Skoda Kodiaq vs Kia EV5

What's the difference?

The new Skoda Kodiaq Select 140TSI is a quiet achiever. It may not be as flashy as some of its rivals, and the engine won’t knock your socks off, but it delivers where it counts. This is a well-rounded seven-seater that’s comfortable, practical and cleverly equipped with more standard features than you’d typically expect from a base grade. If you’re after a family SUV that flies under the radar but ticks all the right boxes, the Kodiaq deserves a close look.

The size is right, the price is right and the drive is right – three things that make the Kia EV5 a pretty formidable foe, and the kind of vehicle that might finally be able to break through the wall of the temple of Tesla in Australia.

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

From the outside, the new Kodiaq looks more athletic than bulky, with a long and low stance that gives it a sleeker profile than many of its taller, boxier rivals.

The new restyled grille, 19-inch alloy wheels, and distinctive C-shaped LED tail lights give it an understated but handsome roadside presence. This is an SUV that favours quiet confidence with a European flair.

Step inside, and the cabin continues that design language with a stylish, angular dashboard and a well-considered layout that’s both practical and premium in feel. The black leather upholstery, crisp technology displays are complemented by Skoda’s clever new multi-function rotary dials.

Even in the base Select grade, the interior punches above its price point.

If you’re familiar with any of Kia’s EV designs, and specifically the EV9, you’ll already know the Kia EV5, which looks a lot like a shrunken version of the company’s biggest electric 4WD.

But this one looks a bit smaller, a bit more familiar looking, and maybe a bit more accessible than the hyper-modern EV9.

Honestly, it looks like a contemporary, mid-size SUV that could be powered by anything.

There are a couple of EV5 design elements I really like. The first is the combination of hard edges and subtle curves, which combine really well. I also love the lighting treatment up front, which gives the EV5 a bold and unique light signature, especially at night.

Inside, it’s another story of familiarity, with a clean, high-tech cabin and Kia’s common twin-screen set-up. Actually, it’s more a triple screen, with two 12.3-inch screens, and a 5.0-inch climate monitor between them.

The materials are all nice, and they look great, but they don’t exactly melt under the touch, and that gives the EV5’s cabin a hard edge I don’t love.

I do, however, love the inclusion of some physical buttons, so you’re not pawing through the screen to access every in-car function.

And one final design quirk. I know it looks like it has an old-school bench front seat, but you can’t use it as a third seat in front. Kia says it’s just a design flourish. But it is also somewhere safe to pop your phone or other small valuables to stop them sliding about when you're on the road.

The Kodiaq does a solid job of blending family friendly space with clever design. Up front, there’s plenty of room to stretch out, and the wide door apertures combined with a 187mm ground clearance make getting in and out a breeze.

The front seats are genuinely comfortable, with thick padding, supportive side bolsters, extendable under-thigh supports and heating for both front occupants, which is a nice inclusion at this price point. The driver’s seat is also electrically adjustable with memory, which adds a layer of convenience.

Skoda has a reputation for smart storage and the new Kodiaq continues that trend. There’s a sunglasses holder, an umbrella nook inside the drivers door, removable rubbish bins in each front door pocket and a handy dual glove box set-up. The centre console offers a mix of deep storage, two cupholders and lots of charging options, including two USB-C ports and dual wireless charging pads, plus a third USB-C near the rearview mirror.

That said, the tech experience hasn’t been completely seamless. The 13.0-inch multimedia display looks sharp, but the touchscreen can be laggy at times. The three multi-function dials, while clever in theory, aren’t always intuitive in practice. Changing functions on the go can be fiddly, and I found the climate control system occasionally unresponsive — the ‘sync’ function worked inconsistently and for some reason, we couldn’t always unlock or adjust the rear climate control.

On the plus side, the system includes built-in sat nav, wireless Apple CarPlay and wireless Android Auto. CarPlay connected easily and stayed stable throughout the week.

In the second row, my eight-year-old had no trouble hopping in and out, and while the seats are on the firmer side, they’re still comfortable enough for long drives. Amenities are strong with two USB-C ports, a 12-volt socket, map pockets with device holders, and retractable sunblinds. There’s also a removable centre shelf between the seats that works as a clever storage solution, and the bench is wide enough to take advantage of all three top-tether anchor points.

And I have to call out one of my favourite Skoda features, the pop-out door edge protectors! This is the first time I’ve seen them in action and they’re brilliant. They automatically deploy as you open the door, helping prevent bumps and dings, which is a lifesaver for parents with energetic kids (like mine) who fling doors open with zero hesitation.

As with most three-row SUVs in this segment, the Kodiaq’s third row is best suited to kids. Adults can technically squeeze in but space is limited, with legroom and headroom both tight. It’s worth noting there are no directional air vents, USB charging ports or top-tether anchor points in the third row either, which might be a downside for some families.

Boot space, on the other hand, is a strong point. Even with all seven seats in use, there’s still a very usable 340L of cargo capacity which, is enough for a few school bags or a compact pram. There’s also an underfloor compartment for storing the cargo cover and space-saver spare tyre, which keeps things tidy. Fold the third row down and the capacity jumps to a generous 910L, giving you loads of room for family gear, groceries, or weekend luggage. The powered tailgate is another welcome convenience, especially when your hands are full.

At 4615mm in length, 1875mm in width, 1715mm in height, and with a wheelbase of 2750mm, the Kia EV5 is roughly the same size as a Tesla Model Y, so if you’re ever sat in the back of the Tesla, you’ll have a fair idea of what to expect here.

Sitting behind my own 175cm driving position, I found I had a heap of knee room, more than enough headroom, and I reckon you could fit three adults across the back seat pretty easily, too.

There are a couple of design flourishes I really like, too. The pull-down divider that separates the backseat is home to two cupholders, which isn’t unusual, but what is new to me is the unique positioning of the USB charge ports, which are in the middle-back of the front seats, right above the storage pocket, so you have somewhere to pop your phone and cable when you're charging.

There is also a deep storage draw between the two front seats. It’s just for extra storage in the Air and Earth, but in the GT-Line it’s heated and cooled, which means hot pies or cold drinks when you’re on the move.

The EV5 might be an all-electric vehicle, but it’s still a mid-size SUV, which means there are certain standards it has to hit to be taken seriously, and one of those is boot space.

Up front there’s 67 litres of space in the fruit, or frunk, while the boot holds 513L with the rear seats in place – that number obviously growing as you begin folding them flat.

It is also a hugely customisable space. There’s heaps of under-floor storage below the removable panels. There’s also vehicle-to-load capability, which takes the form of a standard power point in the boot that can use the vehicle’s battery to power pretty much whatever you want.

Finally, there are adjustable luggage hooks, so you can carry bigger or smaller bags as you wish.

The cheapest EV5, the Air, arrives in two guises, Standard Range or Long Range, and the former is something of a bargain.

It’s the only EV5 to get included on-road costs, and Kia is asking $56,770, on the road. That puts it well below the Tesla Model Y. As of right now, the single-motor Tesla is $60,868, on the road, in NSW.

Next is the Air Long Range, which lists at $61,170, before on-road costs. The EV5 Earth occupies the middle rung, at $64,770, before on-roads, while the yet-to-arrive flagship, the GT-Line, is a considerable $71,770, before on-road costs.

Air models get 18-inch alloys, LED lighting all around, roof racks and power mirrors, while inside there are cloth and synthetic leather seats, with a massage function for the driver, along with a synthetic leather steering wheel and LED interior lighting.

Tech is covered by twin 12.3-inch screens, with a smaller 5.0-inch climate screen sandwiched between them, and there’s in-built nav, a six-speaker stereo and Apple CarPlay and Android Auto.

The Earth then adds 19-inch alloys, gloss black exterior design flourishes and privacy glass, while inside, the seats are now entirely synthetic leather. You also get a second V2L connection, as well as a powered tailgate.

Finally, the GT-Line gets pretty much everything Kia could throw at it, including 20-inch alloys, auto-flush door handles, a panoramic sunroof, two-tone seats which are now billed as offering "premium relaxation", wireless phone charging, fingerprint recognition, a heated steering wheel and an augmented-reality head-up display.

The Select is all-wheel drive and powered by a 2.0-litre four-cylinder turbo-petrol engine, producing 140kW and 320Nm. On paper, that’s a solid output for a family SUV, but in practice the power delivery can feel a little underwhelming at times.

The seven-speed dual-clutch automatic transmission is quick to shift but isn’t always smooth. It tends to upshift early, especially when you’re accelerating, which can dull performance and make the engine feel less responsive than it should. It's not sluggish, but it doesn’t feel particularly eager either — especially when loaded up with passengers or gear.

The entry-level EV5 Air is available in Standard Range or Long Range guises, both powered by a single front-mounted electric motor, producing 160kW and 310Nm. 

The Standard Range will clip 0-100km/h in 8.5 seconds, while the extra weight of the bigger battery slows down the sprint in the Long Range, taking around 8.9 seconds. 

The Earth is a twin-motor AWD offering, with a motor at each axle, lifting outputs to 230kW and 480Nm, dropping the sprint to a brisk-feeling 6.1 seconds. The incoming GT-Line gets the same powertrain.

The Kodiaq has an official combined fuel consumption figure of 9.2L/100km, and paired with a 58-litre fuel tank it has a theoretical driving range of about 630km. It's not as long-reaching as some seven-seat SUVs (especially diesel-powered rivals), but it's not terrible.

After my usual mix of urban errands and a couple of longer highway trips, my real-world fuel use averaged 8.7L/100km. Not too shabby.

The Air Standard Range gets a 64.2 kWh lithium iron phosphate battery, weighing in at a hefty 428kg, which delivers a claimed driving range of 400km. The Air Long Range, the Earth and the incoming GT-Line all share the same 88.1kWh battery, upping the range to 555km, 500km and 470km, respectively.

So, if driving range is at the very top of your must-have list, the Air Long Range is the car for you.

All cars can take 7.0kW home AC charging, while the dual-motor versions are set up for 11kW AC charging. Fast charging. When it comes to fast charging, all models can plug into a 350kW charger, taking them from 10 percent to 80 per cent in less than 40minutes.

As I mentioned earlier, the powertrain is adequate but not impressive. The engine can over-rev at times, and it feels like there’s limited reserve when you really push it, though it’s far from gutless. It’s an odd one as you do have enough grunt to overtake safely on the open road, and it’s generally fine for a vehicle of this size, but it’s not particularly eager or lively.

The suspension strikes a good balance. It’s soft enough to smooth out bigger bumps and rough patches without feeling too floaty. At the same time, you still get decent feedback through the steering, and the Kodiaq corners reasonably well with minimal body roll.

Speaking of steering, it’s on the softer side and not as sharp as I’d prefer, but it’s responsive enough to make city driving and tight car park manoeuvres easy. Visibility is good all-around from the driver’s seat, which is good.

Noise levels are typical for a large SUV. Road and wind noise are noticeable, especially at higher speeds, but the cabin remains quiet enough to have a conversation in the middle row without raising your voice. If you’re sitting in the third row, though, you might have to ask people to repeat themselves from time to time. Still, it’s a comfortable space to spend time in.

The Select grade comes with a reversing camera, but the image quality isn’t great. The camera view seems skewed to the left, which caught me off guard occasionally. I found myself relying more on the mirrors and good old-fashioned looking around when parking.

First things first – I spend most of my time behind the wheel of the EV5 Earth, which though it shares its dual-motor powertrain with the GT-Line, is actually the fastest of the lot owing to the extra weight of Kia's flagship.

That means zero to 100km/h in just over six seconds, and trust me when I say this, that is more than fast enough. I know you read about EVs knocking off the sprint to 100km/h in supercar-besting times, but you don't need that sort of crazy acceleration in a family-focused mid-size SUV.

Actually, forget needing, you don't want it. The EV5 feels more than punchy enough, without shaving years off your life every time you plant your foot.

Fit for purpose, then, which is exactly how I'd describe the rest of the EV5's very good drive experience. Kia's Australian ride and handling wizards have once again had their way with the EV5, and the result is an EV that handles most everything Australian road surfaces can throw it at it with ease.

Surprisingly, it's maybe not quite as dynamically sharp as the bigger EV9, but it's always comfortable, without feeling floaty or disconnected, and it will happily grip its way around tighter corners without tipping from side to side, either.

There are a couple of small quirks, though. The first is the steering, which is definitely responsive and confidence inspiring, but it also has a kind of artificial weight or heaviness at times that feels a bit disconnected from what's happening beneath the tyres. And the cabin can be a little noisy through wind, too.

But these are small beans, really. The EV5 is comfortable and capable, and without the harsh ride or too-sharp steering that can be found in some of its rivals.

We drove it for hours across all sorts of road surfaces, and in all sorts of conditions, and found very, very little to complain about.

Every EV5 gets a comprehensive safety offering, including 'Advanced AEB' that includes junction crossing, lane oncoming and lane changing alerts. There’s rear-cross-traffic alert, semi-autonomous highway cruising and a whole heap more.

If you want a blind-spot view monitor, surround-view monitor or remote park assist, you’ll need to spring for the GT-Line.

The EV5 hasn’t been crash-tested yet, but Kia will be shooting for the maximum five-star ANCAP rating.

The Kodiaq is backed by a seven-year/unlimited-kilometre warranty that is better than the five-year cover you’ll find on some of its rivals.

Servicing is required every 12 months or 15,000km, whichever comes first, and Skoda offers pre-paid service packs for up to seven years. These average out to around $393 per service, which is competitive for this segment and helps take the guesswork out of maintenance budgeting.

The Kodiaq runs on 95 RON premium unleaded, which is worth factoring into ongoing costs.

The EV5 is covered by Kia’s seven-year, unlimited-kilometre warranty, and you can prepay your servicing costs, too.

Three years will set you back $980, five years is $1535 and the full seven years will set you back $2431 ($347 per workshop visit), which is category competitive.