adjust the temperature, but there are also lots of distracting touchpads elsewhere; the one to control the ancillary climate functions is weirdly hidden from view behind the steering wheel rim.
And while the two screens mounted atop the dash are crisp and clear, Kia’s latest touchscreen software isn’t quite as intuitive as its earlier efforts, which can make navigating its deeper functions frustrating. That said, the software is at least snappy and the screen responsive.
On the road
Every EV5 has 214bhp – at least until the hotter GT version arrives later this year, that is. Not so long ago, that power would be more than adequate for this type of car, but with two tons to shift the benchmark 0 to 62mph acceleration time is 8.5 seconds. Hardly leisurely, but neither does the EV5 feel particularly quick.
Yet spirited driving isn’t a priority in a large, friendly, family SUV and Kia knows this. That’s why there’s absolutely no trace of sporting intent in the way the EV5 negotiates corners.
The steering is light and precise but also slow and deliberate. While there’s plenty of grip, the EV5’s handling remains neutral until its weight gets the better of it, at which point it leans over and ploughs its nose ahead benignly.
That’s as it should be in a car of this type; after all, family SUVs should prioritise comfort. And yet that’s not what the EV5’s suspension delivers – at least, not entirely. It’s soft, which means it’s relaxed enough on motorways, but that allows a slightly queasy vertical movement on more undulating roads. Yet around town it also picks up on ridges and imperfections with a severity that’s at odds with its high-speed mallowiness.
The Telegraph verdict
This should have been a home run for Kia, yet it feels like a swing and a miss. Not because the EV5 is bad, but rather because it isn’t brilliant. Kia has launched a wave of largely excellent, sometimes class-leading, products in the last few years, but this one is a mixed bag.
Certainly, the EV5 gets the practicality and packaging right and it drives in a way that’s appropriately easy-going, by and large.
However the interior is a sea of grey, with some odd usability glitches, while the ride quality lacks finesse. It isn’t exactly cheap, either, despite not having the greatest standard equipment. For now, at least, the combustion-engined Sportage’s place in the best-sellers’ charts looks safe.
The facts
On test: Kia EV5 81.4kWh GT Line
Body style: five-door SUV
On sale: now
How much? £42,645 on the road (range from £39,345)
How fast? 102mph, 0-62mph in 8.4sec
How economical? 3.5m/kWh (WLTP Combined)
Electric powertrain: AC permanent magnet synchronous motor with 81.4kWh (gross) battery, 150kW on-board charger, Type 2/CCS charging socket
Electric range: 313 miles
Maximum power/torque: 214bhp/218lb ft
CO2 emissions: 0g/km (tailpipe), 22g/km (well-to-wheel)
VED: £10 first year, £640 next five years, then £200
Warranty: 7 years / 100,000 miles (no mileage limit in first three years)
Spare wheel as standard: no (not available)
The rivals
Citroën ë-C5 Aircross Max Comfort Range
207bhp, 319 miles, £39,345 on the road
As close as you can get to a direct rival to the EV5 on paper – with one exception. For £39,000 you get a top-spec ë-C5, but only a base-spec EV5. And the Citroën has a heat pump as standard.
Skoda Enyaq 85 SE L
282bhp, 359 miles, £42,060 on the road
Skoda offers greater power, range and a more comfortable ride along with almost as much space for the same price as the EV5 GT-Line tested here.