The EV5 fills a key gap in Kia’s line-up. While the carmaker has steadily expanded its electric vehicle portfolio, it has lacked a conventionally styled battery-electric SUV in the same segment as the Sportage. The EV5 now takes on that role, serving as the electric counterpart to one of Kia’s most important models.However, success is far from guaranteed. With models like the VW ID.4, Skoda Enyaq, Hyundai Ioniq 5, and Tesla Model Y, there are already well-established benchmarks—even if not all competitors are positioned in exactly the same way. Kia is entering a market where many customers already have clear points of comparison.That makes it all the more important for the EV5 to prove itself beyond the headline figures. Range, charging performance and efficiency remain key factors, but in this segment they are only part of the equation. What ultimately matters is how well the overall package works in everyday use – on the road, at the charging station, in terms of usability and when it comes to space. Our test of the front-wheel-drive GT-Line shows how the EV5 performs in these areas.Familiar looks, new classVisually, the EV5 fits seamlessly into Kia’s current electric vehicle family. Its body is angular, the front is upright, and the familiar Star Map lighting signature at the front and rear is unmistakable. The resemblance to the EV9 and EV3 is clear.Measuring 4.61 metres in length, 1.88 metres in width and 1.68 metres in height, the EV5 sits squarely in the mid-size electric SUV segment. Its 2.75-metre wheelbase and upright proportions suggest that Kia has prioritised interior space and practicality over outright driving dynamics. That impression is borne out throughout the test, particularly in the cabin – but first, let’s look at how the EV5 performs on the road. Image: Daniel Bönnighausen Image: Daniel Bönnighausen Image: Daniel Bönnighausen Image: Daniel Bönnighausen Image: Kia Image: Kia Image: Kia Image: Kia Image: Kia Image: Daniel BönnighausenRefined FWD, with more powerful variants availableIn Germany, Kia offers the EV5 with a choice of drivetrain configurations. Alongside the front-wheel-drive version tested here, which delivers 160 kW, customers can opt for an all-wheel-drive variant with 195 kW. This model accelerates from 0 to 100 km/h in 7.3 seconds and reaches a top speed of 180 km/h.At the top of the range sits the all-wheel-drive EV5 GT, which produces 225 kW. The flagship version completes the sprint from 0 to 100 km/h in 6.2 seconds and also reaches a top speed of 180 km/h.While Kia offers more powerful versions of the EV5, the model’s performance remains relatively restrained compared to some rivals. A VW ID.4 GTX or the higher-output variants of the Tesla Model Y deliver noticeably stronger acceleration. The front-wheel-drive version tested here is the most comfort-oriented option in the EV5 range, producing 160 kW and accelerating from 0 to 100 km/h in 8.4 seconds before reaching a top speed of 165 km/h. These figures reflect the vehicle’s focus on relaxed and efficient everyday driving rather than outright performance.Relaxed travel, not rushedTrue to its character, the front-wheel-drive EV5 delivers a composed driving experience. The powertrain provides smooth and controllable power delivery, without the typical abrupt acceleration associated with electric vehicles. The low noise levels—especially on the motorway—and the overall comfort-oriented tuning are among the most striking strengths of this variant.The five driving modes – Eco, Normal, Sport, Snow and MyDrive – do little to alter the EV5’s underlying character. While they allow drivers to adjust power delivery, steering weight and regenerative braking settings, they do not fundamentally change the vehicle’s behaviour. Kia also does not offer an adaptive suspension system.These limitations become apparent when the EV5 is driven more enthusiastically on winding roads. The body exhibits noticeable roll at higher cornering speeds, while the ESC intervenes relatively early. Under hard acceleration out of tight bends, the front-wheel-drive system can reach its traction limits, depending on road conditions. On rough surfaces, the rear axle also transmits short, sharp impacts more directly to rear passengers than the otherwise comfort-oriented setup would suggest.However, these limitations are rarely noticeable in normal driving conditions. The EV5 is not designed for aggressive cornering but for smooth, steady progress. Driven this way, it proves to be a low-fatigue vehicle—especially on longer journeys. This is where the true strength of this variant lies.Intelligent brakingKia has implemented the regeneration system particularly well. Drivers can choose between several recuperation levels using the steering-wheel paddles, and the EV5 retains the last selected setting after the vehicle is switched off. This eliminates the need to readjust the regeneration level after every start.The i-Pedal function is especially convincing. Activated by pulling and holding the left paddle, it enables true one-pedal driving and reliably brings the EV5 to a complete stop. In everyday use, the system quickly feels intuitive and is easy to modulate. The automatic regeneration mode is equally effective: using camera and radar data, the EV5 adjusts deceleration according to surrounding traffic, bends, roundabouts and gradients without feeling intrusive. After a short acclimatisation period, the system becomes second nature and contributes significantly to the vehicle’s relaxed long-distance driving experience.Energy consumption and rangeAccording to Kia, the EV5 GT-Line tested here offers a WLTP range of up to 503 kilometres. The entry-level Air variant achieves a slightly higher figure of 530 kilometres. All versions of the EV5, including the range-topping GT, use the same 81.4 kWh battery with usable capacity.As expected, real-world range varied throughout the test depending on driving conditions and route profile. While the official figures provide a useful benchmark, actual performance differed according to speed, traffic and terrain.On a longer journey that consisted largely of motorway driving, the EV5 recorded an average consumption of 22.5 kWh/100 km. Conditions were far from favourable, however, with outside temperatures of around 11 degrees Celsius, strong winds and periods of heavy rain. On another motorway-dominated route in more favourable conditions, the onboard computer showed a significantly lower figure of 20.3 kWh/100 km.Efficiency improved further in urban and rural driving, where consumption dropped to just under 17 kWh/100 km. These results suggest that the EV5 can deliver competitive efficiency in everyday use, although motorway consumption remains heavily influenced by weather and driving conditions.For an SUV measuring 4.61 metres in length and featuring relatively upright proportions, the EV5 delivers respectable efficiency. At consumption levels of 20 to 22 kWh/100 km, the 81.4 kWh battery provides a theoretical range of just under 370 to more than 400 kilometres. Drivers who spend more time on urban and rural roads and adopt a more relaxed driving style can realistically approach the 450-kilometre mark.As expected, range drops more noticeably during extended motorway journeys at speeds of 130 km/h and above. Under these conditions, charging performance becomes an increasingly important part of the overall ownership experience.No charging records, but competitive performanceA key factor in evaluating the EV5’s charging performance is its underlying platform architecture. Although the model is based on Kia’s E-GMP platform, it does not use the 800-volt technology found in models such as the EV6 and EV9. Instead, Kia has equipped the EV5 with a 400-volt system, as it has also done with the smaller EV3 and EV2.As a result, maximum DC charging power is limited to 150 kW. Kia quotes a charging time of 30 minutes for a charge from 10 to 80 per cent. While these figures do not place the EV5 among the fastest-charging electric vehicles on the market, they remain competitive within the segment and are sufficient for long-distance travel.During testing, the EV5 consistently achieved the quoted 10-to-80 per cent charging time of 30 minutes. However, this required the battery to be within the optimal temperature range before charging began. Kia supports this through two battery preconditioning options. When a fast-charging station is entered as a destination in the integrated navigation system, the vehicle automatically prepares the battery for charging. Alternatively, drivers can activate preconditioning manually.This function is particularly important in colder conditions, where bringing the battery to the correct temperature is essential for reliably reaching peak charging performance.Kia deserves credit for making battery preconditioning clearly visible. When the system is active, a small heating symbol appears in the state-of-charge (SoC) bar in the driver display, providing immediate confirmation that the battery is being prepared for fast charging. It is a straightforward solution, but one that works well in everyday use.The information provided beyond that, however, remains rather limited. Battery temperature is displayed only in three broad stages—low, medium and high. A more detailed readout, such as the actual battery temperature or an indication of the charging power currently available, would offer greater transparency. Several competitors provide more comprehensive charging-related information to the driver.One practical detail concerns the interaction between navigation and battery preconditioning. When using Google Maps via Apple CarPlay, turn-by-turn directions are correctly displayed in both the head-up display and the driver information display. However, doing so disables the Kia navigation system’s active route guidance and, with it, automatic battery preconditioning.As a result, drivers heading to a fast-charging station via CarPlay must activate battery preconditioning manually if they want to ensure maximum charging performance on arrival. The function works reliably, but it requires the driver to be aware of this limitation. By contrast, when using Kia’s built-in EV route planner, the vehicle automatically manages charging stop planning and battery preconditioning. In testing, the system proved reliable and well suited to everyday long-distance driving.For AC charging, the EV5 comes as standard with a three-phase 11 kW onboard charger. In this case, the charging time from 10 to 100% is 7 hours and 20 minutes. For the Earth and GT-Line trims, a 22 kW onboard charger is available as a €990 option, reducing the charging time to 3 hours and 55 minutes. For users who regularly charge at public AC stations, this is a worthwhile upgrade.However, this option does come with some limitations. In the Earth trim, the 22 kW charger is only available in conjunction with the DriveWise package, which costs €1,390. In the GT-Line, it can be added for €990 without the package—though those who want DriveWise as well will pay €1,890. The package includes features such as the active blind-spot assistant with monitor display, the exit collision-avoidance assistant, Remote Smart Parking Assist, and a 360-degree camera. If you want the faster AC charger, you must therefore also opt for a significantly larger optional package.A minor practical drawback remains: with the 22 kW option, the frunk (front trunk) shrinks from 44.4 to 35.4 litres.Assistance systems impress, warnings can be annoyingThe EV5 comes equipped with a comprehensive range of driver assistance systems as standard. These include Highway Driving Assist 2 with lane-change support, navigation-based adaptive cruise control, Intelligent Speed Limit Assist, as well as lane departure warning and lane-keeping assist.During testing, the adaptive cruise control and lane-centring functions stood out in particular on motorways and well-marked roads. The EV5 maintained its position within the lane confidently and avoided the tendency to drift between lane markings that is common in some systems. Lane-change assistance as part of the motorway driving aid also operated smoothly and unobtrusively. Another advantage is that the lane-centring function can be used independently of the adaptive cruise control, giving drivers greater flexibility.That positive impression is most evident on motorways. The assistance systems also perform well on well-maintained rural roads, but in urban traffic they do not always provide the same level of confidence or consistency.The warning systems leave a less polished impression. During testing, the Intelligent Speed Limit Assist frequently issued alerts, including in situations involving temporary or unclear speed restrictions. The camera-based driver monitoring system also proved rather sensitive, intervening more often than expected.While these features are now common across many new vehicles due to regulatory requirements, their implementation in the EV5 does not always feel fully refined. As a result, some warnings can come across as overly cautious or intrusive in everyday driving.Fortunately, Kia provides some direct access options: the acoustic speed warning can be deactivated with a long press on the volume control, and the lane-keeping assistant’s steering intervention can be turned off with a long press on the corresponding button on the steering wheel. Adjusting the driver attention warning, however, requires diving deeper into the menu. Overall, the driving assistance systems are far more convincing than the warning logic—an area where Kia could still refine its approach. Image: Kia Image: Kia Image: Daniel Bönnighausen Image: Daniel Bönnighausen Image: Daniel Bönnighausen Image: Kia Image: Daniel Bönnighausen Image: Daniel Bönnighausen Image: Daniel Bönnighausen Image: Daniel Bönnighausen Image: Kia Image: Kia Image: Daniel Bönnighausen Image: Daniel BönnighausenCockpit with smart ideas and minor QuirksThe cockpit combines a 12.3-inch driver display with a 12.3-inch central touchscreen. Positioned between them is a 5.3-inch climate control display, while a separate physical control panel below the main screen provides direct access to key climate functions.Overall, the layout is user-friendly, as Kia has avoided burying every function in touchscreen menus. However, the setup is not without its shortcomings. Depending on the seating position, the small climate display can be partially obscured by the steering wheel. In addition, the touch-sensitive panel above the physical climate controls is not immediately identifiable as an input surface, which can make operation less intuitive at first.The lever logic on the steering wheel takes some getting used to. In addition to the left stalk for lights/indicators and the right stalk for wipers, there is another lever for gear selection and start/stop. The gear selector is quite large and, depending on seating position, can sit closer to the right knee than is ideal.The materials give a similar impression: the EV5 feels solid and well-finished, without aiming for a premium ambiance. In the tested GT-Line, the areas above the door armrests are softly padded, while hard plastic—typical for this class—is used below. This does not feel luxurious, but it aligns with the car’s practical, utility-focused character.The front seats contribute significantly to the EV5’s comfort-oriented character. In the GT-Line, Kia fits its Premium Relaxation Seats as standard, complete with seat ventilation and a massage function for the driver. The test vehicle also featured heated front seats, a heated steering wheel and heated outer rear seats. Together, these features create a noticeably more comfortable cabin without attempting to position the EV5 as a luxury SUV.There are, however, two ergonomic shortcomings that become more apparent on longer journeys. The headrest is positioned relatively far forward, while the steering wheel offers limited reach adjustment. For taller drivers in particular, this can make it difficult to achieve an ideal seating position and may slightly detract from long-distance comfort.Rear seating and boot excelThe rear compartment is where the EV5 makes its strongest impression. Space in the second row is exceptionally generous. Even behind a driver measuring 1.90 metres tall, rear passengers benefit from ample knee room, while headroom is equally abundant. Comfort is further enhanced by a natural knee angle, a well-positioned seat base and adjustable rear seat backrests. As a result, the rear bench feels not only spacious but also genuinely comfortable, giving the EV5 a clear advantage over many competitors. Anyone who regularly carries adult passengers, taller children or colleagues in the rear will appreciate the difference.The boot is equally convincing and ranks among the most practical in the segment. Kia quotes a luggage capacity of 566 litres, expanding to 1,650 litres with the rear seats folded. The load compartment is squarely shaped and easy to use, while the adjustable load floor adds flexibility. Folding the rear seats creates a flat loading surface, making it easier to transport bulkier items.The front storage compartment also proves useful in everyday use. In its larger configuration, the frunk provides enough space for a Type 2 charging cable and the V2L adapter. Towing capability is respectable as well, with the front-wheel-drive version rated to tow up to 1.2 tonnes, while all-wheel-drive variants can pull up to 1.8 tonnes.EV5 FWDEV5 AWDEV5 GTDrivetrainFWDAWDAWDPower160 kW195 kW225 kWAcceleration (0–100 km/h)8.4 s7.3 s6.2 sTop speed165 km/h180 km/h180 km/hBattery81.4 kWh81.4 kWh81.4 kWhWLTP range530 km491 km476 kmDC charging power150 kW150 kW150 kWDC charging time (10–80%)30 min30 min30 minAC charging power11 kW/22 kW11 kW/22 kW11 kW/22 kWAC charging time (10–100%)7:20 h/3:55 h7:20 h/3:55 h7:20 h/3:55 hBoot volume566 l566 l566 lTowing capacity (braked)1.2 t1.8 t1.8 tThree trims, one clear recommendationThe question remains: what about the price—and which trim level makes the most sense for the EV5? In Germany, Kia offers the EV5 in three trims: Air, Earth, and GT-Line. The base Air trim is well-equipped, but the €3,000 upgrade to Earth is likely to be worthwhile for most buyers.With the Earth trim, the Kia EV5 includes a 230-volt socket in the boot, an electric tailgate, electrically adjustable driver’s seat, heated front seats and steering wheel, a heat pump, and V2L (vehicle-to-load) functionality. Additionally, the compact SUV is hardware-ready for V2H (vehicle-to-home) and V2G (vehicle-to-grid) from this trim level upwards.The GT-Line, starting at €51,990, enhances the styling and comfort further, featuring 19-inch wheels, sportier design elements, Premium Relaxation front seats with ventilation and massage function, a Harman/Kardon sound system, and a black headliner. The test vehicle, a GT-Line with the DriveWise package and Iceberg Green metallic paint, totals €54,670.ConclusionIn summary, the EV5 is not a class leader in every discipline, but it is a very well-rounded representative of its segment. The Earth trim is particularly recommendable, as it bundles many electric-vehicle-specific features that cannot be easily retrofitted later. For those seeking an electric SUV not as a statement but as a comfortable family, company, or long-distance car, the EV5 is a serious alternative to the established competition.
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