Geely EX5 vs Alfa Romeo Junior

What's the difference?

The Geely EX5 has good bones. It’s well packaged, sturdily built, efficient and jam-packed with technology. But questions remain. The EX5 really needs work on its safety systems and another round of chassis revisions to be competitive. 

Pricing, too, will be crucial for the EX5 to succeed in today’s savage new electric car market. 

If the list of nagging complaints can be fixed and Geely is able to back up its product with solid aftersales support, it could be a winner. The jury is still out on the EX5.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The Alfa Romeo Junior is a cute car that’s charming and smile-inducing. It deserves to sell well but ultimately this will come down to whether the Australian public is receptive.

There is plenty of competition out there and if you're wanting something design-led, it's hard to look past this without spending much more money.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Geely EX5’s exterior design is conservative verging on anonymous. Perhaps that’s because the brand is unknown here, but forgettable details like the six-rectangle badge rear and haphazard ‘Geely EX5’ badge placement aren’t the height of fashion.

Inside, though, the EX5 improves. The two screens are presented well, as is the cabin with upholstery that isn’t just boring black. The design language is more conventional — in a good way — than, say, a BYD Atto 3 or Tesla Model Y and doesn’t seem to unashamedly copy elements from established carmakers.

Key touch points, such as the rotary volume control, the (wrong way around) window switches and door handles appear to be made of real metal, with knurling in some cases. The dash and door tops are all encased in squishy rubber, too.

As for sizing, the EX5 is the exact same length as a Toyota RAV4, at 4615mm long, though being wider (1901mm) and riding on a longer 2750mm wheelbase should mean more cabin space.

This is such a cute and tiny car with Alfa Romeo trying its hardest to sandwich all of its hallmark design traits in. It’s certainly a busy design on the outside which I don’t love right now, but I imagine I’ll grow to like it with time.

At the front there’s a special grille as standard that features Alfa Romeo script, plus an offset license plate and cool matrix LED headlights with the company’s ‘3+3’ lighting signature.

Around the side the 18-inch alloy wheels have a flower petal-like design, hidden second-row door handles, as well as a hidden serpent (Biscione) easter egg that’s laser etched into the C-pillar.

The rear of the Junior is my least favourite angle. It tries too hard to look more like a hatchback than a crossover SUV with the slanted rear window and the big black slab where the tail-lights are.

The twin exhaust pipes are a cute look, however, especially given the engine doesn’t scream performance credentials on paper.

Inside there’s an obvious attempt at making the cabin look and feel driver-oriented and sporty.

I like the seats which have a red section that runs down the backrest and onto the seat base. It helps break up the black finishes nicely.

Speaking of, however, there's a sea of black finishes throughout the rest of the cabin. I’d like to see some more silver or chrome accents as the glossy piano black may not age well.

There is interior ambient lighting around the cabin with a customisable colour, which looks great in low-light situations. It particularly pops in the large circular air vents which flank the dashboard and are shaped like cloverleaves.

If you look closely you may notice the Junior shares a lot of its physical switchgear with the related Jeep Avenger. Examples include the steering wheel buttons, gear selector, starter button and the physical climate control switches.

While there’s an argument to say that this cheapens the feel of the Junior, I’m thankful there is physical switchgear in this car to begin with. Plus, the Junior does look different enough as it is.

Finding a comfortable driving position is easy in the EX5 Inspire with the octagonal steering wheel tilting and telescoping through a broad range of motion. The seats are supportive and well-bolstered, too — not a given in this class.

While we wish the front passenger seat was height adjustable, the Inspire’s leg rest and ability to lie the seats fully flat while charging is appreciated. The massage function has six modes, three intensity levels and is remarkably powerful. 

Between the EX5’s front seats is a floating centre console as gear selection is done via the right-hand stalk. It has two small cup holders on top, while under that is a generous, rubberised storage space perfect for handbags, cameras, or the like. It’s where the USB-A, USB-C and 12-volt socket are located for device charging.

There is a wireless charging pad that sits ahead of a large central storage box cooled by the air-conditioning. The Geely EX5’s door cards will easily accept a 600mL camping bottle.

Where the Geely EX5 falls down is the control layout. It is nice to have four physical switches beneath the touchscreen as shortcuts to switch the air-conditioning on or off, engage air recirculation and the front demister, but where’s the hazard light switch? It's on the ceiling.

Then there’s the large rotary dial which generally functions as a volume knob. Press it down and you can choose to have it adjust the temperature, fan speed, or — for some reason — one of several desktop backgrounds, including a computer-generated kitten playing with some wool. In this mode it also works as cursor for the multimedia screen, but never at any other time. Peculiar.

The convoluted menu structure has a strange control hierarchy. There's a shortcut target for the rear fog light, for example, yet to disable the lane-keep assist or adjust the regenerative braking power you need to jump through at least three sub-menus. And some of the text in the Geely EX5’s digital driver’s display is so small it’s almost illegible.

Then there are the typos and grammatical errors that should have been an easy pre-launch fix. A few include: ‘Distractive. Drive carefully’, ‘Keep safety distance’, ‘Driver is facial detection is missing’ and, a personal favourite: ‘The current battery is low, whether to enable super battery life?’ None of this inspires much confidence. At least the EX5’s processor is responsive for smooth tapping between the many menus.

The Geely EX5’s 1000-watt 16-speaker sound system is punchy and has presets – borrowed from Volvo and Polestar — which promise to emulate the sound quality of a recording studio, concert hall and other locations. Gimmicky in practice, plus, with the volume over 30 per cent, the EX5’s sound quality is disappointingly muddy.

Connectivity promises to be strong in the EX5 but the cars we drove were not fitted with 4G sims for live navigation, app downloads and remote smartphone control. Apple CarPlay will be added via a software update in July and Android Auto before the end of the year, says Geely. 

The Geely EX5’s back seat is very generous, at 188cm tall I had plenty of leg room, respectable toe room and excellent head room even underneath the standard panoramic sunroof. The floor is totally flat and, rarely, the middle seat is usable for adults.

Two more USB chargers can be found along with air vents, door pockets and a fold-down central armrest. There’s even a hidden sliding draw for storing valuables out of sight.

The Geely EX5 has ISOFIX child seat connectors on both outboard seats and three top tether anchors on its 40/60 split-fold backrest. 

The EX5 Inspire has a standard power tailgate which opens up to a total of 410 litres of boot space. If it looks a little shallow in pictures, that’s because the total space accounts for the large under-floor area (108L on its own) where Geely skipped a spare tyre.

There is one LED boot light, two shopping bag hooks and a wet storage area off to the side but, curiously, no parcel shelf.

The front seats in the Junior are very comfortable for longer drives. The driver’s seat in particular offers six ways of electric adjustability and a massage function. You don’t see features like that very often on a tiny SUV.

Ahead of the driver there’s a leather-wrapped steering wheel. It’s surprisingly slim which makes it nice to hold. There are also paddle shifters on the back which could be more pronounced.

As standard there’s a 10.25-inch digital instrument cluster which emulates analogue dials for the tachometer and speedometer. While the screen is high-res and clear, it’s interesting that Alfa Romeo chose to emulate dials in a digital way rather than just have physical ones, especially because you can’t change their appearance.

There’s a section in the middle that has a few different informative pages you can cycle through. I’d love to see more configurability given there’s limitless possibilities with a screen.

Moving across there’s another 10.25-inch screen for the central multimedia system. It certainly makes up for the lack of configurability in the digital instrument cluster and you can create and customise five different home page screens with a vast array of widgets. It’s fairly clever though at some point it feels like overkill.

There aren’t many menus or sub-menus to get lost in, however, the home button took me a while to locate. It’s above the touchscreen in a small pod of physical buttons alongside the hazard lights and door lock switch.

Underneath the touchscreen there’s a wireless phone charger, plus USB-C and USB-A charger ports.

The engine start button is mounted prominently on the centre tunnel with the lightswitch-like gear selector directly behind it. It’s mounted a little too close to the centre armrest which means craning my arm like a T-Rex to use it.

Other amenities up front include a deep console area with configurable cupholders, a sliding centre armrest with a cubby, as well as a tiny glovebox.

It’s very clear the second row of the Junior isn’t the focus. At 182cm tall I need to splay my legs on either side of the driver’s seat in my desired driving position. Despite this, toe room and headroom is adequate, even with the optional sunroof.

The second row isn’t a place anyone would want to spend too long in. Kids would likely suit better, plus there are top-tether points on all three rear seats and ISOFIX mounting points on the outboard rear seats.

Amenities are limited to a single USB-C port in the second row. There are no air vents or centre armrest. You need to make your own entertainment.

At the back there’s a hands-free power tailgate, which is rare for a vehicle of this size. Once it’s open, the available boot space is decent, especially for such a small car. There’s 415L of boot space with the rear seats upright.

The area itself is fine. There’s no load lip which allows you to get things in and out with ease, plus there’s a two-tier boot floor, allowing you to stow items under the floor away for prying eyes.

In terms of boot-related amenities there’s a 12V socket, a light and some hooks. It’s fairly standard back there.

Unfortunately there’s no spare wheel as standard in the Junior line-up. Instead there’s a tyre repair kit which is not super handy if you have a tyre blow out.

Thankfully you can purchase a space-saver spare wheel for the Junior Ibrida for $314 as a genuine accessory. It would be better if this came as standard given there’s the space for it.

The Junior Ibrida is the “entry-level” variant and has an asking price of $45,900 before on-road costs, which is fairly steep for such a small vehicle.

Depending on what you class as a rival for this car you can either see it as good or poor value. It’s cheaper than the likes of the Lexus LBX and around the same price as a related Peugeot 2008.

However, Chinese rivals like the Chery Tiggo 4 and the MG ZS, albeit slightly larger, are virtually half the price. But they lack the primo Alfa badge.

Despite this, the Junior comes fully loaded as standard in Australia so there’s plenty of kit.

Standard equipment includes 18-inch alloy wheels, matrix LED headlights, a hands-free power tailgate, two-tone black roof, dual 10.25-inch screens, wireless Apple CarPlay and Android Auto, wireless charger, single-zone climate control, heated front seats, as well as black cloth and synthetic leather upholstery.

The only options available include a sunroof and premium paint. Both of these cost $1990 each.

Geely claims the EX5’s front axle-mounted 11-in-one motor, transmission and power unit is the lightest and most compact in class. Though power and torque outputs of 160kW and 320Nm are nothing groundbreaking it was perfectly adequate for the EX5’s 1765kg tare mass.

In Eco, Standard and Sport modes the tip-in response is intentionally dulled to minimise wheel spin. Three are three regenerative braking levels; medium felt most natural, though High was acceptable. There’s no one-pedal drive mode in the Geely EX5.

The front-drive Geely EX5 Inspire's claimed 0-100km/h time is 7.1 seconds and its top speed is limited to 175km/h.

The Junior Ibrida is powered by a 1.2-litre turbocharged three-cylinder petrol engine with 48V mild-hybrid assistance.

In the six-speed dual-clutch transmission is a 21kW electric motor that’s fed by a 0.9kWh lithium-ion battery pack.

It’s worth noting that this is the exact same engine set-up that features in a growing number of Peugeot models locally, including hybrid versions of the 2008, 3008, 5008, 308 and 408.

Total system outputs are 107kW and 230Nm which is far from class-leading. Alfa Romeo claims the 0-100km/h sprint takes 8.9 seconds.

Real-world efficiency is one of the EX5’s most impressive attributes, with the Inspire’s WLTP-range being 410km dependent on returning energy consumption of 14.7kWh/100km.

Over a 100km distance taking in suburban, motorway and country roads, the EX5’s dash showed a lower-than-rated energy consumption of 13.5kWh/100km, representing nearly 460km of real-world range from Geely’s 60.22kWh ‘Aegis’ lithium-iron phosphate (LFP) battery pack.

Along with the motor, some of the efficiency can be put down to the Geely EX5 Inspire’s quality 235/50R19 Goodyear EfficientGrip tyres.

Charging is middling for this pack, with the EX5 using a 400-volt architecture that allows DC power up to 100kW. Rejuicing from 20-80 per cent takes 28 minutes, says Geely, which is faster than the Deepal S07 and Leapmotor C10 but a long way short of the XPeng G6 and Model Y.

Three-phase AC charging caps out at 11kW, meaning you can take the EX5 from flat to full in around five and a half hours at home.

The Junior Ibrida has a claimed fuel consumption of just 4.1L/100km, which is solid for a mild-hybrid vehicle.

There’s a 44L fuel tank which requires a minimum of 95 RON premium unleaded petrol.

During our 200km drive loop on the launch which consisted of mixed and spirited drive, we returned an average of 5.4L/100km. However, during one section with fewer twists and turns we saw an average of 4.0L/100km, which is incredible.

Using our as-tested fuel consumption there’s a theoretical range of 815km.

Underpinning the Geely EX5 is the new Global Intelligent Electric Architecture, or GEA for short. It is a newer and lower-cost version of the group’s SEA platform as used in Volvo, Polestar, Zeekr and Smart products and the bones are good.

The Geely EX5’s body doesn’t rattle, creak or shimmy over nasty road surfaces. Some solid knowhow has made its way into the brake pedal calibration which is light but delightfully smooth. It’s impossible to detect where regenerative slowing ends and hydraulic begins.

It has allegedly undergone Australian suspension localisation but don’t expect outright handling excellence, the EX5’s ride is still pillowy — verging on melted marshmallow — soft. Some will find this acceptable, however there’s plenty of potential for improvement.

Over large bumps both in town and at speed it takes the Geely EX5’s rear end between two and four rebound cycles to settle. There’s also a large amount of lateral ‘head toss’, with both attributes key ingredients in making back seat passengers car sick.

I also experienced a low-frequency boom in the EX5's cabin over concrete and rough coarse chip surfaces common on Sydney roads. Otherwise, the EX5’s is a mostly quiet car.

The sharp steering is light around town but weighted up unnaturally through corners. With high quality tyres and stability control that intervenes very early, you’re unlikely to get out of shape in the EX5 on a twisty road at least.

That said, with good bones like McPherson struts up front and multi-link rear suspension we would love to see Geely revise the EX5’s chassis to bestow the sort of fluency that makes the Kia EV5 and combustion equivalents like the Toyota RAV4 and Mazda CX-5 so much more pleasant to drive. Doing so would provide the EX5 a clear point of difference from the XPeng G6, BYD Sealion 7, Deepal S07 and Leapmotor C10.

Starting up the Junior Ibrida, the turbo three-cylinder engine roars to life with an off-beat, thrum-y sound.

If the engine is bone cold, it’ll stay on to get the fluids up to operating temperature. Once this happens it will happily switch off.

Initial acceleration is typically done on electric power alone and if you don’t press the accelerator too hard it’ll stay in EV mode at city speeds. It’s very electric-heavy for a car that’s technically only a 48V mild-hybrid.

At many points the engine switches off at speeds up to 80km/h, especially if you’re travelling on flat ground. Even at 100-110km/h, it’ll switch off if coasting.

Something to note is the electric motor is part of the six-speed dual-clutch transmission which means you can sometimes feel gear changes even when driving in EV mode. You do get used to this.

A positive of the electric motor being in the dual-clutch is it helps iron out awkward pauses and jerks that this type of transmission typically presents. It’s still not perfect though.

If you press the accelerator harder or the battery charge gets lower, it’ll inevitably fire up the three-cylinder engine. It makes a rorty note during acceleration which is fun to listen to.

The transition from electric to petrol is generally seamless. There can be a slight shudder when the three-cylinder first fires up at low revs, but I’ve experienced much worse in other cars.

There’s only one setting for regenerative braking, which is fairly strong and almost one-pedal-driving like. It takes a bit to get used to the feeling. You do still need to put your foot on the brake pedal to come to a complete stop.

With the combination of the petrol engine and electric motor, acceleration is far from break-neck but it’s far from slow. The fact it doesn’t have much power actually makes this car more endearing, especially because it’s rewarding to drive.

The steering in the Junior is communicative and direct. It's a joy to take corners in as the feel errs more on the lighter side. It almost has a Mini-like go-kart feel as the car feels so nimble.

Additionally, the ride is composed and settled, even at higher speeds on rough roads, which is rare for small vehicles. This is likely because the Junior only has 18-inch alloy wheels with a decent amount of tyre sidewall, rather than the low-profile 20-inch units that are offered in the Veloce Elettrica overseas.

On the highway the Junior’s cabin is surprisingly quiet. You can’t hear the three-cylinder once you’ve reached your set speed and there’s also minimal wind/tyre noise.

Lastly, the safety systems do a good job at working but not being annoying. The worst culprit is the intelligent speed limit assist which chimes when you go over the signposted speed limit.

If it does grate you too much, you can easily switch it off in a dedicated advanced driver assist system (ADAS) menu that can be reached via a shortcut button near the hazard lights. It’s as easy as that.

The Alfa Romeo Junior hasn’t been crash-tested by ANCAP or Euro NCAP just yet.

Standard safety kit includes six airbags, autonomous emergency braking (AEB), blind-spot monitoring, lane-keep assist, adaptive cruise control, front, side and rear parking sensors, as well as a reversing camera.

Some features missing from the line-up include rear cross-traffic alert, plus a proper surround-view camera. With the latter, however, the reversing camera stitches together when reversing to create a surround-view image, much like Peugeots.

Junior owners get 12 months of complimentary access to connected services which allows for things like SOS emergency calling and live traffic satellite navigation, plus a range of remote functionality through a companion smartphone app.

Geely is doing its best to ensure smooth parts supply from launch, having run around for 12 months stocking inventory and partnering with DB Schenker for logistics.

To promote the EX5, Geely’s launching with three years complimentary servicing and one year (or 1000kWh) of free charging on the Evie network for those who order an EX5 before February 28.

Geely has yet to announce warranty details. The brand will want to aim for more than five years, as seven years is fast becoming the minimum standard for new vehicles.

Service pricing is also yet to be confirmed, though maintenance will be due every 12 months or 20,000km.

Like other Alfa Romeos, the Junior is covered by a five-year, unlimited-kilometre warranty.

There’s also five years of roadside assistance as standard. An additional 12 months of coverage can be added for the lifetime of the vehicle every time you service at an authorised Alfa Romeo dealer.

Logbook servicing is required every 12 months or 15,000km, whichever comes first. The first five services are capped and total $3105.84, which averages out to around $620 each.

This seems pretty expensive for such a small car, but it's only a touch pricier than the Lexus LBX.

It’s clear maintaining this vehicle with its dual-clutch automatic transmission and mild-hybrid components is costly in the long run.