{"id":309908,"date":"2026-06-18T18:00:00","date_gmt":"2026-06-18T16:00:00","guid":{"rendered":"https:\/\/www.electrive.com\/?p=309908"},"modified":"2026-06-16T08:46:29","modified_gmt":"2026-06-16T06:46:29","slug":"kia-ev5-review-not-the-fastest-but-one-of-the-most-impressive","status":"publish","type":"post","link":"https:\/\/www.electrive.com\/es\/2026\/06\/18\/kia-ev5-review-not-the-fastest-but-one-of-the-most-impressive\/","title":{"rendered":"Rese\u00f1a del Kia EV5: No es el m\u00e1s r\u00e1pido, pero s\u00ed uno de los m\u00e1s impresionantes"},"content":{"rendered":"

The EV5 fills a key gap in Kia\u2019s 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\u2019s most important models.<\/p>\n\n\n\n

However, success is far from guaranteed. With models like the VW ID.4, Skoda Enyaq, Hyundai Ioniq 5<\/a>y Tesla Modelo Y<\/a>, there are already well-established benchmarks\u2014even 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.<\/p>\n\n\n\n

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 \u2013 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.<\/p>\n\n\n\n

Familiar looks, new class<\/h2>\n\n\n\n

Visually, the EV5 fits seamlessly into Kia\u2019s 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<\/a> y EV3<\/a> is clear.<\/p>\n\n\n\n

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 \u2013 but first, let\u2019s look at how the EV5 performs on the road.<\/p>\n\n\n\n

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Refined FWD, with more powerful variants available<\/h2>\n\n\n\n

In 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.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

While Kia offers more powerful versions of the EV5, the model\u2019s 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\u2019s focus on relaxed and efficient everyday driving rather than outright performance.<\/p>\n\n\n\n

Relaxed travel, not rushed<\/h2>\n\n\n\n

True 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\u2014especially on the motorway\u2014and the overall comfort-oriented tuning are among the most striking strengths of this variant.<\/p>\n\n\n\n

The five driving modes \u2013 Eco, Normal, Sport, Snow and MyDrive \u2013 do little to alter the EV5\u2019s underlying character. While they allow drivers to adjust power delivery, steering weight and regenerative braking settings, they do not fundamentally change the vehicle\u2019s behaviour. Kia also does not offer an adaptive suspension system.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

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\u2014especially on longer journeys. This is where the true strength of this variant lies.<\/p>\n\n\n\n

Intelligent braking<\/h2>\n\n\n\n

Kia 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.<\/p>\n\n\n\n

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\u2019s relaxed long-distance driving experience.<\/p>\n\n\n

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Energy consumption and range<\/h2>\n\n\n\n

According 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.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

No charging records, but competitive performance<\/h2>\n\n\n\n

A key factor in evaluating the EV5\u2019s charging performance is its underlying platform architecture. Although the model is based on Kia\u2019s 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.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

This function is particularly important in colder conditions, where bringing the battery to the correct temperature is essential for reliably reaching peak charging performance.<\/p>\n\n\n\n

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