Kia Pv5 vs Volkswagen Id.4

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.

It’s been a long wait for the Volkswagen ID.4 Pro, but it’s one that’s paid off. It's an electric SUV that delivers on the essentials - comfort, smart features, and an effortless driving experience. But it also keeps charging times, range, and running costs firmly in the 'very liveable' camp. The ID.4 Pro manages to feel polished and personable, which is a great combination.

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).

The ID.4 Pro leans toward the pillowy end when it comes to exterior shape but it’s as cute as a button. Soft curves aren’t uncommon in this segment, and the overall effect is friendly yet grown-up.

A chrome accent strip running from the roof to the C-pillars adds interest, as do the matrix headlights, which look a bit like Transformer eyes. They’re adaptive too, so they put on a little light show when you start the car - a fun party trick.

Around the back, customisable rear light profiles will earn nods from the cooler kids.

Step inside and the cabin shines. Space is generous, and any 'cute' impressions fade fast as it’s clear this cabin means business.

Visually, it’s slick and considered, with premium materials like leather, suede, and synthetic trims setting the tone. There’s still a touch of Volkswagen fun, though. Look out for the Pause and Play icons on the brake and accelerator pedals.

It feels airy and open, especially with the panoramic sunroof option, and both displays are impressively sharp. You might expect a larger digital cluster, but the 5.3-inch instrument screen does a surprisingly good job, keeping things tidy and focused on the drive.

I'm also quite fond of the adjustable front armrests, which can be folded up and out of the way when not needed. A small touch, but it adds to the car’s flexible, family-friendly feel.

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.

The front row offers plenty of room for two co-pilots to settle in without bumping elbows. The seat padding is softer than you’d usually expect from Volkswagen, and with the extendable under-thigh supports and added seat functions, the ID.4 Pro proves itself a seriously comfortable road-tripper.

In the back, space is generous, and my eight-year old appreciated the wide door openings and cushy seating. It’s best thought of as a very comfy space for two adults, with room for a third in a pinch.

That flat floor makes a noticeable difference for the middle passenger, giving them more legroom than usual. The 'two is best' idea also applies to child seats and while there are three top-tether anchor points, realistically, using more than two at once would be a squeeze. I had no trouble installing my booster this week, though it did block visibility out the back window.

Storage up front is a strong point, with a glove box, cupholders, bottle holders, and a generous centre console. The console houses the wireless charging pad, two USB-C ports, and a large cubby that swallowed gloves, snacks, and two pairs of glasses with cases which is perfect for keeping the cabin clutter-free.

Rear passengers are well looked after, too, with climate control, directional air vents, two USB-C ports, a fold-down armrest with cupholders, bottle holders in each door and map pockets. It’s all very family-friendly.

The 543L boot handled everything we threw at it this week. I like the adjustable floor height; set it higher to create a handy space for your charging cables, or lower it to maximise room. There’s also a hidden pocket under the floor for the tyre repair kit (no spare of any description).

You miss out on a frunk, but the powered tailgate and stretchy luggage net help keep things secure and easy to manage.

Tech-wise, it’s mostly intuitive. While my husband isn’t a fan of the touchpad climate and steering wheel controls, I find them pretty straightforward to use.

What does bug me, though, is the lack of built-in sat nav and wireless Apple CarPlay. I don’t like leaving my phone charging all the time, and even when you reconnect the cable, you have to manually restart CarPlay every time you get in. Hopefully that’s something Volkswagen irons out in a future update.

For Aussies, at the moment the Pro is the only variant offered in this new electric mid-size SUV. But a sportier GTX version is due soon, which will have the same dual-motor, all-wheel drive set-up as the already available ID.5 GTX, a coupe-style EV SUV riding on the same platform.

A sharp before on-road costs price tag of $59,990 positions the Pro as a healthy rival to recently arrived BYD Sealion 7 Premium and long-standing favourite the Tesla Model Y Long Range, which start at $54,990 and $68,900, respectively.

The ID.4 Pro arrives with upgraded technology by way of a graphics facelift for the 12.9-inch media display that also sports easier-to-find widgets.

There’s a 5.3-inch digital instrument cluster which keeps the cockpit driver-focused and can pull directions through from your phone navigation - which you’ll need to use as the Pro, disappointedly, doesn’t arrive with in-built sat nav. And that phone connection? Still wired.

However, the update now sees additional soft-touch points throughout the cabin with contrasting stitching on the dashboard.

Our test model has been fitted with a sexy tan and black leather and suede upholstery. Bougie extras like electric and heated front seats with massage function, a heated steering wheel and panoramic sunroof remind you that you're sitting within the semi-premium end of the segment.

Other features include keyless entry and start, matrix LED headlights with LED daytime running lights, soft-open door handles, four USB-C ports, a wireless charging pad, two 12-volt sockets, three-zone climate control, 19-inch alloy wheels and a powered tailgate. VW also throws in an at-home charging cable and an on-the-go Type 2 connector.

The Pro's equipment list is solid but some technology improvements could be made for the next update.

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 ID.4 Pro is fully electric and rear-wheel drive with a single motor on the rear axle producing 210kW and 545Nm. That supports a claimed 0-100km/h sprint of 6.7 seconds, which feels satisfyingly swift for a mid-size SUV.

There’s instant torque for easy overtakes and the RWD keeps things balanced and composed. You also get a choice of drive modes to suit your style, and regenerative braking helps recover energy smoothly. It’s subtle, but effective enough to make city driving feel more efficient.

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.

The ID.4 Pro is fitted with an 82kWh lithium-ion battery and offers a WLTP driving range of up to 544km, which is impressive for the segment.

Official combined cycle (urban/extra-urban) energy consumption is rated at 16.7kWh/100km, and around town, where regenerative braking works harder, you’re unlikely to feel any range anxiety.

If, like me, you do a lot of regional driving or longer trips, you might find yourself keeping a closer eye on the gauge. My real-world consumption sat closer to 20kWh/100km, which still leaves you with solid usable range, but it’s something to factor in.

Charging is straightforward, with a Type 2 CCS port that accepts up to 175kW on a DC fast charger and 11kW on AC.

Both figures are useful and on a fast charger you can expect a 10-80 per cent top-up in around 30 minutes which is quick enough to squeeze in a coffee break or snack stop, even with a kid in tow.

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.

The ID.4 Pro is simple to operate, and aside from the instant power delivery and lack of a traditional start/stop button, it behaves much like a combustion-powered car.

That makes it a great entry-point for anyone new to EVs because it's familiar, but has just enough electric quirk to keep things interesting.

I miss a true one-pedal driving experience in city traffic, but the set-up still works well. Regenerative braking isn’t particularly strong, but you can toggle between 'Drive' and 'B' mode, with the latter offering a bit more resistance. I’ve kept it in B mode most of the week as the extra feedback just feels nicer underfoot.

This week’s testing included winding mountain roads, regional backroads, as well as freeway stretches and the ID.4 handled it all with confidence. There’s enough precision in the corners to keep things fun, and it always feels well planted.

The suspension strikes a middle ground - not ultra-soft, but still comfortable. You’ll feel some of the sharper bumps, but most surfaces are smoothed out well, and the cabin stays quiet even at higher speeds. Ride comfort has clearly been a priority and it pays off.

From the driver’s seat, visibility could be better. The rear window is narrow, and the thick pillars don’t help, so I found myself relying quite a bit on the camera system when parking or manoeuvring.

That said, the ID.4’s size and clear 360-degree camera system make it incredibly user-friendly in tight spaces. Whether parallel parking or squeezing into small car parks, it isn't stressful to park.

The ID.4 Pro hasn’t yet been ANCAP rated for Australia, but it does carry a 2021 maximum five-star safety rating under ANCAP protocols for New Zealand variants.

It comes equipped with seven airbags, including a front centre bag, and a comprehensive suite of driver assistance features that make it feel reassuringly modern and family-focused.

Standouts in day-to-day use include side exit assist, blind-spot monitoring and one of the better adaptive cruise control systems I’ve experienced lately. The lane keeping aid, however, is a little over-eager at times, with some noticeable tugging at the wheel.

Other safety features include interior monitoring, driver attention alerts, and a full spread of collision avoidance tech including autonomous emergency braking, forward collision warning and rear and front cross-traffic alert.

Parking sensors, a 360-degree camera system, and intelligent seatbelt reminders help make low-speed manoeuvres easier and safer. For families, there are ISOFIX child seat mounts on the outboard rear seats and three top-tether anchor points across the second row.

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.

The ID.4 Pro comes with a five-year/unlimited kilometre warranty, which is standard across the Volkswagen range, while the battery is covered for eight years or 160,000km, giving buyers a little extra peace of mind when it comes to long-term EV ownership.

Volkswagen also offers a 10-year capped-price servicing program, which is excellent for the segment.

The total cost comes to $2890 over the full term, and the service intervals are spaced every two years or 30,000km, whichever comes first.