Kia PV5 2026 review: Cargo – Australian first drive

Price and features – Does it represent good value for the price? What features does it come with?

8 / 10

For now, the single specification available for the Kia PV5 is the Cargo ‘S’ Long Range, a single-motor variant starting from $55,990 before on-road costs.

On price, this puts it ahead of rivals in the smaller van category, the Peugeot E-Partner at $59,990 and the Renault Kangoo E-Tech from $61,990.

Even the LDV eDeliver 7 starts from $67,358, technically the second-cheapest in the mid-size van category now that the PV5 is here. Another electric van, the Chinese-made Farizon SV starts from $71,490.

There are no options for the PV5 in terms of specification, rather a set of Kia accessories that include things like a towbar kit, roof racks, or floor panels.

Even the colour is a single-spec situation, you can have it in Clear White paired with a Deep Navy interior.

For a commercial van, the PV5 has a decent, up-to-date list of features that’s headlined by the 12.9-inch multimedia touchscreen running Kia’s newest software, plus a 7.5-inch driver display. Android Auto and Apple CarPlay are both wireless, and the two-speaker sound system is better than you’d expect.

There’s a wireless phone charger, multiple USB-C ports, a 12-volt plug, lumbar adjustment on both seats for long stints, auto air-conditioning, auto headlights, rain-sensing windscreen wipers, heated folding mirrors and vehicle-to-load (V2L) capability both inside and out via an adapter for the charging port, included as standard.

Related cars for sale on CarsGuide

See more Kia Pv5s for sale View cars for sale

Design – Is there anything interesting about its design?

8 / 10

The PV5 has modern Star Wars vibes, probably helped by the black and white stormtrooper colourway. It looks futuristic and spacey, with Kia’s current design language coming through in the lights and a subtle version of its ‘tiger face’ grille shape.

Of course, there’s no grille there, so the smoothness of the van’s front really stands out. In fact, the eyeballs drawn just on the relatively short test loop would suggest the PV5 stands out not just among vans, but also in general traffic. Not a bad thing if you’ve got your business name on the side.

From the back and side, the PV5 has a pretty standard van shape, though given the practicality on offer in terms of space inside compared to the van’s external dimensions, that’s not a bad thing.

At 4695mm long, 1895mm wide and 1899mm high, it has a smaller footprint than the internally smaller Peugeot e-Partner, but with a bit of extra height and a longer wheelbase (2995mm).

Functionality is clearly the key when it comes to the interior - the PV5’s cabin is designed to be spacious and simple, which means it doesn’t look particularly exciting. That’s not necessarily a bad thing in the commercial space, though.

Practicality – How practical is its space and tech inside?

8 / 10

Firstly, the PV5 excels in one area key to many commercial vans - storage. Not in the cargo bay, but in the cabin.

There are multiple spaces of varying sizes for different purposes, from the dash-top cubby under a lid with a USB-C port in it, to the compartments hidden under the floor.

Most spaces are easy to access but out of the way, especially the slide-out drawer that sits under the nicely positioned wireless phone charger.

The seating position and visibility from the driver’s seat is suitable. Long-term comfort of the seat itself is yet to be determined but the low window shoulder and adjustable seat make for great visibility and a suitable position for remaining in control.

The biggest question mark sits over Kia’s new multimedia software, which, after an hour or so of use, seems to be more complex than previous systems. This isn’t necessarily a dealbreaker, but simplicity works best for systems you must use on the move.

It doesn’t seem to lag, and there’s a degree of customisability that will surely get better with over-the-air updates, but the system is now more ‘iPad’ than before. Big, clear, simple buttons are always best on a touchscreen.

In the cargo area, the PV5 has 4420 litres of space all up, or 4.42m3, measuring 2255mm in length, 1565mm in width, and 1520mm in height. It’s larger inside than the e-Partner, ID.Buzz or either version of the Kangoo E-Tech, and taller inside than the HiAce LWB.

The low step-in height at the rear (419mm from the ground) does mean the wheel arches inside create a floor that’s anything but flat at the back-half of the bay, but the rest of the floor is handy for larger items.

The doors open up nice and wide to about 180 degrees, and with a payload of 740kg you can get about as much weight in the rear as rivals.

Like most EVs, including electric vans, there’s disappointingly no spare wheel but a tyre repair kit is standard.

Under the bonnet – What are the key stats for its engine and transmission?

7 / 10

The single-motor drivetrain of the PV5 makes a humble 120kW and 250Nm, but performs better than the numbers would suggest. The motor is front-mounted to ensure more space in the rear for cargo or storage.

While its electric motor feels peppy enough from standstill, the PV5 doesn’t accelerate quickly at higher speeds and (at a guess without highway testing) would likely take more than 10 seconds to hit 100km/h.

The van isn’t built for long-distance work, and its 135km/h top speed reflects that.

Efficiency – What is its fuel consumption? What is its driving range?

8 / 10

Kia claims (under WLTP testing) the PV5 uses 19.1kWh per 100km driven, a rate that should get 416km of driving out of the van’s 71.2kWh battery.

While Kia says the PV5’s charge time on DC fast charging is around 30 minutes using a 350kW charger, the actual maximum charging rate for the van is 150kW, while its AC charging is maxed at 11kW.

With a 50kW charger, like many public units, the PV5 will take an hour to charge.

On-test in industrial and suburban areas, we saw the trip computer read between 14.8kWh and 17.7kWh per 100km when unladen, or between 17.7kWh and 19.3kWh/100km with 350kg of cargo.

It seems the WLTP figures are a bit conservative.

Driving – What's it like to drive?

8 / 10

Kia brought along its ride and handling wizard, Graeme Gambold, to the PV5’s launch, and he told journalists before the drive he’d aimed to make the van more stable in cornering without sacrificing rough road comfort, while improving steering response and feel.

Motoring journalists (ideally) tend not to regurgitate PR and marketing speak when it comes to reporting on and reviewing new cars, but in Gambold’s case it’s difficult to disagree. 

The PV5’s drivetrain already provides a point of improvement compared to diesel vans at urban speeds, with enough get-up to hit 60km/h quickly but not harshly, and widely adjustable regenerative braking that can efficiently bring the van to a halt.

Because of this, the PV5 already feels smoother than most vans, even before noticing the nicely judged suspension tune that feels planted when unladen but not too stiff with some decent weight in the back - we tested the PV5 both empty and with 350kg in the rear. Holding relatively flat through corners even in sharp turning, the lack of body roll unladen feels reassuring. 

Its steering does also provide a small amount of feedback, about the right amount to avoid becoming tiring over a long day. Overall, the PV5 feels more car-like than you would expect from a van, with even the seating position and steering column providing a more relaxed position than some vans with a higher tilt on the steering wheel.

Our test route for the PV5’s launch did not, however, involve any highway driving, and as such the van’s prowess for overtaking or on-ramp ability remains untested for now. Keep an eye out for the proper tradie test coming soon.

Safety – What safety equipment is fitted? What is its safety rating?

8 / 10

Safety is becoming increasingly important in the commercial van space, and with nine airbags and a long list of active safety features, the PV5 has done enough to earn a ‘Platinum’ rating from ANCAP with 91 per cent performance.

As well as the seven airbags, which include a centre airbag, there’s a surround-view parking monitor, parking sensors with distance warning on all sides, blind-spot camera with collision avoidance, highway and lane-keep assist, multi-collision braking and a speed-limit assist.

It can all be turned off relatively quickly, if needed, but defaults to be active on startup.

Ownership – What warranty is offered? What are its service intervals? What are its running costs?

8 / 10

Kia’s seven-year/unlimited kilometre warranty covers the PV5, as does an eight-year warranty for the high-voltage battery, both becoming more common for mainstream brands these days.

The long servicing intervals of 24 months or 30,000km, whichever comes first, are favourable, and servicing can be prepaid at up to eight years for just $2246 for four services.

Kia has almost 150 dealerships across the country, so finding somewhere to service a PV5 shouldn’t be difficult for most.

Verdict