Kia Pv5 vs GWM Cannon Alpha

What's the difference?

The PV5 Cargo has been designed from scratch as a full-electric van resulting in a refined and sophisticated workhorse that's enjoyable to drive. Its modest cargo volume won’t suit all mid-size van buyers but its compact dimensions, clever cabin design with ample storage, zero 'tailpipe' emissions, 3.6kW V2L practicality and long service intervals should make it well suited to a wide variety of working roles.

The Cannon Alpha Ultra PHEV combines five-star safety, a confident warranty, lavish luxury and short-haul electric driving for a competitive price. However, from a pure workhorse perspective, its class-benchmark 3500kg tow rating is offset by a modest payload limit, plus an awkward spare tyre location which could be a deal-breaker for some tradies as it compromises working floor space and the securing of loads.

The PV5 Cargo’s exterior styling is clean and boxy with a practical appearance that embraces Kia’s signature ‘Tiger Face’ design language, including distinctive LED daytime running lights that extend into the windscreen pillars. Its slippery aerodynamic drag co-efficient of just 0.286 Cd would be impressive for a passenger car and outstanding for a commercial van in optimising energy efficiency (see driving range).

The minimalist cabin design is spacious and practical with a fabric-trimmed pair of bucket seats and a dash that’s free of protrusions to allow drivers ‘walk through’ access to the passenger door, which is appealing for delivery work.

The PV5’s compact 4695mm overall length is not only more than half a metre shorter than the Toyota HiAce but also slightly shorter than a Peugeot Partner LWB small van, so it makes light work of accessing tight parking spaces.

It also rides on a 2995mm wheelbase with a compact 11-metre turning circle to enable easy manoeuvering in confined spaces. And the PV5’s 1899mm height is almost 100mm lower than the HiAce, providing more clearance in height restricted areas like multi-storey car parks which is handy if carrying loads on the roof.

The front motor/front-wheel drive layout also eliminates the need for a driveshaft to the rear wheels, resulting in a conspicuously low floor height of only 419mm for easier loading and generous internal load height (see Practicality).

Our test vehicle shares the same body-on-frame chassis design, twin A-arm/coil-spring front suspension, four-wheel disc brakes and electric power-assisted steering as the model it replaces, but the previous leaf-spring live rear axle has been replaced by a multi-link coil-spring arrangement. External chrome has also been greatly reduced.

Its luxurious leather-accented interior has a spacious and classy feel with a panoramic sunroof and opulent mix of surface finishes, but some tradies might consider such indulgences too fancy for carting muddy-booted crews.

The PHEV’s larger rechargeable battery pack uses up all the underfloor space behind the rear axle usually occupied by a full-size spare tyre. As a result, the steel-rimmed spare has been moved to a conspicuous location in the load tub, which not only looks like an afterthought but is far from ideal for workhorse duties (see Practicality).

Its 1910kg kerb weight is relatively light for a full-electric van which when deducted from its 2650kg GVM results in a 740kg payload. It’s also rated to tow up to 750kg of (braked or unbraked) trailer which although small compared to diesel rivals is probably not a high priority for electric van buyers.

The cargo bay’s key dimensions are 2250mm in length and 1565mm in width with its low floor allowing 1520mm of internal load height, which surprisingly is 180mm more than the HiAce and superior to Transit Custom and Staria Load despite the PV5’s lower roof height.

However, its compact dimensions also result in a cargo bay load volume of 4420 litres (VDA) or just over 4.4 cubic metres which is less than major mid-size rivals (typically around low-5.0 to high-6.0 cubic metres) so it may not suit buyers requiring higher load volumes.

Even so, according to our tape measure the PV5 should just fit a standard 1165mm-square Aussie pallet or two 800 x 1200mm Euro pallets with the rear pallet loaded longitudinally, given the relatively narrow 920mm floor width between the rear wheel housings dictated by the low-riding suspension architecture.

High build quality is evident throughout the solid-walled cargo bay which is accessed via sliding doors on each side with 775mm openings (so no side pallet loading) or from the rear through twin-swing doors with 180-degree opening to optimise forklift and loading dock access. No swing-up tailgate option is available.

The walls and doors are lined to mid-height and the load floor is equipped with eight sturdy load anchorage points. There’s also bright LED lighting and a 3.6kW V2L three-pin wall socket behind a neat sliding cover.

Abundant storage is evident throughout the well-designed cabin, including three tiers in each door with the largest central bins providing twin bottle holders.

The dash has a sizeable clamshell-lid compartment ahead of the driver with its own USB-C port, along with a glove box and central fascia offering two more USB-C ports, A 12V socket, wireless phone charging and a large drawer at floor level.

There’s also storage compartments under each seat and lidded underfloor storage in both footwells, plus a sizeable console between the seats containing two cup holders and a large bin. An unusual but welcome inclusion is bins behind each seat, which are ideal for storing items like the portable AC charger/cable bag.

Our test vehicle’s substantial 2810kg kerb weight is 235kg heavier than its hefty Alpha Hybrid predecessor, due largely to the bigger battery and electric motor. That makes it about half a tonne heavier than numerous conventional turbo-diesel 4x4 dual cab utes.

This substantial kerb weight contributes to a sizeable 3495kg GVM, yet results in a 685kg payload rating which is modest compared to some turbo-diesel rivals with genuine one-tonne capabilities.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6745kg GCM (or how much it can legally carry and tow at the same time) that would require a 250kg reduction in payload (from 685kg to 435kg) to avoid exceeding the GCM.

While it’s unlikely owners would need to tow at the 3500kg maximum, it’s important to be aware of these numbers if the need arises, as that 435kg of payload could easily be used up by a crew of tradies before you could load any of their tools.

The vertical mounting of the spare wheel in the load tub not only reduces floor space and load volume but also restricts the securing of loads, given there’s no anchorage point accessible in the right rear corner of the tub.

So, all load straps extending rearwards must share the same left-side anchorage point, which is far from the ideal even spread provided by four-corner load restraint. This spare wheel location needs a rethink (perhaps a swing-away carrier favoured by 4x4 wagon owners would be better).

We also noted the big button on the two-way tailgate, which enables it to split into a pair of hinged doors, stopped working during our test. Fortunately, it could still open the tailgate as a conventional single unit.

There’s ample interior space, not only for front seat occupants but also those in the back. That includes tall people, given I’m 186cm and have at least 40mm of knee room when sitting behind the driver’s seat when set in my position.

There’s also about 80mm of rear headroom, despite the presence of a full-length sunroof which can often compromise this dimension. However, shoulder-room is tight for three adults, so two would be preferable for long trips.

Front-of-cabin storage includes a large-bottle holder and bin in each front door, plus a large glove box, overhead glasses holder and a pull-out compartment for the driver in the lower dash.

The centre console offers wireless phone-charging and a lidded box (with internal air-con flow available) and two small-bottle/cupholders. Another storage nook in the lower right-side of the console offers two USB ports, a 12-volt socket and enough space for a phone.

Rear passengers get a large-bottle holder and bin in each door, pockets on the rear of both front seat backrests and small pull-out drawers under each outer seat. The rear of the centre console also offers adjustable air-vents, a pair of USB ports plus controls for seat heating/cooling and the sliding rear window.

The fold-down centre armrest offers another wireless phone-charging pad, pop-out twin cupholders and a hidden compartment for storage of phones or other slimline items.

Our Ultra test vehicle, which sits above the entry-level Lux as the premium PHEV model grade, comes in only one specification comprising a 4x4 hybrid drivetrain with four-cylinder turbo-petrol engine, electric motor and plug-in rechargeable battery for a list price of $64,990.

That pricing sits between its local PHEV ute rivals including the BYD Shark 6 ($57,900) and Ford's entry-level XLT Ranger PHEV ($71,990). Our example’s 'Crystal Black' premium paint is a $595 option.

Its generous standard equipment includes 18-inch alloys with 265/60R18 tyres and a full-size steel spare, LED headlights/DRLs/fog lights/tail-lights, two-way 60/40-split tailgate with electronic lock, roof rails, side-steps, rear privacy glass with electric-sliding rear window, a panoramic sunroof, front and rear diff locks, tyre pressure monitoring, front/rear parking sensors and lots more.

The luxurious interior offers sumptuous leather-accented seating, with the front buckets having multiple power adjustments, heating/cooling and a massage mode. The outer rear seats also have heating/cooling, plus powered backrest recline and a ‘welcome’ function for easier passenger access.

There’s also a synthetic leather-wrapped steering wheel with heating, multiple 'feel' modes and functions, plus an electronic parking brake, head-up display, dual-zone climate, 64-colour ambient interior lighting and wireless phone charging/USB ports front and rear.

Cabin tech includes a 12.3-inch driver’s digital instrument cluster and premium 10-speaker ‘Infinity’ sound system, controlled by a big 14.6-inch multimedia touchscreen with Apple/Android connectivity, voice commands and a vast choice of settings which allow a high degree of personalisation.

The PV5 Cargo is powered by a front-mounted electric motor that produces up to 120kW of power and 250Nm of torque, which drives the front wheels through a single-speed automatic transmission.

This drivetrain offers three selectable drive modes comprising ‘Normal’, ‘Eco’ and ‘Snow’ plus adjustment of regenerative braking intensity/battery replenishment using the steering wheel-mounted paddles.

These include levels from L1 to L3 topped by the premium ‘i-Pedal’ setting, which allows convenient one-pedal driving that makes the brake pedal largely redundant.

The Alpha PHEV drivetrain consists of a 2.0-litre, four-cylinder, turbo-petrol engine that produces 180kW of power and 380Nm of torque. This is paired with an electric motor that adds another 120kW/400Nm, so combined they officially produce 300kW and 750Nm.

The electric motor draws its energy from a 37.1kWh lithium-ion rechargeable battery. GWM claims it can be charged from 30 to 80 per cent in less than 30 minutes using 50kW DC charging, or around 6.5 hours using AC charging.

It also has up to 6.0kW of V2L (Vehicle to Load) functionality, using a dedicated adapter cable which plugs into the vehicle’s charging port and provides a standard three-pin AC outlet for numerous electric tools and appliances.

The nine-speed torque converter automatic, which offers sequential manual-shifting using steering wheel-mounted paddles, is paired with the familiar Borg Warner ‘Torque on Demand’ 4x4 system.

For road use, this has three selectable drive modes ('Standard'/'Sport'/'Eco') with the centre differential remaining unlocked to automatically adjust torque delivery between the front and rear wheels in response to any loss of traction.

For off-road use, selecting '4H' (4x4 High Range) or '4L' (4x4 Low Range) locks the centre differential to provide an even 50:50 torque split between the front and rear wheels. 4L traction can be optimised by engaging the front and rear diff-locks.

The PV5 Cargo is equipped with a lithium-ion NCM (Nickel Cobalt Manganese) 71.2kWh long-range propulsion battery mounted under the load floor which Kia claims has (WLTP) combined average consumption of 19.1kWh/100km and up to 416km of driving range.

Only the much higher priced VW ID Buzz Cargo has a longer range and not by much (431km). All other full-electric vans have ranges starting with a two or three.

The PV5 uses a Type 2 CCS charge port capable of AC and DC charging. Kia claims charging from 10-100 per cent in around six hours 30 minutes using an 11kW AC wall-box, which is ideal for overnight charging. Alternatively, 10-80 per cent with a 50kW DC fast charger takes around one hour, which drops to only half an hour with a 350kW DC charger.

Our test vehicle had 100 per cent charge at the start of our week-long test, during which we initially drove 197km unladen in busy metro traffic with 44 per cent charge and 199km range remaining. Using the portable AC charger/cable with three-pin domestic plug, we charged at home which provided enough battery top-up to cover the remainder of the test.

Our total test distance was 293km which including more than 50km hauling its maximum payload. Even so, we managed average consumption of 17.4kWh/100km across the week which was lower than Kia’s official figure and no doubt enhanced by consistent use of either (L3) high regen or one-pedal settings.

So, based on our test figures, Kia’s claim of up to 416km from a single charge is credible and impressive efficiency for a full-electric van in real-world use.

GWM claims official combined average consumption of only 1.7L/100km when the highly-charged battery allows most driving to be done in pure electric mode. GWM also claims an official ‘low charge’ figure of 7.9L/100km, when the battery is depleted and the petrol engine is doing most of the work.

It has an NEDC electric-only driving range of up to 115km and a ‘hybrid’ driving range (petrol engine and electric motor combined) of up to 1060km. The petrol engine drinks standard 91 RON unleaded.

The dash display was showing average petrol consumption of 6.4L/100km at the completion of our 324km test, which comprised a mix of suburban, city and highway driving of which about one third was hauling a heavy payload. This was lineball with our own figure of 6.2 based on fuel bowser and tripmeter readings.

Starting with 90 per cent battery charge, we completed 72km of electric-only driving before it automatically switched to hybrid mode when the charge reached 14 per cent. The system would not allow charge to drop lower than that for the remainder of our test, which was conducted in hybrid mode.

So, based on our own test figures, GWM’s claim of more than 1000km of hybrid driving range is credible from its combined 37.1kWh battery and 75-litre fuel tank capacities.

The cabin ergonomics are excellent even for tall people, as they provide a car-like driving position enhanced by numerous comfort features including a fold-down inboard armrest, power adjustable lumbar support, large left footrest and well-placed padded elbow rests on the doors.

There’s also ample headroom and the flat-bottom steering wheel ensures easy boarding with plenty of torso room. Glazed inserts within the windscreen pillars combined with a low beltline and large door windows provide a bright and airy ambience with excellent driver visibility.

Despite being a solid-walled van with no rear vision for its central mirror (it’s only fitted to meet ADRs) all-around vision for the driver is excellent thanks to large door mirrors and numerous active safety systems including multiple parking sensors and camera monitoring.

Kia’s local ride/handling team has done a commendable job in combining load-carrying practicality with a smooth and supple ride, car-like handling and nice steering feel which provides a level of driver enjoyment not usually associated with commercial vans.

We found the i-Pedal mode appealing given its ability to require only one-pedal driving most of the time while optimising battery charge/driving range.

Although the PV5’s 120kW/250Nm outputs are modest on paper, its relatively light kerb weight combined with near instant torque reaction from its electric motor results in energetic response from standing starts, with 0-100km/h acceleration that matches its diesel rivals.

It’s also very quiet thanks to its electric drivetrain combined with the cabin bulkhead which largely insulates the driver from the cargo bay’s rear tyre noise, which is typically the loudest noise path in commercial vans.

To test its GVM rating we used a forklift (fitted with long tynes) to load 650kg into the front of the cargo bay through the rear doors, which with driver equalled a total payload of 740kg that was right on its payload limit. The rear suspension only compressed 33mm under this weight.

Acceleration was slightly subdued as you'd expect but more than adequate for keeping this big payload moving without feeling sluggish. Handling response was barely affected, with the supple rear suspension ensuring no bottoming out over bumps.

Average energy consumption displayed on-screen barely increased under this load which was hauled mostly on metro roads. However, greater increases could occur if carrying similar loads in hilly terrain, strong headwinds, towing etc.

Overall, the PV5 Cargo is hard to fault from a driver’s point of view apart from the cabin’s climate settings being controlled by relatively small central touchscreen prompts, which can be tricky at times for large fingers to operate while driving compared to physical buttons and dials.

It has good steering feel with sophisticated ride quality, the latter thanks to four-coil suspension and substantial sprung weight which helps iron out the bumps and deliver a ride that’s more SUV than ute.

Flatten the accelerator from a standing start and up to 750Nm of torque responds with impressive force, even though you can feel that every one of those Newton metres is required to overcome more than 2.8 tonnes of inertia to get this jigger moving swiftly.

Although the option of sequential manual-shifting is available using the steering wheel paddles, we spent most of the test in auto mode as it felt like it was getting the best out of this complex drivetrain.

It’s a competent highway cruiser, too, with the petrol engine requiring 2200rpm to maintain 110km/h with low noise levels.

To test its GVM rating we forklifted just over half a tonne (505kg) into the load tub, which with driver equalled a 600kg payload that was less than 90kg under its limit. The rear coil springs compressed about 50mm, but there was no evidence of bottoming-out on our test route.

Ride, handling and braking were largely unaffected, along with the drivetrain which made light work of our 13 per cent gradient, 2.0km set climb at 60km/h.

Engine-braking on the way down, in a manually-selected second gear, was equally impressive. It never exceeded the 60km/h speed limit, even though its total vehicle weight of around 3.5 tonnes was being restrained by only a 2.0-litre four and regenerative braking.

The Cannon Alpha has a maximum five-star ANCAP rating (tested 2024) that includes seven airbags, 360-degree camera with multiple views and the active features you’d expect including AEB, front/rear parking sensors, front/rear cross-traffic alert with autonomous braking, speed sign recognition and more. The rear seat has three top-tethers plus ISOFIX child-seat anchorages for the outer seating positions.

Comes standard with a seven years/150,000km warranty plus a separate warranty of the same duration covering the propulsion battery. Roadside assist for up to eight years is also available if serviced at an authorised Kia dealer.

Scheduled servicing is every 24 months/30,000km whichever occurs first, with Kia offering a pre-paid service plan covering the first four scheduled services up to four years/120,000km which totals $2246 or an average of $562 per service. This is one of the strongest warranty/service packages offered for a full-electric van, backed by a national network of more than 150 Kia dealers across all states and territories.

Warranty cover is seven years/unlimited km with an eight years/unlimited km traction battery warranty and seven years of roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first. GWM offers seven years of capped-price servicing totalling $4615, or an average of $659 per service.