Kia EV5 Review

The EV5 sits in the middle of Kia’s expanding electric-car range. It is larger than the EV3 and EV4, but smaller and less expensive than the EV6 and seven-seat EV9.

The simplest way to understand it is as an electric counterpart to the Kia Sportage. It is not merely a Sportage with batteries installed beneath the floor, though. The EV5 uses an electric-car platform and has its own upright body, flat cabin floor and distinctive interior layout.

Its styling fits neatly alongside Kia’s other recent EVs. The exterior combines square-edged proportions with angular lighting and large, clean body surfaces. It looks modern without adopting the sloping roofline of a coupe SUV, which helps provide generous passenger and luggage space.

The boxy profile is particularly effective in family-car terms. The doors open wide, the roof remains high over the rear seats and the tailgate does not slope sharply into the boot. It has clearly been designed around everyday usefulness rather than visual theatre.

Most versions use an 81.4kWh battery and a front-mounted electric motor producing 217PS. Kia quotes up to 329 miles of range, depending on trim, and a maximum DC charging rate of 150kW. It provides adequate rather than remarkable performance. Its 8.4-second 0-62mph time is slower than several rivals, but instant electric-motor response means it rarely feels lethargic in normal traffic.

Its 329-mile maximum range is also respectable without being exceptional. The Skoda Enyaq and Renault Scenic E-Tech can both travel further in their longest-range forms, while newer 800-volt electric cars offer substantially faster charging.

The EV5 responds with a strong standard specification, good interior space and a cabin that is easier to operate than many touchscreen-dominated alternatives. It also comes with Kia’s seven-year warranty, which will be a decisive advantage for buyers intending to keep the car for a long time.

The EV5 Air is the version most buyers should consider first. It uses the same 81.4kWh battery and 217PS front-wheel-drive motor as the more expensive established models, while its smaller 18-inch wheels help it achieve the maximum 329-mile official range.

Standard equipment includes heated front seats, a heated steering wheel, LED headlights and tail lights, dual-zone climate control, wireless Apple CarPlay and Android Auto, front and rear parking sensors and a reversing camera.

GT-Line adds the sportier styling treatment many buyers will prefer. It also includes 19-inch wheels, upgraded headlights, electric front-seat adjustment, heated outer rear seats, a powered tailgate, wireless phone charging and customisable ambient lighting.

Storm takes a more comfort-focused approach. It includes premium paint, black artificial-leather upholstery, ventilated front seats, heated outer rear seats, electric adjustment for both front seats, a powered tailgate and an eight-speaker Harman Kardon sound system. That equipment makes Storm an appealing middle-ground option for buyers who want a richer interior without paying for every technology feature included with GT-Line S.

GT-Line S is the flagship front-wheel-drive model. It adds a panoramic sunroof, ventilated relaxation seats, a head-up display, a digital key, a 360-degree camera, remote parking assistance and Vehicle-to-Load capability.

It is generously equipped, but its £47,145 price pushes the EV5 close to longer-range and faster-charging rivals. A heat pump also increases the price further.

For most buyers, Air is the rational choice. Storm is the more appealing upgrade if extra comfort equipment is important, while GT-Line S is best reserved for buyers who will genuinely use its additional technology.

The Kia EV5 starts at £39,345 for the Air 81.4kWh front-wheel-drive model.

The front-wheel-drive GT-Line costs £42,645, while the more comfort-focused Storm is positioned above it. GT-Line S costs £47,145, or £48,045 when specified with a heat pump.

Kia also lists a 261PS all-wheel-drive GT-Line S at £50,145. Its price takes the EV5 beyond the £50,000 threshold used for the electric-car Expensive Car Supplement, unlike the standard front-wheel-drive models before options.

The EV5 looks most competitive near the bottom of the range. Air provides the largest official range, the same core battery and motor as the established higher trims and a generous equipment list for less than £40,000.

The more expensive versions are harder to recommend without qualification. GT-Line S includes plenty of desirable technology, but moves the EV5 towards alternatives with a longer range, stronger performance or faster charging.

The options structure is at least relatively straightforward. There is one main battery size and a manageable trim hierarchy, so buyers should not need to study a long list of equipment packs simply to create a usable family car.

The Skoda Enyaq is one of the EV5’s strongest rivals. It offers a larger boot, a longer maximum range and a comfortable, polished driving experience. The Kia counters with a longer warranty and a useful storage compartment beneath the bonnet, but the Skoda remains the stronger all-rounder.

The Renault Scenic E-Tech is another excellent alternative. It is comfortable, spacious and capable of travelling further on a charge in long-range form. Its 40:20:40-split rear seat is also more flexible than the EV5’s 60:40 arrangement.

The Tesla Model Y offers stronger performance, easy access to Tesla’s charging network and a particularly large load area. Its minimalist cabin and heavy reliance on the touchscreen will not appeal to everyone, while the Kia provides more conventional controls and longer warranty cover.

The Ford Explorer is compact on the outside but practical inside, with tidy handling and a modern cabin. It does not feel as roomy as the EV5 in every respect, though.

The Volkswagen ID.4 remains a straightforward family choice with a broad model range. It is comfortable and practical, but the Kia’s physical controls and stronger warranty may prove more reassuring.

The MG S6 EV undercuts much of the EV5 range while offering plenty of space and equipment. The Kia counters with a more cohesive cabin, an established UK dealer network and proven long-term warranty support.

You're not short on storage solutions up front in the Kia EV5 - the door bins are nice and large, a couple of large cupholders in the floating centre console, as well as a wireless charging spot for your phone. Behind that is another storage cubby, while there's space under the floating console as well. 

Whether you're going to be spending most of the time in the front or the back of the Kia EV5, the good news is that there's plenty of space. Even the tallest of adults will find it easy to get comfy, with ample leg and headroom available. Adding a third person in the back might make things a little more cosy, but they should still be able to stretch out thanks to the flat floor. 

The Kia EV5's rear bench seat can be split and folded in a 60/40 configuration - it's the same set-up as the Skoda Enyaq, but not quite as flexible as the Renault Scenic's 40/20/40 split. The good news is that there's a central hatch that means you can slide long items through from the boot. The brochure will probably show this with a set of skis poking through, but reality is it'll be used to get some long bits of wood home from B&Q. 

If you have a young family, then you'll probably want to know that the Kia EV5 comes with two Isofix child-seat mounting points on the two outer rear seats  – both the Skoda Enyaq and Renault Scenic E-Tech have three points, with the third one on the front passenger seat. We put a couple of child seats in the back of our Kia EV5 and while they slotted in fine to the Isofix points, it was a faff for all concerned to get the belt into the buckle - the positioning meant it was nearly under the child seats, which combined with the limited flex in the anchor point, making it a real pain to clip them in each time. We're not saying this will happen with every child seat, but it might be worth fitting your own seat in the back to see what it's like.

The rear bench seat can't be slid back and forth to prioritise boot or rear passenger space. The Kia EV5's rear seats can also be reclined for a more relaxed seating position and even more headroom if needed.

The Kia EV5 has a 566-litre boot capacity with all seats up, increasing to 1650 litres with rear seats folded down. It's up about 20 litres on the Renault Scenic and 20 litres down on the Skoda Enyaq, so there's not much in it between them. It's a good, useable space though and comes with some adjustable hooks along each side for shopping etc, while the floor is height-adjustable by 100mm to provide some handy underfloor storage if need be. 

What's more, the Kia EV5 has a 44-litre frunk under the bonnet – something rivals like the Scenic and Enyaq don't offer, but Tesla does.  

The Kia EV5 measures 4,615mm long, 1,875mm wide and 1,715mm high.

It is slightly larger than a Kia Sportage and sits neatly between compact electric crossovers and full-size family SUVs. It is a little longer and wider than the Renault Scenic E-Tech, but fractionally shorter and narrower than the Skoda Enyaq.

Those square proportions help make the interior roomy without turning the EV5 into a cumbersome car. Light steering, good visibility and standard parking sensors make it straightforward to manage in town.

The EV5 uses Kia’s familiar three-screen dashboard arrangement. It consists of a 12.3-inch digital instrument display, a 12.3-inch infotainment touchscreen and a smaller 5.3-inch climate-control panel positioned between them.

The screen ahead of the driver handles speed, range, assistance information and trip data, while the central touchscreen controls navigation, media, vehicle settings and smartphone connectivity.

Both main displays are clear, sharp and quick to respond. Kia’s menu structure is generally logical, while wireless Apple CarPlay and Android Auto are standard across the range.

The smaller climate display is partly obscured by the steering wheel from some driving positions. Fortunately, Kia has retained physical temperature controls, including a well-damped rocker switch that is far easier to operate while driving than an on-screen slider.

The heated-seat and steering-wheel controls are positioned on the doors. This seems unusual at first, but they are easy to locate once you are familiar with the layout.

The most frustrating part of the interface is the driver-assistance menu. Speed-limit and attention alerts can feel intrusive, and deactivating them requires more trips through the touchscreen than it should.

GT-Line S adds a configurable head-up display, a 360-degree camera, blind-spot camera views, fingerprint recognition, a digital key and remote parking assistance.

Air models use Kia’s standard audio system, while Storm and GT-Line S upgrade to an eight-speaker Harman Kardon setup.

The EV5 feels solid and carefully assembled, although it does not deliver the richness of the best premium electric SUVs.

There is a useful amount of soft-touch material around the main contact areas, while the harder plastics used lower down have been finished neatly and do not feel excessively cheap or scratchy.

The switches and rotary controls operate with a satisfying, damped action. The steering wheel is trimmed in artificial leather, and the main surfaces should stand up well to the demands of family use.

The weakness is colour rather than quality. Grey and black dominate the cabin, which can make the interior feel gloomy, particularly in the rear.

GT-Line’s upholstery and ambient lighting help slightly, while the panoramic sunroof fitted to GT-Line S brings more natural light into the cabin. A broader selection of interior colours would make the EV5 feel more welcoming.

The established front-wheel-drive EV5 uses an 81.4kWh battery and a single electric motor producing 217PS.

It reaches 62mph in 8.4 seconds. That makes it slower than equivalent versions of the Renault Scenic E-Tech, Skoda Enyaq and Tesla Model Y, but it rarely feels short of performance in everyday driving.

The motor responds immediately, so the EV5 moves away from junctions cleanly and has enough acceleration for overtaking. It does not deliver the forceful surge associated with more powerful electric cars, but most family buyers are unlikely to find it frustrating.

Official range varies by trim. Air can cover up to 329 miles, while the heavier and more highly equipped GT-Line and GT-Line S models manage up to 313 miles.

The 329-mile maximum is useful, but no longer exceptional. A Skoda Enyaq 85 can cover roughly 30 miles more, while the longest-range Renault Scenic E-Tech extends the advantage to around 50 miles.

Real-world range will vary with speed, temperature, wheel size, heating use and driving style. The EV5 should still cover most weekly family journeys without frequent charging and remains capable of longer trips with a planned rapid-charging stop.

The EV5 is an uncomplicated and easy-going car to drive.

Its steering is light, predictable and accurate enough for a family SUV. There is a useful amount of grip, and the body remains controlled through most bends without attempting to feel overtly sporty.

It can become slightly bouncy on a twisting road, particularly when the surface rises and falls, while patchy tarmac occasionally makes the suspension feel unsettled. Larger potholes and speed humps are dealt with more effectively.

Around town, the light steering, good visibility and smooth electric power delivery make the EV5 straightforward to place. Front and rear parking sensors and a reversing camera are standard, while GT-Line S adds side sensors and a 360-degree view.

Motorway driving suits it well. The cabin is quiet, the motor is almost inaudible and the car settles into a relaxed cruise. Some wind noise becomes noticeable at higher speeds, but it is not excessive.

Adaptive cruise control and lane-following assistance can reduce the workload on longer journeys, although the speed-limit warnings and other mandatory alerts can become irritating.

Regenerative braking can be adjusted using paddles behind the steering wheel. Drivers can choose between lighter coasting and stronger deceleration, making it simple to adapt the car for urban traffic or faster open roads.

The Kia EV5 received the maximum five-star Euro NCAP rating in 2025.

It scored 83 per cent for adult-occupant protection, 85 per cent for child-occupant protection, 74 per cent for vulnerable-road-user protection and 80 per cent for safety assistance.

The passenger compartment remained stable in the frontal-offset test, while the EV5 scored maximum points for protecting the child dummies in the frontal and side-barrier assessments.

The detailed results were not flawless. Euro NCAP recorded marginal protection for the driver’s chest in the frontal-offset test and poor protection for the pelvis in the full-width barrier assessment after the dummy slipped beneath the lap section of the seatbelt. Chest protection was also rated weak in the more severe side-pole test.

Standard safety equipment includes autonomous emergency braking, blind-spot collision avoidance, lane-keeping and lane-following assistance, adaptive cruise control, driver monitoring, a reversing camera and parking sensors.

The EV5 uses a 400-volt electrical system and has a maximum DC charging rate of 150kW.

At a suitable public rapid charger, Kia says the battery can be replenished from 10 to 80 per cent in around 30 minutes. That is adequate for a family EV, but it is not especially quick by current standards.

The Skoda Enyaq can accept up to 175kW in some versions and completes an equivalent charge a little more quickly. The Renault Scenic E-Tech has a lower peak rate, although real charging performance depends on the full charging curve rather than the headline maximum alone.

The EV5 supports 11kW AC charging, with Kia quoting seven hours and 15 minutes for a complete charge at that rate.

Most UK domestic wallboxes deliver around 7kW. A full empty-to-100 per cent charge should therefore take roughly 11 to 12 hours, although owners will rarely arrive home with a completely depleted battery.

GT-Line S includes Vehicle-to-Load capability and an adaptor, allowing the battery to power external electrical equipment. It also includes a three-pin socket inside the car.

Kia covers the EV5 with its seven-year or 100,000-mile warranty.

That is substantially more generous than the three-year warranties offered with the Skoda Enyaq and Renault Scenic E-Tech, and remains one of the strongest reasons to choose the Kia.

The high-voltage battery is covered within Kia’s wider warranty terms, subject to the manufacturer’s conditions and capacity-retention requirements.

Electric cars have fewer routine mechanical service items than petrol or diesel models, but they still require inspections, brake-fluid changes, tyres and cabin filters. Kia’s extensive UK dealer network should also make maintenance more convenient than it is with some newer EV brands.

The front-wheel-drive Kia EV5 sits in insurance groups 40 to 42, depending on trim.

That is relatively high for a family electric SUV. The Skoda Enyaq range begins considerably lower, so buyers should obtain insurance quotes before assuming similar purchase prices will translate into similar monthly costs.

Kia had not confirmed the insurance rating for the all-wheel-drive GT-Line S at the time of writing.

For 2026 to 2027, a new electric car pays £10 in Vehicle Excise Duty during its first year and the £200 standard annual rate from the second year onwards.

The Expensive Car Supplement threshold for electric cars rose to £50,000 on 1 April 2026. The front-wheel-drive EV5 models sit below that threshold before options, although extras can push the original list price beyond it. If this is the case, it will attract the £440 annual supplement for five years from the start of its second year, in addition to the standard annual rate.