Kia EV5 review

Our opinion on the Kia EV5 

There is little wrong with the Kia EV5 in isolation, yet it struggles to stand out in the increasingly crowded mid-size SUV class. Customers coming from the hybrid-powered Sportage will revel in its familiarity, yet we can’t help but feel that an EV leader such as Kia could have done more to offer something genuinely unique. This is a spacious electric car that’ll take on family duties with ease, but it lacks any true stand-out qualities, such as the tech-fest that is the Tesla Model Y, or the temptingly low pricing of the Citroen e-C5 Aircross.

About the Kia EV5

Kia is a brand that’s widely perceived as a leader in electrification, but it’s taken longer than most to stake its claim to the mid-size electric SUV market with the EV5. This car essentially acts as a natural progression for those moving from the big-selling Kia Sportage into an electric car, but the Kia EV5 GT is also attempting to lure in buyers who crave a dose of performance.

We’ve tested a GT-Line S version of the Kia EV5 against the Smart #5 and Tesla Model Y in a triple test on a variety of British roads. We even travelled to Korea to drive a top-spec, front-wheel-drive model prior to its UK launch, and have also driven the Kia EV5 GT at the international launch. 

On the road, Kia’s entry into the mid-size electric SUV class is safe, predictable and almost entirely unremarkable. That might sound like we’re damning the car with faint praise, but such traits have never held the similarly sized Kia Sportage back from topping the segment sales chart, and we doubt they’ll do the EV5 any harm either.

If you want a little injection of added performance, the GT-Line and GT-Line S trims have the option of a dual-motor four-wheel drive powertrain with a welcome increase in performance, while the range-topping GT is suitably rapid. However, while these versions are quicker, the fun factor is limited. 

An honourable mention goes to Kia’s expertly tuned, best-in-the-business regenerative braking system. It ranges from full coast to strong one-pedal drive, plus an intuitively calibrated adaptive setting, and you can flick through the wide spectrum on the fly via the steering-wheel paddles. We wonder why all car companies haven’t copied this feature; much like engine braking, it allows you to slow the car more efficiently, all the while feeding precious power back into the battery.

Electric motors, 0-60mph acceleration and top speed

The EV5 range starts with a 215bhp front-wheel drive version, which consists of a single electric motor mounted to the front axle. Regardless of trim level, this set-up has a 0-62mph time of 8.4 seconds, and a 102mph top speed.

The dual-motor all-wheel drive models cut the 0- 62 mph time to 7.3 seconds and increase the top speed to 111mph thanks to a bump in power up to 262bhp. 

Meanwhile, the flagship GT turns up the wick even further to 302bhp, lowering the 0-62mph time to 6.2 seconds. That’s quick, but not as potent as the Skoda Enyaq vRS, which completes the same sprint in just 5.4 seconds. However, what the Enyaq vRS doesn't have is the EV5 GT's excellent virtual gear shift (VGS) technology, which replicates the sensations of a six-speed dual-clutch automatic. It can perform a very convincing kick-down when you put your foot down in its automatic mode, or you can take command of gear 'shifts' yourself using the paddles behind the steering wheel. It'll even pause acceleration when you hit an artificial rev limiter.

GT-Line S and GT models also have Active Sound Design, which, when switched on, mimics the sound of a five-cylinder engine and puts it through the car's standard Harman Kardon sound system. It can drone during regular driving because it causes resonance at certain throttle positions, but you can tailor it to your preferences by adjusting the volume in the car's settings, or you can turn it off altogether and experience typical EV silence.

Town driving, visibility and parking

The EV5’s light steering and generous glasshouse make it one of the easier mid-size SUVs to pilot around town. It inevitably feels large when hitting a narrower street, but it’s still pretty easy to place on the road and thread through traffic. If you need to perform an awkward manoeuvre such as a three-point turn, the gear selector is well placed to the right of the steering column, so moving between drive and reverse can be done quickly, and you can get away without frustrating fellow motorists.

While all-around visibility is decent, the standard suite of sensors and cameras helps to take a lot of potential stress out of parking. The EV5’s width means it does stick out a little bit when parked on the side of the road, so you’ll want to double-check that the mirrors are folded in to help prevent any clipping (this can be set up to happen automatically when you lock the car). 

Country road driving and handling

The EV5 handles neatly and predictably, but in a very uneventful way. There’s enough grip, and the compliant suspension means it won’t unwittingly throw you off course mid-corner. It resists body roll just as well as can reasonably be expected from an SUV of this size and weight. The steering is light but precise, striking a decent balance between making the car easy to manoeuvre and reasonably responsive on a country road

Flicking through to Sport mode doesn’t transform the regular EV5, but it does add a modicum of engagement complete with a subtle sci-fi soundtrack that won't leave you delving into the infotainment system to turn it off. Ultimately, the normal EV5 is all about getting you to your destination in a controlled and comfortable way, which makes perfect sense in a family-oriented car, and won't alienate those coming from a petrol or hybrid-powered Kia Sportage.

The EV5 GT differs from the regular EV5 by using standard-fit adaptive suspension, which includes a forward-facing camera to scan the road ahead for bumps, and compensate for them by adjusting the dampers accordingly. We found that harsher bumps can still be felt in normal drive mode due to the car's large 20-inch wheels, and when negotiating ripples, the dampers aren't the most reactive, which leads to some bobbing. You can help matters by selecting a firmer setting for a little more control over movements. 

There's plenty of grip, and utilising the car's GT driving mode provides snappier throttle response and weightier steering, but again, it doesn't transform the driving experience enough for this to become a Hyundai Ioniq 5 N rival. Like most performance electric SUVs, the EV5 GT can't overcome its not-inconsiderable kerb weight, even with the heavy battery pack mounted low to reduce the centre of gravity. It still leans a bit in the bends, and we don't think your passengers will appreciate experiencing that when you're pressing on.

Motorway driving and long-distance comfort 

Along with its agreeable town-driving manners, the EV5 excels on the motorway. It’s comfortable and particularly refined, while the motor works away in near silence. As with rival EVs, tyre and road noise is a bit more pronounced due to the lack of an engine to drown it out, but the cabin remains pleasantly refined throughout longer journeys.

Kia’s Highway Driving Assist tech is fitted to every EV5, and this takes a huge amount of effort out of motorway cruising. This tech will assist you in maintaining speed, keeping a safe distance from the vehicle in front and staying between the lines. It’ll even change lanes automatically when the appropriate turning indicator is activated. Don’t go thinking that you can take your hands off the steering wheel, though, because the car will give you a loud telling-off if you do.

“The regular Kia EV5 is unexciting and totally predictable to drive, which in our eyes is both its most appealing attribute, as well as what prevents it from standing out in the busy mid-size SUV segment." - Richard Ingram, deputy editor.

In terms of specs, the EV5 matches many of its rivals without really moving the game on in any way. It’s based on Kia’s E-GMP platform, but shares more with the smaller Kia EV3 than it does the hi-tech Kia EV6 or Kia EV9. That means it uses the more affordable 400-volt electrical architecture, missing out on the 800-volt architecture offered on Kia’s top-end EVs.

Electric range, battery life and charge time

The EV5 will still hit 150kW when connected to a compatible charger, and go from 10 to 80 per cent in around 30 minutes – similar to its main rivals but nothing more. Those charging from a typical 7.4kW home wallbox charger will need to wait around 11 hours for a full charge from empty. The sole 81.4kWh battery promises up to 329 miles of range on the WLTP combined cycle in front-wheel drive form. 

We saw mixed results, with warmer summer temperatures yielding around 3.8 miles per kWh or 309 miles of range following very heavy stop-start traffic, high-speed motorway runs and rural roads with significant elevation. During winter testing with temperatures ranging between 8 and 11 degrees celsius, we saw our test car’s efficiency plummet to 3.1 miles per kWh or 252 miles.

The four-wheel drive version loses some range due to the additional weight of an electric motor to power the rear wheels, with an official figure of 305 miles, while the high-performance GT only manages 295 miles. 

Not all EV5s are available with a heat pump, which is only an option on the priciest GT-Line S trim for an extra £900, or standard on the GT. We reckon that’s a bit stingy, seeing as you get one as standard on the Renault Scenic and Nissan Ariya, for example.

Insurance groups

The Kia EV5 line-up sits between insurance groups 40 and 46 (out of 50), so quotes will be pretty high considering that this isn’t positioned as a premium model. The Skoda Enyaq, meanwhile, sits between group 27 and 37, while even some Tesla Model Y variants undercut the Kia, ranging from groups 37 to 47.

Tax

The GT-Line S AWD and GT variants of EV5 exceed the £50,000 luxury car tax bracket, which will add an extra £440 to your annual VED road tax bill between the second and sixth year of ownership. EV owners should also bear in mind the planned eVED pay-per-mile fee, which will come into force from April 2028 onwards. 

Company car drivers can enjoy the usual electric car Benefit-in-Kind (BiK) tax rate of just four per cent in the current ‘26/’27 tax year, rising to five per cent for ‘27/’28, and seven per cent for the ‘28/’29 tax year.

Depreciation

According to our market data, the Kia EV5 will retain around 46 to 49 per cent of its original value over the first three years or 36,000 miles, with the entry-level Air being the best of the line-up.

In comparison, the Renault Scenic is expected to retain 53 per cent of its original value after the same period, while the Skoda Enyaq only manages 43 to 47 per cent (in standard SUV form).  

The EV5 comes pretty well equipped, with every version – including the entry-level Air – getting 18-inch wheels, automatic LED lights and privacy glass, while inside there are heated seats, automatic air-conditioning and a triple-screen infotainment system comprising two 12.3-inch read-outs for the instrument cluster and central display, and a five-inch panel for the climate controls.

We'd recommend looking at the mid-range GT-Line because it has:

• Electric front seat adjustment
• Electric tailgate
• Heated outer rear seats
• Adaptive LED headlights

Above that is Storm, which includes ventilated front seats, an eight-speaker Harman Kardon sound system, and customisable ambient interior lighting. The GT-Line S features front premium relaxation seats, a sunroof, a head-up display, a 360-degree camera system, and a blind-spot view monitor. Finally, the range-topping GT has 20-inch alloys, sportier GT styling both inside and out, adaptive suspension, and a heat pump.

Interior and dashboard design

The EV5’s interior follows a very similar design language to the other members of Kia’s ‘EV’ model line-up. In other words, it’s simple, ergonomic and perfectly pleasant to look at, if a bit lacking in the fashion department. 

We found the climate control panel to be a bit awkwardly placed because it’s largely obscured by the steering wheel. Fortunately, there’s also a set of chunky, physical switches on the console which allow for easier adjustment of the temperature and fan speed. 

Materials and build quality

The EV5 feels built to last, even if it doesn’t set any new standards for perceived quality in the mid-size SUV class. The seats are comfortable, and every surface we interacted with felt plush yet reasonably hard-wearing. There’s no compromise for those in the rear, either, where the fit and finish is on par with the rest of the cabin.

Infotainment, sat-nav and stereo

As mentioned, the infotainment system spans three distinct areas pulled together in one panel stretching behind the steering wheel, right out into the centre of the dash. 

The main screen is easy to navigate and has all the functionality you’d expect, including wireless Apple CarPlay and Android Auto, enabling you to project the contents of your phone onto the EV5’s display. The fully digital instrument cluster is another plus point, with clear, easy-to-read fonts and menus that you can flick through on the fly.

While the Tesla Model Y and Ford Explorer have much bigger central screens, we found the Kia’s more modest setup to be a bit less distracting when driving, especially at night. 

While the EV5 doesn’t scream ‘value’, it is at least pleasingly practical for a car in this class. There’s lots of storage up front, the back seats are impressively spacious both in terms of headroom and legroom, and there’s absolutely no hump in the floor, so you can even sit relatively comfortably in the middle seat. There are Isofix points on the outer rear seats, but some rivals also offer mountings on the front passenger chair; the Kia doesn’t.

Dimensions and size

The Kia EV5 is ever so slightly shorter than a Skoda Enyaq, but longer than a Volkswagen ID.4. A Tesla Model Y dwarfs it in every direction except for height, while a Toyota bZ4X is longer, but narrower and lower than the Kia.

Seats & passenger space

The Kia’s bespoke electric platform means there’s loads of space inside the EV5, whether you’re sitting up front or in the rear. There’s a huge area between the front seats to stash stuff, while in the back there’s a completely flat floor, which means even those in the middle will have plenty of room for their feet.

One neat feature in the back is the centre console storage drawer. Pull this out, and there’s a lidded compartment that’s easily accessible from the back seats, and is far more useful than the shallow armrest bin situated above.

As with other Kias, the EV5 features USB-C sockets in the sides of the front seats, while the front headrests double as coat hooks.

Boot space

The Kia’s 566-litre boot only really falls short of the Skoda Enyaq on paper. The reality is that it’s a great shape and size, while the upright rear end means even boxier items should slide in without issue. A clever folding mechanism, whereby the seat bases and backs move in tandem, means that the rear bench goes completely flat – revealing a big, square and uninterrupted load bay. This increases capacity to 1,650 litres, very nearly matching the spacious Skoda Enyaq for load-carrying capacity. 

We appreciate that the tonneau cover can be stored neatly out of the way below the boot floor, above an underfloor storage area. But while the Skoda doesn’t offer any space under the nose, the EV5 has 44 litres of storage there, which is modest, but enough for a charging cable, or in our case, a laptop bag. 

Towing

The EV5, can tow up to 1,200kg in single-motor form, while the AWD models up this to 1,800kg. This means both powertrains outshine both the Renault Scenic’s 1,100kg capacity and the Skoda Enyaq’s 1,200kg. 

“The EV5’s boxy profile and bespoke electric platform reveal a spacious interior and big boot. We found the folding rear seats particularly innovative, as they concertina to create a completely flat load bay.” - Richard Ingram, deputy editor.

The Kia EV5 didn’t appear in the most recent Driver Power best car to own rankings, but the brand continues to slip downwards on the best manufacturer leaderboard. Following an 18th place finish in the 2025 survey, Kia dropped to 25th (out of 30) in 2026. This is rather disappointing, especially when its sister brand, Hyundai, managed 13th place. 

Safety experts Euro NCAP have awarded the Kia EV5 a maximum five-star safety rating, which is higher than the four-star score of the Peugeot E-3008 and Vauxhall Grandland Electric, and a match for the Renault Scenic.

Best buy: Kia EV5 GT-Line

The Kia EV5 starts from just under £39,500 for the entry-level Air; the GT-Line costs a little over £42,500, the Storm comes in at just over £43,000, while the GT-Line S starts at a little over £47,000 (or £48,000 if you want a heat pump). The range-topping GT is around £54,500.

With only one battery option available, it all comes down to trim and drivetrain choices. The EV5 Air is pretty well equipped with 18-inch wheels, heated seats, a three-screen infotainment system and wireless Apple CarPlay and Android Auto, but the GT-Line adds some luxuries such as artificial leather upholstery, electric driver’s seat adjustment, heated rear seats, a powered tailgate and adaptive LED headlights. We'd stick with the standard front-wheel drive version for its superior range and decent performance

You can save thousands by finding your perfect Kia EV5 through the Auto Express Buy A Car service. On top of that, we can also help you to sell your car.

Kia EV5 alternatives

Being a mid-size SUV means that the Kia EV5 is swamped with competitors from all sides. Rivals include everything from the Skoda Enyaq to the Tesla Model Y. Other options include the Audi Q4 e-tron, Citroen e-C5 Aircross, Ford Explorer, Nissan Ariya, as well as the Renault Scenic, Toyota bZ4X and Vauxhall Grandland. That’s a long list, but it isn’t even an exhaustive one.

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