Kia EV9 vs Geely EX5

What's the difference?

Whether you think the EV9 GT is an over-priced mistake or the logical next step for a brand looking to move up in the world will depend on your point-of-view.

Kia has certainly extended the appeal of the EV9 range, but possibly in the wrong direction. Certainly the wrong direction if the goal is to add significantly more sales.

A cheaper alternative to the $97,000 EV9 Air would likely be a more popular choice from the point-of-view of Australian families considering replacing their diesel-powered SUVs with something that doesn’t rely on the chaotic fuel market. 

But that’s not really who the EV9 GT will appeal to. Instead, from the point-of-view of someone looking at a more expensive European option, whether it be an Audi Q8 e-tron, BMW iX or something else, the EV9 GT may be appealing in a very different way - assuming that they aren't driven by what badge is on the front.

Kia has certainly evolved beyond its ‘cheap and cheerful’ image or buying primarily for its long warranty. These days Kia is a mainstream brand, but whether it has enhanced its reputation enough to attract buyers willing to spend more than $130,000 will be decided in the showroom.

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.

Surprisingly, given the price premium and flagship nature of the GT, there isn’t a lot to separate it from the slightly less expensive GT-Line.

It’s only when you look closer you notice subtle touches, like the ‘digital grille’, an illuminated section of the front of the car that extends the lighting signature when you start the car. The other obvious difference is the unique and huge set of 21-inch alloy wheels at each corner. The black design is offset by bright green brake calipers, which is a unique colour for the GT.

This signature fluro green colour is also on the seat trim, including contrasting stitching, as well as the GT badge on the (three-spoke) steering wheel that engages the most potent version of the electric motors.

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.

In terms of practicality, space and usability, the EV9 GT does a lot to justify its price tag, with a cabin the equal of anything the luxury brands offer, at least in terms of the level of equipment available.

The sporty seats have adjustable side bolsters to either hug you tight for dynamic driving or open up and let you get comfortable for relaxed commutes. The front seats are heated and ventilated and also include a two-way power adjustable leg rest, for even greater support.

Those in the second row are treated to two 'captains' chairs with heating and ventilation as well, plus a massage function and the leg rest, which creates a ‘business class’ vibe for the lucky passengers.

The second-row occupants also get sun blinds (albeit manual), separate air-conditioning controls and access to USB-C charging ports in the backs of the front seats.

Accommodation in the third row is a little tight, but if the second row compromises legroom slightly you’re able to fit six occupants in relative comfort.

Those in the front get their own sunroof but there’s a second, larger sunroof to bring light into the passenger section.

In terms of the multimedia system, it’s run through the twin 12.3-inch digital screens, which are housed in a single panel to create the impression it is one large display. This is the usual Kia system, which is very easy to navigate and has both Apple CarPlay and Android Auto integration, if you prefer. 

As a major plus, there are physical buttons for the climate control and a power/volume scroll wheel for the sound system. There’s also an on/off button for the car, which is a small feature but another welcome, user-friendly touch.

As for the boot, well, with all six seats in use there’s only 333 litres of space, which isn’t massive, but that’s why Kia sells the Carnival. For an SUV with seven occupants, 333L is alright.

If you only need five seats you can liberate a more generous 828L, which is really good. It’s a nice, roomy and open cargo space.

If you really need to carry a lot of stuff and not many people, you have 2393L with the second and third row seats stowed.

On top of this, there’s a small 52L frunk, which isn’t very big but it’s a good spot to stash the charging cable. Which oddly is not where Kia actually stores it, instead there is a small bag/box which is just velcroed to the boot floor.

Given the EV9 is a purpose-built electric vehicle, why is the charging cable not stored in a more integrated manner? It’s only a small detail, and Kia isn’t alone in doing this, but I still find it odd that carmakers haven’t found a better way to deal with the EV cable yet, especially when the frunk makes so much sense as a permanent storage spot.

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 EX5 joins a new Chinese competitor set that’s bringing electric car prices down to — and below — size-equivalent combustion and hybrid-powered cars. 

Problem is, we still don’t know the exact price, but Geely has at least provided a guide. The Geely EX5 will be priced between $49,000 and $55,000. It has either 430km (Complete) or 410km (Inspire) WLTP-rated driving range and enough power to get out of its own way. 

When you consider high-spec combustion-engined mid-size SUVs like the Toyota RAV4 Cruiser ($51,410, before on-road costs), the Geely EX5 is shaping up to offer stellar on-paper value.

The entry grade EX5 Complete features 18-inch alloy wheels, privacy glass, full LED exterior lighting with auto high-beam, rear parking sensors and roof rails that accommodate up to 50kg.

Inside, a huge 15.4-inch touchscreen with built-in navigation and 10.2-inch digital driver’s display should embarrass any combustion-engined rival. The upholstery is artificial leather, the front seats are heated and power-adjustable, the sound system has six speakers and there’s keyless entry with pop-out door handles.

Moving up to the tested Inspire brings larger 19-inch alloy wheels, a power tailgate, front parking sensors and a sunroof. Cabin niceties improve with illuminated vanity mirrors and 256-colour ambient lighting, though it notably lacks dual-zone climate control.

Veritable luxury features include driver’s seat memory and an ottoman for the front passenger, ventilation and massaging for both front seats, a 16-speaker sound system putting out 1000 watts, 13.4-inch head-up display and optional ‘Cloud’ cream upholstery colour.

With exact pricing still to be revealed, it’s impossible to say whether the Geely EX5 is better value than the Leapmotor C10, Deepal S07, Kia EV5, BYD Sealion 7 or XPeng G6, but it certainly shapes up well against the updated Tesla Model Y that has climbed north of $60,000.

Five paint colours are available; Arctic White is no cost, while Shadow Black, Volcanic Grey, Moonlit Silver and Aquatic Green attract an extra charge.

The Geely EX5 is capable of outputting electricity either to a load like hairdryer, coffee machine or power tools at 3.3kW and to another vehicle at 6kWm adding 40km of driving range in an hour.

What’s under the bonnet, well technically underneath the front and back of the SUV, is what really separates the GT from the rest of the EV9 range.

The GT gets more powerful motors, boosting performance to 374kW of power and 740Nm of torque, which is a 92kW and 40Nm upgrade over the EV9 GT-Line.

Kia claims the GT can sprint 0-100km/h in just 4.5 seconds, nearly a full second faster than the GT-Line, and will keep going all the way to 220km/h. That’s really fast for such a big SUV, some might even say unnecessarily fast for a family-focused SUV, but given the asking price, adding extra performance is a logical move.

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 GT gets the same 99.8kWh battery as the GT-Line, but Kia claims the new flagship has a slightly longer driving range, but only 510km compared to 505km.

In the real world, the car’s own trip computer read around 480km when we collected it, but suggested with maximum efficiency (air-con off, driven in Eco mode, etc) we could reach more than 500km.

Energy consumption is rated 21.7kWh, but the EV9 GT was showing 24.2kWh on the trip computer. 

According to Kia, it can take up to 350kW of DC fast charging, which means a theoretical charging time from 10-80 per cent of just 24 minutes. Using a 50kW charger will extend that time to 83 minutes.

Again, in the real-world, using an Evie public charger we were able to add 42.1kWh in just under 34 minutes on a 75kW charger, taking the battery from 40 to 77 per cent.

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.

On paper the EV9 GT sounds great if you’re into performance - 374kW and 740Nm is a lot for any type of car, even a big SUV. There’s no questioning that the EV9 GT is very, very fast, with that near-instant surge forward when you squeeze the accelerator in ‘GT’ mode.

But it is probably worth questioning the value of such a powerful and fast electric SUV, given the EV9 is clearly focused on being family friendly rather than a track weapon. To be perfectly candid, I rarely used the ‘GT’ mode because it just doesn’t suit the vast majority of driving conditions you’ll find yourself in driving an electric SUV.

I mean, you’ll never have an excuse for dropping the kids off at school late, but you’ll also likely rarely find yourself in a situation where you need to launch 0-100km/h in 4.5 seconds too. Obviously the performance is nice to have and helps to justify the asking price, but in day-to-day driving it doesn’t really make a significant difference to the EV9 experience.

Because, when you don’t unleash all that performance, you find yourself in a very quiet and refined SUV. The cabin is well insulated from the outside world, so you do get a sense of luxury, which is a major positive.

The electronically controlled suspension does a nice job of providing a comfortable and relaxed ride even on the big 21-inch alloys. It also does a good job, most of the time, of hiding the weight of such a big, electric SUV, so the chassis and suspension development team have done a great job.

The digital mirrors were also helpful during this test. The first time I tested an EV9 with them I found them a bit odd to use, as the angle you’re looking at on the screen isn’t the actual perspective of the situation. But this time around I quickly adapted to them and can see the merits of such technology.

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.

The Geely EX5 is yet to be tested by ANCAP or other relevant safety testing body. 

The EX5 has seven airbags including a front centre one, a Short Blade battery that has been extensively tested to minimise fire danger along with 16 advanced driver assistance features including auto emergency braking, driver attention monitoring, blind-spot monitoring, lane-keep assist and more.

It is all well and good to tick the safety aid boxes but in practice, the EX5 leaves a little to be desired. Various mysterious beeps and bongs are semi-constant but more soothing than some rivals.

The EX5’s lane-keep assist worked well enough in the morning but was flummoxed by brighter afternoon light and shadows, once grabbing control of the wheel and pointing the car at an upcoming vehicle, another time towards the grass. Sometimes the system simply didn’t work to keep the EX5 in the lane at all.

The adaptive cruise control has an ‘Intelligent’ program that convincingly changes lanes by itself when prompted by the indicator. Unfortunately, like the lane-keep system, shadows on the road caused a few phantom-braking episodes.

Activating the adaptive cruise control is not intuitive because the steering wheel controls are poorly labeled. It’s the left directional and ‘ok’ button set, if you’re wondering, and you cancel cruise by hitting the cross button below the similar looking asterisk customisable hot key.

The standard surround-view camera is high quality with plenty of different angles to minimise kerb strikes.

Like the suspension tuning, Geely ought to send out engineers with a fine tooth comb to iron out issues with the safety systems before hitting start on public sales.

The EV9 is covered by the usual seven-year, unlimited kilometre warranty, albeit with the battery only covered for seven years/150,000km.

Service internals are 12 months or 15,000km, whichever comes first, and Kia offers pre-paid servicing plans from three to seven years. The three year plan will set you back $723, five years $1379 and seven years $2038.

That means the average cost actually increases the longer you’re covered, but even over seven years your yearly average is only $291 in maintenance.

One major positive for the brand’s owners is Kia has grown to 147 dealers nationally, with coverage across both metro and urban areas, with all service centres able to work on EVs. That means you’ll get the same ease-of-service whether you buy a petrol, diesel or electric Kia.

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.